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Nordic Tug 37

We're impressed with its efficient layout, huge engine room and simple, yet solid, construction. You'll find less expensive trawlers of this size, but we think the NT 37 is a good value.

With its handsome looks and tugboat-style heritage, Nordic Tug’s 37 follows on the heels of its successful 26-, 32- and 42-foot stablemates.

Nordic Tugs have developed a sort of cult following on the West Coast, and the momentum is gaining 3,000 miles to the east with more than 150 tugs sold east of the Mississippi.

We tested hull number three of this new model. Our mission: Find out if the 37 lives up to its promise as a rugged and practical offshore-capable trawler.

A trawler must cruise at slow speed with good economy, and this generally calls for the inherent simplicity and efficiency of a single inboard diesel. If you want to travel faster than hull speed—about 9 knots with this vessel’s 37’10" waterline-length hull—a semi-displacement or planing hull is needed with fairly flat buttocks lines and enough power to get you over the hump. The Nordic Tug has all of these characteristics. Its hull shape generates hydrodynamic lift, as does the 2-foot hull extension aft that adds waterline length, and helps the boat reach an 18-knot top speed.

Construction: Not High-Tech, But Does the Job
The Nordic Tug 37 is very well constructed, and built to last. We wouldn’t say it’s high-tech, but we think the materials are well-suited for this type of boat.

The builder uses a premium vinylester resin-saturated skin coat to prevent osmotic blistering, followed by a high-quality isophthalic resin in the rest of the laminate. Most builders use general-purpose, orthophthalic resin, which is not as strong or osmosis-resistant and does not adhere as well in secondary bonding.

This boat’s 1"-thick keel ought to stand up to some pretty serious grounding abuse. Divinycell foam-cored stringers let the fiberglass do an efficient job structurally of stiffening the hull. Attention to detail shows throughout, including the glassed-in fiberglass pipe-lined limberholes and the bonded, bolted and fiberglassed hull-to-deck joint.

Impressive Lazarette
Three or four people can lounge in deck chairs or catch a few fish in the Nordic Tug’s cockpit, which measures 5’4" long and 10’3" wide. The cockpit—a single piece along with the rest of the superstructure—includes 30"-high coamings, deep enough for offshore safety. Still, we think the addition of a toe-kick area would improve balance, and this could be created by widening the cockpit coamings by 6-8".

We found the molded nonskid aggressive enough to firmly hold onto our boat shoes. A 21"-by-26" hatch opens to the lazarette below. It looked like Nordic Tug designers were determined to keep things dry here with a deep gutter and large, 1-1/4" drain lines that should resist clogging. The deck above extends aft far enough, 35", to offer protection from the elements, but not so far to impede fishing. We like the 9"-by-3.5" scuppers that should shed water quickly.

Moving forward, a 27"-wide door opening leads you to the saloon. We like its 78" of headroom and large windows that let in plenty of daylight. What’s even more impressive is the L-shaped lounge to port that converts to a large 80"-by-48" berth. We often criticize builders for providing berths that are too short for those 6' or taller. So we like it a lot when we come across a berth 6’6" long.

The galley is opposite, with a full-size refrigerator forward, just aft of the helm seat. The huge—8’3" long —L-shaped countertop holds a 10"-deep double stainless steel sink and an electric Princess three-burner stove with oven below. Drawers and storage cabinets are everywhere, and there’s room for an optional icemaker. The two 28"-by-31" deckhouse windows at eye level above the counter made us feel like we were standing in our kitchen at home.

There’s more storage area below the saloon, where you might ordinarily expect to find an engine. Just pick up one of the hatches to see why it’s such a quiet boat. Not only are they well-insulated, they fit tightly. The builder also covers them neatly with durable-looking carpeting. Below the saloon’s hatches, we found aluminum fuel tanks outboard and a single aluminum water tank aft on centerline. The tanks are accessible for inspection and can be removed through the pilothouse hatches. However, we prefer fiberglass or plastic fuel tanks because aluminum will corrode.

The water tank appeared to be carefully installed on neoprene strips and angle brackets with plenty of breathing room around the tank’s perimeter. Inside, we found the exhaust hose of the engine’s vertical lift silencer well protected against chafing.

Straightforward Helm
For a 37-foot boat, the Nordic Tug boasts a very roomy, ship-like pilothouse, with 78” of headroom and plenty of glass all around to provide good sight lines. It’s worth mentioning that the pilothouse is open to the saloon, at least above waist level, making for one big open interior from helm to cockpit door.

The helm is to starboard with a vertical wood ship’s wheel, a single-lever Morse engine control, a straightforward Cummins instrument panel and a joystick for the Sidepower Sleipner bow thruster. Further forward, the Tank Tender gauge, anchor windlass control, windshield wiper, horn, bilge pump, light switches, genset control and monitoring panel round out this orderly dash layout. The GPS chartplotter and radar are bracket-mounted atop the console forward, and the Richie compass is mounted atop the bulkhead forward. Electronics and gauges are reasonably positioned for ease of viewing from the raised helm seat. Overall, the helm layout is straightforward and utilitarian.

This 2-foot-wide swim platform increases the NT 37's wetted surface area, aiding the boat's speed.

The 40" helm seat is perched a full 32" off the deck, providing good visibility and enough room for two friendly people to sit side-by-side. The 45"-wide companion seat to port allows two people to sit comfortably and share the view with the skipper. This is also a perfect spot for the navigator because it’s just a couple of feet away from the chart table. We'd move the helm seat forward so you can comfortably reach the controls and the switches but still have quick access to the starboard sidedeck. As is, you can't reach the controls while seated.

Sliding doors to port and starboard lead to the weather decks. This feature came in handy when we were backing into a slip, allowing us to see astern close-aboard by sticking our head out the door. The skipper will also find it easy to get out on deck quickly when needed and help the first mate with line-handling chores.

To port of the centerline cabin companionway is a huge 32-1/2"-by-54-1/2" chart table that lifts to reveal a storage area below. The table is actually large enough to hold a regulation-sized chart. What a concept!

Sam and Karen Crispin, the owners of our test boat, relayed to us an incident that illustrates the declining attention to the importance of paper charts. While shopping for a boat, they asked the dealer of a popular sportboat line where the chart table was. He told them paper charts were not necessary anymore because of electronic chartplotters. “They’re a thing of the past,” he said. The comment steered the Crispins, experienced sailors, away from the dealer.

We found another feature designed for serious cruising: engine-heated windshield defrosters.

But the NT 37’s pilothouse is not perfect. We think the windshield mullions are too wide, 8", and therefore hinder visibility. This effect is lessened because the helmsman sits so far back. Still, one’s vision would improve, without hurting the windshield’s structural integrity, if mullion width was trimmed by 3" or 4".

As elsewhere aboard this yacht, the builder has neatly installed thick vinyl pads on the bulkhead, hull-side and overhead liners. They contrast nicely with both the teak battens holding them and the teak lockers and doors. The wood accents, rather than overpowers, the boat’s interior. The builder places two teak handrails overhead so they can be reached from practically anywhere in the pilothouse when the going gets rough. The Crispins reported no leaks in the windshield or the sliding doors during the year and 200-plus hours they’ve cruised the boat.

Engine room: Great Accessibility
A two-piece hatch opens in the pilothouse sole for access to the engine room. The space is so large that the Cummins 330-hp diesel seems to be just another piece of miscellaneous equipment, making for excellent accessibility. Soft engine mounts are bolted to gusseted angle stock, which are through-bolted to the fiberglass-encapsulated hull stringers. The latter are cored with vibration-dampening wood near the engines. The best combination to absorb vibrations is soft, resilient engine mounts atop relatively solid engine beds. This makes the boat not only almost vibration-free but reduces vibration-induced noises.

The Racor fuel filter-separator for the main engine and another for the genset are mounted on the aft bulkhead where they’re easy to keep an eye on and get to for maintenance. Hose clamps hold the fuel lines in place throughout the fuel system. More-secure compression fuel fittings and high-pressure fuel lines would be better suited for this fairly high-end yacht, in our opinion. We’re told they could be installed as an option.

Flat plywood floors outboard of the engine make for comfortable working conditions and offer plenty of room for crates of tools, supplies and spare parts. Shelves can also be added for more storage. The batteries are neatly protected in plastic boxes with lids that encourage plenty of air circulation. The genset, an enclosed Northern Lights unit, is mounted to the port engine room platform, and it too comes with 360-degree accessibility. The engine room overhead, bulkheads and hull sides are completely covered with foil-backed acoustic insulation which, along with the well-fitting hatches above, are effective in quieting machinery noises.

The large windows and countertop made us feel like we were standing in our own kitchen at home. Notice that the pilot- house is open to the saloon, which will allow the helmsman to see all the way to the cockpit.

As it should be, the raw water engine cooling seacock, forward and to port, is easily accessible for maintenance or an emergency. We found quality Ancor wiring—tinned and heat-shrunk—throughout, and plumbing lines were routed out of harm’s way and, for the most part, bundled and loomed for chaffing protection. We found on the test boat one exposed wire that ran along the forward bulkhead a foot or so above the bilge.

We’d also like to see the aft engine room bulkhead made watertight as a measure of passive flooding protection in the event of a major leak. It’s simple to do, and would cost the builder little, in our view. Simply put, watertight bulkheads, a common design feature in ships, confine flooding to a small area, dramatically improving your chances of making it back to port.

“You’re right about the compartmentation for offshore use,” says longtime Nordic Tug dealer Ed Shelton. “We could certainly make bulkheads watertight for owners who requested it.” We think it should be standard construction.

A bulkhead seal is all that would be needed since the shaft and shaft coupling are the only penetrations through the aft bulkhead into “shaft alley” under the saloon.

The shaft, incidentally, is only a few degrees from horizontal, a very efficient angle for the propulsion plant, and made possible by the single diesel’s location fairly far forward. Limberholes in the stringers are cut out flush with the bilge. Many builders raise them an inch or so off the hull since they’re easier to install, but this practice results in incomplete drainage.

Cabin Sleeps 4 Adults; Big Shower
Accessed from the pilothouse companionway, the two-stateroom, single-head layout places the master stateroom forward, where we found 80" of headroom. We found three opening portholes and a 16" Bomar hatch overhead. We think this hatch should double as an emergency exit, so 16" is hardly large enough. An opening of at least 20" is needed, in our opinion.

His-and-hers hanging lockers are to port and starboard, angled at 45 degrees for extra usable space. The island berth is 6’2" long and tapers in width as you move aft, averaging about 50" wide. This is perfectly big enough for two adults, although we’d like to see it a few inches longer.

Lift the mattress up for access to the storage space below. We commend the builder for installing the bilge pump in a recessed box to ensure thorough drainage. The bilges here, as in the rest of the boat, are ground smooth and finished in white gelcoat for easy cleanup and good visibility. The single head (all that’s needed for a boat of this size, in our opinion, especially when a couple will cruise alone for much of the time) to starboard includes a Vacuflush toilet, sink with vanity storage and opening portlight.

The shower, a separate one-piece fiberglass unit, is huge for a boat of this size—26" by 41" at its greatest dimensions. A bi-fold aluminum-framed glass door keeps the head dry. A teak door leads to the undersides of the helm console. The builder has wisely used hex screws to fasten it, a good precaution against children’s inquisitive fingers. We think it’s a very accommodating head; it’s comfortable to move around in, well laid out and easy to keep clean.

The port guest stateroom offers a pair of 75"-long bunk beds; it would be tight, but you could fit a couple in the lower berth, which measures 42" wide and provides 27" of headroom. The upper bunk is a single at 24" wide. So, you get a little sleeping versatility with this arrangement. Guests get a two-drawer dresser with mirror above, a hanging locker, two chrome-plated reading lights and another pair of opening portholes. All interior metal is stainless steel. The second stateroom is also offered as an office, with desk and a Pullman sofa that converts to bunk beds.

Higher Rail Needed
Sidedecks vary from 10" to 15" wide, with a welded 1" stainless steel bow railing that’s 26" high at the pilothouse door and 28" high forward. We’d like to see the rail at least 30" high, especially on a long-range cruising boat such as this. A stainless steel anchor pulpit handles anchoring duties, and the high trunk cabin offers a comfortable perch forward. You can order the NT 37 with a flybridge ($24,500), which tucks neatly aft of the pilothouse and atop the saloon. The PVC rubrails look stout enough to win an argument with the average piling, and the saloon top extends all the way to the hull sides for added protection from the sun. This can help lower the demand for air conditioning in tropical climes.

Great Little Boat
Clearly bred to roam offshore in most areas, the Nordic Tug 37 can head to sea and keep its passengers safe and comfortable. The layout makes for easy living. A true pilothouse yacht, the 37 includes two main-deck seating areas, a real chart table, a galley open to the helm, a cockpit that's visible from—and within earshot of—the helm and a second stateroom.

We’re also impressed with its tons of storage and its house-sized shower. The nicely laid out engine room is big enough for two people to sit and change the oil, and an inverter will meet electrical demands when quietly swinging on the hook.

The Nordic Tug 37 with a Cummins 330-hp diesel retails for $302,815. Our test boat, after all options were installed, listed for $350,000. You can order a 28k BTU diesel-fired furnace ($10,000) and 28k BTU air conditioning system ($9,888), depending on the climate you expect to operate in. And since the reverse-cycle a/c will handle most heating demands, buying both systems won’t be necessary.

A 5.5 kW genset is standard, though a 8 kW unit (a $2,600 upgrade) is available. A 2,500-watt inverter ($5,061), three-burner propane stove with oven ($3,983) and Vacuflush head ($2,335) are a few of the major options. Nordic Tug only installs Cummins diesels, but that ought to be OK with most seasoned mariners.

You’ll find other trawlers of this size for much more money (Krogen 39, Grand Banks 36)—and much less money (Monk 36, Mainship 390). The NT 37 is in the middle of this market, along with its chief competitor, the Pacific Trawler 37 (PBR, 5/99). We also liked this boat, so you should check it out along with the Nordic Tug 37.

Also With This Article
"Fast Facts"
"Smooth Head Sea Ride; Tracked Well Downsea"
"Critic's Page: Nordic Tug"
"Value Guide: Nordic Tug 37"
"Market Scan: Small Trawlers"

Contact — Nordic Tug 37, Nordic Tugs, 11367 Higgins Airport Way, Burlington, Washington, 98233; 360/757-8847; www.nordictug.com.