North Pacific Marine, Inc

P.O. Box 2229

Sequim, Washington 98382

Phone: 360- 683-9231






                                                  North Pacific Marine 26’ X 8’ hull design qualities


2000 pounds lighter than conventional designs

Three times stronger

40% more fuel efficient

30% less power requirements

20% higher payload per horsepower

Feeling of riding on powdered snow

No lateral wave or lurch with rapid stopping

Quickly planes from dead stop with wheel hard over turned

Quickly evens out after hard turns

Hull lifts almost instantly into center section

Superior handling in turns W/O diving in to forequarter

Unequaled maneuverability, safe,  secure handling

Curves into smooth arc in turns

Unequaled sea-keeping ability

Certified “GREEN” design ( drastically reduced wake, low environment impact)

Deflects side spray and wake downward for reduced spray and signature wake

Patented designs creates air bubbles from hull’s air inlets. This creates suspension surface effect  that reduces friction using hydro effect sponsons

Hull design described as “ multi-chinned V with hydro sponsons”

Hull design is scalable to smaller or larger dimensions

Multiple lifting surfaces

Can be manufactured using high-end composites, aluminum, fiberglass

Reduced operating and maintenance expenses

Transport factor of 3.31 delivers 30 to 40% greater ratio

200 HP delivers computed NPM transport factor of 4.24




In an article written by John van Amerongen, editor of Alaska Fisherman Magazine. Mr. Amerongen tells of a ride that he had with Mr. Lindstrom and Mr. Kirkham.


“…. After a few quick warm-up laps of the bay, Lindstrom let the boat come to a halt in the middle, “Watch this,” he said, punching the throttle all the way forward and tweaking the power trim on the 200 hp Merc as the prop began to slip just a bit.

It’s amazing how your muscles remember what it’s like to be in an outboard when you put the juice to it.  My thigh muscles tensed and I grabbed the dash preparing for the prop to dig a hole in the water and the bow to point skyward in the classic rear back and lunge “hit it” sequence.  It didn’t happen.

The boat took off with a controlled combination of forces that translated to rapidly accelerating forward motion and nearly level vertical lift.  The boat was up on step in a hurry and we were hustling quietly over the bay.  Lindstrom figured we were doing somewhere around 45 mph.  The boat’s official run, he said, was clocked at 47. 

At 26 feet long with a beam of 8 feet it’s admittedly no runabout.  The water and the ride were both so smooth there was virtually no sensation of break-neck speed.  We were shushing along quietly, like we were riding on powder snow.  Lindstrom cranked the wheel over hard and once again my body prepared for the boat to dive in the forequarter as it hooked into the hot turn.  Again, it didn’t happen.  The boat simply carved a smooth arc in the bay and I had no sensation that I was going to be thrown anywhere. 

Lindstrom still had a few tricks to perform.  The next time he cranked the boat hard over at full speed, he abruptly pulled the throttle all the way back to neutral.  When the boat dropped off step, it stopped in a hurry, but I was expecting a catastrophic lateral lurch and a giant wave of water to poop us from the stern.  It didn’t happen.  She just came to a stop and bobbed in position.

His final trick was to crank the wheel hard over at a dead stop and punch the boat onto a plane while it was running in a tight circle.  Once again I was prepared for the worst, expecting a 200-hp whirlpool with the three of us flipped into the vortex.  This time I was glad I was hanging on, but the boat did not dig its own grave, rather it rose to the occasion, got up to a plane and was already scooting when he straightened the wheel…” 


The many angles and tunnels of the bottom create a stability and efficiency up to now unknown in the pleasure or commercial boating world.  Once again Mr. van Amerongen catches the essence of the boat in his article. 


“…So what do all those angles achieve?  According to Lindstrom, the multiple lifting surfaces allow the boat to plane quickly, lifting it progressively onto the center portion of the hull, where the wetted surface is minimized on a fast flat hull form.  The ride and stability are enhanced by the redirection of the wake generated by the center hull.  As the wake splashes upward, aft and outboard it encounters the outboard hydro-sponson and is redirected downward and aft through the tunnels, flattening the wake and adding lift to the hull.

As the wake splashes and bends into the tunnels, it also picks up air and creates a foamy riding surface that reduces drag and softens the ride.  (If you watch the transom at full speed – which I did – there is a steady stream of white foam coming out of the twin tunnels.) 

(See Exhibit D for an artist conception of the bottom design)


A very important marketing point needs to be made here.  In the past, the decision of which boat to purchase was basically made by a male.  According to Boating Industry Magazine (BIM), today the male is the primary decision-maker in only 44.0% of the boat purchases.  A couple or family unit now shares in that decision in 41.6% of purchases while the female is the primary decision-maker in 14.4% of the sales.  What is important to note is that the extremely smooth, stable ride particularly impresses the female rider (boat buyer) as they feel safe and comfortable; rather than being thrown around during extreme maneuvers. 



News Articles                                                                         

Barnstorming Sequim Bay

Work Boat Magazine November 2003

Utility Vessel Design

Photos 2006


For further information, contact Albert K Lindstrom 


Phone: 360 683-9231