Presenting the greatest hits (and a few misses) from two turbulent decades at C&C Yachts
From C to C
Presenting the greatest hits (and a few misses) from two turbulent
decades at C&C Yachts
By Doug Hunter
For the first time in more than two decades, visitors to the 1990 Toronto International Boat Show in January could not tour the product line of C&C Yachts, which for many consumers had been a flagship of the Canadian sailboat industry. The day after the show closed, C&C had announced that it was up for sale; and with no new owners in sight and creditors losing faith, the company was placed in receivership in September. The search for new ownership continued, but none was found in time to take the company to the most recent edition of the country's leading boat show. But C&C staff were on hand, talking optimistically of a potential new ownership structure with Hong Kong interests.
C&C Saga
With the possibility of another chapter being opened in the C&C
saga, it occurred to us at Canadian Yachting that the time was
right for a retrospective on the company. If new owners are found,
such a retrospective will help the consumer view the reborn operation
within the context of the company's storied past. Should the company
not be revived [which it was, ed.], we would at least better appreciate
what it was the Cs in C&C had stood for. This is not an obituary.
Rather, our august editors (in consultation with former C&C
associates), have dared to assemble an idiosyncratic overview
of the company's activities, focusing on the aspect of the operation
that meant most to the average boater: the boats.
C&C has built a lot of boats in a lot of different styles
for a lot of different purposes. Any company that could create
both Evergreen and the Landfall 43 has had the right to call itself
diverse. But ultimately C&C built its reputation and success
on the ubiquitous racer/cruiser, a concept it approached from
any number of angles. The sheer variety of models encountered
in poring through files of drawings and photos is numbing. Say
"C&C 27" and you're talking about five different
boats: the four versions of the original model, plus the MORC-influenced
1980s model -- not to mention the Wave 26, which was a stripped-down
entry-level version of the last 27. In discussing the C&C
29, one has to be very careful to differentiate between the 1976
model and the 1982 model -- they're world's apart in quality and
popularity.
We did our best to date the designs, and in the case of production
boats the date refers to the approximate year of introduction
to the marketplace, although the design may have been built for
many years after that. The C&C 27, for example, is dated 1970,
although it stayed in production until 1982. We haven't tried
to discuss every boat C&C ever built. Instead we've hit the
highlights -- the Masterpieces -- and just to make sure you aren't
left with the impression that the company has had a Midas touch,
we've offered some miscues -- the Anomalies. If you happen to
own one of the few models to which we've given a raspberry, we're
sorry, but you can take solace in the fact that even the worst
efforts by C&C would make a lot of other builders proud. Besides,
we know people that love the Mega. God bless them, every one.
C&C: A Whirlwind Corporate History
September, 1969: The design firm of Cuthbertson & Cassian
Ltd. joins forces with Belleville Marine Yard, Hinterhoeller Ltd.
and Bruckmann Manufacturing to form C&C Yachts. A share issue
is floated by Walwyn, Stodgell & Co. on the Toronto Stock
Exchange. Ian Morch of Belleville Marine Yard becomes the first
president. The duty barrier on U.S. boats is at 17.5 per cent.
C&C achieves sales of $3.9 million.
1971: Ian Morch wants C&C's operations to become a homogenous
whole. George Cuthbertson wants the plants to operate as individual
profit centres. Morch's vision finally carries the day, but boardroom
animosity is such that Monarch is compelled to step down as company
president. He leaves C&C and takes with him the assets of
Belleville Marine Yard, then sells most of its shares to Credit
Foncier. George Hinterhoeller succeeds him as president.
1973: After repeated efforts to extricate himself from an unwanted
post, George Hinterhoeller has resigned as president. George Cuthbertson
agrees to take his place in what all view as a temporary stop-gap
measure while they search for a corporate pro. He ends up running
the company for eight years.
1975: The company scraps a plan to expand its custom facilities
in Oakville, Ont., selling half of a 22-acre block of land acquired
for the purpose. Instead it decides to move into international
manufacturing. In July the Rhode Island Port Authority and Economic
Development Corporation authorizes the sale of US$1.5 million
in tax-exempt industrial development bonds to C&C, payable
from receipts. C&C is also arranging a low-interest loan from
the city of Kiel and the state of Schleswig-Holstein in West Germany
to open a 27,000-square foot plant.
February, 1976: C&C opens a three-bay 56,000-square-foot plant
in Middletown, Rhode Island. By year-end, worker training is underway
in Kiel.
1976: George Hinterhoeller sells his shares in C&C and goes
back into boatbuilding for himself as Hinterhoeller Yachts. Designer
Mark Ellis leaves C&C to supply Hinterhoeller with the lines
for the Niagara and Nonsuch series.
1978: Production begins at the C&C plant in Kiel.
1979: C&C is forced to close the German factory, mainly due
to a strong deutschmark that makes it more economical to build
boats in Canada and ship them overseas. Since beginning the Kiel
plant program, the mark has leapt from 32 to 65 cents Canadian.
The company declares a $496,000 loss for the year and 350,000
new shares are issued to bring $1.1 million into the beleaguered
company treasury. The death of George Cassian casts the greatest
shadow.
1980: The company meets its sales objectives, which exceed $30
million, but pretax earnings fall from 35 cents per share to 29
cents after a disappointing fourth quarter directly attributed
to a massive raw materials shortage at the Middletown, R.I., plant.
The missing materials reduce gross profit by $485,000. Heads roll
in Rhode Island as a result.
January, 1981: A stellar year, with sales a record $39.7 million,
a 20 per cent profit margin, and earnings of $1.24 per share.
But the stock remains undervalued, trading at only $3.50 per share.
A takeover bid is launched by Air Ontario Ltd., led by principle
Jim Plaxton, a C&C customer. Air Ontario offers $4.50 per
share (the original issue price) for 51 per cent of outstanding
common shares. The board turns down the offer, and goes ahead
with a plan to elevate vice-president David Gee to the president's
seat as George Cuthbertson carries on as chief executive officer.
Plaxton agrees to come back with an offer for all outstanding
shares at $5.25, this time with a partner, Austin Airways of Timmins,
Ont., to help finance the deal.
January, 1982: The Plaxton group succeeds in acquiring all outstanding
C&C shares, with the share purchase price having climbed to
$6.00. C&C becomes a private company for the first time. David
Gee is reaffirmed as president, while George Cuthbertson withdraws
from the company.
1983: Having vowed to return to the race course,
C&C manages its finest results since the early 1970s. Canada's
Admiral's Cup team assembles an all-C&C line-up -- the 45-foot
Amazing Grace V, the 41-foot Silver Shadow III, and the 39-foot
Magistri -- and finishes an impressive 6th overall, an all-time
high for Canada.
1985: C&C experiences its first bona fide racing disaster with the company-backed custom 44 Silver Shadow IV. The yacht performs poorly at SORC, and estimates of the total cost of the project to C&C approach $1 million. In November, the company closes its plant in Middletown, R.I., thereby bringing to an end its foray into multinational manufacturing. When the custom shop is also closed, C&C is left with a single manufacturing operation in Niagara-on-the-Lake, Ont.
1986: The year begins auspiciously with the resignation of president
David Gee, who decides to join Havlik Technologies of Cambridge,
Ont. -- but hangs on to his C&C 41, which he keeps in Penetanguishene,
Ont. Gee is replaced as president by Bill Deluce of the Deluce
family of Austin Airways. C&C is looking less like a leading
yacht builder than a means to an end for the Deluce family. The
financing of Plaxton's 1981 takeover bid allowed the family to
gain effective control of Air Ontario. Erich Bruckmann, left without
a custom shop to run, goes back into business for himself in Bronte,
Ont., in the old Metro Marine facility, where he started his boatbuilding
career in Canada as a foreman 30 years previous. Bruckmann is
the last of the original C&C partners to leave the company.
For many industry watchers, the unthinkable then happens. C&C
goes on the rocks, falling into receivership. A consortium of
limited partners, packaged and backed by Mutual Trust and led
by Brian Rose of North South Yacht Charters, takes over.
1988: Concerned by the performance of C&C, Mutual Trust conducts
an internal audit and decides to assume control of day-to-day
operation. Mutual Trust vice-president Robert Steubing replaces
Rose as president. Total sales are in the $15-million range.
1989: C&C launches a joint venture with Neptune Yachts of
Holland. C&C begins building Neptunus motor yachts for the
North American market, while Neptunus agrees to market C&C
sailboats in Europe.
January, 1990: Following the Toronto International Boat Show,
C&C announces that it is on the auction block as Mutual Trust
moves to withdraw from its financial participation. Price-Waterhouse
is hired to find a new owner. Steubing pulls back from hands-on
management.
July, 1990: C&C hits a credit crunch. The Royal Bank refuses
to increase its $4.4 million in secured financing. To keep the
company afloat, Mutual Trust, which already has $2.5 million in
loans extended to C&C on which no interest has been paid in
some time, advances another $2.5 million backed by a note from
the bank of Montreal as the search for a new owner continues.
September, 1990: With no firm offer for the company having materialized,
Mutual Trust and the Royal Bank call it quits and appoint Price-Waterhouse
receiver-manager. Rob Ball leaves to join Concordia Custom Yachts.
January, 1991: Price-Waterhouse has been unable to find new owners,
although there are rumours of Hong Kong financing in the works.
For the first time in its history, C&C fails to exhibit at
the Toronto International Boat Show.
January 1992: Assets of C&C Yachts are purchased by C&C
International. Anthony Koo becomes president of the new company.
Masterpieces
What makes a great boat great? In the case of production models,
it's hard to argue with volume. Herewith is a mix of bestsellers,
notable custom projects, and boats we just happen to like a whole
lot. C&C 35 (1970) When the newly formed C&C Yachts decided
to overhaul its product line (cobbled together from the designs
like the Redline 41 and Corvette 31, already in production), it
began with the C&C 35, introduced in 1970.
C&C 35: the first success
The boat had actually been designed for Hinterhoeller Ltd. and
initially went into production as the Redwing 35. The first one,
Red Head, was taken to SORC and sailed by Bruce Kirby. While Red
Head did not shine in the heavy-air series (a broken rudder shaft
didn't help), the C&C 35 went on to score other victories,
including division honours in the Newport-Bermuda Race, and the
design proved to be one of the company's best loved. The 35 had
phenomenal stability, a long waterline for its time, and a handsome
interior. It was also lighter than the average racing boat of
the day. The 35 enjoyed one of the longest production runs in
the company history. Its delivery of quality fibreglass construction
on a high-volume basis was unique for the day, and helped establish
C&C's reputation as a first-class builder.
C&C 27 (1970)
Shortly after the 35 was introduced, C&C unveiled the 27,
which proved to be the company's most popular model, which nearly
1,000 produced. It went through four "Mark" versions,
and replaced the model -- the 26 -- that was created to replace
it.(See "Classic Boats" this issue for more on the 27).
It shared many of the 35's admirable qualities. Most notable were
its phenomenally solid construction and incredible stability.
It was not an outstanding performer upwind, but was a great reacher,
which suited cruisers just fine. All in all, a terrific cruiser
that still attracted a racing following.
C&C 38 (1975)
Introduced in 1975, the 38 stood out for not standing out at all.
It can best be categorized as "wholesome." A true racer-cruiser,
the design performed well around the cans, had good middle-of-the-road
stability, and came with a nice interior. It was the perfect size
for the cruiser who wanted room below but not too much to handle
up on the deck. The market loved it. At 98 units, it was C&C's
best-seller of 1976.
C&C 40 (1977)
The company's success with the 38 paved way for a big sister that
proved to be one of the most profitable projects in the company's
history. Launched as a limited series production design, interest
in the 40 was initially low -- C&C had been beaten to the
market by boats like the North American 40 (which it had been
approached to build under contract), Swan 411, Islander 40 and
Tartan 41. Initially 19 were built by the custom division, and
as these customized versions - such as Amazing Grace (for Robert
Herron of Port Credit, Ont.) and in particular Coyote and On Rush
for Long Island clients -- began chalking up racing successes,
the orders came rolling in. In all 167 were built at a 25 per
cent profit margin, which helped offset the company's difficulty
building models under 30 feet profitability. The 40 was a major
success for C&C in the tough Long Island Sound market, where
an association just for C&C 40 owners was formed.
Arhangel (1980)
This custom 67-foot schooner, commissioned by Michael Davies,
publisher of the Kingston Whig-Standard, was launched in September,
1980. She is notable for several reasons. She remains the largest
pleasureboat commission ever receiverd by C&C, and as such
was an enormous project -- six months in design and 14 months
in construction. Most important, she epitomized a trend within
C&C that has mostly been overlooked -- a move toward more
cruising-oriented designs under George Cuthbertson's direction,
best illustrated by the development of the Landfall series. The
transition into a cruising-driven company was never made.
The Plaxton-led takeover the year after Archangel's launching
resulted in Cuthbertson's departure and an aggressive return to
the race course.
C&C 37 (1981)
Its marginally reversed transom and springy sheer recalled the
best of the C&C racecruisers of the 1970s. It looked like
it had never been within ten miles of an IOR certificate, never
mind measured for one. A few years later C&C would launch
its antithesis, the new 38, which was actually a few inches shorter
than the 37 but a foot wider. It was an oddball IOR-ish effort
with tumblehome in the topsides, a performance-enhancement exercise
gone slightly amok. On aesthetics and popularity, the 37 won hands
down.
C&C 41 (1981)
This was a bread-and-butter boat for C&C during the early
'80s. A semi-custom version, Silver Shadow III, was part of the
all-C&C Canadian Admiral's Cup team in 1983. A handsome design
with respectable speed on the race course. Evergreen (1977) Few
yachts have created more controversy than Don Green's 1978 Canada's
Cup winner. A radical, dinghy-like 41-footer designed only with
winning the above trophy in mind, its extreme design and controversial
features ruffled feathers around the world. The C&C design
team exploited rule loopholes -- ruthlessly -- the galley, for
example, had a sink, as the IOR prescribed, but it had no drain
(to save weight), which the rulemakers didn't think to mention.
Her deck hatches opened inward, raising heated debate about her
seaworthiness.
After winning the Cup, rulebooks were tightened to make sure nothing
like her ever sailed again. Her complex rig hydraulics were banned,
her gybing daggerboard deep-sixed, and despite her having won
the cup, no-one ever asked C&C to design a Canada's Cup boat
again. All controversy aside, Evergreen was an astonishing technological
tour de force. Fourteen years later, she'd still more sophisticated
than any IOR design today.
Magistri (1982)
Not the rechristened Marauder of 1975 Canada's Cup fame -- this
Magistri, a custom 39-footer, was designed and built for Peter
Farlinger, a former member of the syndicate that had purchased
and renamed Marauder. Our Magistri never earned the reputation
in Canada that she deserved -- mainly because Farlinger sailed
her exclusively offshore and only for a short period before selling
her to Swedish interests. But she campaigned with distinnction,
winning the Channel Race as part of the Canadian team at the 1983
Admiral's Cup. An excellent, if small-ish, ocean racer that reaffirmed
there was no more to C&C's design touch than a wildcard like
Evergreen.
C&C 44 (1985)
Proving that trophies aren't everything in sales promotion, the
C&C 44 survived the disastrous performance of the custom prototype,
Silver Shadow IV, at the 1985 SORC to become a solid top end to
the C&C product line. With the fin keel version drawing more
than eight feet, C&C offered a centreboard configuration to
reduce draft to five feet, four in. The 44 continued a C&C
tradition for nicely proportioned boats.
Contributions
Inevitably much of what C&C is remembered for predates the
1980s, not only because the 1970s were the company's finest years,
but because during the former decade C&C was setting the pace
in the pleasureboat industry. In the 1980s the company, like so
many others, was coming to terms with a tough recession, a shrinking
market, a used boat market of its own making that was providing
daunting competition for its new models, and an invasion of French
yachts that set the pace in interior design.
As a result, some of C&C's early achievements no longer stand
head and shoulders above the marketplace. Still, they're worth
remembering. Construction excellence: Although high quality was
not uniform over the years, C&C earned its reputation for
excellence early, through models like the C&C 27, 30 and 35.
In fact, the company's reputation preceded it.
The Cuthbertson & Cassian design team and builder Erich Bruckmann
gave the world its first balsa-core hull with Red Jacket in 1966.
C&C engineering, combined with the boatbuilding skills of
Bruckmann and George Hinterhoeller, proved to the consumer that
a fibreglass boat didn't have to be built like a brick outhouse
to be good -- light and rigid was perfectly fine. Before entering
receivership last September, C&C was making its strongest
statement in years on high-quality construction with its use of
Kevlar composites in the 34 and 37 models.
The race course: When C&C started out, launching a new production
model by taking a prototype to SORC was par for the course. The
racer-cruiser soon became an endangered species in big-league
regattas, but C&C couldn't resist returning to the race course
in the ensuing years. Ever since Red Jacket became the first non-American
boat to win SORC in 1968, racing had been a fixture of C&C's
image and a heritage it never turned its back on. Every Canadian
yacht that contested the Canada's Cup from 1969 to 1978 was a
C&C product. No other Canadian sailboat builder -- few others
in the world, for that matter -- had such a love-hate relationship
with yacht racing. Even when the players in the big leagues stopped
calling on C&C for custom designs, the company was still committed
to producing yachts best defined as racercruisers.
Its most recent 34R and 37R models represented the strongest commitment
C&C had made to chasing racing clientele in years. In retrospect,
some of C&C's problems in the 1980s were caused by trying
to serve a market that no longer existed. The days of the dual-purpose
racer-cruiser -- at least one that could win a major title like
SORC -- were long gone. The IOR was king on the race course, and
it was difficult to create a design that could find success in
gran prix events and then be transformed into a production series
racer-cruiser.
What C&C needed was the IMS rule, but IMS would take until
the end of the decade to catch on. Recent designs like the 34R
and 37R were created with the IMS in mind, and were offered in
racer/cruiser "+" versions. It's too soon to tell whether
or not these latest efforts rank with the greatest of C&C's
designs.
The boardroom: C&C prided itself in being a company first
and a boatbuilder second. In a business often typified as a cottage
industry, C&C strove for corporate respect. This was partly
a natural outgrowth of being a public company for its first dozen
years -- accountability to shareholders and trading status on
the TSE made it inevitable that the company would have to behave
as a company. But there was also a natural discipline to its approach
to business. The company didn't just build what it felt like,
or what everyone else seemed to be building. It conducted market
studies, built what the market wanted and built it well, and in
the 1970s was a deserved industry leader, despite miscalculations
like the European plant, the Mega, and the 24-26-29 product line.
Brilliant performances like the 25, 27, 30, 35, 38 and 40 more
than made up for them.
It was only in the 1980s that the company began to lose its aura
of superiority. Privatized in 1982, stiff competition from maturing
Canadian builders and French products that overnight set new design
standards put C&C on the defensive. Its first receivership
in 1986 burst its bubble of invincibility.
Other peoples boats
Not all C&C Design Group designs were built by C&C. Throughout
the 1970s the company was happy to have its design group create
boats for other builders. Among the phantom C&Cs that can
be found sailing today are the Ontario 32, Whitby 45, Boston Whaler
sailing dinghy, Mirage 24, Viking 33 (designed by C&C in 1971,
redesigned as the 34 in 1974; the Viking 28 was a pre-C&C
Cuthbertson and Cassian effort), Northern 1/4 Ton and several
models for England's Trapper Yachts and Finland's Baltic Yachts
(the 37 and 43, for example). An honourable mention goes to the
Great Lakes 33 trawler, built by Ontario Yachts. John Atkin was
always publicly credited as the designer, but its lines were drawn
by C&C's Rob Ball.
Anomalies
C&C had such market momentum that if it was often possible
for it to produce less-than-perfect designs that still sold well.
It also introduced models with great fanfare that quickly disappeared
without a trace. Here are a mix of barefaced failures and efforts
that fell short of the company's own high standards.
MEGA (1977)
Ford had its Edsel, C&C had its Mega. At the height of its
success as a builder and designer of first-class yachts, C&C
produced this turkey. The concept of a one-design 30-footer at
the price of a 25-footer was admirable, but too many cooks - or
concepts - spoiled the broth. By the time C&C had finished
making the Mega trailerable (with 8-foot beam and retractible
fin keel) and giving it standing headroom, a self-tacking jib
on a seven-eights rig and a transom-mounted rudder (with tiller
steering), they had a slab-sided brute that didn't go to weather
well. In 1977 the company leased the 23,000-square-foot-shop of
the defunct Grampian Boats ostensibly to build the Mega (but actually
to provide an alternate plant should the Niagara-on-the-Lake facility
go on strike, which it didn't), and also reserved a line at the
new European plant for it. Less than 100 were ever built, and
trailerability was probably the single criterion that led the
concept awry. The demoralized design office held its own "what
to do with a Mega contest" - one entry suggested sinking
them to make breakwalls. Custom shop head Erich Bruckmann made
the best of a bad thing by converting a Mega hull into a cruising
powerboat. Mega Putt Putt is still tooling around at eight knots.
One Tonner (1973)
This boat had so short a production span that few people even
realize it existed. It was a time when C&C was finding the
race course increasingly less kind. The era of the dual-purpose
racer-cruiser was beginning to wane as the new International Offshore
Rule and its-purpose-built racers came to the fore. Hill Blackett's
Condor, a Redline 41, had won SORC for C&C in 1972, but the
IOR Two Tonner Mirage had failed to defend the Canada's Cup for
the Royal Canadian Yacht Club that year in a close match with
Ted Hood design Dynamite. C&C launched the semi-custom One-Tonner
project in hopes of generating a series of orders, but the design
did not impress. Only two were ever built.
C&C 26, 29 (1976)
C&C found great success in the early 1970s with its 25, 27
and 30 models, but as the decade progressed the designs were (supposedly)
getting tired, though not necessarily selling badly. A big problem
was the expense of building them, and instructions were given
to the Design Group to find more cost-effective replacements.
The result was the 24, 26 and 29 models. Only the 24 ever found
a foothold in the market, though with its comparatively austere
interior it never matched the 25's success.
The marketplace remained overwhelmingly loyal to the 27 and 30.
In 1976, the theoretically over-the-hill 27 proved to be the second
most popular C&C model, outpaced in production only by the
new 38. The 25 was finally dropped from production in favour of
the 24, but returned in a Mark II version with new deck tooling
and higher aspect keel and rudder. The 26 and 29 ended up being
phased out in favour of their predecessors. C&C had a more
successful whack at the 29 concept in the early Eighties. The
"new" 29 was 13 inches shorter, 14 inches narrower and
800 pounds lighter than its namesake. The market's rejection of
the 26 and 29 only exacerbated the start-up problems of C&C's
International plants. While the European plant's main problem
was soaring deutschemark, its product line consisted of the 30E,
which was a Europeanized version of the 29, the ill-fated Mega
and the indifferently received 24. The Rhode Island plant got
the 26 and 29 and another new design, the 33. It also got the
Mega for a spell.
C&C 34
C&C's decision to cease production of the 34 cost it dearly
in customer relations -- a large (still-active) one-design racing
fleet had been established in Toronto, and owners didn't like
the thought of their boats being "orphaned" by the builder.
But C&C made the right decision. The 34 was by no means a
bad boat: it simply wasn't one of C&C's better efforts. It
wasn't as aesthetically pleasing as the marketplace had come to
expect of C&C; more important, it had low stability, an Achilles'
heel it also shared with the 29 (1976) and 36 models. The C&C
36 that followed was a far superior design.
Founder's Favourites
Ask George Cuthbertson to name off the top of his head the company's
most outstanding boats from his tenure, and he freely admits that
the creation of many of them hail from the company's earliest
days, some even predating it. He agrees that the original C&C
35 was a standout, and adds several other models from its era.
The Redline 41 Condor earned C&C its second -- and last --
SORC title in 1972. At that same SORC, the C&C 61 Sorcery
was first overall in two races. Socery had amassed a trophy case
of victories in 1971 for owner James Baldwin of Locust Valley,
N.Y., and Cuthbertson feels the fame of this design has been largely
overlooked in Canada because none of the 61s ever sailed in "local"
waters.
The Corvette 31 is another favourite. First built by Morch
Marine in Belleville, Ont., the centreboard-equipped cruiser entered
the C&C product line when the company was formed and stayed
in production until 1972. Cuthbertson also recalls fondly the
C&C Customs 43, examples of which twice won Class B at SORC.
Finally, Cuthbertson acknowledges a design that ran counter to
his philosophy of the proper yacht: "Evergreen. Of course."
The C&C legacy
More than individual yachts, Cuthbertson would like the C&C
he guided to be remembered for its business success. "As
far as we could figure it from industry statistics, we had a larger
share of market than any other company. We had about 20 per cent
of the U.S. market. When the company was created we had more capacity
than was needed for the Canadian market and made a conscious decision
to go after the export market. And at the time the Canadian dollar
was at par or higher. That was one of the big satisfactions. As
a Canadian I don't have an inferiority complex and I get angry
when I meet people who do." In today's atmosphere of anxiety
over free trade and Canadian competitiveness, Cuthbertson feels
the successes C&C achieved are worth remembering.