2016 ANNUAL
DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING
AZI MU T MA GEL LAN O 66 Elegance & Freedom
LONG RANGE CRUISING - CAT VERSES MONO
FIRE ON BOARD
Gone in 180 SECONDS
REVIEWED:
Similar size but very different vessels compared
TOP 10 MED DESTINATIONS
The best places to visit when cruising
DICKEY LRC58
HORIZON FD85
AROUND THE TOP: SYDNEY
AZIMUT MAGELLANO 66
PERTH IN A FLEMING 55
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FLEMING
YACHTS
the ultimate cruising yacht
If you like adventurous cruising, it’s best to go well-equipped
Whisper quiet & ultra smooth, the brand new Fleming 58 cruises Chesapeake Bay.
All Fleming Yachts, from 55 to 78 ft in length, are not just well-equipped, they’re best-equipped. Beneath their sleek & seaworthy exteriors lies a huge array of top-rated components, systems & equipment, all meticulously sourced & impeccably installed to provide owners with everything necessary for safe & luxurious family cruising, secure in the knowledge that their yacht is best-equipped to deal with all the pleasures & challenges of life at sea. View for yourself this impressive list at: www.flemingyachts.com/inclusive or scan the QR code Then ask yourself, is any other motor yacht as well-equipped as a new Fleming Yacht? New Zealand Agent, Orakei Yacht Sales, 12-14 Tamaki Drive, Orakei, Auckland 1745, NZ. Tel: + 64 21 929 592 Email: jason@orakeimarina.co.nz Fleming Yachts Australia Pty Ltd, Unit 9, 1 Bradly Avenue, Kirribilli, NSW, 2061 Tel: +61 (2) 8920 1444. Email: info@flemingyachts.com.au
www.flemingyachts.com
CATEGORY A
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P A S S A G E M A K E R
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A N N U A L
C O N T E N T S
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WHAT’S NEW
Some of the very latest new trawlers and passage makers on the market.
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AROUND THE TOP
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TOP 10 MED DESTINATIONS
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THE RIGHT CLIMATE
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Peter McMorrow recounts his 5,000 nautical miles passage from Sydney to Perth, in Wandarra, his Fleming 55.
Laurie and Diane Cranfield look at the Eastern Mediterranean’s top ten stunning cruising destinations.
Part one of a two-part series on staying comfortable aboard with the right temperature. We look at heating to keep you warm this winter.
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FIRE - GONE IN 180 SECONDS
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LONG RANGE CRUISING CAT vs MONO
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When Mischief caught alight, skipper Noel Elliott had seconds to save his and his dogs live, before his beloved vessel exploded in a ball of flames.
Peter Brady compares the differences between the power cat and mono hull for long range cruising.
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R E V I E W S
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DICKEY LRC58
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AZIMUT MAGELLANO 66
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HORIZON FD85 112 140 2016 ANNUAL
DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING
C O V E R The Azimut Magellano 66 is a whole lot of elegance wrapped up in 20 meters. See Page 140.
AZIMUT MAGELLANO 66 Elegance & Freedom
LONG RANGE CRUISING - CAT VERSES MONO
FIRE ON BOARD
Gone in 180 SECONDS
Similar size but very different vessels compared
REVIEWED:
TOP 10 MED DESTINATIONS
The best places to visit when cruising
DICKEY LRC58
HORIZON FD85
AROUND THE TOP: SYDNEY
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AZIMUT MAGELLANO 66
PERTH IN A FLEMING 55
WWW.BOATMAGS.COM
NEW L AUNCHINGS
The new Explorer 50 and 51 Flybridge epitomise the new generation Clipper Motor Yachts.
CLIPPER MOTOR YACHTS ON A ROLL G
old Coast based Clipper Motor Yachts has gone from strength to strength in recent years with a range of new models and increasing sales that have seen it rated the number one selling semidisplacement brand in the 40 to 60 feet sector, but 2016 is shaping up to be the best in the company’s history. Managing Director Brett Thurley said the next 12 months would be very exciting for Clipper and also for some new owners who will have their vessels commissioned and delivered. “We have exciting things happening with the arrival of our Hudson Bay sedan range in 44, 47 and 51 feet later this year,” he said. “Also arriving will be our new 51 Cordova, which features an oversized cockpit and flybridge overhangs along with midship owners suites featuring island beds. “We will also deliver two of our new Explorer 50 pilothouse models this year, a new Hudson Bay 36 and we will see the completion of the first Explorer 58 pilothouse. “The key attributes of our motor yachts are their fuel efficiency, seaworthiness, stability, ease of handling, build quality and value and that is resonating more and more with the
PACIFIC PASSAGEMAKER ANNUAL 2016
boat buying public. “However, our latest design incorporates
flybridge model was being released to replace the Clipper Heritage 40.
the creature comforts of large cockpits, cockpit seating and cleverly designed owners accommodations not previously seen before in this style of vessel. “By using lighter colours, more subtle timbers in the interiors and contemporary fabrics throughout the wall linings, we have developed what we believe is a real compromise between the trawler style look and feel of classic design and the new trends more popular in today’s boat interiors.” A new model, the Cordova 51, is currently in-build for its new owner after he decide to upgrade from a Clipper 48 and it will be delivered later this year. The first Hudson Bay 47 is also currently in- build and will also arrive towards the end of the year. Thurley said a new Explorer 58 was due to head to its European home this year and a new Clipper twin cabin, semi- displacement
“We have a very healthy forward order pipeline and the challenge for us this year will be to increase the number of stock boats from our new model range,” he said. Our ownership of the brand, molds and designs allow us to combat the weakening Australian dollar and still deliver an excellent value package in all our size models. Thurley said Clipper Motor Yachts attention to detail in design and also in construction was becoming more widely recognised as the brand expanded its reach internationally. “Our people on the ground in Asia are second to none and the yard there is totally committed to reaching the levels of excellence we demand and that shows in the quality of the vessels that we are producing,” he said. “This year and next will be very exciting for us and the strong customer base that Clipper has.” www.clippermotoryachts.com.au
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BENETEAU RELEASES NEW SWIFT TRAWLER 30 Life on board is comfortable, relaxing & practical
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rom top to bottom, the Swift Trawler 30, (9.58m) this newcomer to the Beneteau family of long-distance cruisers, reflects the pedigree of a range that has met with uninterrupted success since it was launched in 2003. Designed for use on open coastal waters, at less than 10m the Swift Trawler still manages to offer everything required to ensure a safe and enjoyable voyage. With semi-planing hull technology, which has been tried and tested on the Swift Trawler 34 and 44, the latest model of the range has particularly well-balanced lines that enhance its potential attractiveness. In addition to having a layout which encourages you to relax and which makes it easier to move around the craft, the Swift Trawler 30 also exhibits remarkable levels of fuel efficiency. Uncompromisingly designed to be a seagoing craft, the Swift Trawler 30 is equipped with handrails in all areas, with high pulpits and a large well-protected starboard walkway, ensuring maximum safety when moving around the craft. Unique for a boat of its type, the fully glazed wheelhouse offers an exceptional 360째 view from the cockpit while bathing the interior with light. The Swift Trawler 30 has a range of up to 200 nautical miles at a cruising speed of 15 knots. With its ingenious yet modular layout, the Swift Trawler 30 has been designed to ensure that life on board is comfortable, relaxing and practical. When spending time in the open air, the fully-opening transom is a wonderful innovation which increases the dimensions of the cockpit to 5 m2 / 54 sqft, allowing it to be transformed into a seagoing terrace. The organisation of the flybridge is also a result of this desire to maximise access to all areas, with the swivelling removable table freeing up even more additional space. The optimised interior of the Swift Trawler 30 reflects the open spaces to be explored. Available as one or two double-cabin versions, the reception area of the Swift Trawler 30 is equipped with a convertible sofa, allowing up to six individuals to share the adventure. www.familyboats.co.nz
EXPLORER 52 IN BUILD Under construction for NZ delivery later this year, is a customised Explorer 52 (16m) featuring a built in curved seating area and fixed table in the cockpit, enabling this area to be fully enclosed for the cooler days. The new Explorer 52 includes a modified internal layout with increased seating, an extended boarding platform, and a Scott Bader Britannia Blue hull. Both hull and decks have new ultra high UV resistant gel coats applied. Power is a pair of 425hp Cummins and equipment includes a 12kw genset, bow thruster, davit and a custom Teak internal trim. GML Ph (+64) 0274923374
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WWW.BOATMAGS.COM
NEW L AUNCHINGS
FIRST NORDHAVN 96 DELIVERED An elegant, capable super yacht with world-class craftsmanship. The first Nordhavn 96, hull #11, has been delivered to its US owner. She was transported from the South Coast factory in China. The brand new Nordhavn 96 is an elegant, capable super yacht with world-class craftsmanship and features, serving as the ideal stepping stone between large cruiser and superyacht. “She’s exceeded our expectations and will certainly impress anyone
who climbs aboard,” said Project Manager Trever Smith. The N96 is essentially based on the successful N86 but offers a larger platform for owners to step-up to if they desired. To prove that this philosophy is accurate, five other orders were made for this model and four of those orders have been made by current Nordhavn owners. So what makes the N96 superyacht model
so popular within the Nordhavn fleet? “It’s common for our owners to stay brand loyal,” commented Smith. “Each of these owners who were looking to move up in size is coming from a Nordhavn on the larger end of the lineup. The 96 provides them the additional room they were seeking as well as peace of mind which comes from investing in a brand they know and trust.” www.nordhavn.com
MARLOW RELEASES NEW 53E
The newest Marlow 53E was debuted at the recent 2016 Miami International Boat Show. Symmetrical stairs to an inviting furnished aft deck accommodate several guests in artistic comfort. Able to be enclosed with options extending the cruising season in cooler climes with wide side decks port and starboard providing secure and unobstructed passage. Complex engineering using custom tempered, curved and laminated glazing twice as thick as found normally, allows visibility from the
PACIFIC PASSAGEMAKER ANNUAL 2016
helm to the transom while socialising with full operational control in a climate controlled environment. The exceptionally large open bridge command center features design innovations including a Summer Kitchen under the hardtop for full cookouts or impromptu burger in the sun. A dedicated boat deck becomes party central by launching the dinghy with its custom handling equipment. Easily larger than most 65’ vessels and
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featuring reliable and economical John Deere engines the machinery rooms offer full standing headroom and 360-degree access. The 2000 gallons fuel capacity allows nonstop offshore jaunts without refueling at speeds 50% greater than the mind numbing pace of similar sized full displacement trawlers that must stop 2-3 times for fuel yet reaches mid 20-knot speeds when weather threatens. www.marlowyachts.com
OUTER REEF NEW 550 TRIDENT
The 550 Trident (16.92m) has been specifically designed to combine contemporary style with superior overall performance. The attractive plum bow hull design, chic interior styling elements, and additional length options including the 680, 980, and 106 models, create a perfect yacht for long-range passage making or spontaneous weekend excursions. The Outer Reef 550 Trident, developed in
cooperation with Setzer Yacht Architects, embodies a unique synthesis of stylistic innovation, technology and functionality. All Outer Reef’s yachts are ruggedly built to withstand the fury of Mother Nature. Built to open Ocean, category A standards, “Unrestricted Navigation,” for stability and safety. As a result of using resin infusion techniques, the Trident hulls will generally
obtain higher strength-to-weight ratios than achievable with hand lay-ups or traditional vacuum bagging. The Trident is available in a range of colours specifically composed by AWLGrip. Standard power is a pair of Cummins QSB 6.7ltr 550bhp HO diesel engines with Zeus pod drive system, plus an Onan quiet diesel 20kw generator 60Hz (17kw 50hz for AU-EU). www.outerreef.com
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F L E M I N G S Y D N E Y-P E R T H
OVER THE
TOP Peter McMorrow recounts his 5,000 nautical miles of tropical seas, coral reefs, dazzling scenery and balmy nights during his passage from Sydney to Perth, in Wandarra, his Fleming 55.
Early morning arrival at the Berkeley River, Kimberley.
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F L E M I N G S Y D N E Y-P E R T H Wandarra had carried the various crews with safety and confidence, and considerable comfort, over 5,000 nautical miles and nearly 640 hours of motoring.
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t is certainly unfortunate for most serious boat owners that the ability to buy and own a luxury passage-making motor yacht is usually impeded by a corporate life that cheats us of the time to use it. The purchase of Wandarra, my beloved Fleming 55 was a fabulous experience; the exciting selection of engineering and electronics options, swatches of luxury fabrics, tenders and outboard motors, sheets and towels and even down to the plates and glasses, was such fun. So much energy and interest was generated, and then came the nightly dreams of far-away places, tropical seas and the swish of a cocktail shaker or the whizz of a fishing reel with dinner hooked on the line. Such nights of bliss, only ruined by the shrill tedium of a morning alarm clock reminding me that it was time to return to corporate life and the need to pay for all these experiences. Trapped, in my prime! It was not all bad news though, as we had certainly enjoyed many weekends and holidays aboard Wandarra, mooching about Sydney Harbour and further afield on the New South Wales coastline. Very nice opportunities to hone our skills, familiarize ourselves with the new baby and how she performed and suited our needs. However, it was a career change which provided the impetus for ‘the big trip’ and one needs to turn to the map to see what happened next. Australia is no puny continent. It has vast
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spaces, often uninhabited and, unlike the cruising grounds of Europe or the USA, with very sparse and sometimes primitive facilities along the way. Perth, in Western Australia, my new family home, is the most isolated capital city in the world, a five-hour flight from the eastern coast and Wandarra’s home port of Sydney. To reunite owner and prized motor yacht, there were three possibilities. Ring a shipping company and have her uplifted and delivered by sea to Perth. Or, have a professional crew take her via the Southern Ocean across the Great Australian Bight to Perth, not a matter for the faint-hearted. Or, take some time, seize the opportunity, and take the big cruise of a lifetime, ‘over the top’ as we like to say. A doorway of opportunity had opened, and thankfully, we had the courage and good sense to step through. HAVE FLEMING, WILL TRAVEL “Over the top” is not an exercise in dramatics, just the route from Sydney to Perth: North up the coast of NSW, Queensland’s Great Barrier Reef, through the Torres Strait between Papua New Guinea and the northern tip of Australia, across the top to Darwin and down the West Australian coast through the legendary Kimberleys, and further down to our new home port of Perth. Over 5,000 nautical miles of tropical seas, coral reefs, dazzling scenery and balmy nights. My dream was upon us, so
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it was clearly a case of “Have Fleming, will travel.” An essential word at this stage of the game is logistics. Fuel, water, people, flights, food, emergency scenarios, navigation, local knowledge contacts, safety requirements and tourist information are some of the multitude of details, each one having its own minutiae, and each with significant importance. Once out there, there are few cash tellers, telephones, supermarkets or engine mechanics, so an advanced state of preparedness was the first requirement. Armed with my most efficient secretary and my sailing friend David Buzzard who had made the trip twice, we divided the journey into ten segments and then further reduced the focus to deal with the requirements of long distance cruising; fuel, crew and food being the most important categories. A review of our folders and documents is almost a textbook case of safe and competent cruise planning, the most significant component being the brilliant engineering and sea keeping of the renowned Fleming 55. As hundreds of others had cruised the world on their Flemings, in comfort and safety, we simply had to fill in the blanks. 5000 NM TO GO So it was that Wandarra, having completed stringent testing and servicing at the Fleming
The Kimberleys are a wonderland of rivers and islands, a coastline peppered with adventure opportunities and scenery that would dazzle even the most jaded onlooker.
reefs have to be seen to be truly appreciated. Ocean anchorages behind sunken reefs, deserted islands with glistening white beaches, and the sparkling blue sea make for a heady mix, and with the quiet confidence of Wandarra’s twin Cummins diesels, it is not hard to unwind into a serene and languid state, occasionally lubricated (at anchor) by a well chilled quality wine or spirit.
HQ in Sydney, departed the Royal Sydney Yacht Squadron, with fanfare and fandango, fueled and provisioned, the red-shirted crew a coiled spring of excitement under the cloudless blue skies, bound for Perth. Only 5,000 nautical miles to go with an ETA in early October. A team of plastic surgeons could not have wiped the smile off my face. The New South Wales coastline is reasonably typical of our continent’s shores; the golden sandy beaches the first barrier to the mighty Pacific, with occasional ports and rivers being the only opportunities to seek shelter. Mercifully, we moved north in comfortable daily hops, up to Queensland’s Gold Coast, a Miami-styled vision of chrome and glass highrise resort hotels and apartments. North past Brisbane, one moves behind Fraser Island, the worlds largest sand island, and begins the journey through sandy straits and coral reefs
for several thousand miles to the northern tip of Australia. The first step of the cruise was primarily a delivery-style transit, as one is keen to arrive at the Whitsunday Islands and the great glories of the world-famous Great Barrier Reef. It is here that legendary explorer Captain James Cook made his remarkable foray into these uncharted waters in 1770, ending up trapped without the luxury of charts and GPS, in a minefield of coral atolls and reefs, spectacular in their grandeur and beauty, but a foreboding and horrifying experience for the uninitiated. Australian islands are in fact, continental islands insomuch that they reflect the typical features and vegetation of the main continent. One has to go to the resorts to find the lush tropical palms and vegetation associated with the typical tropical island; however the extraordinary beauty of the waters and coral
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ISLAND TO ISLAND This coast is well provisioned for the cruising sailor, with modern marinas offering safe havens and full facilities for all one’s needs. We ambled from island to island, enjoying fishing, snorkeling and general exploratory missions, with the occasional lunch or dinner ashore. As one heads north, the continental landscape becomes quite mountainous and adds to the drama and spectacle of the scenery. Following Cook’s log of the Endeavour, one marvels at the feat of navigation which lead them through this maze, and arriving at Lizard Island, a dramatic outcrop north of Cairns, one climbs the mountain and can only stare with amazement at the gap in the reef which provided Endeavour with an exit and safe passage home. All a rather humbling experience. Mind you, our cruising routine was somewhat different to Cook’s as we settled for the night with a Chicken Cacciatore, Banana daiquiri’s and watched “Master and Commander.” Exactly who held that title aboard our little ship is still a matter for considerable debate. North from here, one moves into the wilds of Australia with very few facilities, negligible population or settlements and very much the feeling of the long passage we were making. Island hopping, fishing and the odd burst of wind and weather make for exciting passages. However, our first and only mechanical defect occurred at this point with the failure of the starboard engine fuel pump. As dreary as this was, one can be thankful that Fleming prefers twin engines of suitable size to continue the WWW.BOATMAGS.COM
passage with some confidence. Once in radio range, we were able to contact Cummins in Sydney who located a replacement pump and thanks to our extended warranty plan, promptly flew the part in the capable care of Robert the mechanic who then made the installation and put everything back to normal. During this two-day interval, we scoured and cleaned the ship, played cards and Scrabble and attended to more serious matters such as crab pots and their contents. CHAMPAGNE AT CAPE YORK At this point we had travelled some 1,800 miles since departing Sydney and were now at Cape York, the northernmost tip of Australia, having paused at Sydney Island where William Bligh landed to reprovision his longboat on his way to Timor after the mutiny on the Bounty. No such animosity aboard Wandarra as our team of dedicated chefs, wine connoisseurs, vigorous fishermen and stalwart navigators were amiably making this voyage of wonder and pleasure. We celebrated our luck thus far with a very well-chilled champagne. Thursday Island in the Torres Strait was our stopping-off point for a 350nm crossing of the Gulf of Carpentaria, and as we had not had the opportunity to refuel, we resorted to the graph paper and prepared a consumption/speed/ distance chart that accurately monitored PACIFIC PASSAGEMAKER ANNUAL 2016
these variables. A lonely trip without land or another vessel in sight, averaging 8.6 knots and 3.17 litres per nautical mile, Wandarra finally picked up a mooring in Gove Harbour and we could all relax with a delicious smoked salmon and champagne lunch. Unlike the other fish that had mysteriously “got away” despite the expert handling of lines and nets, the salmon was deliciously trapped in its plastic packaging. Gove Harbour has a huge processing plant for alumina and bauxite, and the lights and wharves provided a night spectacle not seen since Sydney Harbour. With a week’s respite and a crew change, we mooched across the top to Darwin, accompanied by our pilot, Captain Dan with his 18’ fishing boat in tow, at times, in conditions of remarkable glassy calm. With fresh fish and crabs cooked on our aft deck each evening, we experienced the solitude of the Gulf; not another vessel sighted on this leg of the journey. After a few days wandering about Darwin, Capt. Dan departed, leaving strict instructions for fishing spots, and we again left into the wilds, heading for the fabled Kimberley coast, arriving on the last day of July in the Berkley River and motoring about 15 miles upstream. This is a photographer’s delight with the most spectacular and untouched scenery of ancient sandstone cliffs and rock formations, striated with bands of yellow and brown, 116
with gorges and waterfalls and not a sign of mankind in evidence. It is here that the full impact of our great and wondrous country becomes apparent, the wide brown land girt by sea. Blazing sunsets and a curved night sky intoxicate the soul as a raised fingertip seems to touch the heavens. In this environment, one feels like a mere speck, and the passage of city life and, indeed, the whole complexities of our normal daily existence, seem to be in a parallel universe. Man meets nature and this is the true joy of cruising. KIMBERLEY WONDERLAND Without too much bias, and without criticism of our past cruising grounds, we had arrived into a wonderland of rivers and islands, a coastline peppered with adventure opportunities and scenery that would dazzle even the most jaded onlooker. The boutique cruise industry has finally discovered the Kimberley coast, but having our private cruise ship, dexterous into navigable rivers and estuaries is a complete and absolute thrill. This is monsoonal territory - the sandstone and limestone cliffs and creeks gouged by extreme summer weather storms and floods but during our visit the temperate climate and dry weather with sparkling skies was a tonic for the weary. You could reasonably describe the vegetation as savannah. One is never tempted into the waters, a dynamic combination of sharks and crocodile poised to make a delicious human into lunch, however, the keen fisherman can score barramundi or Spanish mackerel,
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COLLECTION
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120 Beaumont Street, Auckland City 1010, New Zealand P:+64 (09) 377 6602 E:info@pinnaclemarine.co.nz
F L E M I N G S Y D N E Y-P E R T H
amongst others. Having been given some “local knowledge” by our experienced pilot, the wealth of knowledge led through this wonderland via all the secret fishing and crabbing spots never seen by the average traveler. Ashore, the explorations will uncover amazing caves with almost Gothic chambers, Aboriginal paintings and a landscape of staggering beauty which seem to change by the hour according to the light. It is a mesmerizing feast of nature completely humbling to human life. CROC & WHALE COUNTRY Another crew change courtesy of Cessna and helicopter, and it was a joy to see their response to the scenery, other than an alarming moment when a 5 metre crocodile contemplated the delicious-looking crew perched on a rock with nowhere to run or climb. A hasty retreat to the Fleming and multiple wines to calm shattered nerves. The following day, while burning rubbish, another croc sighting turned out to be chickens, something of a relief, but an alarming error. Some of us had “croc fever.” With various detours and explorations, we arrived at Silver Gull Creek, where we refueled and met some fascinating locals who had decided to reduce their clothing to the bare minimum. Their outside “dunny” won the Toilet of the Year award. A memorable stopover. Whale sightings are commonplace in the Kimberlys, however one pod of four decided they were keen to inspect a Fleming at close quarters and the crew stood on the PACIFIC PASSAGEMAKER ANNUAL 2016
Wandarra with the nose on the beach to refuel at McGowan Island.
bow as they literally brushed past the hull at touching distance. This is a completely breathtaking experience and the sheer size of these creatures next to Wandarra was so extraordinary in their power and yet so passive as they slid past. On some days, our fishing forays were less than spectacular and occasionally we were forced to prepare something from the fridge, however, a strike off Beagle Bay saw a metre-long mackerel brought aboard and the back deck was awash with blood and guts, a glorious moment for the hunters and fisherman of our crew! THE FINAL LEG Broome is the pearling capital of Australia and a bustling town with huge tidal beaches and many luxury resort hotels. It has become the starting point for the small boutique ships that cruise the region, enjoying the rare pleasures that we had just encountered. One could not recommend this stage of the journey more highly, whether it be aboard a private vessel such as the Fleming or aboard a small ship 118
with tour guides and rubber duckies to explore the rivers. It was an absolutely remarkable six weeks of my life. The final stages of the coastal passage, like the journey north from Sydney, are long and interesting but without the intimacy of the Great Barrier Reef or Kimberleys. Nevertheless, our new crews enjoyed the sandy beaches and coastal towns of Exmouth and Carnarvon, with the family flying out from there to Perth, and then a delivery passage for Wandarra, arriving at the Royal Perth Yacht Club in early October. Other than our fuel pump and some minor irritations of little consequence, our trusty Fleming 55 had carried the various crews with safety and confidence, and considerable comfort, over 5,000 nautical miles and nearly 640 hours of motoring. It really was the trip of a lifetime and completely validated the purchase of Wandarra. Everyone was overjoyed and many have quipped “When are you getting a new job in Sydney so we can take her back, Over the Top?”
EXPERIENCE INTEGRITY AT SANCTUARY COVE
Join us for the 2016 Sanctuary Cove International Boat Show and inspect the latest from Australia’s leading displacement motor yacht brand.
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QUEENSLAND Phone 1300 798 735 F Arm Sanctuary Cove Marina
NEW SOUTH WALES PERFORMANCE BOATING SALES Phone 02 9979 9755 Gibson Marina, 1710 Pittwater Rd, Bayview
TASMANIA - BOAT SALES TASMANIA Phone 1300 288 007 Murray St. Pier Marina, Hobart (opp. Parliament House)
VICTORIA - PIER 35 BOAT SALES Phone 03 9645 1100 Pier 35 Marina Village, Suite 3, 263-329 Lorimer St, Port Melbourne
NZ - LAURIE COLLINS MARINE Phone: +64 09 376 6331 K Pier 103-115, Westhaven Dr, Westhaven
B O AT R E V I E W > D I C K E Y L R C 5 8
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t’s no secret that I like go fast boats. In fact the faster, the better. However, there are times when I too feel the need to slow down and enjoy the journey, rather than making it a mission to be first into an anchorage or back to the launching ramp. Recently I got the opportunity to really slow down and not only did I enjoy the journey - albeit way too short I came away with a whole new perspective on what makes an ideal cruising boat. Napier alloy boat builders, Dickey Boats, have built an enviable reputation for large trailer boats and cruisers, so it may seem as somewhat of a surprise to learn they also PACIFIC PASSAGEMAKER ANNUAL 2016
The self-righting Dickey LRC 58 has over a 4500nm range.
build long range full displacement passage makers. The LRC 58 is the first in their new displacement cruiser range, of which two are in the water and a third is soon to start construction in their new Napier factory. Already this extreme design has established a truly international clientele, with owners from New Zealand, UK and Sweden. Broadsword’s owner was initially looking for an alloy sailboat, until, while searching for designs, he came across the LRC 58. “It seemed to me to be a sensible and very practical long range cruising motor yacht, 120
with simple systems, long range capabilities and was something that I could maintain myself,” he adds. While he never dreamed he was going to build a boat in New Zealand, after discussions with the design and builders, he was hooked. While Broadsword was built in 12 months, the design itself has been more than ten years in the planning by designer Dennis Harjamaa. “To me this is the ultimate cruising powerboat and I am certainly looking forward to heading offshore. My first passage will be as part of the Island Cruising Assoc fleet to Fiji in May this year and then I will carry onto Tonga, Samoa,
Breaking With
TRADITION
DICKEY BOATS, LRC 58 MAY HAVE A MILITARY LOOK ON THE OUTSIDE, BUT ONCE YOU PASS THROUGH THE RAW ALLOY EXTERIOR, YOU ARE PRESENTED WITH A WARM, BEACHY STYLE INTERIOR THAT INVITES YOU TO GO CRUISE. IT’S ALSO A BOAT THAT IS FULL OF SURPRISES. BARRY THOMPSON WENT TO NAPIER TO CHECK IT OUT BEFORE THE OWNER HEADED OFF ON HIS WORLD CRUISE.
Tahiti, Marquesas, through the Panama Canal and onto the Caribbean. Long term I plan six months on the Caribbean and six months in the Med”, says the owner. The LRC 58 is essentially designed for those looking for a serious, no-nonsense, simple and highly efficient cruising power boat. Not only does the LRC 58 cover all those requirements, but it also adds a whole lot more. When building the LRC 58, Jason Dickey was conscious of not making the boat more complicated than it need be. With this in mind, the LRC 58 is extremely practical, simple and very friendly.
ECONOMY PLUS Of particular interest to me was that this 18m, 16000 kg boat is only powered by a 90hp, four cylinder Beta diesel. But don’t be fooled, this little engine provides every bit of power the LRC 58 needs. At 2500 rpm, the maximum for this 3769 cc engine, the LRC 58 glides along at 11 knots and uses a miserly 1.56 lpnm. Best cruise is between 7 knots to 9.5 knots and then the fuel usage really drops. On our short trial run off Napier, we sat on 9.5 knots for most of the journey and recorded 1.0 lpnm. Working on the fact we had the long range extra fuel tanks 121
added, (4500 litres in total), Broadsword has a range of over 4000 nm, at 9.5-10.0 knots. That’s just about enough to get you to Tahiti. However if you are happy to cruise at around 7 knots, an ideal speed to drag some lures on the way to Fiji, the range extends to around 7000 nm @ 0.53 lpnm. At 8.1 knots the fuel rate increases marginally to 0.67 lpnm. One of the key elements in achieving efficiency is the controllable pitch propeller. Broadsword runs a West Mekan controllable pitch propeller (CPP), which allows you to adjust the pitch while underway. There is a electrically operated hydraulic pump at the WWW.BOATMAGS.COM
The extremely comfortable pair of fully adjustable Marine Tech/MTI leather helm seats are ideal when your passage making.
There is an inviting ambiance with warming shades inside that five the LRC 58 a beachie feel.
Twin Raymarine 16” MFDs are flanked by all the electronics you need for serious cruising.
Jason & Tristin Dickey are passionate about every boat they build and admit to a love affair with the LRC 58.
helm for changing the pitch. With an exhaust gas temperature gauge, this allows the engine to be loaded up to optimum operating temperature regardless of the conditions thus extracting the maximum mileage from every litre of fuel. Set inside a tunnel, the shaft is at a low 2.5 deg angle. If you were looking for a boat with a bit more speed, then 300hp will lift that to around 18 knots. Twin engines are also available.
small compared to the overall length. Most trawler type boats in this length category are much heavier, beamier and higher, have much more internal volume, weight, and therefore cost. A low displacement to length ratio is crucial for effortless cruising speeds and low fuel consumption”. When I ran the boat in a long but reasonably steep swell off Napier, my impressions were of a very stiff and extremely stable boat. A huge feature of the LRC 58s is its selfrighting ability. Locking off the cockpit from the saloon is a Seamac watertight alloy door and with this and all roof and deck hatches shut (all superstructure windows are fixed and none opening) the LRC 58 will self right. There is no point at any rotation where the vessel is stable apart from upright. Not sure I have found this feature before in a pleasure boat of any size.
boat #1 was more of a prototype, boat #2, Broadsword and the as yet to me named third LRC58 differ considerably inside. While the outside is somewhat bland and functional in appearance, the same can not be said for the interior. Here, there is an inviting ambiance with warming shades and with the fabric paneling, tan coloured stitched leather and fully lined bulkheads and mullions, you see no raw aluminium inside. There’s a warm beachie feeling that is portrayed right throughout the boat. I especially liked the interior hood lining which is PVC paneling that is spray painted to a high gloss finish and then hand-brushed to present an old world painted timber look. It’s the small detail like this that makes the difference. The only timber in the boat is the dining table and some areas forward, where a varnished washed Oak has been used to accent the light mood of the interior. Broadsword is divided into three main interior compartments and a vast aft deck cockpit area. Forward is the master cabin with a queen size berth, with storage drawers and a half hanging locker to port, with extra storage
DESIGNER’S CHOICE The LRC 58 is a full displacement hull with flat aft sections, a substantial keel, extremely fine forward entry, with hard chines aft that taper seamlessly towards the bow. With no hard chines forward there is no chine slap and not being round bilge, the hull is extremely stable both underway and at rest. The vertical bow shape is designed to go through the waves, rather than over them, something that is a feature of this style of long range cruiser. The designer of the LRC 58, Dennis Harjamaa, of Artnautica Yacht says, “The hull is very sleek with maximum waterline length and an interior volume that has been kept relatively PACIFIC PASSAGEMAKER ANNUAL 2016
CUSTOM LAYOUT Like all boats Dickey Boats build, the layout is entirely customised to suit each client. There is hardly two Dickey boats the same and this has already happened with the LRC 58. While 122
The lower saloon can be totally customised with a second cabin.
The Beta 90 engine looks a little lost in the centre of this large space.
Broadsword only has one dedicated cabin in the bow.
under the berth. The cabin shares the only bathroom on board, which has a large shower stall with glass doors, raised bowl vanity and Jabsco head. There is a hand held shower on the transom to clean off when you come back from a swim. While Broadsword only has one dedicated cabin, the lower saloon does provide a second double berth on the starboard lounger and a single opposite. This entire space will be changed to include a second cabin on the next LRC58. Again it’s your choice how you want the arrangement. In the next LRC 58, the owners have opted for a separate day head in the cockpit, as well as sacrificing some cockpit length for a longer main saloon, but have compromised by having the transom moved further aft to the full length of the hull and having a much shorter swim platform. With vertical glass windows surrounding the entire saloon and wheelhouse, visibility is almost 360 deg from the helm, galley or lounge. To starboard are the fixed dining table and L-shape settee (the next LRC58 will have a larger U shape arrangement) and helm.
The extremely comfortable pair of fully adjustable Marine Tech/MTI leather helm seats are ideal when your passage making. The tan leather finished helm is owner’s choice and in Broadsword this includes a pair of Raymarine 16” MFD screens. With cruising in mind, there is also AIS and satphone comms, along with the regular systems such as VHF, auto anchor, Fusion sound system, C-Zone, plus engine and variable pitch propeller controls and instruments. The entire port side of the saloon is taken up with the galley, with a custom made stainless steel bench surface, with the usual galley requirements below, such as gimbaled Force 10 stove, deep storage draws and lockers. FUNCTIONAL COCKPIT Broadsword has an especially large cockpit, which serves a number of functions. Not only is it perfectly set up with loose chairs and tables for entertaining guests, but it’s also somewhere for the custom Dickey alloy tender to be secured during passage making. A bifold drop down rear door in the transom provides easy access to the cockpit from 123
The cockpit is huge, with storage either side and in twin under sole lockers.
Forward on the starboard side of the cockpit is the huge access to the engine room.
the full-width boarding platform. Underfloor there are two exceptionally large storage compartments, plus there’s plenty of lockers under the wide side decks. To port forward is a large fridge/freezer and access through to the side deck. Overhead is an alloy pipe frame with a soft canopy, with the aft section designed for quick removal should you require more sun in this very inviting space. I could just see myself with a Corona in hand, watching the sun setting on some enchanted Fiji island. Hey, we can all dream!! Forward on the starboard side of the cockpit is the huge access to the engine room. However, first, you have to pass through a small workshop, which comes complete with work bench, vice and tool storage. There’s also a slide-out Waeco freezer and a compact washing machine. BABY ENGINE First impression when you enter the engine room, is ‘where’s the engine’. The nonelectronic Beta is so small, the generator seems bigger. Being an 18m boat of 16 tonnes WWW.BOATMAGS.COM
B O AT R E V I E W > D I C K E Y L R C 5 8
The fine plumb bow is designed to cut through the waves not over them.
I would have expected the diesel engine to dominate the space. Not so! The size of the engine is what one would expect to see as an auxiliary in a sailboat this size. The bright red four cylinder, naturally aspirated, Beta 90 engine looks a little lost in the centre of this large space. The engine is flanked by all necessary Racor fuel polishing and straining systems, Mastervolt invertor, main switching panel and C-Zone. Everything is close at hand and easy to get at when required. The engine room is lined with 70mm lead lined Pyrotech sound proving and when underway, Broadsword is extremely quite. At the wheelhouse and lounge areas, we recorded around 71-73dB at 9 knots. There are six, 75 watts, 24 volts slimline Sunware solar panels on the roof, which in good sunlight provide about 32 amps of charge, enough to keep your batteries maintain when not in use. GET HOME SAILS Aft is the multifunctional tower, which not only carries all the communication and navigation aerials, there’s a neat seat built-in for spotting fish or coral reefs ahead and the entire structure folds down to drop your air-height for low bridge access. Handy if the owner plans to go into the French canals. Swinging off the base of the tower there are two booms, which serve a number of purposes. They can be used as lifting booms, as mounts for flopper stoppers, but probably most importantly booms for the get-home sails, should you need a secondary method of propulsion. Four side cleats, router cut from 32mm plate are welded onto the main frame, allows you to lift the LRC 58 using a bridle and crane. A comfort if you ever have to get the boat out of the water somewhere in the Pacific where there is no travel lift available MORE TO COME The Dickey LRC 58 is unquestionably a superb cruising boat and one that is going to attract a lot of attention as it explores the world. There will bigger and smaller models available in the future from Dickey Boats, but while following a similar design theme will be all new from the keel to the tower. However, one thing that will not change is the attention to detail and high quality of finish that Dickey Boats put into every boat, no matter what the size. In that respect, Broadsword is faultless.
T E C H N I C A L S P E C I F I C AT I O N S Boat Design Name: Boat Name: Year Launched: Designer: Interior Designer: Builder: LOA: LOH: LWL: Beam: Draft: Displ (loaded): Max Speed: Cruise Speeds: Construction: Fuel Cap: Propeller: Generator: Inverter/Charger: Diesel Heater: Sound Proofing: Batteries:
Dickey Boats LRC 58 Broadsword 2015 Dennis Harjamaa Artnautica Dickey Boats Dickey Boats 18.35 m 17.60 m 17.50 m 4.0 m .940 m 16 tonne 11 knots 7 – 9.5 knots 5083 Alloy – 8mm / 5mm 3650 litres West-Mekan VP Whisperpower 4 kVa Mastervolt Mass Combi Eperspacher Pyrotech Mastervolt Gel
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PERFORMANCE Watermaker: Bow Thruster: Anchor Winch: Anchors: Steering: Engine Controls: Lighting: Paint (Antifouling): Hatches: Windows: Porthole Hatches: Head: Liferaft: Tenders: Saloon Doors: Helm Chairs: Upholstery: Floodlight: Solar Panels: Water Cap: Engine Make: Drive Train: Base Price of Boat:
Spectre Side Power James Nillson Manson Supreme Seastar Ultraflex Hella LED International Micron Vetus Metro Glass Metro Glass Jabsco Ocean Safety Dickey Custom SeaMac MTI Leather Hella Sunware 2000 litres Beta 90 @ 90hp Shaft $NZ900,000 + gst
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RPM 1000 1200 1400 1600 1800 2000 2200 2500
KNOTS 5.4 6.2 7.2 8.1 9.0 9.4 10.8 11.0
L/NM 0.33 0.48 0.53 0.67 0.79 1.00 1.18 1.56
ELECTRONICS Autopilot: Raymarine MFD: 2 x Raymarine 16” VHF: ICOM AIS: Raymarine Satphone: Iridium Go / Sailor Ent Systems: Fusion Systems Management: BEP C-Zone Contact: Dickey Boats, Ph +64 (0)6 8341310, info@dickeyboats.com, www.dickeyboats.com
New EuroLED 75 downlights set the standard for highly energy efficient and long lasting illumination.
NEW !
IP 67
MADE IN
NZ
COMPLETELY SEALED
5 YR WARRANTY
• Extremely efficient <3W and 190 lumen • Wide and even 800 beam angle • Completely sealed (IP67) for interior and exterior applications • High colour accuracy (CRI 85) and dimmable • Smooth diffused lens appearance • Screw and spring mount options • Designed and manufactured in New Zealand • 5 year warranty
technology D E L g in d a le d rl o W ltra reliable u d n a g n vi sa r e w Po
Engel 40 Litre Combi Fridge / Freezer Engel’s latest addition
This new model is a new combination Fridge and Freezer, with added features including the removable internal divider and thermostatically controlled fan. The MT45FCP gives three versatile configurations; option 1
Freezer 16 litres / Fridge 23 Litres (total 39 Litres) option 2
Freezer 22Litres / Fridge 17 litres (total 39 Litres) option 3
Refrigerator Only (Divider removed total 40 Litres)
www.hellamarine.com info@hellamarine.com +64 9 577 0000 www.hellamarine.com
Three-Year Warranty
This model also includes the user-friendly digital control with LED display, along with built in battery monitor. Supplied with both cords, the 12 volt cord that plugs straight into your vehicle’s cigarette socket and the 240 volt lead with three pin plug, (Auto switching).
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PPB0714
For more information visit:
www.engelnewzealand.co.nz 125
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TOP 10 MED SPOTS
LAURIE AND DIANE CRANFIELD LOOK AT THE EASTERN MEDITERRANEAN’S
Top Ten Stunning Cruising Destinations
1 Having spent six years cruising over 13,000 miles around the eastern Med visiting hundreds of anchorages, harbours and marinas throughout Turkey, Greece, Italy, Albania, Montenegro and Croatia we sure have found some very special places. Special means different things to different people but we look for natural beauty, historical places of interest to visit, atmosphere, clean surroundings, good holding, calm conditions, security and some degree of tranquillity. The last factor is more difficult to find during the July-August high season but we rarely encounter anchorages more crowded than what is typical at home in New Zealand during the Christmas break. Our top ten selection is based on the cruiser’s point of view rather than the tourist’s, for example, Santorini is very special but not great for cruising having limited shelter and facilities. Our selections are not just isolated magical spots but parts of broader regions of considerable interest and none are far from sources of at least basic provisions. Except for destination 5 – Gramvousa in Crete, all of these places can be reached using charter yachts. Some areas aren’t featured as we haven’t PACIFIC PASSAGEMAKER ANNUAL 2016
cruised there – Malta, France, Spain, Portugal, and North Africa while others including some interesting destinations in Albania and Montenegro aren’t included as we feel they don’t have that special magic combination of factors needed to make our list.
DESTINATION 1: THE KEKOVA ROADS Where is it: Along the famed Turquoise Coast on Turkey’s south-east shores. How long is required to enjoy here? Several days for the immediate area and up to several weeks for the greater area. Outline and what to see: A strait protected by uninhabited four-mile-long Kekova Island with several islets offering anchorages sheltered from all wind directions. The area has a long history being inhabited from around 400 BC. See Lycian tombs, ancient sunken ruins accessible by glass-bottomed tour boats, stunning natural scenery and rustic tavernas. On the northern shore lies the picturesque fishing village of Ucagiz where you can replenish supplies, enjoy coffee in tavernas and wander through a traditional carpet shop. Most of the locals have made no concession to modern dress and appear unchanged 126
from how their great grandparents probably looked. Anchor in the pristine waters of a perfectly sheltered bay inside Asirli Island and enjoy a rustic, atmospheric bar called The Smugglers Inn, which in our part of the world would never get building consent or health and safety approvals. At the area’s south-western extremity lies the idyllic anchorage of Polemos Buku where a sole dilapidated taverna offers traditional fish soup with crusty bread rolls. Nearby are some great places to visit such as Finike to the east and Kas, Kalkan, Fethiye and the Greek island of Kastellorizon to the west. Also nearby is the village of Demre wherein the 4th century the Bishop of the church, Saint Nicholas threw bags of gold down a chimney to save three sisters from a life of prostitution and started the Santa Claus tradition. Must do: Climb precarious steps to the summit behind Kalekoy to explore the ruins of the 15th-century crusader castle ruins and enjoy panoramic views of the area. Ladies offer guide services in return for the purchase of cheap trinkets which you should happily buy in return for some interesting local knowledge.
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DESTINATION 2: SNAKE AND CASTLE ISLANDS (SEHIR ADALARI)
Where is it: At the eastern end of the Gulf of Gokova, which contains many great anchorages. On the Gulf’s northern shore is the village of Cokertme and the large town of Bodrum while its entrance is protected by the Greek island of Kos. Close to the south-eastern entrance is the fascinating anchorage of Knidos overlooked by ancient ruins. How long is required to enjoy here: Two or three days for the islands and about a week for the surrounding area. Outline and what to see: An enchanting anchorage sheltered between Snake, Castle and Tomb islands and the mainland. It’s busy with tripper boats during daytime but quiet by late afternoon with stunning sunsets. Ashore visit interesting 2,700-year-old ruins including a wellpreserved 5,000 seat Roman Theatre. Snorkel around the ancient harbour area to see a considerable amount of pottery remains scattered across the seabed, as well as a surprising variety of small fish. Nearby Degirmen Buku contains a cove called English Harbour, so named because it was used by the English Special Boat Squadron (SBS) during WW2 as a base of operations. The SBS was a marine version of the SAS and mostly used local caiques (small fishing boats) for their missions. Must do: After the crowds have departed have a swim at Cleopatra’s Beach, composed of sand imported aboard galleys from Egypt on Cleopatra’s orders so she could enjoy the beach with her lover Mark Anthony.
DESTINATION 3: SIMI ISLAND
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Where is it: Just five miles off the Dorian Promontory located on Turkey’s south-west coast. How long is required to enjoy here: A few days for Simi and about ten days for the greater area. Outline and what to see: Let your mind conjure up images of the perfect Greek island and Simi is the reality with a delightful small harbour surrounded by tavernas, quirky shops and multi-coloured traditional-styled buildings. Being located so close to Turkey means many cruisers visit Simi to purchase difficultto-buy-in-Turkey items such as bacon, pork and different varieties of wines. Simi harbour can be crowded in season and is subject to wash from ferries. It’s also
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generally required to clear-in here so many cruisers elect to anchor at nearby Pedhi, where they stay under the authorities’ radar and walk or catch a bus to Simi harbour. Pedhi also has a shop and good taverna. Further south on Simi is the protected anchorage of Panormittis where a large impressive monastery opens to the public and sells delicious bread baked daily. Nearby are three great Turkish mainland anchorages to visit: Knidos, Datca and Bozburun. Must-do: Take a leisurely walk up the steep cobbled lane leading to the hilltop behind Simi to visit the church and enjoy stunning views of the harbour and island below. It’s easier coming down and then reward yourself with a cold beer at one of the many tavernas while you watch the activity in the harbour. 228
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TOP 10 MED SPOTS
4 DESTINATION 4: ASTIPALAIA ISLAND Where is it?: In the western Aegean Sea among the Dodecanese Islands Group. How long is required to enjoy here?: Just a few days. Outline and what to see: A stunning butterflyshaped island indented with numerous anchorages regarded as some of the best in Greece and well sheltered from the prevailing north-west Meltemi wind. We based ourselves in Maltezana Bay, sonamed because it was formerly a lair for
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Maltese pirates preying on shipping plying the Aegean. Here is a memorial to a French Naval Officer, Captain Bisson, who in 1862 was sailing an under-crewed prize-ship back to France with some captured pirates aboard. Bad weather forced him to shelter here and some prisoners escaped and joined Maltese pirates ashore. Later that night about 140 pirates attacked the ship and knowing that he had no chance and not wanting the ship to fall into the hands of pirates, Captain Bisson blew up the ship up killing himself and most of the boarding pirates.
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Here we had one of our most delicious meals ashore yet – an enormous platter of delicious local prawns and pasta washed down with some very nice Greek wine. Nearby to the west are the interesting Greek islands of Kos and Kalimnos as well as the Turkish mainland. Must do: Take a bus to Skala, overlooking Ormos Livadhi, to explore the village and ruins of the 13th century Genoese castle, inhabited until the 1950s when an earthquake largely destroyed it.
DESTINATION 5: GRAMVOUSA Where is it?: On the north-west coast of Crete, the southernmost island in the Aegean Sea lying between Greece and Turkey How long is required to enjoy here?: A few days or about three weeks to cruise the broader region. Outline and what to see: Crete is a large stunning island, rarely visited by cruisers but with some great anchorages, harbours, mountain villages and ancient Minoan sites. It’s very remote with the nearest islands being Santorini about 60 miles to the north and the south-west coast of mainland Greece about the same distance to the north-west. Crete has three mountain ranges rising over 2,000m with an extremely rugged topography, few major inland roads and olive trees covering every spare piece of land – over 21 million of them in fact. Cretan villages are exactly as you picture them – narrow winding streets where a car has to pull over to let an oncoming car through, ancient rustic buildings mostly in a poor state of repair, old men with waistcoats and moustaches sitting outside small tavernas, elderly hunched-over women dressed totally in black. Around the most westerly point on Crete’s north coast is the island of Gramvousa. This is a spectacular area and the island has a couple of bays on its south side making it reasonably
sheltered from the Meltemi. Crowning the island are the ruins of a huge Venetian fortress built in 1579 and which was the last Cretan stronghold to fall to the Turks in 1692. In the early 19th century the area became a haven for pirates until an Anglo/French expedition rooted them out in 1828. Here is the wreck of a steel ship about 40m long with most of its sections still recognisable - a sombre reminder of disasters that can happen at sea. Interesting and safe harbours are located at Ayios Nikolaos, Rethimno, Khania and Kissamos, but there are only a few areas to anchor on Crete’s north coast offering
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good shelter because the Meltemi wind is consistently from the north generating a one to two-metre swell. One is Ormos Milati, a stunning bay protected from all except easterlies, and although this is one of the best anchorages on the coast we were the only boat there. It’s on the north-east side of a four-mile long inlet, Soudha Bay, a deep and beautiful harbour and NATO base. Here with tearful eyes, we paid our respects to 446 young Kiwis in the New Zealand war cemetery. Must do: Snorkel the crystal-clear waters around Gramvousa’s shipwreck.
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TOP 10 MED SPOTS
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DESTINATION 6: CORFU ISLAND Where is it?: Off the north-west coast of Greece. How long is required to enjoy here?: About a week or about three weeks for the greater area. Outline and what to see: While Corfu town is busy the island has great cruising, particularly on the north-east coast. Corfu is about 30 miles long and five miles wide with some great anchorages around the town and to the north, some of which have excellent tavernas offering gastronomic fare above typical levels. Around the fishing village of Kassiopi on the north-east coast are some good anchorages offering protection from southerlies. To explore fascinating Corfu town with its Old Town of narrow cobbled streets, English and French influences, churches, two castles and excellent variety of shopping to keep the fairer sex happy you can anchor close-by to the south-east, or visit one of the marinas nearby or go to Gouvia marina a short bus ride away. Gouvia is safe in all conditions with excellent infrastructure and some boats anchor nearby. A short cruise to the north-west side brings you to the great anchorage of Palaiokastrita and its famous monastery. Nearby are stunning Paxos Island, the mainland village of Parga and the island anchorages around the mainland village of Mourtos. Captivating Albania just a mile across the North Corfu Channel. Must do: Visit the stunning village of Palaiokastrita and the monastery of Ay Spiridonos on the northwest coast.
DESTINATION 7: CEPHALONIA ISLAND Where is it?: The largest of the Ionian Islands off Greece’s west coast. How long is required to enjoy here?: About one week. Outline and what to see: A spectacular island about 30 miles long with a mountain chain rising to 1,600m and lush forested valleys descending to the sea. Just a couple of miles to the east, Ithica Island also has several spectacular anchorages and villages, while Lefkas Island (our home base) is just a few miles to the north. Here is where the events took place on which the great movie Captain Corelli’s Mandolin describes. Fiskhardo is a fantastic harbour where we moored stern-to the quayside lined with tavernas and cafes. Yes, this can be busy, but it’s one of those special atmospheric harbours that’s worth the effort. Just an easy walk away is an idyllic anchorage called Foki Bay, where the forest comes right down to the water’s edge and the crystal clear water is ideal for snorkelling. There’s a lone taverna ashore where enjoying an evening drink we heard the faint ring of a bell that shortly turned into a cacophony as a huge herd of goats passed close-by. Nearly half way down the east coast is the village of Ay Eufimia where you can anchor in the harbour, but with a forecast of Force 7-8 winds, thunderstorms and rough seas we elected to moor quayside and enjoyed perfect safety. At the island’s main town, Argostoli, on the south-west coast, again you can anchor out or go alongside the quay. On Cephalonia’s wild west coast is the stunning village of Assos with its tiny harbour overlooked by the ruins of a huge Venetian Fortress dating from 1593 and built for protection against Turks and pirates. Must do: Moor stern-to in the delightful, sheltered, but busy Fiskhardo harbour with its wall-to-wall tavernas and Venetian lighthouse.
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8 DESTINATION 8: KORCULA ISLAND Where is it?: In the southern Adriatic Sea between Dubrovnik and Split, which are also both worth visiting to explore their atmospheric Old Towns. How long is required to enjoy here?: A few days or three weeks for the greater area. Outline and what to see: This fascinating 15thcentury medieval fortified Venetian town is on the north-east coast of Korcula Island. An issue with cruising in Croatia is finding free anchorages and close to Korcula is an excellent anchoring area sheltered by several islands. Regular buses to Korcula are available ashore. There is also a marina in Korcula. While the anchorage is enjoyable in itself, the highlight is to explore the narrow cobbled lanes of the medieval walled town and enjoy a beverage in one of the many cafes lining the battlements overlooking the sea. Take time out to visit some of Korcula Island’s many vineyards – this is the area where Dalmatian immigrants came from to lay the foundations of New Zealand’s wine industry. Nearby on the north-western side of Mljet Island is the safe anchorage and national park at Polace. Must do: Wander through the narrow cobbled lanes of Korcula’s Old Town and climb the bell tower of St Mark’s Cathedral for a stunning vista.
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TOP 10 MED SPOTS
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DESTINATION 9: CEFALU Where is it?: On the northern central coast of Sicily. How long is required to enjoy here?: A few days or about ten days including the Aeolian Islands. Outline and what to see: Cefalu is a hugely interesting town dominated by a 278m high promontory called La Rocca (The Rock), featuring the remains of Il Castello, a castle originally built by Arabs and then conquered by the Normans in 1063. We anchored in a great picturesque anchorage, protected from most winds with a great view of La Rocca and in easy walking distance from the town. The medieval village is largely unspoiled and narrow cobbled streets meander down to the old harbour. A highlight is the Duomo di Cefalu, a stunning cathedral built in the 12th century. Cruise about 45 miles to the northwest to explore the Aeolian Islands, where you can visit active volcanoes on Stomboli and Vulcano, wallow in the thermal mud pool on Vulcano and visit Lipari’s historic Old Town. Must do: Climb La Rocca for a stunning view of the Cefalu area.
10 DESTINATION 10: TRAPANI AND THE EGADI ISLANDS Where is it?: Trapani is a town is on Sicily’s north-west coast with the Egadi Islands close by. How long is required to enjoy here?: At least a week. Outline and what to see: The Egadi Islands form a marine reserve with restrictions on boats in some areas but free anchoring and reasonably-priced moorings available in many sheltered bays. Favignana is the largest island, roughly
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the shape of a butterfly, with some great anchorages on the southern side overlooked by the imposing hilltop fortress of Santa Caterina. The islands were a base for a thriving tuna fishing industry and you can still see interesting relics from those days in Favignana village. Many cafes in the village serve delicious fare including cannoli, delicious crispy tubes of pastry filled with sweetened ricotta cheese. Marretimo, with an all-weather marina, and Levanzo, with fair weather moorings, are the other main islands well worth a visit. Nearby Trapani offers an interesting,
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safe haven in the event of strong winds and is built around an ancient harbour where the Spanish landed in 1282. It has an interesting well-preserved Old Town of cobbled alleyways, churches, former palazzos (palaces), restaurants, tavernas and quirky shops. Take a cable car to the summit of Monte San Giuliano, 756m above Trapani, and visit the fabulous medieval walled village of Erice for stunning vistas of the surrounding area. Must do: Hike up to ruins of Favignana’s Santa Caterina fortress.
H E AT I N G O N B O A R D - PA R T O N E
If you are going boating in cold climates then having good on-board heating is vital.
THE RIGHT CLIMATE PART ONE - HEATING ON BOARD
Part one of a two-part series on staying comfortable aboard with the right temperature, we look at heating to keep you warm this winter.
If you want to keep warm and cosy this winter when cruising, then our suggestion is to head to the warmer climes. Tonga or the Kimberleys sounds a lot better than Tasmania or Fiordland. Okay, so appreciating that we all can’t simply up anchor and cruise off, Barry Thompson looks at the different methods of heating on board. If you are staying around your local cruising grounds and will have to put up with cold weather, then there is no reason you have to chill out. Keeping the interior of your boat warm, so that you can be warm, is an easily solvable problem. There are a number of ways to achieve this from a solid fuel such as wood or carbonates to LPG, diesel and electric. Two typical means of producing heat in marine HVAC (heating, ventilation, and air
conditioning) units are resistive electric and reverse cycle. HOT OR COLD With a reverse cycle heating system, a reversing valve reverses the flow of refrigerant, making the condenser an evaporator and the evaporator a condenser. Reverse cycle systems are a more efficient means of producing heat when compared to resistive electric heat. With resistive electric heat, you are not using the compressor and raw water pump for heat. The only moving part is the blower. They will also work anywhere and are not dependent on water temperature. Reverse cycle heat will not work with a raw water temperature below about 45-50°F, and the compressor is stressed near these temperatures.
Unfortunately, this reverse cycle ceases to have any effect as the sea temperature drops. Below 8ºC sea temperature heating performance will begin to fall away - at 3 C it will be hard to measure any heating effect at all. Reverse Cycle Air Conditioners let you extend the boating season and are a good choice for liveaboards or cruisers who travel between tropical and cool climates, providing one system that can efficiently cool and heat the boat. Reverse cycle air conditioning systems require a constant feed from a power source to keep them running. There are a huge number of brands and models available from a simple heat pump single outlet system through to a multi-vented unit that pumps out more hot air than a politician. WWW.BOATMAGS.COM
Sig Marine makes a range of three stainless steel bulkhead diesel heaters and a single floor mounted version.
Sig Marine make a range of propane heaters such as this Cozy Cabin model.
THE DIESEL OPTION Heating a small enclosed space such as the main saloon of your boat by burning something, presents two main dangers if you are using a gas of any kind - carbon monoxide poisoning and direct oxygen deprivation. Traditionalists and those who take their cruising very seriously may look to a pot belly type stove and feed in solid fuel, but while they certainly generate great heat, they are not the most practical system to have on a boat. The next choice is diesel heating that while it has been around for years has never really been something that you find in mainstream boats. Apart from traditional trawler style manufacturers, diesel heaters have never been given their rightful place when it comes to boat heating. These devices draw air from outside into a tiny sealed furnace. Diesel oil is injected and ignited in this furnace. The ‘burnt’ air is then expelled into the atmosphere. Air within the area to be heated is blown across the outer skin of the furnace and ducted to wherever desired. The burning of the fuel is thus totally separated from the air that is heated within the boat. Despite this separation removing any possibility of carbon monoxide poisoning, it is still necessary to ventilate the inhabited space to allow the drawn in air to escape. Diesel heaters come in a variety of forms, from the stand-alone floor mounted style taking pride of place in the saloon, to the compact diesel heaters that are tucked away out of sight. COMPACT OPTIONS Compact diesel heaters have a number of advantages in terms of cost and maintenance. They are also ideal for a retrofit installation, with minimal assembly required. They are light and compact and can be fitted just about anywhere that’s practical. For more than 80 years Webasto we have been at the cutting edge when it comes to the development of fuel-fired heating technology. Along with specific marine installation kits they provide innovative high-quality air and water heaters that contribute to the enhancement of comfort on board. Webasto also produces small compact diesel heaters with its Air Top 2000ST being the smallest on the market at 2.6kg and which in normal operation, would use approximately 1 litre of diesel fuel every 5-6 hours. Along with the Air Top 2000STE Webasto also offers two other models, the Air Top Evo 40 and the Air Top Evo 55. Heat outputs vary from 0.9kW to 5.5kW. Like most major manufacturers Webasto also provides electronic controls units so you can sort out your heat requirements without leaving the lounger or helm. Eperspacher is another brand offering compact units for marine applications. The PACIFIC PASSAGEMAKER ANNUAL 2016
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www.webasto.com.au 11/04/2016 4:54 pm
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H E AT I N G O N B O A R D - PA R T O N E
Dickinson Marine has been around since 1932 and is the frontrunner when it comes to floor mounted marine diesel heating systems. Webasto’s Air Top 2000ST is the smallest unit of its type on the market and weighs just 2.6kg.
ITR manufactures diesel powered “Hydronic” heater systems that circulate hot water in a closed loop to a series of small radiators located throughout the vessel.
Eberspächer Airtronic D2, for example, weighs only 2.7kg, with a heat output of up to 2.2kW and uses a maximum of just 0.28L/h of diesel. This is ideal for larger trailer boats. At the top end of the Airtronic range, the D8LC, still only weighs 14kg, produces 7.9kW and burns a maximum of 1.05L/h of diesel. This unit is designed for boats in the 15-20m size range with the ability to provide multiple outlets. Compact units such as these are designed to be installed out of sight in a locker and have the fresh air drawn in from the outside, such as the cockpit and with the hot air inlet next to the companionway. The exhaust exits above the waterline in the stern area. Flexible tubing carries the heated air through to the cabins and saloon, exiting via flush mounted vents. Wallas offer a unique solution, with a combo boat heater and stove (boat hob) in one device. When you equip a Wallas stove with a heat blower lid, you get a cabin heater too. An important benefit of the boat stove is that it eliminates the need for explosive gasses on board. Safe, quiet cooking and heating without any open flame. All Wallas diesel boat heaters can run at variable power output, which means that a Wallas diesel forced-air device does not have to be stopped and started in order to hold the desired temperature while heating the cabin.
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Your temperature can be adjusted infinitely to low and high settings for continuous use. FLOOR & BULKHEAD MOUNTED Dickinson Marine has been around since 1932 and is the frontrunner when it comes to floor mounted marine diesel heating systems. Dickinson Marine offers a wide variety of diesel and propane heating as well as solid fuel units. Its diesel heating range consists of four basic models all constructed in stainless steel, from the Newport, to the Lofoten, which all pump out up to 4.8kW and burn as little as 4.8 litres in 24 hours. The difference is in their physical dimensions and shape. Floor mounted units differ from compact systems as they require a chimney or flue to expel the fumes and gases. Sig Marine makes a range of three stainless steel bulkhead diesel heaters and a single floor mounted version. The Sig-100 and 120 are compact lightweight units with adjustable heat output between 1.2 and 3.0 kW, consuming just 0.34 litres per hour, suitable for boats sizes 8 to 12 meters. The Sig-170 and 180 have higher outputs between 1.5 and 3.8 kW suitable for yachts up to 16-18 meters, consuming 0.5 litres per hour. The Sig-180 floor model has the added advantage of also being hot water capable and like all
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the models in the range can run on diesel, kerosene or stove oil. Fuel supply is usually by a small 12-volt pump, but header tanks can also be used. All models include a tiny 12-volt fan to assist draft. Heat output is mostly radiated from the 75mm diameter SS flue pipe that vents exhaust gases through the cabin roof. HYDRONIC SYSTEM International Thermal Research (ITR) manufacture “Hurricane” diesel powered hot water (hydronic) systems that circulate hot water through small cabin fan radiators that blow warm air into each cabin. Fan units are available with outputs of 1.75 kW for smaller spaces up to 5.9 kW for windscreen demist and large volume cabins. A general rule of thumb suggests 2 kW for a 20 cubic meter main cabin in North Island winters, with more heat required further South. You can also use it to heat domestic water in the boat’s hot water cylinder. Heat output is almost immediate, producing a 26°C rise from ambient temperature increase at 6.0 litres per minute. The system can be plumbed to incorporate engine waste heat adding an extra 1.0 to 1.5 kW to the output. The Hydronic system is a sealed system and it can be very easily installed as an aftermarket
A Wallas 30DT fitted in the wheelhouse of a larger trailer boat.
Eberspächer Airtronic units are lightweight and extremely compact and use very little diesel.
addition or for a new build due to the hose size used to circulate the water. The ITR Hurricane diesel boiler differs from others by providing heat through a patented low-pressure burner that provides high heat output but without the smell and smoke that is normally associated with diesel burners. ITR has two popular models, Zephyr (9.7 kW, 33000 BTU) for boats to 16m and the Combi (10.3kW, 40000 BTU). Both have 230VAC heating elements that operate when the boat’s genset is running or is connected to shore power. Other models with lower or
higher outputs are available. YOUR CHOICE So if you want to stay warm this winter, then you have plenty of choices, from burning fossil fuels to saving the planet with solar panels to generate enough power for your heating system. It all depends on the space you have available and when it comes to retrofitting just how easy or difficult, it is to run ducting and vents. On a new build that’s not an issue, but in a 30-year-old cruiser, there could be a whole lot of problems.
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Where you place the heating outlets, be it vents or a stand alone heater is also important and should be considered early on in your decision process. Whatever you decide if you are warm then your boating experience will be more enjoyable. If you can’t keep the heat in, then maybe I will see you on a beach in Fiji or the Maldives this winter. The Right Climate – Part 2. In the July-Aug issue of PPB, we look at how to keep cool this summer.
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B O AT R E V I E W > A Z I M U T M A G E L L A N O 6 6
Travelling at 9 knots in full displacement mode, the Magellano 66 has a range of over 900 miles.
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THE MAGELLANO 66 IS AZIMUT’S NEWEST ADDITION TO THE MAGELLANO FLEET AND HAS BEEN DESCRIBED AS A MEGAYACHT IN JUST 20M, THAT OFFERS THE FREEDOM OF LONG RANGE CRUISES WITH THE COMFORT AND ELEGANCE OF HOME.
Elegance &
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B O AT R E V I E W > A Z I M U T M A G E L L A N O 6 6
The spectacular open deck, can be outfitted for the perfect relaxation environment.
Just like the Magellano 53, at the bow of the Magellano 66, there is an additional lounge area.
T
his Magellano features dual mode hulls, large interiors for extended stays, and a chic and timeless style. Also available in the Navetta Version, with a saloon and dining area that can be separated from the galley and pilot station when desired for absolute privacy. The entire main deck is on one level with enormous windows facing out over the water. There is plenty of exterior and interior storage to keep everything perfectly organized, all in a sophisticated and timeless atmosphere. Magellano 66 completes the range, alongside the 43HT, 43 Fly, 53 and 76 models. The first model was delivered to the customer in the summer of 2015, but the design of the Magellano 66 started long ago. It is built on the same foundation that makes all Magellano yachts so versatile. They are designed to provide a comfortable ride even in moderate to rough seas. PACIFIC PASSAGEMAKER ANNUAL 2016
Large glass doors lead from the saloon to the central lounge on the main deck.
Accomplishing this required developing keels that were profoundly different from those found on planing hulls. The fifth model in Azimut’s Magellano range of trawler yachts, the 66 features what Azimut calls a “dualmode hull,” with double chines, a wavecutting vertical bow, and substantial forward volume for smoother and more efficient operation. At the same time, the shape and volume of the forward section minimise pitch and provides constant buoyancy support, even when the boat is descending the trough of a wave. As a result, the water has a hard time reaching the main deck, providing a sense of security both to those piloting the vessel and their guests. The Magellano 66 takes this philosophy even further with surprisingly spacious interiors. The main deck is all on one level, with a modern yet refined interior, with wood 142
paneling and cream-colored furnishings. It has a large sliding door facing out over the cockpit all the way to the bow where the pilot station and galley are located. The main deck features elegance, functionality and a breath taking view of the horizon. Highlights include a large L shaped sofa facing an impressive bar cabinet, up to 50’’ TV cabinet, and an impressive dining table. All this comes with the standard version of the Magellano 66. There is also a Navetta version which positions the internal stair amidships, that means the saloon/dining area can be separated from the piloting and forward galley area, for unprecedented privacy surpassing that of even bigger boats. The crew can carry out their jobs without having to access any of the boat owner and guest spaces. The door to the side walkway is from the galley, allowing the crew to reach their cabin without crossing the saloon. At the same time, the boat owner
The main deck is all on one level.
The lower helm with twin leather seats is partially separated from saloon by a bulkhead and blinds.
The main dining area seats 6-8 diners.
On the lower deck, there is a large owner suite at full beam.
and guests can access the saloon from their accommodations, without having to cross the galley and piloting station. The Navetta version also enjoys an expansive view out over the water, with sliding doors and panels that also facilitate mooring. On the outside, your eye is drawn to the integrated terrace to the extreme aft of the flybridge, a design detail that puts the Magellano 66 in the big league. Exterior spaces on the main deck of the Magellano 66 include a padded lounging area at the bow and a shaded seating and dining area aft. The exterior highlight is the flybridge, which is especially large for a boat this size. It features a dining table, a sun pad, and enough space for lounge chairs, as well as an awning that provides welcome shade for long stints at sea. The culmination of a spectacular open deck, the terrace can be outfitted for the perfect relaxation
environment, complete with a convenient removable awning aft of the hardtop. Just like the Magellano 53, at the bow of the Magellano 66, there is an additional lounge area, here even more welcoming and private. The storage space for all onboard and free time equipment is unparalleled. There are enormous storage areas in the bow and on the flybridge. FOUR CABINS The are four cabins on board the 66 with the obligatory ensuite master cabin amidships and spacious VIP in the bow with two guest cabins; one twin and one bunks. On the lower deck, there is a large owner suite at full beam. Here, the spacious quarters are bathed in natural light for an elegant but also practical space with ample stowage. The owner has all the space they’ve always wanted with his and her spacious closet, chest 143
of drawers, vanity, and an additional huge storage area under the bed. The closets in the VIP and guest cabins receive the same attention. Both cabins offer something extra because, as everyone says, there is never enough space on board. The fourth cabin is designed as a utility room but, upon request, can be outfitted as a cabin with bunk beds. The washer and dryer are conveniently located along the corridor. With two Volvo Penta D13 800hp engines, Magellano’s performance is perfectly in line with the philosophy of a modern long range yacht. Travelling at 9 knots in full displacement mode, it has a range of over 900 miles (including a 10% reserve). The double chine Dual Mode hull provides a purposeful shape that optimises cruising both in displacement and planing modes, for a cruising speed of 16 - 18 knots and a maximum speed of 22 knots.
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B O AT R E V I E W > A Z I M U T M A G E L L A N O 6 6 T E C H N I C A L S P E C I F I C AT I O N S Boat Design Name: Year Launched: Designer: Interior Designer: Builder: LOA: LOH: Beam: Draft: Displ (loaded):
Magellano 66 2015 Cor D.Rover Azimut Yachts Azimut Yachts 20.15m 17.76m 5.44m 1.67m 44.5 tonne
Max Speed: Cruise Speed: Construction: Fuel Cap: Water Cap: Engines Make: Drive Train: Base Price of Boat:
22 knots 19 knots GRP 4,500 litres 1000 litres 2 x Volvo Penta D13 @ 800hp Shaft $NZ3.8 Million
Contact: Pinnacle Marine, +64 9 3776602, info@pinnaclemarine.co.nz, www.pinnaclemarine.co.nz
The flybridge helm station is equipped with all the necessary systems for day cruising.
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ABLAZE
Mischief alight, as taken by Noel when they sped away in the tinnie.
Completely lost. Total devastation for Noel and Tosh. PACIFIC PASSAGEMAKER ANNUAL 2016
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Gone in
When Mischief caught alight, skipper Noel Elliott had seconds to save his and his dogs live, before his beloved vessel exploded in a ball of flames. John Curnow tells the tale of Noel’s quick actions and survival.
“It was all ablaze and we were off in just three minutes”, was how Noel Elliott described the scene you see here. “The most horrendous thing is how quickly all the wiring burns. Remember, on a boat you’re encased in the stuff. It’s a bit like being in a single garage with wires in all the roof and wall cavities, as well as the floor.” “When you get a short circuit like us, you have 820amps burning the wiring. Everything explodes and burns instantaneously”, Elliott then added. Now to put it all into perspective, this is one level-headed chap. He was a Chief Petty Officer in the Royal New Zealand Navy and a clearance diver by trade, so when he says, “… it was terrifying, so, so quick and virtually impossible to put out”, you’re obliged to pay attention. Remember, for many years he had “… been through every exercise and training you could imagine!”
Elliott has been kind enough to not only recount his experiences for us but also proffer two things he considers mandatory now. “I used five dry powder extinguishers, ranging in size from 2.5kg to 5kg. All you get back are a face full of powder and toxic fumes. You cannot see or breathe and the powder comes back at you with interest.” “You only get the one chance to stop a fire aboard and you must do it within about 30 seconds. Otherwise, it is time to clear out. Powder extinguishers are hopeless in an engine room and I now have automatic foam installed”, said Elliott. “Everything now has a kill switch. In the old boat, the cut-offs were on the fuse board at the for’ard end of the engine room, which on all boats are pretty pokey by nature, and in a blaze you just cannot get to them!”
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SECONDS BEFORE DISASTER Taking a step back, almost like the TV show ‘Seconds Before Disaster’, you get to see the route evil very clearly. “It was Boxing Day and I had just completely fully charged the batteries through a 60amp charger powered off an auxiliary genset. The boat was also fully bunkered and provisioned, ready for an impending trip to the Solomon Islands.” “It was 0950hrs and I thought to myself, I want to watch the start of the Hobart. So I put the TV on, switched to both banks and that is when it happened. Three minutes later the boat was gone”, explained Elliott. Indeed, what had happened was that major short circuit had occurred when a cell in one of the deep cycle batteries had collapsed and instantaneously, the whole system was on drain. “As soon as I saw smoke from the battery isolator I tried to go back to one or off, but
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ABLAZE
The main engine, or most of it… funny how the fan belts survived.
it had fused inside by that time and was rendered useless. I heard crackling, came out of wheelhouse, lifted the lid on the hold and used two extinguishers right there and then. The deckhead and bulkheads were all smoking, and I used another extinguisher on what I could see. I then went back down into the engine room and sprayed yet another.” “From there I went back to the wheelhouse, fell into engine room in the black smoke that was already billowing furiously and crawled aft along the deck, throwing the fuel isolators on and grabbing the mobile as I went. My dog, Tosh, was on the marlin platform already and he then jumped in the tinnie. I virtually fell over it all trying to get in quickly!” BIG EXPLOSION A real point of interest here is that it was only a few weeks earlier that Elliott had been given the opportunity to buy a Stainless Steel 4WD style grab hook. This he had mounted to the transom to hold the painter attached to the tender. This simple, yet very effective method is undoubtedly one of the reasons Noel is here today to recount his tale. Friends at Airlie Beach, where he was on a swing mooring, saw him coming out of the black smoke, grab the loop off the hook, and then both of them got into the tinnie. They say that no sooner had Noel and Tosh cast off than Mischief went up in a big explosion. “I reckon that if I had actually to untie the tender, then I would have been right in amongst that PACIFIC PASSAGEMAKER ANNUAL 2016
explosion”, recounted Elliott. By way of demonstration, there was another tinnie atop the deckhead before the fire. When they returned to inspect the damage, there was no trace of it all!!! Equally, an alloy, twin-tank dive compressor and two dive bottles were nowhere to be seen either. All that was left of the latter where the two top valves. This goes to show off the intense heat a fire like this can generate. Anyone old enough to remember the Falklands War will be able to see in their memory the damage that the Exocet missiles did to the aluminium superstructure of HMS Sheffield. “The smoke was totally horrific, but also the noise was quite disconcerting. We had four nine-kilogram gas bottles and two packets of the ones you use in camping stoves. The roar and crackle were intense, so much so that the VMR people who live on the hill at Shute Harbour heard them, then saw the puffs and got straight on the blower to the authorities.” BURNING WRECK Indeed, the first responders were the locals, then the Water Police about 20 minutes later. They went ashore to get the Fire Brigade and by now Mischief was just burning away. Sadly for Noel and Tosh, they had just finished painting the boat the day before and were due to go to Port Douglas and thence over to the Solomon Islands. Now Tosh is apparently quite the fisherman, 148
good for watching the end of the fishing rods when they move. These live aboard cruisers only got into it after Noel had retired. He had been with Salvage Pacific in Fiji, Vanuatu Yacht Charters and also Torres Strait Marine, before totally converting the old trawler over to a cruiser. “You know there is always a silver lining and thank God mine came in the form of the team at Pantaenius. They were just bloody brilliant. A while before the accident I got a letter from my previous insurer saying they would not be covering anyone in Shute Harbour or Airlie Beach anymore. Pantaenius were happy to insure me on a swing mooring (after survey) and we’re all covered except for a named storm”, espoused Elliott. “Their rates are not high, and their service is exceptional. I rang them that afternoon and got a call later. Things moved so quickly, they arranged salvage and said ‘don’t worry about the money, look for another boat!’ I really could not fault them in any shape or form. I’m telling everyone because it was such a great experience after the most horrendous disaster.” Pantaenius’ Adam Brown added, “It was pretty clear that it was an accident and we were able to make an informed decision quickly. It took just 24 hours to appoint a surveyor to inspect the damage, and the report was also prompt, arriving just a few days after that.” “Please remember that if a surveyor is appointed, then they are there on behalf of
Noel’s V-berth up forward.
All done up and ready to party – Mischief about to go back in the water before the fire.
your insurers, to verify the cause, nature and extent of the damage and the most effective method of repair. The surveyor will not have any authority to agree your claim, either to determine whether it is covered under your policy or to give an opinion of the likely amount of settlement.” “Pantaenius provided this independent report at their cost within days of the incident, so that the settlement could also be reached within days of the event. The most important thing was to get Noel and Tosh into another boat promptly and then off on their South Pacific adventures as soon as possible.” SOLOMON ISLAND BOUND Now Elliott did go and source another 42’ trawler, which the ex-pat Kiwi has called Kiwa (Maori for protector of the seas). She too has been converted to become a cruiser and her reconditioned, six cylinder, 120Hp Gardiner will drive her along at 7.5kts, burning a miserly 5-7l/hr. Noel and Tosh are due for that Solomon Island trip after the little hiccup detailed here. Some fishing and diving on wrecks are the highlights, with Noel keen to re-find a WWII submarine he thought he saw off the coast of Papua New Guinea when he was working on another job. What could have been very disastrous has left the crew of Kiwa with extra knowledge and a very special bond with the team at Pantaenius. www.pantaenius.com.au or call +61 2 9936 1670 149
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L O N G -R A N G E P O W E R B O A T C R U I S I N G
LONG RANGE POWERBOAT CRUISING Cat or Mono?
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The 17.4m Rehab is an Australian built displaning power catamaran designed by the author.
MAKING THE RIGHT CHOICE Peter Brady looks at the long-range power boat for cruising, compares fuel and performance data of similar sized but very different vessels and states the case for the displaning power cat.
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L O N G -R A N G E P O W E R B O A T C R U I S I N G
Steve Dashew 64 is a custom monohull, narrow and more yacht like in its hull form.
Long-range or trans-ocean powerboat cruising is a relatively modern pastime and evolved during the early 1960’s in slightly different ways either side of the Atlantic. In the USA, Arthur DeFever a respected designer of long-range tuna and sardine boats was asked by some fellow members of the Offshore Cruising Society to design a cruising powerboat that was capable of long-range cruising based on his fishing boat designs. What he came up with was the basis for what is now known as the “trawler style” cruiser that has influenced a great many designers since. At the same time across Europe and Britain large numbers of fishing boats were being mothballed so a ready and cheap supply of ruggedly built power boats that were perfectly suited to long-range cruising, excellent sea boats and economical by necessity became available. A great many of these boats were also brought to New Zealand during the fishing boom of the 1960’s and I was lucky enough to both work on them and study their lines while starting out in boatbuilding in the early 1970’s. In 1975, Robert P. Beebe’s book “Voyaging Under Power” was published defining what he believed were absolute rules and formulas for long-range power boat design based on a displacement hull. This book was considered by many as the bible at the time (and still is by some) although he was not a fan of the trend in the 1980’s to try and increase cruising speeds by moving towards a semi-displacement hull form even if Arthur DeFever was one of those involved. He didn’t believe that any non-displacement boat could carry the load required for longrange cruising and thought that the figures being quoted for range at faster speeds were inaccurate. He was probably right that some
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of the figures were rubbery particularly when faster boats were loaded, but he had not taken into account the advances in boatbuilding technology that allowed lighter yet stronger construction, considerably higher power to weight ratio diesels and the availability of watermakers that removed the need to carry thousands of litres of water on passage. In the early nineties we saw the first step of another change in direction with the development of the non planing power catamaran as a viable long-range powerboat cruising alternative. As with all multihulls, their narrow hulls breach most conventions of naval architecture that define displacement and planing and so a number of Robert P. Beebe’s absolute rules became irrelevant. Malcolm Tennant was one the first to seriously push the concept of a faster yet economical long-range offshore cruiser in the mid-nineties, culminating with the 78ft “Pacific Harmony”, the epitome of what he termed “high speed displacement” CS type hull in the early 2000’s. At the same time that Malcolm was designing his CS type, I was developing my displaning type and although we went slightly different ways about it, we were both chasing the same goals of fuel efficiency and therefore range with a number of my designs built between 50 and 65ft that have clocked up huge numbers of sea miles to date, one reportedly having been around Australia two and a half times. Post GFC we are seeing a resurgence of interest in long-range powerboat cruising with well know yacht designer and writer Steve Dashew introducing a new type to the market in the form a narrower version of the type defined in “Voyaging Under Power” as his way of raising the cruising speed a little, with Dickey Boats in Napier following a similar thought process with their Dickey
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LRC58, designed by Dennis Harjamaa. New custom and production semi-displacement monohulls are still being developed along the path that Arthur DeFever started, with semidisplacement power catamarans still moving forward in the hands of designers such as Roger Hill and of course I am still developing and flying the flag for the displaning type since Malcolm Tennant passed away. Given this greater diversity of designs now aimed at the long-range cruising market I thought it was a good time to have a look at how the displaning catamaran stacks up against others. THE CASE OF THE DISPLANING CATAMARAN To start the discussion, I think we need to define what quantifies a powerboat as a longrange ocean capable power boat cruiser or passage maker. I believe a range of 2,000nm at displacement speed is a reasonable bench mark (Robert P. Beebe defined 2,400nm at 7.5 knots) and surprisingly this knocks out quite a number of designs that are marketed as passage makers, plus the carrying capacity and facilities to be self-sufficient for at least two weeks. This range will get you comfortably from New Zealand or Australia out into the Pacific Basin with time on the cruising grounds without having to carry fuel on deck or stop at rough, dangerously out of the way or extremely expensive places to refuel. Using 8 knots as a reasonable average displacement speed for a boat in the 55-65ft range, I have chosen a number of well-known designs that reflect the different types on the market and that have published their fuel figures to use as a comparison. I know there are other boats out there including other power cats that probably meet the criteria,
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The Nordhavn 57 is considered by many as the quintessential heavy displacement type monohull.
but as I cannot find published fuel usage figures, I cannot include them. I also cannot tell exactly how heavily the boats were loaded when these figures were taken so some leeway must be allowed and range predictions are usually calculated on a 10% residual and calm conditions, so tides, currents, waves and winds may also have some effect when actually cruising. In some cases the lowest speed with fuel figures published was slightly over 8 knots but we can still get a very clear picture of how each boat compares. There are also both smaller and larger powerboats out there that meet the criteria, however I had to choose a size range where there was a good representation of all the types. The boats included are: FLEMING 55 Respected production semi-displacement monohull. 2 x 500hp engines, 3,785lt fuel capacity, 2,000nm range at 8 knots. Fuel figures were collected from the Fleming website which shows a 2,000nm range at 8 knots, but my calculations show no residual left or allowance for genset use. NORDHAVN 57 Considered by many as the quintessential heavy displacement type monohull. 1 x 325hp engine, 8,000lt fuel capacity, 2,057nm range at 8 knots. Fuel figures were collected from Nordhavn website with 10% allowed for residual and genset use. This model is no longer in production and Nordhavn have modified their hull shape slightly to increase top end performance, however it looks to me like the newer Nordhavn 55 is delivering much the same figures. STEVE DASHEW 64 Custom monohull, narrow and more yacht like in its hull form. 1 x 236hp engine, 12,800lt fuel capacity, 9,083nm range at 8.2 knots. Fuel figures collected from SetSail website and owners web sites with 10% allowed for residual and genset use.
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The Fleming 55 is a highly respected production semi-displacement monohull.
BILL UPFOLD 20M (65FT) “HIGHLANDER” Custom New Zealand designed and built semi-displacement monohull. 2 x 750hp engines, 6,000lt fuel capacity, 2,430nm range at 9 knots. Fuel figures published in Pacific PowerBoat Magazine. PATHFINDER PILOTHOUSE 17.4 (57FT) “REHAB” Custom Australian designed and built displaning power catamaran. 2 x 440hp engines, 5,200lt fuel capacity, 4,622nm range at 8 knots. Fuel figures recorded by Yanmar’s representatives on sea trials. ROGER HILL 20M (65FT) “TENACITY” Custom New Zealand designed and built semi-displacement power catamaran. 2 x 500hp engines, 8,000lt fuel capacity, 2,781nm range at 8.3 knots. Fuel figures provided by Roger Hill. So what are the key features we are trying to compare of long-range cruising powerboats? THE PERFORMANCE Whilst performance is generally thought of as top speed or acceleration, its real meaning in relation to machinery is ”manner or quality of functioning” which is a far more wide ranging definition and in this case is a combination of speed, range and fuel economy. How well does the displaning power cat perform in comparison to monohulls and other power catamarans designed and built for the same function? Speed - higher with less horsepower is an understatement, Rehab achieves the highest speed by one and a half knots from Highlander using 620 less horsepower and this is not a one off achievement. In 2001 we achieved 21 knots from 2 x 225hp engines in a 58ft scientific research boat and 2 other displaning power cats built around the same time at 61 and 64ft achieved 23-24 knots from 2 x 330hp engines. Range and fuel economy - These two requirements go hand in hand when creating the ideal long-range powerboat cruiser and all boats compared have good to exceptional 154
range at our chosen displacement speed of 8 knots. Rehab was the best at 8.5ltph (litres per hour) by a whisker from the Dashew 64 at 10.4ltph (data started at 8.2 knots) with the next best being the Fleming 55 at 18ltph and Highlander at 20ltph (data started at 9 knots, so may be around 15lphr at 8 knots) then Tenacity, (data started at 8.3 knots) the Nordhavn 57 at 28ltph the least economical. It may surprise some people to see the Nordhavn last, however when you look at their beam, draft, weight and windage, they are a very big bodied boat and their top speed is only 9.7 knots, so even at 8 knots they are being pushed hard. The Dashew 64 being the narrowest monohull on the waterline is neck and neck with Rehab up to 9.7 knots, then it starts to rise more sharply up to its top speed of 11 knots and at the Nordhavn’s top speed of 9.7 knots, it’s using more than 3 times the fuel of Rehab and the Dashew 64. Tenacity’s fuel burn rate only rises slowly up to 10.8 knots where it is only using slightly more fuel than Rehab, however it then starts to rise sharply as it transits over its natural displacement speed, with Highlander surprisingly more economical than the Fleming 55. However, above 11 knots is where the real differences in fuel economy between the displaning cat and the others start to show with Rehab exhibiting a small bump on the graph as it moves into its displaning mode, but is still ahead of the pack as it transits from displacement to displaning when it is more economical at 14.5 knots than it is at 12.9 knots. At this 14.5 knot sweet spot, Rehab is using half the fuel of Tenacity and Highlander and less than a third of the Fleming 55. At 18 knots Rehab is still using just under half the fuel of Tenacity and Highlander and just under a third the fuel of the Fleming 55 as hits its top speed. As we move into the twenties, there are only three boats still in the race with Tenacity dropping out at just over 22 knots, Highlander at 24.8 with Rehab going on to 26.5 knots. From this information we can see that the displacement hulls act as per the text books, so in reality do the semi-displacement designs, even the catamaran, with their fuel
use curves climbing steeply as soon as they move above their natural displacement speed. This is demonstrated by the fact that the shorter Fleming 55 starts its rise first at 10 knots and the 65ft boats are using exactly the same fuel at 11.7 knots where they start to rise more sharply. I do not believe this type of comparison has ever been made before and I have mostly compared my designs to planing hulls in the past and I must admit I was genuinely surprised at how the results illustrated the displaning power catamarans ability to perform over a very wide speed range, most especially in the mid-teens which the design is optimised for. I cannot find Malcolm Tennent’s original published figures, but I am pretty sure from memory that his results were much the same as Rehab’s for his power catamarans of this size. THE STRENGTH AND DURABILITY. This is very important as not only will the long-range cruiser have to occasionally deal with heavy conditions, but it will also have to dock at commercial facilities in remote places which can be very hard on a light unprotected construction. All the boats compared would be considered robust and although the longrange offshore power catamarans history is relatively short in boating terms, it has not taken long to work out where it needs to be stronger than first thought, particularly
in regards to torsional rigidity, wingdeck connections plus panel stiffness and strength. So although the power catamaran throws up some different engineering challenges compared to a monohull, now that this learning curve has been mastered there is no logical reason why a long-range cruising catamaran should not be as strong as a monohull. THE LOAD CARRYING ABILITY This is still a key requirement of long-range cruising with more “water toys” being carried and equipment such as air-conditioning, refrigeration, plus comprehensive electrics and electronics considered standard these days. Some of this extra weight has been offset by the development of realistically sized watermakers that have taken away the requirement to carry and store large amounts of fresh water and minimised the risk of getting sick from bad water picked up in remote places. What still has to be carried when long-range cruising are greater fuel quantities, food, personal belongings, tools and spares on top of more machinery to ensure back-ups for the boat systems, usually a larger, more open water capable tender plus heavier anchors and chain. The large bodied pure displacement monohull in the form of the Nordhavn will be the least affected by extra weight, as they are not trying to push through the mathematical
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displacement barrier. The Steve Dashew type can carry a large payload as indicated by its fuel capacity, however being narrow on its waterline, heavy weights will need to be carried low down so as not to affect stability. The 3 semi-displacement examples will carry a load, however extra weight will affect their ability to reach their top speed, increasing their fuel consumption as they push into planing speeds. The displaning hull form is a very good weight carrier with neither performance or fuel economy particularly affected by weight (3 tonnes = increase of 8ltph more fuel at 16.5 knots and a 1 knot reduction in top speed) however as with all narrower hulls, you have to be careful where extra weights are placed fore and aft as they are more sensitive to this. THE SEAWORTHINESS Firstly let’s get the question of capsize out of the way as this is the criticism that is always levelled at catamarans even if they are power not sail. All power boats except specialist craft like lifeboats could capsize or get rolled by a large wave so catamarans are not any different, however I cannot find any recorded instances in the world of a non-trailerable power catamaran capsizing. There was mention of a self-righting ability in regards to the Dashew designs, however I could not find any hard evidence of testing. However, Dickey Boats make the claim that a
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Bill Upfold’s 20m “Highlander” is a custom New Zealand designed and built semi-displacement monohull.
feature of the LRC 58 is not only self-righting but also unsinkable. The designer claims that at no point at any rotation where the vessel is stable apart from upright. Lock Crowther had tank testing done very early on for his ferry designs and found that it was virtually impossible to capsize a power catamaran, as the wave passed under the first narrow hull so quickly, it picked up the other hull before the boats angle was large enough to cause a capsize. I have had two owners tell me of very steep large seas coming side on standing their boats up at what they thought was an extreme angle, but they came down without any problems confirming Locks test results. So taking away the argument that has dogged the multihull V monohull in the sailing world should remove any doubts about the power cat’s ability to long-range power cruise. My own and my clients experience is that a welldesigned displaning power catamaran is a very fine sea boat with no tiring roll or corkscrew motion and is very soft on its occupants. Rehab, the 57ft power cat I have used in the comparison steamed around the top end from Brisbane to Mandurah in Western Australia, a distance of 4,500nm as its delivery trip. I was on the first 1,000nm leg to Cairns and kept in regular touch with the owner as the trip progressed. They encountered a variety of conditions and not 1 of his 15 guests that joined him for different legs, including some with very little previous sea time was seasick, which is pretty rare over this length of journey. The fact that the majority of fast ferries in the world now are now catamarans says a lot about how good a sea boat they are and how comfortable their motion is. Head seas have in the power catamarans short history been considered their weakness with too finer bowed designs driving through waves until they slammed under the wingdeck unless the wingdeck clearance was very high. Fuller bowed semi-displacement or planing type powercats are inclined to feel like they were head butting waves if they slowed below planing speeds creating a jerky motion. The reason I developed my CVD (Controlled Vapour Dampening) features of
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Roger Hill’s 20m “Tenacity” is a Custom New Zealand designed and built semi-displacement power catamaran.
multiple chines on the inside topsides and multiple V-pods with chines was to overcome this perceived weakness, keeping the bows finer lower down to cut through seas while providing graduated increases in buoyancy and lift, as well as turning the solid water into vapour to create a dramatically softer ride. Handling at sea – direction stability and predictable tracking in following seas is an important attribute which is why all the compared boats have at least a large skeg if not a full keel. Power catamarans are particularly good in a following sea as they will surf on their wingdeck rather than bury their bows and broach when hard pressed and when this ability is combined with full length keels with drag (deeper aft than forward) as it is on all my displaning power catamarans, it makes them a very fine sea boat in following seas. If there was a criticism levelled at Malcolm Tennant’s CS type hulls, it was the combination of deep fine bows and a less defined keel without drag which meant that they steered by the bow in a following sea. So with the right features, there is no reason why a power catamaran should be inferior as a sea boat when compared to a monohull.
main engine break down, albeit slowly. The cats however have a huge advantage in that not only do they have two engines, but they are also located in different hulls and usually with separate fuel tanks. This gives them the added advantage that a flooded engine room or small fire wouldn’t take out all systems.
THE SAFETY The vulnerability of all boats at sea is fire, collision, running aground or mechanical breakdown. With modern lining materials, fire sensors, alarms and fire-fighting systems, all these boats are equal in their ability to deal with this possibility. Whilst the catamarans have two hulls to run into something like a container, they also have, if built with multiple water tight sections in each hull, the best chance of surviving this type of damage or flooding. Less draft means less chance of running aground, although in my experience when you know you have less draft you tend to push your luck a little more. However if you do hit bottom, the cats ability to dry out without falling over and having the protection for their stern gear of full length keels is a big advantage. All the boats compared either have two engines or are usually fitted with a wing motor to be able to get home should the
THE ACCOMMODATION AND LAYOUT The greater beam of the catamaran does provide more space for the same overall length than a monohull and it does allow more freedom when designing different layouts in the saloon-dining-lounging-drive station and accommodation areas, as the overall floor plan is squarer rather than a monohulls long rectangle. This creates less of a bus or caravan type of feel, where everything is arranged in rows. It also allows the aft deck to be better utilised as loose outdoor dining furniture can be shifted around to either shelter from the wind or sun. All the compared boats except the Dashew 64 are basically raised pilothouse designs with either covered or fully enclosed flybridges that gives them a very usable upper level. I will also mention at this point that Rehab has an additional feature on its flybridge in the form of a lowering hardtop that lets it pass under two bridges on the way to its owner’s
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THE HANDLING Handling or manoeuverability at low speeds – the widely spaced counter-rotating propellers of the power cat provide “turn in their own length” manoeuvrability and with the addition of a bow thruster, docking can be done so precisely and easily that it makes what can be a very stressful operation simple. Full length keels with an underwater profile that is matched to the boats windage provide very predictable handling in side winds for either cats or monohulls with the boat neither wanting to peel off by the bow or stern as many planing hulls do. The Nordhavn, Fleming and Rehab would be easiest to handle when docking short-handed with their trawler style doors opening directly onto the side decks allowing quick access from the helm to help with lines.
waterfront house. This upper deck area gives all of them a huge advantage over the Dashew 64 in that they can store the tender up out of the way, freeing up the aft deck for entertaining. The Dashew 64 is the most tube like in its layout due to both its narrow waterline beam and its low freeboard when compared to the others. The Fleming 55 and the Norhavn 57 are the most traditional in their layouts, but this suits many people as it provides a cosy “small ship” feel. The Highlander, Tenacity and Rehab are more open plan with Tenacity being the beamiest at 22ft to Rehab’s 20ft, although Rehab gains back some of its over 6ft less length and 2ft less beam by carrying the aft deck right to the end of the hulls with a duckboard for fishing. Where the catamarans extra beam really makes a difference however is at the bow, as this width is carried right forward allowing a totally different style of foredeck, easily large enough to use as another entertaining area. This beam right forward on the cats also allows either a bridgedeck level full-width owners ensuite like Tenacity’s, or a smaller owner’s ensuite and guest queen cabin on the other side like Rehab. These single level cabins with domestic sized walk around beds are a huge leap forward in user-friendliness particularly for older or less able boaties. Tenacity with its wider hulls and greater overall beam has greater floor width in the hulls than Rehab
and its berths are set athwartships over the wingdeck making this floor space seem even larger. Both cats however benefit from the extra privacy in their mid-cabins housed in two individual hulls when compared to the monohulls layouts. I will add however that the power catamarans tunnel can be noisy as it acts a bit like an amplifying tube to small wavelets, so soundproofing may be needed in this area to create a boat as quiet as the composite monohulls, as would the Dashew 64 require more sound and thermal insulation with its aluminium construction. THE LIFESTYLE. Lifestyle in long-range powerboat cruising is not just about time at sea, as a great deal of time will still be spent at anchorages or on a berth in port and this is where the catamarans inherent stability really shows its worth requiring no mechanical or electronic aids. This lack of roll is what makes catamarans so easy to live on both at sea and at the dock, particularly for less physically able people. When you combine this lack of roll with large shaded deck areas, this user-friendliness is why catamarans - either sail or power, have become so popular in the charter fleets and why everyone meets on board them to socialise at anchorages. With modern weather forecasting and routing the ability of the three faster boats (the
Flemings range would be reduced to around 350nm at 13 knots making its extra speed virtually useless on any long passages) to either make passages in less time or dodge unfavourable weather patterns would be a very reassuring feature. The two cats would still have a range of 1,400nm at 13 knots (Tenacity by its larger fuel capacity and Rehab by its fuel economy) and Highlander would have a range of 1,100nm. THE COST None of these boats are budget boats in that they are solidly build with high equipment levels demanded by their owners. The cats will be more expensive to berth in a marina with their extra beam, but newer marinas are putting wider berths in shallower areas which reduces their dredging costs, so this cost should even up in the future. The cats by their larger beam and therefore increased square meterage are going to cost more to build in materials and labour for the same length, however in the case of Rehab, her smaller engines and drive trains pull some of this back as will her superior fuel economy over the whole operating range in time. As a designer-builder I am more aware than most of the cost of building power catamarans and have been working since 1998 with my P.A.C.K. boatbuilding system to reduce this cost by modulising components, so I think that this aspect will again even up in the future.
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L O N G -R A N G E P O W E R B O A T C R U I S I N G yet commercial operators understand its economic and motion benefits completely which is why so many fast ferries are effectively displaning. A cruising boat that has equal or better fuel efficiency than the Dashew type at displacement speeds plus better performance and economy right through the range than the semi-displacement type and is less affected by loads has got to be on the right track. Throw in plenty of comfortable and user-friendly accommodation, large usable deck areas, excellent seakeeping qualities and ride along with predictable and easy handling, the safety of two hulls, shallow draft and the ability to take the hard on its keels and you have a type that ticks all the boxes and some. A displaning catamaran like Rehab is also a great day boat with its ability to carry 50 plus guests without them tripping over each other, has the ability to coastal cruise with its combination of high sprint speed and range if required, yet is a very capable long-range cruiser as its range could easily be extended
THE LAST WORD Steve Dashew states in his writing about power boat cruising “We know from long experience that 9.5 to 9.75 knots is a magic number. If you can average this, day in and day out, you can avoid really dangerous, if not unpleasant conditions, with a dose of luck, and judicious timing. And faster is even better. Speed reduces passage time, allows more flexibility in weather tactics, makes stabilizer systems more effective, and is more fun.” He is right about speed and its advantages and the displaning power cat doesn’t even need stabilisers. There has been an underlying prejudice against catamarans that at times is hard to understand, however when you look down the rows in the marinas and see how many sailing cats there are now in proportion to monohulls compared to thirty years ago, I think that it will not be too long before everyone catches on and the numbers rise dramatically.
Litres Per Hour
PERFORMANCE & FUEL 8-13 KNOTS
Speed in Knots
PERFORMANCE & FUEL 13 - 27 KNOTS
LONG RANGE CRUISER OR NOT? So how does the displaning power cat rate as a long-range cruiser? The figures speak for themselves but explaining how in naval architectural terms is more difficult as it does not fall into any text book category and PACIFIC PASSAGEMAKER ANNUAL 2016
even further by fitting larger tanks.
Litres Per Hour
CONCLUSION The Dashew style of long-range cruisers are at one end of the spectrum of the types by almost being a yacht without a rig, which is not surprising given Steve Dashew’s background. They would provide a very safe and seaworthy cruising platform, however with their narrow beam they will be tender at rest and as demonstrated by their owner’s photos and footage, will be wet on deck. They do have limited accommodation for their length and are not as versatile as some of the other boats, but they have an almost cult following. The Nordhavn 57 is the type of boat that Robert P. Beebe would have approved of big and heavy it would promote a feeling of “little ship” confidence and you could load it without having to think about how much you put on board or where you put it. However, its fuel economy was surprisingly disappointing at 8 knots and was the worst of any of the boats at its top speed where its range would drop off dramatically. As with the Dashew 64 there would be no choice but to cruise at a leisurely pace and around the top end of Australia where the tides run strongly, it would be even slower going. The Fleming 55 was a surprise in that it only just (on Flemings figures not mine) makes into the class and you could not use any of its speed potential on anything other than coastal hops. It would however make a good coastal cruiser with a solid feel, lots of accommodation and the ability to long-range cruise at strictly displacement speeds. Something that Tony Fleming has proven so effectively with his Fleming 55 that has covered countless sea miles and crossed many oceans without an issue. This is the boat that the public always asks me how we compare with at boat shows as it is seen as the leading production boat in its field. Both Highlander and Tenacity are good examples of well designed and built New Zealand custom semi-displacement cruisers. They meet all the criteria for a long-range cruiser being more fuel efficient than the Dashew around 10 knots, but with that extra advantage of speed to outrun unfavourable weather or to shorten passage times. They achieve this extra speed more efficiently than the Fleming and retain a useful range at low teen speeds by carrying lots of fuel rather than by exceptional fuel efficiency and so they would cost more to run than the displaning power cat if you used this speed. They are both versatile boats, being good weekenders with their 20 knots plus sprint speed, excellent coastal cruisers yet have the ability to cruise the Pacific Basin in comfort.
Speed in Knots
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The flybridge is massive with great entertaining areas, including a Jacuzzi.
THE FAST-DISPLACEMENT HULL FORM IS CATCHING ON WITH MORE BUILDERS. HORIZON YACHTS IS THE LATEST, INTRODUCING A DRAMATICALLY DIFFERENT STYLE OF MOTOR YACHT TO GO WITH IT. THE NEW MODEL IS THE 26M, HORIZON FD85, WHICH WAS DEBUTED AT THE TAIWAN INTERNATIONAL BOAT SHOW IN MARCH.
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Another benefit of the Horizon FD85’s hull configuration, namely the vertical bow, is a reported 25-percent increase in living areas compared to similar-size yachts.
Combine that with a 7.1m beam, and floor-to-ceiling ports in the saloon and dining area and owners and guests should feel very comfortable onboard.
PACIFIC PASSAGEMAKER ANNUAL 2016
162
The lower deck outdoor seating area can be totally customised by the owner.
V
isitors to the recent Taiwan International Boat Show could not help but be impressed by the Horizon display. On display inside were some of their biggest models, including the first Horizon FD85 fast displacement motor yacht. Rumoured to be sold to a Japanese client, the FD85 represents a whole new look for Horizon and is a total departure from its traditional model line up. However, Horizon has in the past not been afraid of introducing something different, such as their power cat range, sport fishing boat and their electric tender. The FD85 brings them into a different market that is growing around the world. Contemporary style lines, creative interior spaces, tremendous interior volume, and flexible cruising speeds – these are the core features of the new Horizon FD85. The FD85’s exterior and interior layouts were designed to take full advantage the volume provided by her 7.1m beam, with separate areas for entertaining, relaxing, and enjoying the surroundings. A total of five en suite guest staterooms are on board -- a full beam, on-deck master stateroom and four guest staterooms below deck – as well as crew quarters just forward of the engine room. The
FD85 is a truly advanced, mid-range motor
range and not only in a restricted speed
yacht that incorporates cutting-edge design with functional living and entertaining spaces that are comparable to most 100+ yachts. The hull configuration is the work of Dutchbased, Cor D. Rover Design and Horizon’s naval-architecture department. The FD85, powered by twin 1,136-hp Caterpillars, achieves a good range efficiently whether at 10 knots or 16 knots. The FDH (Fast Displacement Hull) Form’ was development by the desire to develop a hull form that is efficient over the entire speed
interval around the maximum speed. The FDH applies to all yachts and performs better than conventional displacement and semi-displacement type hull forms at all speeds up to full ‘planing’ speeds. At semi-displacement speeds, the resistance values displayed by the FDH are reported to be considerably better than those of welldesigned hard chine hull forms. Other benefits include significantly increased comfort onboard with better seakeeping and wave reduction. Especially when compared
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The FD85 was released at the recent Taiwan International Boat Show.
to hard chine yachts, the FDH showed improved seakeeping behaviour and manoeuverability, as well as a reduced sensitivity to a sudden increase in displacement. Owners can experience the distances of “slow” cruise speed while at higher knots. Perhaps to set her apart even further, the Horizon FD85 shows off a new, decidedly modern exterior style, far different than that of any of the yard’s other yachts. One of the most striking features are the massive windows throughout the yacht and the plumb bow design which is a special feature of the FDH design. Everything has been designed for the maximum efficient use of space, without compromises the aesthetics of this radical design. Another benefit of the Horizon FD85’s hull configuration, namely the vertical bow, is a reported 25-percent increase in living areas compared to similar-size yachts. Combine that with a 7.1m beam, and floorto-ceiling ports in the saloon and dining area and owners and guests should feel plenty comfortable onboard. The maindeck, full-beam master suite—unusual for this LOA—has the same size ports, too. Guests are treated to two twins and two VIP staterooms below decks. Even with sunning, soaking, and alfresco dining areas spread out among her three decks, including on the raised foredeck, PACIFIC PASSAGEMAKER ANNUAL 2016
the Horizon FD85 does not forget about the crew’s needs. They have two entries to
their quarters, one from the transom and one from the port side of the aft deck. Even with a raised pilothouse—fitted with heat-reflective glass—the FD85 has a helm on the flying bridge, because who doesn’t like taking the wheel out in the fresh air? The two helms also allow easy passage from one to the other due to a staircase. Further providing easy passage, there are twin, solid stairways from the aft deck to the flying bridge. Many yachts in this size range have a set of floating stairs and while those are certainly suitable, some buyers and guests prefer a more secure-feeling fixed stairway. Like the rest of the builder’s lineup, the Horizon FD85 is a semi-custom model. www.hmya.com.au 164
BROKERAGE MAY/JUNE 2016 BOAT PROFILE
EXPLORER 60/63 PILOTHOUSE Available as a 60, or with a cockpit extension this versatile craft is comfortable for medium range passage making, or can cruise at 18/20kts for coastal work. Available with traditional or modern internal layouts, galley fwd or aft, full width master, plus 2 guest cabins and optional 2 berth guest/crew quarters or huge playpen aft. Offered with a bespoke fitout to individual owners choice for trim and engines from 450hp to 780hp. See GML Page 170.
TO ADV E RTISE YOU R BOAT C O NTA C T: Alex Ram +64 (0) 9 428 7277 alex@boatmags.com
OR
Doug Dukeson +64 (0) 9 428 2328 doug@boatmags.com
WWW.BOATMAGS.COM 165
Exclusive Motor Yachts est 1964
LSY
Leigh - Smith Yachts
New in Stock
2016 Alaska 43 Sedan $899,990
2016 Elandra 53 Sports Yacht $2,027,111
Select Brokerage
2011 Hampton 650 Endurance $2.45M
2008 Marlow 72 Explorer $1.949M
1997 Lazzara 80 Motor Yacht $1.295M
2016 Alaska 49 Sedan
$1.29M
2004 Monte Fino 70 Flybridge Motor Yacht $1.2M
1997 Monte Fino 72 Flybridge $795,000
2007 Fairline Targa 47 $549,000
2005 Alaska 45 Sedan $429,000
2006 Mustang 3800 Sportscruiser $169,000
See www.LSYachts.com.au for Over 100 Premium Listings online www.LSYachts.com.au LSYachts.com.au
166 PACIFIC POWERBOAT MAY / JUNE 2016
Peter Foster 0408 758 830
Colin Cox 0408 758 099
Dean Leigh-Smith 0408 758 887
Ryan Leigh-Smith 0408 758 886
A trusted name in sales of New & Used Motor, Sail, Fishing, Sport and Super Yachts
est 1964
LSY
Leigh - Smith Yachts
uxur Motor Yachts 2012 Hampton Endurance 720 Skylounge
PRICE REDUCED: This flagship model Endurance is exclusively offered to the market by LS Yachts. Custom built for her 1st and current owner. She has an inventory that will surpass any competitor. Twin C18 Acert engines, dual Onan gen sets, dual portuguese bridge, with over 10,000 Litres of diesel capacity.This vessel has a replacement value of $4.5M and looks as good now as the day she was launched. $3,195,000
2007 Heesen 144 Motor Yacht
BLISS is a semi-custom Heesen (44m) built in 2007 / refitted in 2012 she is presently undergoing mechanical refit & yard period concluding April 16. With striking exterior and interior styling, her sporty lines are complemented by outstanding MTU performance from an aluminium semi-displacement hull with a range of 3400nm. Built to ABS A1 Yachting Service AMS MCA LY2. 10 Guests - 9 Crew. $POA
2011 Horizon 97 RP Motor Yacht
Delivered to Australia by Horizon Yachts with a length overall of 30.6m. The Horizon RP 97 is one of the most stylish and elegant superyachts available on the market. Designed by Scandinavian John Lindblom with the interior designed in-house at Horizon Yachts she offers two extraordinary decks designed as a home away from home in any ocean. Advertised price is exclusive of Australian Taxes. $POA
www.LSYachts.com.au LSYachts.com.au
2001 Azimut 100 Jumbo Yacht
OWNERS MEET THE MARKET! - The elegant external profiles, painstaking attention to detail and soft, gently flowing lines of the interiors mark a brand new era of contemporary yacht design. Allexis is the epitome of seagoing splendour, exceptionally large, luxurious, comfortable and spacious in every way. The vessel is in current 2B-16PAX, 2C-16PAX, 2D USL class with AMSA. The vessel is sold as a “going concern” & excludes GST. $2,595,000
2006 Palmer Johnson 120
Vanquish is a 36.58 motor yacht built by Palmer Johnson in 2006 to ABS class. Her exterior was styled by the Nuvolari Lenard team who also designed the interior. With a cruising speed of 27 knots, this superyacht is MCA compliant and accommodates eight guests in a master, two doubles and a twin cabin. Vanquish had a major refit and upgrade in 2011, including a full repaint. $POA
1998 Halter Marine 94
“MALOEKOE” is a 94’ 1998 Halter Marine long-range expedition yacht, offered for sale by her original owner. A great deal of thought went into the design, outfitting and building of “MALOEKOE” by a very knowledgeable owner and captain. The end result is a long-range yacht that has extensively and comfortably cruised the South Pacific, Australia, Bali and Indonesia. “MALOEKOE” is in turnkey, ready to cruise condition. $POA
Peter Foster 0408 758 830
Colin Cox 0408 758 099
Dean Leigh-Smith 0408 758 887
Ryan Leigh-Smith 0408 758 886
WWW.BOATMAGS.COM 167
INVENTORY MARITIMO 52 MARITIMO 52 2007 $1,175,000.00 • CATERPILLAR C12 715 HP ENGINES X 2 • CATERPILLAR 17.5KVA GENSET • NEW SIMRAD ELECTRONICS PACKAGE • 4KW 72NM RADAR • BOW AND STERN THRUSTERS • YACHT CONTROLLER • 350KG ADC DAVIT WITH 3.5M TENDER 20 HP MOTOR • INTELLIAN I3 TV DOME • AQUALUMA UNDERWATER LIGHTS • SEA RECOVERY WATER MAKER • GAME RIGGED • AFT FLYBRIDGE HELM GREAT FOR FISHING AND SOCIALISING • COCKPIT TABLE
DB098
A/18 Clearwater Cove, Westpark Marina, Hobsonville 416 1179 | MAY Dean/ JUNE Ryder2016 0274 725 242 | Glynis Ryder 0272 922 405 | teamryder@vodafone.co.nz 168 Office PACIFIC09 POWERBOAT
S P E C IF IC AT I ON S
Fibreglass/RIB 6.2 Metres 2010 250 HP plus, Jet 2010 150 Hrs
$ 3 6 ,0 0 0
ONO
www.trademe.co.nz/Browse/Listing.aspx?id=1039631851
THE BEST OF ALL WORLDS The versatility of a RIB, the ride of Rayglass hull, the security of Rayglass Protector Tubes, the safety of a Jet Unit, the reliability and performance of a Yamaha power plant. We have enjoyed this craft for the last two seasons plus – using it as our Magazine Camera boat, for family picnics, fishing, towing tubes and wakeboards, getting us home in all types of weather and sea conditions every time. With a replacement valued at over $70,000, our Magazine photo boat could be yours for just $36,000 – (half its replacement cost) this is an excellent opportunity to own one of NZ’s most versatile craft at a fraction of the price. The propulsion unit is a Yamaha FXHO Waverunner Jet Ski (1800cc Supercharged)– offering plenty of power,
excellent fuel economy, performance and reliability Yamaha is well known for, with all the added features that Yamaha WaveRunners come with – Trim, storage, no wake mode, learner key etc. The Hypalon pontoons are manufactured in 5 separate internal compartments by Lancer Industries, and reportedly can last up to 30yrs. (our boat has always been stored away under cover and comes with a quality custom fitted road cover). We have recently pained the near new tubes (to our colours) with the well-proven Marine Shield (adding even more UV protection) and added some cool graphics – that can be removed if required. The Projet itself has many watertight storage compartments,
stainless boarding platform, towing eye, screen and many more standard and aftermarket accessories. We have recently added a Fusion Stereo (Wi-Fi) and a Raymarine Dragonfly Pro 5 Fishfinder/Plotter/GPS unit. The Hosking trailer has been totally rebuilt and re-dipped with mag wheels added - for last years Hutchwilco NZ Boat Show exhibition. It also has an automatic retrieving latch for easy one-man boat retrieval.
DB087
Hull type: Length: Year: Engine: Engine year: Engine hours:
This would have to be one the best Projet’s available on the market today and at $36,000 – just half of it’s replacement value !!!
For a copy of the boat review or more information contact: Doug Dukeson: 021 772 202 or email: doug@boatmags.com
Excellent Example of a Retro Ski Boat. Recently brought up from Queenstown, it has only seen salt water a couple of times in its life. Runs perfectly and Chrysler 115 engine starts everytime! Loaded with extras such as ski pole, covers, tape deck and speakers, Chrysler Guages and 2 x Chrysler tote tanks.. All origional. Comes with a Catalogue of Manuals
and Owners guides as well as the Original "Statement of Warranty'' from the dealership. Boat has a couple of little defects scratches, has had a re spray in certain parts which is not amazing but all up not very noticeable. Priced to sell at $12,500
Contact: Barry on Ph 021 777 355 | barry@boatmags.com
WWW.BOATMAGS.COM 169
Gilbert Marine Ltd
INSURANCE AGENTS • VALUERS • OFFSHORE SPECIALISTS BLADERUNNER 12M ALLOY POWERCAT
This 2 owner 14.8m planning hull powercat, designed by Roger Hill and built by Grant Mitchell has had a complete makeover in 2014/15. Full repaint, new davit, new tender. Many upgrades in recent years, and ready to cruise. Huge volumes, internal access to flybridge, modern elecs. Owner moving on and reduces to $795,000
Te Waka was built for a knowledgeable owner and features many extras. Twin Volvos give 28kt cruise. Foil assisted. Teak interior trim, twin cabins with ability to have two more. Big cockpit wc/shower area. A very tidy well maintained craft with many spares. Capable of sitting on the sand if needed. Dry stored in winter. Vendor asks $330,000
CAT CONCEPTS 11.5 POWERCAT
CAT CONCEPTS 11.5 POWERCAT
Silent Wings was #1 in this popular and roomy production powercat. RHYD design, completed by A Fink. Custom layout with big galley, 2 wcs, and 3-4 bedrooms. Twin Mercruiser 6 cyl 250hp mtrs. Fully enc flybridge. Excellent performance and sea keeping. 2 owners only. Keen vendor asks $315,000
DevOcean was the last CC11.5 built, for the original owner of #1. A very tidy 2 owner craft, she features a big cockpit accessed wc/shower, 4 cabins, spacious saloon, and fully enc flybridge with fwd helm position. 2 x 240hp Styer dsls, watermaker, new covers and all in very good order. Vendor drops his ask to $450,000 or would trade down to Blackcat/ Arrowcat.
NAUTIC 14.7M SPORTSFISH
PELIN LIBERTY 34
Elysium was built for her 1 owner, and presents in very good order. 2 x 430hp Volvos on shafts, genset and inverter, teak and leather interior in great condition. Cockpit WC, fully enc flybridge (retro by Harkins), big cockpit. Dble & 4 berth cabins. Keen vendor retiring and asks $450,000 ono
This 2 owner Pelin Liberty has enjoyed the same owner for 18yrs and presents in good condition for her vintage. 210hp Cummins dsl (U/F), twin and 4 berth cabins. New covers and clears April 2016. A well built and maintained craft, available as the vendors have bought a bigger craft. Keen at $130,000 asking.
email: phil@gilbertmarine.co.nz
www.explorermotoryachts.com 426 5895 • Skype: philgilmar • PO Box 295, Orewa
PhPOWERBOAT (0274) 923 170 PACIFIC MAY374 / JUNEor 201609
DB101
CAT CONCEPTS 14.8M POWERCAT
EXPLORER MOTORYACHTS BY GILBERT MARINE Explorer 43
Our Ever popular Explorer 43 (loa) semi disp Cruiser. Available with single or twin Cummins or Yanmar. Many options including bow and stern thrusters, genset, aircon, and semi custom layouts internally. Island dble and twin or dble side cabin, open plan layout option for saloon and galley makes this even bigger internally. Walk around sunken side decks. Huge flybridge area for tender and sunbathing. A well proven performer world wide. Contact GML for all the specs and costings.
Explorer 50
Big sister to our E46, this Flybridge Sedan (51’8” loa) fits a NZ 16m berth. Available with single or twin engines, and a number of semi custom internal layouts, this versatile hull will cruise at 10 or 15kts all day. Twin cabins and twin bathrooms, she is set up for long term comfort for the owner and guests. All the options inc thrusters, genset, aircon, davit available. Options for galley aft or fwd. Options for saloon with open galley, seating port and stbd or TV entertainment centre..or both. Hull colours available, A royal blue hull and custom entertainers cockpit underway for NZ, and we have an extended version with 3’ added to cockpit and flybridge overhang underway for Australian clients.. For full options and pricing contact PhilGilbert
Our All New Explorer 50 Pilothouse features full width master and 2 or 3 cabin layouts. We also offer wheelhouse or saloon side access to the accommodation areas for those who like easy stairways. Options include colour, twin or single engine choices, and ADC sinking transom for dinghy stowage. Available in a number of timber colours, or modern fabric and trim styles, the choices are many. This craft has excellent range and performance, depending on your option picks. Contact GML for details and option lists.
DB101
Explorer 50 Pilothouse
email: phil@gilbertmarine.co.nz
www.explorermotoryachts.com Ph (0274) 923 374 or 09 426 5895 • Skype: philgilmar • PO Box 295, Orewa WWW.BOATMAGS.COM
171
EXPLORER MOTORYACHTS BY GILBERT MARINE
Explorer 60/63 Pilothouse
Available as a 60, or with a 3ft cockpit extension this versatile craft is comfortable for medium range passage making, or can cruise at 18/20kts for coastal work. Available with traditional or modern internal layouts, galley fwd or aft, full width master, plus 2 guest cabins and optional 2 berth guest/crew quarters or huge play pen aft. We offer Bespoke fitout to individual owners choice for trim. From 450hp to 780hp Engine options, external stabilizers or gyro option. Gensets, thrusters are standard features, plus AC. A very efficient hull form gives great performance without huge HP requirements. For full details and options contact GML
Explorer 58 Pilothouse
Our all new 58 semi disp Pilothouse Medium range cruiser. Designed to go good distances in supreme comfort this all new craft is just undergoing trials prior to delivery to Sweden. 2 others under construction for Norway and Hong Kong. A big volume craft, with classic lines, with options of galley up, midships or aft depending on your wish. Twin 420 to 700hp engine choices, Seakeeper Gyro stabilizer option, or full Wesmar Hydraulic package. The choices are endless for this exciting new craft. Please forgive the pictures as they are hot off the press. Full details and more recent pictures available from Phil Gilbert by request.
Explorer 55 Hudson Bay Sedan
DB101
The Explorer Hudson Bay 55 (loa) features modern style and layout options on the popular ‘Picnic Boat’ theme. Twin Cummins or Yanmar give sparkling performance. Open plan layout with galley aft or fwd at your whim, and light timber or traditional timber trim. Available with extended ADC transom board for ease of dinghy stowage and access. Quality fitout and engineering. A new offering in NZ. Contact Phil at GML
email: phil@gilbertmarine.co.nz
www.explorermotoryachts.com 426 5895 • Skype: philgilmar • PO Box 295, Orewa
172 PACIFIC MAY374 / JUNEor 201609 PhPOWERBOAT (0274) 923
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W N PR EST EW EM HA IS VE ES N Liferaft sales & service, Inflatable boat repairs, EPIRB & PLB sales & service 28 Hamer Street, Westhaven, Auckland 1010 Ph 09 308 9165, Fax 09 308 9168, Mob 021 452 131 Email sales@wilcomarineservices.co.nz
www.wilcomarineservices.co.nz
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reid trailers AB019
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SPRING 2014 SUMMER/AUTUMN 2016 - ISSUE ISSUE 73
FC 610 HT YE
AR
ANNIVERSAR
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FC’s first Hardtop 1996
- 2016
SOUTHERN
XP 856
POWER PLUS
THE RIGHT TIME TO FISH And the influence of the weather
a Buyers Guide
TO CENTRE CONSOLE 3OFTBAITING BOATS
! W W O NO
4HE 'RAVEYARD
&ISHFIND ERS %XPL AINED s M #A BIN "OAT
family boat to game boat
ALSO REVIE WED
HOW TO ENHANCE "UYERS 'UIDE s 0ROGRES CATCH SION OF 2 YOUR EELS
also reviewed
SOUTHERN XP 856 SENATOR RH800 JET FREWZA F21 HT R 6250 HT RAMCO FISHMASTE Enduro 4100 Finlay 5900 DNA 570 XHT PROFILE 545C FC 535 CC
Fyran 550
$10.00 inc GST
PPB011
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ATS O B R E
AGE! P E L ING
Southern XF676 $10.00 inc GST
a SSA
McLay 581 crossXover
ISSN 2324-5255
02
525507 9 o 7er7 2 3 2e4 .indd
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DIYNO 701
Innovision 616 1 /0 /14 4:41 PM
ADVERTISERS INDEX AA Solar
157
Hutchwilco NZ Boat Show
Azimut
117
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28
Icon Boats
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30
Integrity
119
Sea Recovery
131
88
Seaforce Boats
61
89
Smuggler Marine
Beattys (Again)
125
Isuzu
9
Isuzu
Buccaneer
49
Rayglass
32
Riveria
13
Sandbrooks
81
!BC
11
Century Yuasa
36
Kiwi Yachting
149
Sopac
Chains Ropes Anchors
12
LS Cruiser Yachts
166
Sportcraft Boats
71
Lugger
111
Sports Marine
55 39
Club Marine
159
CSB Huntsman Boats
23
MAN
145
Stella Marine
129
Maritimo
IFC
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Dive NZ
37
Maritimo
1
Elite Marine
93
McLay Boats
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Engel
136
2
Surtees
59
63
Suzuki Outboards
43
125
Mercury
35
Sydney Int Boat Show
57
Explorer Inflatables
31
Monterey
17
Targetted Advertising
145
FC Boats
99
Motor Yacht Services
101
TNL GAC Pindar Ltd
30
Fi-Glass
15
Motor Yacht Services
168
Tohatsu
29
Fleming
105
Multihull Solutions
153
Tristram Marine
21
Gilbert Marine
170
Naiad
67
Turntable Ltd
25
Glastron for sale
169
Oceanbridge
10
Volvo Penta
19
GME
77
Pantaenius
Grady White
33
Pathfinder Cats
White Pointer
53
Hamilton Jets
69
Pier21
81
Whitehaven
87
HCB
26
Polyflex
10
Wholesale Marine Direct
34
42
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169
Yanmar
159
5 155
Webasto
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139
PowerBoat
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125
Projet for Sale
137
Name....................................................................................................... Address: .................................................................................................. ................................................................................................................ Postcode:.................................. Phone:.................................................... 1 year (6 issues) Subscription Type: New
NZ$40
AU$55
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Gift voucher
Payment Enclosed $ ................................................................................ Cheque Visa Mastercard Bankcard Name on card: ......................................................................................... Card no:...................................................................................................
TO
Expiry date ........................... Signature ..................................................
Address: ....................................................................................................... ...................................................................................................................... ................................................................Postcode: ..................................... 176 PACIFIC POWERBOAT MAY / JUNE 2016
en to Pacific Po er oat u scri tion ervice P o hanga araoa uc lan or su scri e online www.boatmags.co.nz subs@boatmags.com
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Gift Receiver’s Name....................................................................................
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