Pacific PowerBoat Nov Dec 2022

A LIFE WITHOUT LIMITS

The all new Maritimo S600 is part of the new offshore series that fuses the latest advancements in nautical technology and design to produce a motor yacht that creates a life without limits. The remarkable new offshore cockpit with enclosed transom makes the S600 ideal for those fishing enthusiasts or any that embrace the encapsulated deck space with solid separation to the sea. The Offshore Series exemplifies everything that the Maritimo brand stands for – long range cruising capability, industry defining performance and economy, offshore seaworthiness and high levels of construction integrity. maritimo.com.au

HYBRID FLYING LUXURY YACHT

Sailing through the seas is full of adventures, but you miss 29 percent of the world when you’re on a yacht. A company from Switzerland called AirYacht gives you the chance to hook your ship to a massive heliumfilled airship and take a pleasure cruise through the skies in a yacht.

Designed by two experienced engineers, Guillaume Hoddé and Matthieu Ozanne, who share a passion for flying, AirYacht’s hybrid vehicle combines flying and sailing. French yacht designer Franck Darnet designed the vehicle. The AirYacht consists of two parts: a helium-filled airship, and a streamlined luxury yacht that is coupled under the airship. When in flight, the yacht serves

as the airship's gondola, housing the crew. To cruise on the sea, the yacht is lowered down on a set of cables, then released once it reaches the water's surface. The process is reversed when it comes time to attach the yacht back to the airship. AirYacht will use the largest rigid airship to come on Earth as a flying vector, with a length of 200 meters and a height of 50 meters. The airship will be powered by an air and helium propulsion system, this will

reduce the energy needed for air navigation drastically while providing a speed of 50 knots while the yacht runs on another sustainable power source, an electric engine. While it can sail and fly, the vehicle can also be set on land via a set of struts that are deployed from its hull, and will have no impact on visited places as it requires no ground infrastructure. Deciding whether to sail the seas, or take flight? Why not both.

BOATING IS NZ'S FAVOURITE RECREATIONAL ACTIVITY

It’s official, boating is NZ's favourite recreational activity, according to newly-released statistics from the NZ Marine Industry Association.

The report extremely detailed report shows that Kiwi’s love their boating and despite all the odds such as Covid-19 and now increasing interest rates, boats and boating products are in strong demand and reaching records heights. The report says that 40% ( 1.9 million) of the population participate in boating annually and the nation’s fleet growing by an estimated 44,810 vessels per year.

The stats say that the marine industry is a $2.9 billion dollar business, with more than 1,540,000 boats in New Zealand, and growing.

“The marine industry is New Zealand’s largest non-agricultural, manufacturing industry,” says NZ Marine CEO, Peter Busfield.

“It’s an industry built on high tech design, industry-led training and passionate people.”

The survey results show substantial growth for the New Zealand marine industrytaking the total turnover from $2.3 billion in 2019 to $2.9 billion in the 12 month period to 31st March 2022.

“We’ve seen strong growth of 28 per cent in the domestic market, as well as export growth of 26 per cent. Given the challenges with material supply, international freight, and distribution disruptions worldwide, this growth is a credit to the more than 500 member companies of the NZ Marine Industry Association. As an industry, we can be proud of the substantial contribution we make to the New Zealand economy.”

While further industry growth is restricted in part by staff shortages, the industryowned Marine and Specialised Technologies Training Academy (MAST) is able to mitigate the effects of this in part. The marine industry has 270 businesses employing and training 760 apprentices nationwide via MAST, however Busfield says more apprentices are urgently needed.

After a two year hiatus, NZ Marine is looking forward to supporting its members once again through staging the Auckland Boat Show, from 23-26 March, the largest on-water event planned for Auckland in 2023. The event is the most extensive of its kind in New Zealand, held in the heart of central Auckland in Jellicoe Harbour, the former America’s Cup bases, and acts as a showcase for the newly-released vessels, new innovations and services from the marine industry. After a period of strong industry growth, the show is expected to be one of the biggest held in over 20 years that it has been staged.

“Our high tech industry is known globally for its manufacturing and design, and we also market New Zealand as the main South Pacific charter and refit base to international superyachts and cruising yachts as part of our export strategy. This doublepronged approach has us on track to achieve our export revenue goal of $1.4 billion by 2030,” says Busfield.

The association also represents its members on the global stage though targeted marketing strategies which take New Zealand capability to the world, and markets New Zealand as a refit, cruising and charter destination through industry events and media campaigns.

If you do get to the Auckland

sure

call

our stand in Hall 2 for the latest magazine and some great giveaways.

Our team is always available for a chat, and we love to hear your views on not just the magazine, but anything to do with powerboats.

AUSTRALIA’S WORLD CLASS COLLECTION OF LUXURY MOTOR YACHTS

Exhilarating blue-water performance has always been a part of the Riviera heritage. Over 42 years of constant refinement, a timeless and contemporary design has evolved across the magnificent 24-model collection. Outstanding offshore performance, sweeping lines of grace and beauty, luxurious staterooms bathed in natural light, the finest fabrics, leathers and handcrafted joinery from exotic timbers; these are some of the qualities that make every Riviera a world class luxury motor yacht. Engineering excellence in harmony with state-ofthe-art electronics and an industry-leading extended warranty program, creates the ultimate boating experience that is uniquely Riviera. Exceptional ease of operation will create the most enjoyable boating for your family and friends. Discover more at RivieraAustralia.com

SO WHERE TO, FROM HERE?

After my 30 years in the industry, watching the different build styles and technologies change over time has been fascinating. I remember being amazed by the technology in the 1980s when I first entered the marine industry. How was anything going to progress on what we had at the time? It simply couldn’t, well, so we thought.

It will be interesting to see what the next 30 years bring, particularly in the power options, which for many years have been predominantly petrol or diesel. But now, alternatives are launching into the market, such as hybrid, electric, solar, and hydrogen. Every week we hear a report of another electric outboard entering the market or breaking a distance or speed record. Recently an electric outboard broke the 100 mph barrier. 109mph by the Vision Marine Tech’s Hellcat, to be exact. Another option while our traditional diesel and petrol powered engines, both outboards and inboards, are becoming more efficient, lighter and more compact.

In boat design and building, systems and materials are also moving forward, enabling boat builders and designers to produce stronger, lighter, and, as a result, more efficient boats for us all to enjoy.

The biggest problem right now seems to be – getting your hands on a boat or engine, at all ends of the marine market, from 4 m to 40 m plus. Marine sales are still ‘on fire all around the world. I have heard reports of personal watercraft (PWC) markets experiencing sales increases, some 29% during the past five years. I spoke to a local PWC distributor, who said the order he put in at the beginning of the year for the 2022/23 season, has been allocated and sold out already, which was only in September.

The same goes, for most of the New Zealand powerboat Industry, right through the range, from 3m to 15m. For many, some models have expected delivery dates of up to 18 months - 2 years and plus. Australia has seen growth across all marine segments, with the 6m-8m category seeing a nearly 13% rise in the same period, which mirrors US boat sales.

So I am guessing if you don’t have your boat order in for summer right now – I don’t like your chances of heading out to be picky and choosey about what you want for this season.

Over my 30 years plus in the marine industry, I have seen many highs and lows. It has been a feast or famine, resulting in many marine businesses coming and going. Right now, we have some fantastic products and a very professional industry in New Zealand, and with the assistance of the Marine Industry Association, the future looks bright.

Wishing you the best spring/summer boating season.

Doug Dukeson Publisher.

READY FOR THE NEXT CHALLENGE

Having caught up with many of my old colleagues at the Hutchwilco Boat Show in May of this year, I realised that I have been working in the marine industry for the past 50 years. I found it fascinating that many of my colleagues are still in the same industry. Many are doing the same jobs, all be it with smarter technology. For my part, leaving school with no school certificate and going straight into a four-year sailmaking and upholstery apprenticeship at Shore Sails and covers stood me in good stead for the future.

The fact is that we never stop not learning. On the sailmaking side, after building a 28ft Bruce Farr design keeler, Titus Canby, I migrated to windsurfer rigs in the early days working with Graham Allen at Supersession surfboards, building sails and rigs. At the same time, I continued racing the Bruce Farr race yacht and needed a liferaft or an inflatable boat for Cat 3 offshore racing. Being a sailmaker and a broke yachty, I looked at the Avon and Lancer inflatables at the time in the early 80's, which were very expensive, and decided to make my own inflatable dinghy.

Following many failures and false starts, my colleague Owen McKay and I started Aquapro inflatables which, over 12 years, became a significant brand with a strong export market.

In December 2002, I sold Aquapro to Survitec Group (RFD) in the UK, which led to an interesting corporate learning curve. I kept a very open mind which is hard for such an opinionated person! It was a period in my life that laid the foundation for the next 20 years through to today.

In 2007 the next learning phase started the day I commenced at High Modulus and took over from Richard as CEO at the end of 2008. In December 2009, High Modulus was sold to Gurit, and for the next five years through to April 2014, I worked for Gurit as interim GM and Director of Industrial and Marine for the APAC region. My 7.5 years at High Modulus and Gurit were the most mentally challenging and stimulating but also a lot of fun, making many long term friends and visiting many customers worldwide.

And things go around in circles.

While owning Aquapro, we became an extensive customer of a Skellerup company, Utralon, using the PE and EVA-based foam deck treads. Knowing that my time at Gurit was ending, it was time for a change.

In April 2014, I joined Skellerup Holdings as GM of the Ultralon company. Ultralon was a small manufacturer of EVA and PE foams primarily for the footwear sectors of orthotics, ski and snowboard boot liners, sporting goods and industrial sectors.

Following the 2011 Christchurch earthquakes, the Ultralon manufacturing facility was red-zoned and subsequently relocated to the Skellerup JV facility in Asia and the production capacity increased. In November of 2014, we exhibited a new range of foam decking that we had developed called U Dek at the METS show located at the RAI in Amsterdam. The initial uptake in the market was slow, but five years later, and after five more METS shows, we gained a lot of traction.

Today Ultralon has an extensive distribution facility in Rhode Island in the USA. Ultralon cuts U Dek kits for 75% of NZ’s OEM builders in NZ and exports U Dek sheet products to 24 countries worldwide. In addition, we have established distribution of sporting goods products in Italy. We have grown the sporting goods sector supplying the world’s top 15 ski boot and top three snowboard boot manufacturers throughout Europe and Asia.

After 50 years of working in the marine related business and industrial sectors, it is almost time for the next learning challenge.

PARTY CENTRAL

Bennington, one of the world’s premier luxury pontoon boat manufacturer, is now available in New Zealand. The first model to arrive late this year will be the Bennington 25QSB, one of the signature models in the extensive Bennington range.

While the Bennington would have to be the ultimate party boat, it is based on a comp;lex and super efficient hull that is nothing like Kiwis have seen from local builders. Underneath the vast platform are three individual hulls, which are refered to in the pontoon boat market as Tritoon. Compared to a twin hull, the third tube makes a big difference in the performance and ideal use for the boat.This third hull helps keep the boat stable, allows for quicker speeds, and makes the boat better equipped for choppy water.

The 25 QSM is all about entertaining. The Q Model offers up a vast array of interior and exterior colours to compliment your style. The distinct rounded bow fence not only delivers an elegant visual cue, it also creates a spacious storage solution for a hazard-free deck.

The radius design of the Q Model helps to open the bow deck for a flowing, walkthrough design that’s both more inviting and functional. Power options are both outboard or sterndrive. Polaris | info.marine@polaris.com POLARISNEWZEALAND.COM

TRADITIONAL LINES

Marked by traditional lines, tremendous interior volume and smart functionality, the latest model in the Island Gypsy range has landed in Australia.

Island Gypsy 500 is a natural progression following on from the popular 400 and 460 models. combining all the luxury and practicality of the brand on a grand scale. Offering twin cabins including a master ensuite, plus all the luxurious appointments associated with the Island Gypsy brand.

The IG500 features wide walk around decks, a huge all weather aft deck and oversized swim platform, wrap around windows to allow ample natural light, beautifully appointed galley with plenty of bench space and storage dual under bench refrigerators/ freezers.

Owners and guests are treated to two forward staterooms, a midship double with adjacent bathroom as well as a luxury owner’s cabin forward, featuring a separate shower room and head.

The new designed helm is complete with the latest electronics, which can be customised to the owners specification and includes twin seating as well as a sliding helm door for quick access to the deck when docking.

Powered by a single Cummins or Scania engine the power runs through a Python drive system allowing whisper quiet operation while underway. With 2000lt fuel

tanks and 1000lt of water the Island Gypsy 500 has the range to take you to the most secluded anchorages.

As with the entire Island Gypsy range, you have the ability to customise the interior furnishings to your preference and style.

To date Newport Yachts has built and delivered four Island Gypsy 460 models as well as nine Island Gypsy 400 with a further 14 in build including, IG400, IG500, IG550 and a IG65.

+61

NEW ROBSON R 66 LAUNCHED

Manyana an R66 Robson design was recently launched on the Gold Coast. This 20.4m displacement powercat was designed for long range cruising on the east coast of Australia with trips to the Great Barrier Reef and Tasmania on the agenda.

The owners of Manyana, were involved in the design process, ensuring their needs were meet in every aspect of the vessel. With the owners both very experienced at long range cruising, the R66 is as a totally liveaboard boat. .

Manyana’s saloon with a large galley and dinette flows out to cockpit with alfresco dining. This is a great entertainment area and features a large walk-in rod locker. Steps either side lead down to a full width boarding deck with a high/low platform in the centre. The saloon has generous seating spaces with a separate entertainment centre. An internal staircase leads to a fully enclosed flybridge, complete with helm station, extra lounging spaces and a toilet. This leads through to the upper deck where the 4.6m tender is stowed.

Accommodation includes a large owners suite forward with ensuite. There is a V.I.P. cabin on the port side, also with an ensuite, plus a double cabin starboard with a day head, which also services the cabin on the port side. According to the owners the R66 achieves all they wanted, and it was well worth the additional design time spent in collaboration with designer Scott Robson. Built by MEC Yachts, Manyana carries 11,000 litres of fuel to feed a pair of Cummins QSM 11 engines, through ZF 325 IV gearboxes. The all-alloy Manyana has a displacement of 52000kgs. Look for a full review on Manyana in an upcoming issue of Pacific PowerBoat magazine.

SALT-ATTACK CORROSION SHIELD LUBRICANT

Salt-Attack Corrosion Shield Lubricant Spray is formulated with the latest P.T.F.E and polymer technology and is blended with premium anti-wear, anti-corrosion and moisture displacing additives.

Salt-Attack Corrosion Shield Lubricant Spray is formulated with the latest P.T.F.E and polymer technology and is blended with premium anti-wear, anti-corrosion and moisture

displacing additives. This makes it superior in all marine applications requiring a lubricant spray. It has excellent penetrating and moisture displacing action along with high film strength and outstanding residual lubrication.

Use Salt-Attack Corrosion Shield after washing down with Salt-Attack Salt Remover to lubricate and protect your fishing reels and rods, it is safe on all mono filament and braided lines. Spray on all engine components and lubrication points i.e throttle linkages, steering cables, electronic switches and wiring.

Salt Attack is distributed in New Zealand and Australia by Wholesale Marine Direct.

WILLIAMS INVIELS NEW MODELS

The UK’s

The Dieseljet

There is

Flush-fit

a

to take on the new design first seen on the Dieseljet 415 and latterly the Dieseljet 445 and 505 models, which provides a

The transom on both models has been

look to the stern of the boat,

and out

a

At 6.32m, the Dieseljet

by

is the

the

a

in the

and

VALDER YACHTS 20M FLYBRIDGE REVEALED

After

Launched

The

Look

undergoing

Vision

HUMPHREE RELEASES

LIGHTNING

Humphree announces a new interceptor system with integrated underwater lights.

In terms of Lake of the Ozarks

there have been some momentous passes in the Central Missouri event’s 34-year history. None—and yes, I know that’s a strong word in this case—have been as monumental as what happened on Saturday morning when Shaun Torrente crossed the finish line of the three-quarter-mile course at the Lake of the Ozarks Shootout with a radar-gun-clocked 107 mph top speed in a 32-foot catamaran with two electric outboards engine.

The record was set in a 32ft Hellkats catamaran powered by a pair of E-Motion 180E 180-hp, 160-kilowatt electric outboards and Octillion Power Systems batteries.

Torrente says that there is more in the boat yet and sees a higher speed easily achievable.

The new Humphree new interceptor system with integrated underwater lights is suitable for boats 6m-14m. LIGHTNING is a result of 20 years of experience in the trim and stabilization industry and the advanced automatic interceptor system is suited for smaller boats at a price that makes it attractive for boat producers, as well as for refitting on used boats. LIGHTNING dynamically counteracts boat motions and significantly reduces seasickness. It will your keep boat on an even keel. The system features integrated underwater lights with 25W LEDs that can change colour, ultra-fast blade movements that stabilize the boat and is available in two siozes; 300m and 450mm wide, with both equipped with a 2” (50mm) interceptor blade.

SAXDOR LAUNCHES

NEW MODELS

Finnish builder, Saxdor has premiered two new models, the 270 GTO and 205.

Launching at the 2022 Southampton International Boat Show, Saxdor brings yet another innovative project to the under 30’ sports boat category, the Saxdor 270. The only model in its range to feature both a wet bar and face-to-face seating for up to six people, Saxdor 270 GTO proves there are new territories of functionality to be explored with the brand’s new model unveil.

The depth of the portside sidewalk allows one to move around confidently, with a a convertible dinette adding sunbathing space and a glass transom is an excellent safety feature.

The sleek proportions of Saxdor 270 disguise a sleeping cabin, equipped with a two-person regular-size sleeping berth, and a toilet with a sink. Inside, plenty of natural light coming through the skylight and hatches enlarges the entire space.

Light and strong construction, built using the vacuum infusion technique, the 270 GTO is suitable for a single 225 to 350 hp outboard. SX270 is introduced to the market as the Limited Edition, including a T-top roof with GPR frame and soft fabric material.

The revamped version of the 200 model, as playful as its older sibling, Saxdor 205 reveals its more serious face through the design of the deck and overall approach to onboard safety.

Certified for up to seven persons onboard, Saxdor 205 enters the market offering several creative layout solutions and a new approach toward onboard

NZ MARINAS REACHING ENVIRONMENTAL BENCHMARKS

New Zealand marina operators are working hard, individually, and collectively, to minimize the impact they have on their local environments. This was celebrated at an industry awards ceremony in New Zealand recently, where eight marinas and boatyards received Clean Marina certification.

“The benchmark for environmental care in our industry gets higher and higher ever year,” says NZMOA Chairperson, Chris Galbraith. “Our older marina operations are making significant improvements to meet the standards and expectations of today. And new operations

must meet a very high threshold in order to be built and to operate. To achieve this, the industry is delivering a huge amount of innovation and attention to detail through its operations.”

A number of additional facilities have taken the Clean Marina pledge, which means they are actively working towards certification within the next twelve months.

Operations receiving certification included Bay of Islands Marina (Northland), Gulf Harbour Marina (Auckland), Westhaven Marina (Auckland), Whitianga Marina (Coromandel), Whangamata Marina (Coromandel), Tauranga Bridge Marina (Bay of Plenty), Seaview Marina (Wellington) and first time recipient Te Ana Marina (Christchurch).

space design. Features include the traditional one-level deck, foldable windshield and optional transom gates. The helm seats and the dinette transform into a spacious sunbed. Extra storage space offered by the compartment under the new console can be fitted as an optional toilet.

While the single outboard 100hp engine with a top speed of 34 knots , a Mercury 175hp V6 delivers 45+ knots. The helm console offers a futuristic look with the backlit stainless-steel switches and the optional single or dual nine-inch Simrad touchscreen MFD. With this state-ofthe-art user interface, one can access navigation, audio equipment, or engine information in one place.

In order to receive certification, marinas are audited on factors such as the provision and promotion of recycling facilities, no discharge policies and enforcement of these policies, provisions for boat owners to facilitate regular hull cleaning, and the use of sustainable materials and maintenance and building of infrastructure, and re-use of dredging materials. A focus on marina policies and procedures rounds out the criteria for becoming a certified Clean Marina.

PAUL BROOKS WINS NZ BOAT MARATHON SI SERIES

The NZ Boat Marathon South Island Series has concluded after a well supported season. While offshore powerboat racing in the North Island took an hiatus in 2022 the same cannot be said for the NZ Boat Marathon South Island Series. Recently concluded with race 8 at Lake Waihola, the series attracted an average of 40 plus boats per race, including 10 North Island competitors.

Overall winner for the season was Paul Brooks who drove the A Class v Bottom Sonic, Full Chat.

Adding some extra power to this season’s series were three multi rig cats from the North Island. While traditionally the South Island Marathon Series has been restricted to single rigged monohulls and tunnel hulls, the inclusion this season of the twin rigs really gave the series a new high.

Taking out the class wins for the season were

Paul Greenfield in his twin rig, Langslow Engineering, with Scott Lewis with HiJink Racing second. Fellow North Islander, Graham Pike was first home in A Class Tunnel, driving Thin Ice, with Paul Brooks winning A Class v Bottom in the Sonic Full Chat. B Class went to Red Blooded, another Sonic with C Class going to Brad Under in the Bullet 1850, Dirty. D Class honours went to Grey McEwan in Purple People Eater and E class to Lachy Hall in Bulletproof.

NORTH ISLAND OFFSHORE DATES

2022-2023 SEASON

The NZOPA Race Calendar has been confirmed for the North Island season which starts in October 2022 and runs till March 2023. Organisers say they are expecting good fields after no racing last season.

Taupo - 23rd October

Beachlands - 19th November

Taupo - 29th January

Gisborne - 11th February

Taipa - 25th February

Marsden Cove - 25th March

UNVEILS FIVE NEW MODELS FOR 2023

Aluminium RIB producer Highfield Boats has announced the launch of five new models for 2023. The Sport 900 and Sport 760, which will be making their North American debuts at the 2022 Ft Lauderdale International Boat Show (FLIBS) in October, and the Sport 700, Sport 660 and Sport 600.

Highfield’s Sport Series RIBs are premium yacht tenders and day boats ranging from 10ft-30ft featuring upscale styling and amenities. The five new models for 2023 also have new, military-grade hightensile chromated and powder-coated aluminium hulls based on the builder’s commercial-quality Patrol series RIBs for enhanced stability, seaworthiness and durability.

The 29ft Highfield Sport 900 is the flagship of the Highfield fleet. Featuring a new, high-performance 26-degree-deadrise hull with welded lift stakes, the rugged offshore RIB delivers speeds of up to 60mph when powered by twin 300hp outboards.

The 25ft Highfield Sport 760 serves as a support vessel for a wide variety of watersports or a trusty tender with seating for up to 10 adults.

MYSC CREATE NEW SALES DIVISION

Clearwater

“O

ur brand is synonymous with quality and

values of boats cared for by MYSC remain high,” added Glynis.

“While we have sold luxury motor yachts behind the scenes for years, we believe there is huge value for both clients and vendors by creating a sales division under the MYSC brand and bringing this service offering to the forefront.

“Our clients will be able to buy, service, improve or sell their vessel with one company. This fits nicely into our ethos of “fuss-free” boating and will enable us to provide a dealership experience.”

A key benefit for purchasers is that the history of MYSC vessels are known intrinsically, and a purchaser has peace-of-mind knowing they aren’t going to be burdened with unexpected costs for things that may have been overlooked. All vessels will go through the company’s service plan prior to being sold.

Glynis says that they know from feedback that having your vessel in their 250 Point Service Plan makes them highly sought after. MYSC clients want a quality company with quality facilities who do things properly, every time.

“Boating enables the spoils of our country to be enjoyed from an entirely new perspective. MYSC will remove barriers to entry for novice boaties and give peace of mind to all,” says Glynis. The new sales division will be operational by early 2023.

BOATS LAUNCHED

Coastguard New Zealand have paid special tribute to kaumātua Joe Hawke at naming ceremony. Coastguard New Zealand has received two new high-spec rescue vessels thanks to unique America’s Cup partnership between Coastguard, Lotto NZ and Emirates Team NZ.

The names of both vessels, Joe Hawke Rescue and Hukātai Rescue, have been gifted by local iwi Ngāti Whātua Ōrākei and respectively pay tribute to inspirational Takaparawhau (Bastion Point) and Māori land rights leader Joe Hawke who passed away in May 2022 and recognise the iwi’s close connection with the Waitematā.

The new CRVs are two of 26 high-spec craft that were first used as chase boats at last year’s America’s Cup. Through a unique partnership between Lotto NZ, Coastguard and Emirates Team New Zealand, and a $9.8 million lottery grant made possible by the millions of Kiwis who play Lotto NZ games each year, these boats

have been reskinned and refitted for Coastguard units across the country.

Lotto NZ Chief Executive, Chris Lyman, says supporting the vital work of Coastguard units like Mana is what Lotto is all about. The refitting of the boats from America’s Cup supporters to lifesavers has been taken care of by original manufacturer, Rayglass, with the support of Coastguard New Zealand, individual units, and various community providers.

COASTGUARD.CO.NZ

BENNINGTON NOW IN NZ

Bennington one of the world’s premier luxury pontoon boat manufacturer is now available in New Zealand.

B

ennington a wholly owned subsidiary of Polaris Inc a Global leader in the Powersports industry, is one of three brands of the Marine Division of Polaris Inc which includes Godfrey and Hurricane. Bennington Boats are manufactured in Indiana USA and distributed locally in Australia and New Zealand via the Bennington subsidiary and a network of appointed Bennington Marine Dealers.

Bennington is a luxury and high-performance pontoon boat, manufactured using an aluminium tri-hull design concept which aids stability, maneuverability, and overall performance.

Hull features include a shallow draft, performance foils placed on the bottom side of the tubes to provide hydrodynamic lift and lifting strakes. Bennington’s Wavetamer is also known as an underdeck wave shield, that deflects water from the bottom of the deck which, reduces “surging” and enhances a soft quiet ride in rough water while also increasing top speed.

Bennington manufactures four different series of Pontoon models – S, L, R and the top of the range Q Series. They range from 16ft through to 30ft.

Polaris Australia & New Zealand is headquartered in Melbourne Australia but with staffing, warehouse and distribution facilities locally in New Zealand.

Bennington New Zealand is currently setting up a dealer network to service both North and South Islands.

Bennington New Zealand is expecting its first model, a 25 QSB to arrive in late November.

AN ON-WATER FESTIVAL COMES TO AUCKLAND IN 2023

The Auckland Boat Show will return in 2023, bringing a festival on the water to the heart of central Auckland.

New Zealand’s largest boat show will return to Auckland from 23-26 March, 2023.

The Auckland Boat Show, scheduled for March next year, to run directly after Sail GP’s March regatta in Lyttelton, is well-timed to allow boating enthusiasts to enjoy a feast of March marine activities.

A large marina display will spread through Jellicoe Harbour, filling the space outside the former America’s Cup bases. On-land exhibits will complement the on-water component of the show, taking up a Hamer Street spot in central Auckland’s buzzing Wynyard Quarter. “Staging the show on these dates - during daylight savings, and in the settled weather this time of year delivers - gives us the chance to promote boating, boats and equipment to their best ad-vantage,” says show organiser, Stacey Cook.

The show has become known for its on-water display. A wide range of boats - from RIBS and tenders, to large yachts and multihullsmake their way to Auckland at show time to fill Auck-land Boat Show marinas.

With the local marine industry reporting record-breaking sales, and a thriving innovation sector within New Zealand, 2023’s show is set to be a record-breaker after its two-year hiatus.

PARAGON 31 ARRIVES IN

DEMEY 60 PROGRESS

The

Yachts

two

first two Roger Hill designed

are progressing well with systems and engineering now starting to be installed, all of the systems and routing were designed & mapped

utilising 3d modelling software prior to construction, enabling detailed construction of the carbon fibre

structure for both boats with the added benefit of also streamlining the build process.

The engine bays are currently getting painted and the Cummins QSB6.7 550hp engines getting prepped for installation.

As these boats are designed for long-range exploring, forecasted fuel burn, fully loaded with a cruising speed of 18 knots is approx 124 litres per hour  Alongside general boat construction, most

of the internal joinery for both boats is finished to a very high level and on standby for when it’s needed, the entire interior design and styling is meticulously planned, Demey Yachts pride themselves on including their customers in the complete build process from the start to finish, starting with the interior, offering detailed 3d renderings to ensure the customer knows exactly what the boat will look like when finished.

For inquiries or to book a visit, please email  office@nicdemeyyachts.com.

FAMILY BOATS TAKE ON ZODIAC

Family Boats has been appointed a Zodiac “big RIB” retailer.

New Zealand and South Pacific Zodiac distributor, Lusty & Blundell Ltd, have chosen top Auckland marine dealer Family Boats to be their first “big RIB” retailer.

Family Boats, which is based in East Tamaki, will be selling Zodiac’s larger, Mediterranean-manufactured RIBs, ranging from the Open 3.1m centre console up to the impressive 7.5-metre Medline.

All will feature Zodiac’s renowned GRP hulls, top-quality UV-resistant Neoprene tubes and the company’s patented “thermo-bonding” manufacturing process, which offers unparalleled durability and seams that are virtually indestructible.

The first Zodiac boats will be arriving over summer and include the top-of-the line Medline 6.8m and 7.5m models, a range of Yachtline luxury tenders, the popular Pro 5.5m, 6.5m and 7m and the practical fishing- and diving-focused Open 3.4m and 4.2m. FAMILYBOATS.CO.NZ

NEW BOWSPRIT LADDERS

Leading NZ marine distributor, Tenob, has released a new range of bowsprit ladders.

Safely entering or leaving a boat can be fraught, particularly when you need to nudge the boat into a shoreline or ramp. The water at the stern can often be too deep for safe exit.

That’s where a bowsprit ladder becomes a game-changer, not just in ease of use but also safety.

The fitting of these unique ladders is very easy as they are designed to mount on the pin of most standard fairleads or bullnose fittings. Made from 316 stainless steel, the step is square tube for additional safety and comfort. There are three depth sizes available; 285mm, 335mm and 415mm. TENOB.CO.NZ

Dare to be

FRENCH PASS AIN’T FOR SLACKERS

My first real trip on my Franklin 925 was from Waikawa Marina, near Picton in the Marlborough Sounds, to Nelson. A long-term boat owner may have been relaxed, but to me, still overcoming new-owner nerves, it was a major voyage. It’s around 80nm and includes Cape Jackson and French Pass. You don’t mess with them.

The old salts, fuelled by their experiences at both landmarks, warned me of the perils and how to avoid them. Others shrugged, as though French Pass is a mariner’s tea party. I fuelled up, ensured Nantucket was thoroughly checked over, and stocked up on tools and spare parts. Then, like a good Coastal Skipper graduate, I did my trip plan the old-fashioned way with my trusty, dusty dividers and paper charts. For the sweet spot in speed and economy, I wanted to cruise at 14 knots; from there I worked out times and distances.

The basic route was easy: leave Waikawa at 0900, head up Queen Charlotte Sound for 22nm to Cape Jackson, ETA 10.35; hang a hard left and skedaddle 25nm, inside the Chetwodes to French Pass, ETA 12.20. From there, it was 33 miles to Nelson, ETA 1600, allowing for a lunch stop and marina speeds.

Cape Jackson juts out into Cook Strait with an extended reef system in a tidal collision zone. Even on calm days, it’s bouncy on the surface with overfalls. Sometimes a standing wave stands guard on its western side.

Local knowledge says to round Cape Jackson when it’s low tide at Picton and stay closer to the mainland than the lighthouse. Simple, except that if we got the tide perfect at Cape Jackson, it would be imperfect for our arrival at French Pass. I was determined

to make my first outing in calm conditions, in which case Cape Jackson would be easy. Timing at French Pass was the priority.

French Pass is the narrowest navigable gap between New Zealand’s mainland and an island, in this case D’Urville Island. It’s 500m off the coast, but less than 100m is navigable for yachts and launches. On approach, secretive forces play with your hull like it’s their bath toy. The water boils like the prop wash of 50 container ships.

Towards the gap, the tidal flow can reach 5 – 8 knots. It runs south-west before Tasman Bay’s high tide and north-east after high tide, setting across the channel rather than straight through it.

And it’s not that simple.

The surface swirls and eddies and tumbles, but the key to French Pass is in what lies beneath. Current Basin on the southwestern side is generally deeper than the northeastern side except for a sudden plunge down to more than 100m – deep below, an underwater force in freefall. And wherever water moves, more water surges in to replace it.

In a rare phenomenon, two tidal systems meet at French Pass: the 3-4m Tasman Bay tides and the 1-2m Cook Strait tides –two major planetary forces with just 500m in which to negotiate. Oh, it’s complicated.

The locals understand French Pass, but I do not consider FP and myself to be on first

name terms. I’ve been through fewer than 15 times, usually on a yacht and always as crew except on a jetski tour in which we buzzed over French Pass multiple times over three days. We soon learned to keep moving, especially those with a pillion passenger which affected their stability. A couple of pillion-carrying jetskis had paused mid-current and tipped over so fast that they off-loaded a crew member. Luckily, there were others around to pick them up. My father grew up on D’Urville Island. He talked of dinghies disappearing down Jacob’s Pool which forms on the southwest side and yachts losing steerage after getting caught beam-on to the current. He said the water at the bottom of the keel flows faster than at the surface, heeling the yacht over so far that the rudder is effectively useless.

No wonder I was nervous. I sent a message skywards: ‘Dad, please look after us at French Pass.’ That’s the great thing about departed parents: they have supernatural powers.

Some people said: ‘You’ve got heaps of power. No matter what the tide, just put the hammer down and go for it.’ I wasn’t convinced. If I was going fast and got thrown off-course by the eddies, I’d be going off-course, fast.

Maybe I was over-thinking it.

The old salts said: “Go through only at slack water.” At French Pass slack water is neither

the top nor bottom of the tide. According to the chart, slack water in Current Basin is four hours after high tide, for 20 minutes. That dictated our departure time from Waikawa.

Weather-wise, the outlook for the next 10 days was awful except for the next day. I checked out three weather models and how they would evolve over the course of the trip. They were all in agreement, so I was confident they would deliver.

My crew and I left Nelson at 6am and arrived to a boat covered in frost. I eased carefully around her foredeck to remove the windscreen cover and untie the fenders. We got away half an hour behind schedule.

We headed up Queen Charlotte Sound at around 15.5 knots to make up time. Cape Jackson had just enough swirls and bumps to let me know it could be scary if required. We cruised through the islands at 14 knots and reached French Pass three hours after high tide. I was supposed to make an ‘all ships’ call on VHF 16 and 65, but, despite my research, I’d overlooked it.

A few local boats on both sides of the pass were fishing, but none were going through. It was a spring tide and the final approach was surging and ripping. I wasn’t happy.

The crew were confident to continue and I throttled towards the pass, absolutely hating it. The cross-currents tugged at Nantucket’s hull. In less than a minute, it would be more dangerous to pull out than continue.

A roguish eddy shunted us hard to port. I powered back to course. Then the bilge alarm blared. I think Dad set it off to get my attention.

It worked. I kept the power on as I turned away from the gap to starboard. We anchored off the beach at the settlement for lunch. I might have looked relaxed, but inside I was a French Pass eddy.

An hour later, local boats were zipping through and that made me brave. Besides, slack tide would be a brief affair. This time, as I lined up for the gap, I felt confident and the swirly, whirly ride was fun. From there it was a dream run to Nelson, through The Cut and a gentle idle into my new berth as the neighbours welcomed us in. Later, the old salts assured me I did the right thing, trusting my instincts. Others assured me that with 240hp I would have made it, no sweat. Maybe they are all right, for them, but I’m happy that I did what was right for me and my new boat.

BATTERY SHUNT

Victron’s new SmartShunt IP65 is a new, improved, all-in-one battery monitor. Like its predecessor, the IP21, the new SmartShunt IP65 saves on unnecessary wiring and reduces clutter by connecting wirelessly to a phone or tablet without the need for a bulky display panel. Instead, owners and skippers use their phones and tablets to connect to the SmartShunt through the handy VictronConnect app, giving them instant access to all their all monitored battery parameters (such as state of charge, time to go, historical information and much more) wherever they are.

Completely protected from water from any direction, the new SmartShunt IP65 can be used in engine rooms, or even outdoors, without the need for further waterproofing.

The IP65 integral cables include 1m-long resin-bonded connection cables, an auxiliary cable for monitoring a second battery and a VE Cable (for connection to a GX device for midpoint monitoring, to monitor a second battery or to connect a temperature sensor). The new model also features brighter LED monitoring lights and, like the IP21, is available in 500A, 1000A and 2000A models.

NAVICO LAUNCH FATHOM E-POWER SYSTEM

Navico Group, has launched the new Fathom e-Power management System. Fathom e-Power is an integrated lithium-ion auxiliary power management system that delivers reliable power and unparalleled performance for the marine and RV sectors. The Fathom system offers advanced digital controls and monitoring of power consumption, delivering information on demand and providing complete control for the user. A combination of powerful components from industry-leading Navico Group brands including Mastervolt, BEP, CZone, Ancor, and Blue Sea Systems, the Fathom e-Power System is a fully vertically integrated solution compromised of energy storage, power conversion and digital monitoring and control. The system allows users to extend time away from the charge source by providing more battery capacity and efficiently managing the electrical system, while also eliminating the noise, vibration and fumes associated with traditional generator experiences. Available in 12V, 24V and 48V customisable kits, Fathom is designed to seamlessly integrate into a wide range of boats and recreational vehicles, providing a simple experience for both the manufacturers and their customers alike.

NAVICO.COM

PROMARINER ELITE SERIES CHARGERS

Promariner has released a new highpower product line up to 50 Amps with Industry-first, patent-pending functionality. Incorporating three patent-pending features not yet seen in the industry, the new models include a Charge Status AC Glow Plug, Power Flow Cooling and Turbo Charge capabilities.

All ProTournament Elite models include the marine industry’s first line-of-sight charge mode status AC Glow Plug. As demand increases for marine electronics, ProMariner has developed high-power, waterproof, 36 and 50 Amp chargers with a sealed forced induction cooling cavity that is fully isolated from the power conversion cavity, allowing the charger to operate at full amperage with Power Flow Cooling.

ProTournament Elite also has the industry’s first turbo charge feature that increases the fan speed and air movement through the cooling cavity and allows the charger to maintain a lower temperature while outputting maximum amperage longer. In addition, the ProTournamentelite comes with a full user interface dashboard and four digitally selectable performance matched charge profiles for Flooded (lead acid), AGM, HP AGM and approved Lithium batteries.

In addition to the above innovations, ProMariner has incorporated all these features into three global models with worldwide AC input and a CZONE NMEA 2000 interface for connected systems, providing charge status on board for slipped boats.

ProTournamentelite are designed for 12, 24, 36 and 48 VDC environments.

BEPMARINE.COM

LUMISHORE ECLIPSE LIGHTING COLLECTION

Lumishore has launched their new Eclipse Lighting Collection. The allin-one Eclipse Command Centre is the world’s first ultra-compact box to include built-in drivers and Zones for multiple types of lights, with three built-in configurable lighting zones and expansion modules available to increase that capability to up to six zones. Everything is fully integrated, without the need for additional drivers, dimmer units, or voltage regulators that other lights require.

Configurable lighting zones can be set up to control Lumishore’s new Eclipse collection of single and dual colour lights; neon flex lights, strip lights, downlights, courtesy lights, flood lights and curved spotlights and a selection of underwater surface mount lights also being compatible with the new system.

Built-in Wi-Fi allows for direct smart device (iPad/iPhone etc.) connectivity, or you can control your lighting zones via a simple switch. ENL.CO.NZ

GARMIN MINI 2 MARINE BUNDLE

Garmin has released a new compact satellite communication device with two-way messaging and SOS capabilities. This compact, lightweight GPS satellite communicator features advanced messaging, tracking and safety capabilities. Garmin’s new inReach Mini 2 provides two-way messaging and SOS capabilities using the global Iridium satellite network.

Dubbed the inReach Mini 2, the device is able to provide two-way text messaging, location tracking and weather updates when boats operate out of cellular range by using the global Iridium satellite network. In an emergency the unit can trigger an interactive SOS message to the Garmin International Emergency Response Coordination Centre (IERCC), a 24/7 staffed professional emergency response coordination center.

Water-rated to IPX72, the inReach Mini 2 can be paired with compatible marine electronics on board, including select Garmin chartplotters and quatix 7 Series marine GPS smartwatches. Wireless unit-to-unit connectivity lets users remotely control the inReach Mini 2 to send and receive messages, start and stop tracking and, in the event of an emergency, trigger an interactive SOS directly from the paired device.

INTELLIAN TO RELEASE NEW SATCOM TERMINAL

Iridium Certus C200 maritime is presented as affordable but featurerich option to bring satcom connectivity to smaller vessels.

The all-new Iridium Certus C200 maritime terminal made its global debut last week. Developed at Intellian’s new L-Band Center of Excellence in the UK, the C200 maritime terminal is designed to deliver global, low-latency Iridium Certus service in an adaptable satcom system for all market segments. The company says the new terminal is small enough to fit on any vessel size, and can be easily installed by a single engineer.

It can be set up as a standalone terminal or as a VSAT companion, and offers IP data speeds of up to 176 Kbps (up and down). Major features include built in firewall, IP PBX, WAN port and Wi-Fi, and the ability to enable multiple concurrent phone calls thanks to three simultaneous, high-quality voice lines.

HELLA APELO UNDERWATER LIGHTS

With Apelo underwater lighting brilliance from Hella marine, you are afforded a whole new underwater vista. Offered in a wide range of housing and light combinations, the compact surface-mount LED fixtures boast IP68/IP69 waterproof reliability and a unique illumination experience.

Each 95mm Apelo LED lamp is robotically manufactured in New Zealand using Hella’s industry-leading technology. CE-certified to comply with EMI (electromagnetic interference) standards, they won’t disrupt onboard navigation or communication.

Featuring 12/24 Multivolt technology, the fixtures automatically compensate for voltage fluctuations due to low battery and/or long cable run drop, and are protected against reverse polarity and power spikes. Advanced thermal management enables operation out of the water, ideal for trailerable boats.

The Apelo A1 model delivers 1,800 lumens of vibrant blue and white or RGB illumination. Hella’s Apelo A2 provides 3,000 lumens of blue and white with a “fishing mode” strobe or RGB lighting, and introduces Edge Light. The A2 models are offered with bronze housings and white faceplate, or hard-anodized aluminum with charcoal.

MAXIMISE YOUR CRUISING INDEPENDENCE

Tools, spare parts and chandlery - PART 3

Writing this column and looking back on my comments in PPB’s last issue I lamented on what has seemed a long, wet and windy winter. In fact NIWA advises that 2022’s winter has been the wettest on record. While we still haven’t much good boating weather, looking on the bright side the fish are apparently biting when anglers can get out on the water, we did get a week or so of good weather in mid-late September, spring and daylight saving have finally arrived and covid restrictions are behind us. Marine contractors are now extremely busy leading up to year end, so make sure your pride and joy is in great working order so you can enjoy the summer.

In this Part Three of our special series we discuss spare parts.

Like automotive parts marine parts can be rather expensive, but the most expensive part is the part you don’t have on board and this has been even more of a factor during the covid pandemic when many parts were out of stock and replacements delayed by shipping problems. Many folks do much of their cruising during holiday periods when parts and technical assistance are more difficult to obtain. But if you have the necessary parts on board you can often find help from your crew or other skippers and their crews in solving your problems. Due to constant model changes and upgrades in marine equipment it’s not unusual to find subtle changes in the electrical wiring, plumbing or mounting points for replacement parts compared with your present installation, sometimes requiring modifications in order to use them. So called drop-in replacement alternators are often a good example of this. Consequently it’s best if possible to check the compatibility of your replacement part while at the marina than when you need it out on your cruise.

Parts need to be well protected in storage, so grease or spray them with CRC as appropriate, pack them in Ziploc bags and store them in a cool dry place, preferably not in your engine room where rubbers and plastics can be degraded by high

temperatures and electronics by dampness. It’s wise to keep a list of spares carried aboard and their storage location and I admit that several times we’ve purchased parts only to later find we had them aboard all along.

If heading offshore you’ll require a larger investment and should consider parts like a fuel lift pump, fuel injection pump, high pressure fuel lines, coolant circulating pump, exhaust elbow, starter motor and windlass gearbox to name a few.

ESSENTIAL SPARE PARTS

Parts suggested below should be carried for both propulsion engine(s) and generator.

• Sea water pump impeller with face plate and gasket kit plus either complete spare pump (with impeller removed for storage) or rebuild kit

• Lengths of engines’ cooling system hoses plus any specially shaped cooling hoses

• Cooling system hose repair kit

• Complete set of vee-belts (remember sets of belts must be replaced as sets)

• Alternator (even for a “drop in” replacement check connections dockside before you need to use it) plus external regulator if applicable

• Kit of fuses plus fuses for all on board electronics and fuse wire

• Dry cell batteries – AA, AAA, 9V, 6V and relevant button batteries

• Circuit breakers matching your installed breaker ratings

• Windlass electric motor, solenoid, keyway and deck switch

• RHIB and outboard motor spares –fuel filter, spark plugs, sea water pump impeller and pump rebuild kit, kill switch, recoil pull starter kit, fuel line assembly, propeller with nut and split pin, bung, inflation pump

• O-ring kit including for deck fuel and water fills

• LPG solenoid and regulator for mains supply (if applicable) and for BBQ

• Several primary and at least one secondary fuel filter

• At least one set of oil filters

• Filters for any additional equipment (eg water maker)

• Air filter

• Shaft stuffing with stuffing removal tool (if applicable)

• Head rebuild kit

• Domestic fresh water circulation pump and tubing

• Starter motor solenoid

• Several bulbs for all lights including navigation

Spare secondary fuel filters are essential, together with the knowledge to fit them.

OTHER SPARE PARTS WE CARRY

• Thermostat with O-ring or gasket

• Coolant tank pressure cap

• Primary filter service kit

• Gasket material kit

• Any non-standard, difficult to procure zinc anodes

• Head discharge pump

• Black water holding tank discharge pump

• At least one of each interior light fitting

• NMEA network cable connector (if applicable)

• Anchor bridle hook

• Gas lighter for BBQ

• Spare keys for engines and all locks

• Sink plugs

• Shower hose and spray head

• Hose nozzles and range of hose fittings

• Water maker membrane and membrane cleaner (if applicable)

PPB’s next issue will cover essential chandlery.

TO THE

LEVEL

YOUR BOATING TO THE NEXT LEVEL

TAKES YOUR BOATING TO THE NEXT LEVEL

Setting

Setting

FUNCTIONS

IT’S ALL ABOUT THE WAY YOU FISH

Luck plays only a small part in catching fish but getting a solid "hookup" is the key to catching fish.

Think of it this way, fish are no different to us in that we generally eat three times a day, but when we feel the need or the hunger pains come on at any time of the day, we grab a snack. Fish are the same. Full on hard on the bite for an hour or so, then they snack as they feel like it, which is when presenting the right bait in the right way will pay off. We all know how to rig up a bait, but there are very often little subtle things that you can do that can make the difference between your bait being scoffed first rather than another bait close by. Start with being constantly aware of what is happening with the other anglers and what you are sensing from how the fish are biting. This may sound a bit over the top, having to watch how the others are rigging baits and striking fish all the time. But if you want to learn to become one of those who always catch fish, it needs to become just part of what you do. These subtle changes and things you pick up on over time will become natural to you and invaluable when you are fishing outside your comfort zone on other people’s boats or in water you are unfamiliar with.

Even small things, such as watching where and how far away from the boat your mate has cast his bait. If he is getting a better bite or hookup rate than you, there has to be a reason for it. Watching the depth sounder before the anchor is dropped, you build a mental picture of where and how far back the structure is and how the boat is lying to it. Current and pressure can

significantly influence one side of the boat more considerably than the other. Berley and ground bait will now be pushed by the current more down one side of the structure than the other, and this is where naturally, the hot strike zone will be as the fish come up the burley trail.

TARGETING SNAPPER

Targeting snapper on deeper reef structures in a stronger current usually results in catching just average snapper, but you will get a big hit every so often as the bait is still going down. Not being ready for it, you miss hooking up on the fish. This tells me that there are a few big fish lurking about down below, but to hook one will require more good management than good luck. Remember that each time a big fish had a go at your bait, it was while it was on the drop, so these fish are coming out and up from the structure to beat the smaller fish to the baits. The trick now is for you to rig up a larger bait than usual, and this time it needs to be dropped to the bottom slowly so the bigger fish will see coming down and will charge out to nail it. By being ready for this, you now control when you feel you should strike the fish.

When the water temperature, moon phase and wind conditions are bad, it can be very frustrating as these affect the fish. They become fussy and lethargic about how they will take the bait, but simple things you can try can make a huge difference.

No matter how slow or picky the fish are, getting them to take a bait is greatly enhanced by lots of ground bait. Small chunks of bait floating down brings them more competitive and aggressive. The more you can naturally present the bait, the better chance of a hookup. I now change to small baits with only the smallest of sinkers [ preferably none at all] left to slowly sink to the bottom. But it would help if you focused on the rod tip for a sign the fish is on the bait. Point the rod tip down and wait till the line straitens out before you strike.

SQUISHY BAITS

Using pilchards, squash the tail end of the bait as more oil and scent are released, which fires up the smaller fish to be more competitive. This in turn fires up the larger fish. After you have used up a few squishy baits, take the fillets off a couple of pilchards and rig up bait in your normal way, and as the barb of the hook should always be well-exposed hook on the pilchard fillets and cast it to the same spot as your previous baits. Now you will find that the smaller fish will rip the fillets off the hook and scrap among themselves, and it is this action that brings in the larger fish that will now grab your bait more aggressively than before. When the fishing is slow for whatever reason, take time to think outside the square and try something different you have nothing to lose but plenty to gain.

CHEFS NOTE

Squid is eaten in many cuisines. In English, the culinary name calamari is often used for squid dishes and there are many ways to prepare and cook squid.

LOUISIANA CAJUN-SPICED CALAMARI WITH BASIL & LIME MAYONNAISE

INGREDIENTS:

500g squid tube cut into rounds.

¼ cup pain flour

¼ cup cornflour

1 x tsp cumin

1 x tsp ground coriander

1 x tsp curry powder

½ tsp dried chilli flakes

½ tsp Sea Salt

Freshly ground black pepper for seasoning

Cocavo turmeric and lemon zest coconut and avocado oil

1 – 2 tbsp chopped parsley

1 x tsp crushed garlic

Lemon juice

Milk or lemon juice to marinade

METHOD:

1. Clean and cut the squid then place into milk overnight or lemon juice for 30 minutes prior to cooking, to tenderise.

2. Combine the flour, cornflour and spice mix then place in the calamari rings and toss to coat well.

3. Heat a heavy based fry pan or wok until hot, then add in the Cocavo Oil until it smokes.

4. Add garlic until it just colours, then add the calamari.

5. Cook for 2-3 minutes over high heat but not for too long as this is what makes it go tough.

6. Remove drizzle reserved pan juices over the top, and sprinkle chopped parsley.

FOR THE BASIL AND LIME MAYONNAISE

6 fresh basil leaves

Juice of ½ lime

1 egg yolk

½ cup mild flavoured olive oil

Pinch of salt and pepper

1. Blend together a kitchen blender or a stick blender and adjust seasoning to taste.

2. Alternatively use a readymade mayonnaise, add lime juice and chopped basil.

3. Serve with lemon or lime wedges & the basil/lime mayonnaise on the side.

with

SAUVIGNON BLANC 2022

This 14th vintage of Sauvignon Blanc – previously awarded World’s Best Sauvignon Blanc Trophy (IWSC Asia), and consistently awarded 90+ points, this wine is vibrant aromas of limes and ripe rockmelon with a hint of Feijoa. The palate is round and full with balanced acidity and a moreish finish.

WHEN IS A BOAT NOT JUST A BOAT

How many boat brands with models are available in New Zealand? In a country of 5 million there are almost as many boat manufacturers. (Slight exaggeration) Currently probably a 100 boat brands or more. Back in the 50’s & 60’s when I was a kid boats, either came with a cabin or were an open runabout. They did everything; water-ski, fish, picnics and joy riding. Most were built from wood. With converted car engines and 2 stroke outboards were the norm.

Our family started in 1964 with a 19’ Hartley Cabin Cruiser powered by an engine out of a hay bailer and connected to a France Craft stern drive. It could crack 10 knots on a good day. After a couple of years Dad repowered it with a Ford Cortina. The speed increased to 18 knots with 1 or 2 up. This fine vessel did everything for us. We fished, water-skied and we picnicked at Browns Island or Motuihe Island. We even wake boarded using a surfboard. Pegasus was pretty much the same as all other cabin cruisers of the era. It had an open cockpit, a bulk head for the steering station and a couple of bunks in the cabin. Not that we ever stayed overnight, but it was useful for storing out of the weather, what-ever we took when going boating for the day. We later graduated to a 17’6 Marksply with a 90 HP Evinrude. Much the same but faster. Runabouts were pretty much all the same

too, with a couple of seats in the front and a couple at the back.

Go 50 years into the future and we find that trailer boats have specialised to a huge degree. The family cabin cruiser still exists but comes with many variations to accommodate various degrees of family fun and fish-ability. They are dual purpose family, fishing, ski /wake, dive boats.

Runabouts have morphed into bow riders and deck boats. Ski and wake boats have developed ballast tanks and tow towers.

construction materials and methods. In the 50’s wood was the common material. Then in the 60’s moulded fibreglass came on the scene. The 70’s brought us aluminium. Moulded plastic boats appeared in the 80’s. in New Zealand, today the market is dominated by alloy boats with fibreglass and plastic making up the balance. Each material and construction method has its virtue. The multiplying effect of styles and materials makes the model variations enormous. The choice for the consumer is very confusing. Toss in the engine equation with the modern inboard diesel and petrol engines as well as the, electric, diesel and petrol 4 stoke outboards and you have a lot to think about.

PWC’s have become all-round fish and fun boats. Jet boats have become hardcore and very specialised. The specialist fishing boat comes in many different configurations to suit all the angling styles practised. There are cabin boats, cuddy cabin, walkaround, centre cabin, centre console, boats with casting platforms, game rigged with chairs, dive boats, boats for fresh water fishing and so on.

Chuck into the equation various

The moral of the story is that there are a thousand variations on the theme. Try and figure out what it is that you want to do with your boat? There will be a style that suits you. If its wakeboarding, skiing, jetboating etc. it’s a bit easier to pick. If its fish or family there are many models that do both well. If it’s just fishing the choice gets much harder, but there are plenty of styles that will fit your needs if you think about it. Inevitably, for most kiwis its family or fishing or a bit of both. Fortunately, most Kiwi boat brands offer great boats that do more than one thing well. In a country where there are more boat brands and models than there are sheep we are well catered for as boaties.

STREAM PROPULSION STRIKES DEAL WITH TOHATSU

Japan’s Tohatsu Corporation will deliver key components for electric outboard motors to Stream Propulsion. Swedish boatbuilder, Nimbus Group, together with partner company Stream Propulsion, has signed an agreement with outboard manufacturer Tohatsu Corporation on a new supply deal for electric outboard components.

Founded in 2020 by Tom Kühne and Benny Lindbrandt, Stream Propulsion has developed an electric outboard motor which is available in a 30- or a 50-horsepower version. The motors are powered by specially designed battery packs than can be charged with power from standard electrical outlets.

Nimbus Group owns 50% of Stream Propulsion which develops and markets electric powertrains for marine leisure boats. Nimbus said its involvement with the propulsion company is one of several projects in which the builder is taking part in the development of cost-effective and commercially viable new technology. The latest project agreement means that Tohatsu deliver key components to Stream Propulsion, which will then integrate them with Stream Propulsion’s motor and proprietary control system.

CATERPILLAR NEW YACHT CONTROL SYSTEM

MPC100 powertrain control system compatible with full Cat engine line and major marine transmission systems. Caterpillar Marine has introduced an ergonomic powertrain control system designed to bring advanced functionality to leisure yachts. Designed for yachts, sportfishing boats and light commercial applications, the new MPC100 is designed to provide engine and transmission control for either single or twin-engine configurations with up to eight command stations.

Additionally, the main processor of MPC100 incorporates an innovative built-in redundancy system that supports backup power to ensure safe and continuous operation of the main control systems. There are a variety of configuration options making the MPC100 suitable for control of powertrain arrangements in various marine applications.

Advanced integration capabilities and plug-and-play installation and full compatiblity with major marine transmission systems make the MPC100 suitable for both OEM and retrofit applications. Now shipping, the control works with all Caterpillar marine engines including the company’s new 2,025hp C32B. TERRACAT.CO.NZ

JOYSTICK DOCKING FOR SINGLE DIESEL STERNDRIVE

Volvo Penta has released a revolutionary joystick docking system for single diesels Aquamatic sterndrive installations. The new system integrates the steering, bow thruster, gear and engine speed into one easy-to-use joystick control. The company is the first in the industry to integrate the steering of the diesel sterndrive with the control of the bow thruster on a single engine installation.

One feature that makes the new system easy to use is the turn function on the joystick: you simply adjust the boat’s joystick control in the direction you want the boat to move, instead of having to consider traditional factors like counterintuitive drive direction, gear choice and hands-on actions with multiple controls.  Volvo Penta offers this Joystick Docking for new single Volvo Penta Aquamatic sterndrive DPI installations, or as a retrofit for existing Volvo Penta single DPI installations. The company will also introduce the option without bow thruster in the coming months.

300+ HP ELECTRIC OUTBOARD

The Evoy Storm 300+ hp electric outboard is now available. Evoy Storm 300+ is the most powerful electric outboard motor on the market. Evoy designs, develops and delivers a series of powerful electric outboard and inboard motor systems ranging from 120 hp to 400 hp continuous and has so far delivered to the market the Outboard Breeze (120 hp and 90 kW continuous power and 185 hp peak); and the Inboard Hurricane (400 hp with 300 kW continuous power and 800 hp peak) to commercial and recreational customers in 10 countries.

The new Storm 300+ develops 225+kW with 550Nm of torque and weighs 165kg. Range at 25 knots is around 37nm, but will vary heavily depending on the hull weight and design. The Evoy website shows a retail price of around $NZ126,000 with delivery in 2023. EVOY.NO

powerboatmagazine.co.nz

EVEN BETTER

When Barry Tyler reviewed the Herley Elite 8 a few months back, he was blown away with the finish and styling of the boat. I recently had the chance to run the bigger Elite 9m, and I agree with all his comments.

In my opinion, Kiwi aluminium boat builders lead the world in trailerable hardtop designs, and the Herley Elite 9m is an outstanding example. However, it's more than just another big alloy hardtop. It is different in many respects from the mainstream offerings, not only in the design with its plumb bow but also in the attention to detail and the raft of innovative ideas. It is a quantum leap from the Ramco 700, the first production hardtop built in New Zealand, which I reviewed in the mid-1980s.

This was the first Elite 9 to be built and will be soon followed by a second. Interestingly both boats are destined for Australia, and both have an absolute accent on fishing. Our particular boat has been taken to the fishing extreme in many areas. Firstly the rod holder options are immense. There is lockable storage for ten game rods reels tucked up in the forward berths, the usual coaming holders, and a practical motorised rocket launcher. With the flick of a switch, the overhead rod

rack drops down to a more manageable height to drop in your rods. Job done, you simply raise it back out of the way. Very cool and something I have not seen before. A real winner for shorter fisherman.

One of the stand-out features of this boat is a combination side boarding door and swim platform, which provides easy access on and off the Elite from the dock or the water. Being a keen diver, the side door is even more practical, as coming back about with dive gear on can be a bit of a squeeze around the twin outboards.

A central panel on the starboard side of the cockpit can be lowered to produce a 1m wide swim platform, complete with a ladder. We are seeing this innovation on superyachts, but very few trailer boat builders have incorporated it into their designs.

Then there's the bait station which itself is a work of art. Mounted on cantilevered stays, you can change positions from beside the central walk-through to

Another great feature in the cockpit

The wheelhouse has a small galley to starboard and large dinette to port.

The environmentally friendly Esthec decking is used throughout. Note the swing over bait station.

right above it. It also has a built-in tackle draw and a small bait bin for quick access to wet baits.

The 5.34sqm cockpit has many features and uses. A foldout table on the portside gunnel gives the owner space to enjoy a cocktail outside but undercover. Seats fold out either side at the rear of the cockpit and, when not required, go back to leave an unimpeded fishing space.

The cockpit is self-draining and primed for fishing adventures with features like padded gunnels, state-ofthe-art rod holders, raw and freshwater washdowns and knee-activated wash stations.

The hull runs from 60 deg forward to a shallow 10.5 deg aft at the transom. There's also a deep keel to help tracking and handle in severe conditions.

Nice and open between the cockpit and wheelhouse. Note the adjustable rocket launcher above.

There's a massive underfloor storage locker, a forward kill tank with macerator pump-out and a dedicated compressor storage locker. Space is provided for dive bottles and fender storage, so no area has been left unused. There is a tackle locker in the transom and two large draining lockers for tuna bags or extra ropes in the transom. Storage has been another important part of the build, and the Herley Elite 9m is awash with it.

PLUMB BOW

Herley Boats are designed from the hull up by the talented Nic Herd, and the Elite 9m is no exception. They have retained a proven hull shape which draws from traditional plumb bow theory, creating a long waterline length and fine entry with a relatively flat aft area. The Elite 9m is both stable at rest and underway.

I took the boat out from Tauranga Harbour into a deep swell off the Mount. I soon found it was a boat that liked plenty of in-trim heading into the swell and a lot of the reverse coming back. I did get it a little wrong when heading back through the entrance. With only two bars on the trim guage, I nose-dived into a swell and took a big green one over the bow. However, don't blame the boat. That was driver error, and once I corrected the trim it ran fine and held its nose high.  While the owner had opted not to put on a windscreen wiper, I would undoubtedly fit one. With a combination of rain and salt spray messing up the vision, I found it hard to look through the screen. In my opinion, spray-on rain repellants aren't good enough.

While talking about the hull's performance, I have to say I was blown away by the acceleration from the holeshot, and I managed to clear everything off the internal table when I hammered the throttle.

The Elite 9 is powered with a pair of Yamaha 300s complete with DES, so the steering and throttles are extremely precise. We were running a pair of 17" Saltwater Series propellers, which were not exactly ideal for the boat and after the review, a pair of 15" props were to be fitted. These should add a few 100 rpm to

achieve the desired 6200-6300 rpm and put less load on the engines.

Regardless, we hit 45.5 knots @ 5900 rpm and had a sweet cruise around 4500 rpm @ just shy of 34 knots. Upwards of 50 knots is certainly achievable. While the stability at rest is excellent, once we turned on the Quick gyro, everything changed, and in a sloppy side sea, the boat retained a stiff, level attitude. I was surprised by how fast the Quick built up to full power and the difference that it made. Indeed, a great option to have on a boat like this, especially when you could be fishing over a 600m deep canyon, 30nm offshore in a choppy sea.

The Herley Elite 9m is tough with 6mm hull plates, 5mm topsides and 4mm wheelhouse and decks. Internally there is a mix of frames and longitudinal stiffeners, which provide a rigid structure. This boat doesn't rattle, and it feels solid when underway. The cockpit is finished with Esthec faux teak, and the hulls are all painted. In our case Majestic Blue with pearl white topsides to match the Yamaha outboards.

LOADED

Along with the Quick gyro, our Herley Elite 9m was loaded with extras; such as the Lone Star GX3 drum winch, IRIS s290 thermal camera, solar panels, Taco motorised VHF & FM aerials, Hella Nav

lights, a very complete electronics package, which was the owner's choice.

The owner of this particular boat went all out with a C-Zone system, BEP Smart Battery Hub, Garmin GPSMAP 8416 MFD, Fusion stereo, Garmin VHF, Zipwakes and the full Yamaha DES system. Over on the transom alongside the pair of Yamaha 300hp outboards are a trio of Ocean LED unwderwater lights.

FORWARD HEAD

A benefit of the plumb bow means you have a lot more internal space to work with, and in the case of the Elite 9, the forward area has been used for the enclosed head compartment. While our boat didn't have a shower, you have the option to install one. It's a generous space which also makes a great private changing room.

The interior cabin and wheelhouse are finished with crown cut veneer cabinetry, marine vinyl upholstery and Infinity woven flooring and carpet. The berths are a generous 1.95m and 2.40m, respectively, so there is no excuse for not being able to stretch out and get a good night's sleep. Hella lighting throughout gives you all the extra light you need, plus there is a deck hatch. In the saloon space, the dinette table lowers to form a third berth.

A forward-opening windshield allows air to flow through the space, plus there are sliding side windows

The very practical side door is a great feature.

A Garmin GPSMAP 8416 MFD holds centre stage on the dash.

There is serious storage under the cockpit sole.

Twin Yamaha 300s gave us a top speed of 45.5 knots.

and an overhead hatch. Cabin fever is not something you will feel on the Herley Elite.  A solid bulkhead divides the cockpit from the wheelhouse, with a starboard side door and port side bifold windows providing some natural flow. The layout is very traditional for a boat of this style, with a starboard side helm and galley with dinette and lounger to port.

The compact but efficient galley has a fridge/freezer under the aft seat, an induction hot plate, and a stainless bench top. There are also plenty of storage options below, plus here is where you'll find the foldout 24" TV. The helm seat folds up to expose more galley space and the induction hot plate.

STILL TRAILERABLE

The Herley Elite 9 is just a tad under 9m, 8.952m to be exact, and due to the upright bow design, the length on the waterline is still 8.7m. So when they say it is a 9m boat, it is, without having to throw in the extra length added for the boarding platform and bowsprit.

While the external beam is 2.8m, it is technically overwidth but is still legal and easily trailerable, albeit you need a reasonably substantial tow vehicle. A big alloy boat like this isn't going to be light, but the Herley Elite 9 is built with weight in mind to keep her towable. Using the latest technology, Herley Boats have the Elite weighing in from 4.5 tonnes on the trailer and 3.5 tonnes on the water. Bring on the Ram.

The Herley 9m is a beast of a boat. Its dimensions make it an imposing vessel on and off the water. It has the ride and handling you would expect from a boat of this size and weight. The best thing is if you like the design but don't like the layout, Nic is happy to sit down with a clean sheet of paper and come up with something that suits you. Customisation is the key word with Herley Boats, and along with that, they bring the highest possible fit and finish to every boat.

Aclean, shiny gel coat or painted finish sheds grime, salt and marine growth much better than a weather-dulled finish. It’s easier to keep clean, and it won’t deteriorate as rapidly, helping to hold the value of your boat when the time comes that you want to sell it.

Finish treatments can be broken into two categories, waxes and ceramic coatings. Waxes basically bring out the shine and protect a finish that’s already present, while ceramics add another layer or coating to the existing finish.

Whatever protection you choose, it’s a must to prep the finish first. This starts with a soap and water washdown. On new finishes, that’s all that’s needed, while on those with some age, using a very fine rubbing compound may be needed to get rid of chalking and glazing on the old paint or gelcoat. Some products include a fine rubbing compound in the wax for one-step application, easing the job, but these are generally not adequate for severely aged surfaces. Follow the manufacturer’s instructions carefully because some products can produce a surface full of swirls and dull areas if not applied correctly.

Waxes and Polishes

Many waxes for boat finishes are based on Brazilian carnauba palm wax, a natural product used to create a slick, non-stick finish. In addition to boat and auto polish, it’s also used in a wide variety of products from cosmetics to release agent for fiberglass hull molding. It’s environmentally-friendly and even used in food stuffs and pharmaceuticals. Other waxes are synthetics based on a mixture of chemical polymers designed to improve the sheen and resilience of vehicle paint. These are generally somewhat less shiny than carnauba wax and tend to cloud over time but may last longer. In either case, they can bring out the shine of gel coat or paint and keep your boat new-looking much longer. A good wax job typically lasts 3 to 4 months in summer weather. In tropical conditions, reapplication three to four times a year might be needed to keep a finish in prime conditions, while twice-yearly waxing is likely to be adequate in more northerly locations.

Waxing is a simple process but just smearing on wax won’t bring a shine back to a chalky gelcoat. It takes some careful preparation, starting with a good washdown

with boat soap. On a new or near-new hull, no further prep for waxing may be necessary unless you’re a real “shine-atic,” in which touch up with an automotive-style clay bar may be necessary to further smooth the finish before waxing.

On more oxidized hulls with visible chalking, “compounding” is the next step.

It’s a polishing process with extremely fine cutting compounds suspended in a poly base, done either by hand or with a buffer. The compounds are available in various levels of cut, from very mild to very aggressive—choose one that suits the condition of your hull.

Applying the compound by hand gets the job done, but it goes much faster with a buffer in the 7” to 10” size. And note that rubbing compounds come in various “cut” categories, with some of the more abrasive mixes capable of taking off some pretty serious scratches. But also be aware they can burn off your actual gelcoat as well if you use too much pressure, turn the buffer up too high or buff with the edge instead of the middle portions of the pad.

The pros advise working in the shade on a hot day, or in a garage on a cold one. If your surface is already in pretty good shape, you can probably get by with a two-in-one cleaner/wax, which saves time and energy.

Keeping a shine on the exterior of your boat is not only a matter of pride, it’s also smart maintenance.

Collinite Wax

Collinite wax products has been making car wax since 1936. Collinite is one of the original makers of carnauba car wax and Collinite's Wax Products proprietary formulas are still gainin g accolades 70 years later. Among the most popular Collinite products is their Collinite Insulator Wax #845, a liquid carnauba wax that beads water for several months with one application.

If carnauba paste wax is your preference, Collinite Super DoubleCoat Auto Wax #476 offers up to a year of protection with a warm, reflective shine. Collinite’s 850 metal wax brings your boat’s faded, rusted, and tarnished metal accessories and fittings back to life. This rejuvenating polish saves both time and money by combining restorative and protective properties in one step. Safely removes stubborn discoloration, mild rust, oxidation, and blemishes. Wipes off to reveal high lustre shine and coating that guards against future rust, stains, and weathering. For a variety of marine metal finishes; non-coated and non-painted metals.

MAYNEFOSS.CO.NZ

Marine Washcoat & Shine

Attack’s marine washcoat and shine is a combined was and wax that uses an acrylionic formula designed for use with salt-attack mixer. It cleans and protects your boat and removes stubborn grime. Environmentally friendly and biodegradeable it leaves behind a harder than was protection and shine which has been tested to protect and delay the speed of UV damage.

Here are some good choices for waxing and polishing your hull, whether the finish is gelcoat, metal or paint.

3M Marine Restorer & Wax

3M Marine Restorer and Wax is a combo product with a rubbing compound included in the wax polymers to allow easy, fast polishing. The company says it removes light to medium oxidation, filmy residue from lake, river or ocean water, rust deposits, exhaust stains and dock skid marks. The 32 oz. (0.9 l) size is about $40. The company’s website has detailed procedures for cleaning, detailing and refinishing—note they recommend different products and procedures for gelcoat and for paint.

Shur-Hold’s

Pro Polish

Shur-Hold’s

Pro Polish is a polymer-based formula with cosmetic grade ingredients and contains no fillers or talc. It goes on quicker and easier, per the company, while protecting your finish against sun, salt, acid rain, and other harsh environmental elements. There’s no white residue left as the product dries, because there’s no talc or other filler, so the job is faster and easier. The product is also economical, at about $100 for a gallon (3.78 L) jug. The company also offers Buff Magic Compound for cleaning up oxidized surfaces—it includes jeweler’s rouge, good not only for fiberglass but also metal fittings. Their website also includes a number of blogs on how to polish your boat.

MAYNEFOSS.CO.NZ

Star Brite

Marine Polish

Star Brite offers a full suite of hull cleaning, polishing and waxing products including Premium Cleaner Wax designed to both clean and polish hulls with light to medium oxidation. It’s a one- step process, but the company also notes that adding a coat of Star Brite Marine Polish will extend the shine. Both products are moderately priced, about $25 for a 32 oz. (0.9 L) bottle of Cleaner Wax, about $30 for 32 oz (0.9 L) of Marine Polish.

MAYNEFOSS.CO.NZ

Marine 31

Marine 31 offers a full kit including a Porter Cable 7424XP Dual Action Polisher, a cutting pad, finishing pad and the necessary polish, wax and sealer, all for about $220.

The company carries a full line of cleaners and polishes as well as varying grades of wax. Their “heavy cut” polishes are aimed at severely oxidized hulls, while their Gloss and Color Restorer is designed for light touch ups;

keep

Meguiar’s Polishes & Waxes

Meguiar’s was the product of choice when fiberglass boats were first mass produced in the 1950’s, the PVA Release Agent used in the production of fiberglass boats dulled the finish, and Meguiar’s polishes & waxes were used to restore a high gloss finish. Meguiar’s changed the industry forever with the development of the very first Mold Release Wax, allowing for high gloss parts to be produced directly from the mold. Working closely with boatbuilders over the years, Meguiar’s has developed a comprehensive range of Marine products spanning from washes to oxidation removers to polishes to waxes and everything in between to rejuvenate your finish, restore the gloss and

MEGUIARS.CO.NZ

Mothers Marine

Mothers

easy-to-use,

that creates a

harmful

leaves behind an

Mothers Marine Power Plastic removes

yellowing,

barrier

Far Flung Fiordland

on the journey of the MV Strannik, Rodney Russ takes to Fiordland in the first of a two part series.

It was Captain James Cook who first put Fiordland on the cruising map. In 1773 he sailed his ship the Resolution into Dusky Sound; his log for April 26th of that year records the following, “at 5 o’clock in the am the gale abated and we bore up from the land under all the sail we could set, at 8 the West Cape bore EBN1/2N, for which we steered and entered Dusky Bay about Noon in the mouth of which we found 44 fathom of water, a Sandy Bottom, the West cape bearing SSE and the North Point of the Bay North, here we found a vast roll in from the SW, the water shallowed to 40 fathom, after which we had no ground with 60, we were however too far advanced to return and therefore pushed on not doubting but what we should find

anchorage……” Cook was not the first person to explore Dusky Sound, discovering Māori (he called them Indians) already living in Dusky Sound.

How long they had been there and where they had come from, and what happened to them after Cook left, remains a mystery.

The logbooks, journals and charts which were published after Cook’s expedition returned home encouraged others to venture to this part of New Zealand and it wasn’t long before sealers, whalers, and prospectors (in that order) arrived. Fiordland was to become the site of the first European house in New Zealand, the site of the first European vessel built of local timbers in NZ (possibly in Australasia), the first European shipwreck in New Zealand, the site

of first land based whaling station and possibly the home of the first European women in New Zealand. Cook made a fundamental mistake by calling it a Bay; Dusky Bay (also sometimes called Dusky Sound) is technically a fiord, eroded by the advance of the Pleistocene glaciers.

There are 14 Fiords in Fiordland, all except one of them navigable by cruising yachts. Sutherland Sound (Fiord) is protected by a bar and is only accessible by Zodiac or similar, and then only in good weather and sea conditions. The navigable fiords have all been well charted, the latest editions being dated 2009. There is also a very good cruising guide published by the Mana Cruising Club and a very helpful book published by the Guardians of Fiordland entitled, “Beneath the Reflections”.

"... we steered and entered Dusky Bay about noon in the mouth of which we found 44 fathom of water, a sandy bottom..."

World Heritage Site

The Fiordland National Park is a World Heritage Site encompassing all of the Fiords. New Zealand’s Department of Conservation manages the land area down to the MHWS, while the Southland Regional Council (local government) administer the coastal waterways. The guiding document for all management decisions relating to the waterways is the Southland Regional Coastal Plan. Within the fiords there are a number of Marine Reserves and “China Shops” (fragile marine eco systems) with special protection, and anybody planning a visit would be well advised to familiarise themselves with these. The Plan also includes the requirement that all visiting vessels (including recreational boats) must obtain a “clean hull” permit before entering Fiordland. Details of how and where these can be obtained can be found on the Southland Regional Council website or in “Beneath the Reflections” mentioned above. This book also has descriptions and locations of all Marine Reserves, China Shops as well as local fishing regulations, with descriptive notes and maps on the most commonly used anchorages.

Almost all foreign yachts visiting Fiordland will have already completed New Zealand entry formalities at a recognised Port of Entry. However, at the time of writing Milford Sound was still listed as a New Zealand Port of Entry, this may have changed post Covid-19. Only two of the fiords, Milford and Doubtful, have road access. There is a public road to Milford Sound, but a permit is required to drive the road to Doubtful Sound. There are at least two local Te Anau based companies who will collect and deliver items to visiting yachts in Deep Cove and Milford Sound. Petrol and diesel is available in both Milford Sound and Doubtful Sound, it does however come at a price. There are no stores in either of these fiords, food and other supplies have to be ordered from Te Anau and arrangements made to have them delivered. There are commercial day and overnight trips advertised for both Milford Sound and Doubtful Sound, with a number of operators offering extended cruises through these and other fiords.

The dominant user of the fiords is the lobster fishery. This fishery has become a lot more sophisticated in recent years with bigger and faster boats, nearly all of the catch is exported live. Helicopters take it from the boats to Te Anau and from there it is flown to either Christchurch or Auckland to be transhipped to International markets. The Total Allowable Catch (TAC ) for this area known as Cray 8 is currently 1,200 tonnes per year. If you have a wet suit (at least 7mm) and snorkel it is relatively easy to get a feed of crayfish and paua, and with a simple rod or handline you will be able to catch plenty of blue cod. Important Note: check the boundaries of the Marine Reserves and respect these, as well as the daily catch limit for the inner and outer fiords and familiarise yourself with the size limits for the various species. Remember, ignorance of the law is no excuse.

Limited Anchorage

Despite their size and grandeur there is in fact a limited number of anchorages in Fiordland, any vessels planning on cruising here should ensure they have at least 120-metre (ideally 150-metre) of quality chain and a good anchor. It would also be advisable to have a 100-metre strong wrap readily accessible for use as a stern line. There are moorings in most of the fiords, these are used regularly by fisherman and/ or charter boat operators. All the moorings are privately owned, but there is no list of who the owners are or how to contact them; if you are sitting on a mooring and the owner turns up, you might be asked to vacate it. Many of these moorings have been down for years and are not regularly checked, so be cautious, especially if wind is forecast. The wind (when it does blow) either blows up or down the fiord, and can be strong to gale force. Local topography can also produce localised affects and only experience will teach you what those are. Fiordland is renowned for its high rainfall; the mean annual rainfall in Milford Sound is 6,813mm, and it rains there on average 182 days a year. You need to be prepared for wet, though it does mean that filling your water tanks is not a problem. Apart from rain, there are a number of water hoses in or near waterfalls and cascades that you can pull up to; these are marked in the Mana Cruising Guide. The prevailing weather is from the westerly quarter, usually either NW or SW, and can regularly reach gale force. My recommendation is to allow plenty of time, don’t be in a hurry.

The Marine weather bulletin is broadcast by Taupo Maritime Radio a couple times each day. There are two local coastal radio stations, Fiordland Fisherman’s Radio and Bluff Fisherman’s Radio, providing local forecasts and information. There is no right or wrong time to visit Fiordland, weather during the winter months can be quite settled, the only drawback is the shorter daylight hours.

The fiords divide themselves naturally (by their topography) into two quite distinct groups, firstly a) the Northern Fiords including Milford Sound to Doubtful Sound and secondly b) Doubtful Sound to Preservation Inlet. In this the first of two articles we look at the Northern Fiords, including Milford, Sutherland, Bligh, George, Caswell, Charles, Nancy, Thompson and Doubtful.

Milford Sound is to New Zealand what the Grand Canyon is to the USA or Uluru is to Australia; Rudyard Kipling described it as the eighth wonder of the world. For the visiting yachts person, it is a great place to visit, but there are no facilities and limited available anchorages. There are some mooring buoys in Deepwater Basin that can sometimes be used for short term stays; contact the Fiordland Lobster Company for these. Fuel can be purchased at their base and arrangements made to have stores delivered from Te Anau. The famed Milford Track finishes in Milford Sound and it is a great day walk to follow the track up the Arthur River. Sutherland Sound is only accessible by Zodiac, if you have good weather and sea conditions and somebody to look after your vessel, it makes for a great half day excursion. Anchor off the entrance and take your tender across the bar and into the river that leads to the fiord proper; there are no channel makers so take care at low tide as there are a few blind channels. The Dark and Light Rivers flow into the head of the fiord.

Bligh Sound is often overlooked and underrated by visiting yachts. It is one of my favourites, except for the lack of a really secure anchorage. The nomenclature tells a fascinating history with names like Escape Cove, Wild Natives River and Bounty Haven. The two recommended anchorages are Amazon Cove and Bounty Haven, but both are only fair weather anchorages. George Sound is popular and is possibly the most frequently visited of all the northern fiords. It has two really great anchorages, Anchorage Cove and below the Alice Falls. It is also the terminus of the tramping track from the SW Arm of Lake Te Anau via the Henry Saddle, known as the George Sound Track. As this is an arduous three or four-day tramp, don’t except to see lots

of people. The George Sound Hut can be found near the top of the fiord. Caswell Sound was the base camp for the 1949 American/New Zealand Wapiti Expedition. The quaint hut built by this scientific expedition still stands on the banks of the Stillwater River, a few hundred metres up from the head of the fiord. There is a secure anchorage on the north side of the river (45˚ 02.724’S 167˚ 18.305’E) you will need a good, long, strong stern line. With your vessel secure there I strongly recommend a hike to Lake Marchant, an hours walk up the true right of the Stillwater River. The track, or more precisely the route, is poorly marked, but you can’t go wrong and if you keep the river on your right you will eventually come to the lake. The Caswell Sound mining company was a short lived and unsuccessful attempt to mine marble. The scant remains of this venture can be found on the south side of the fiord near the entrance.

All-Time Favourite Fiord

Charles Sound must be one of my all-time favourite fiords. It branches into two arms some four miles from the sea; the Gold arm to the south and the Emelius arm to the North. There is great anchorage in Gold Arm (45˚ 08.612’S 167˚ 08.840’E) just a few hundred metres up from the helicopter pad opposite Lloyd Island, use a stern line to warp yourself back into the shore. The charts of the upper Gold Arm are not entirely accurate, as it is possible to pass east of Fanny and Catherine islands by keeping close to the eastern shoreline. Take your tender and explore the upper reaches of Gold Arm as far as the Windward River. Just a word of warning though, there are extensive mudflats at low tide, so don’t get marooned. The tide will eventually come back in but it would be a long wait while

being hounded by hungry sandflies. The Emelius arm is equally exciting but it does not have as good an as anchorage. We have successfully anchored and put a couple stern lines out at (45˚ 05.846’S 167˚11.604’E).

Take your tender and explore the Irene River, it is navigable for several miles through some of the most beautiful primeval forest you can imagine.

Nancy Sound is shaped like a leg and names like Leg Head, Foot Arm, Heel Cove and Toe Cove all attest to this. It is rarely visited by visiting yachtsmen, probably because of its proximity to Thompson Sound (see below) and because the entrance can look a little forbidding, especially if there is any sort of sea running. Anxiety Point at the entrance to this fiord says it all. There is a reasonable anchorage in Toe Cove, but a stern line is required.

if you are approaching from the North, Thompson Sound is the gateway to Doubtful Sound. Near where Thompson joins Doubtful Sound is the entrance to Bradshaw Sound and at the head of Bradshaw Sound in Precipice Cove are two of the best all-weather anchorages in Fiordland. The Doubtful Sound complex is the second largest fiord after Dusky Sound.

In the 1960’s a road was constructed into Doubtful Sound as part of the Lake Manapouri hydroelectric project. In Deep Cove, at the very head of the fiord, there is an outdoor education hostel for local schools, a wharf area for tourist boats and the few fishing boats that work out of here. There are also a few moorings suitable for overnight use; it is possible to purchase fuel here and arrange for supplies to be shipped in on one of the tourist buses that come in daily from Te Anau. It’s a great place to stock up in fuel, food and water before heading out through the Southern Fiords which I will describe in detail in a subsequent article.

held

for about four kilometres and it felt really good.”

Agood many speed bumps have hindered his spirited bid –COVID restrictions, handling tweaks and inclement weather among them. And just when he finally went to blow out the cobwebs in January, after a 10-month hiatus, police closed his river runway to search for missing man.

Tragically, a body was located in the afternoon and the entire day was lost for Warby’s Spirit of Australia 2 team. They did manage several successful runs the next day though.

Beyond that, however, it has been a case of safety fast for Warby as he gradually builds momentum towards breaking the world record set over 40 years ago by his legendary father, Ken. Rolling the dice is not an option in the crapshoot world of speed records.

Through his genes, his hands and his backside, David Warby instinctively knows when something’s amiss and when to ease off the pedal. Having built Spirit 2 with his own two hands, every inch is an extension of him. Drivers who didn’t know their boats so well – well, they’re no longer with us.

On a recent test run, while topping a whopping 400km/hr, the hydroplane’s

tail began to power slide, demanding a quarter turn of the wheel in the blink of the eye. David’s immediate attention was on decelerating safely, braking distance at this speed being about 1.8km; roughly the same as a loaded freight train doing 90kmh. Only later did he ponder the potential danger. It wasn’t a gust, nor an untimely ripple, it was a set-up issue that caused

the jet-powered speed machine to react so skittishly.

“This is why it’s crucial to gradually build our speeds and learn along the way, not just accelerate the boat or hold the sustained speed,” Warby says.

“I’ve got extreme respect for what I’m driving. My attention isn’t focused on ‘wow, this feels exciting and great’.

It’s really focused on, ‘right, what’s the boat doing now?’ … Dad always told me that you have to feel the boat, and be part of it. It’s very true.”

‘Dad’, as mentioned, is Ken Warby – holder of the current record mark of 317.6 mph (511km/h) set in 1978 by Spirit of Australia 1. Someone worth listening to, then.

Ken, at the tender age of nine, watched Donald Campbell running Bluebird then he promptly built a working scale model with a Jetex micro rocket motor. It scurried across a small pond in suburban Newcastle, NSW, fuelling a lifelong passion as it went.

At 13, Ken began building a full-size boat, to which he fitted a Ford Prefect inboard engine. David would eventually build his own first race boat in the same shed, using the original tools passed down from his grandfather.

“If you look back on the history of the water speed record, Dad’s the only one to build and design his own boat,” David adds.

With twice the horsepower, Spirit 2 accelerates much quicker than its predecessor.

The sleek hull is marginally longer and higher than its predecessor yet still legal trailable width.

EVOLUTION OF SPIRIT 2

Father and son worked cheek-and-jowl in designing Spirit 2 as an evolutionary offshoot of the original, which is now displayed permanently at the Australian National Maritime Museum.

They added a foot in length to round out at 30ft (9.1m), this extra footprint helping to dampen the pitching. Gunwale height is also marginally higher to accommodate a larger, albeit lighter, jet. Overall weight is 2.5t. Beam was determined by the legal towing width, just like every other trailable runabout.

“I’ve obviously got a lot of background information from Dad’s experience, so we’re not reinventing the wheel, just balancing it. Pumping the tyre up,” Warby adds. Speaking of balance, the aforementioned handling issue resulted

from the centre of gravity being slightly too far forward, which meant shuffling some weight aft and integrating a new tailplane. The design always allowed for this $60,000 addition … David’s initial budget didn’t. That’s where he and his team are at now, fine tuning the hull balance so it feels comfortable maintaining high speeds over long distances, even though it only has to run a timed kilometre. “I reckon we’re pretty close to solving it with the wing,” Warby reveals. “The faster you go, the smoother it is.

“I held 200mph (322kmh) for about four kilometres and it felt really good. The boat will look like it’s dragging its rear a bit, and the nose up a bit, but that’s its happy zone.”

Where Spirit 1 was the least powerful speed-record jetboat built, yet also the fastest – a testament to its hydrodynamics

and aerodynamics – its predecessor has twice the power and the potential to crack 350mph (563kmh).

The newer generation jet harnesses the equivalent of 10,000hp, its turbines spinning at a mind-blowing 10,000rpm. Warby has to apply the power gently since the immense torque can tilt the hull to starboard, yet acceleration is far more rapid than Ken’s boat.

David also has every conceivable safety feature at his disposal, including a carbon/ kevlar cockpit, six-point harness, on-board air system, GPS tracking, three-stage fire extinguisher and positive flotation. Ken didn’t even wear a seatbelt…

So what’s it like to drive? Is there a key to start the beast, or a red ‘launch’ button under a missile switch cover?

Er, no, just a plain button, says David,

adding that the main thing with starting a jet is keeping an eye on the exhaust gas temperature (EGT). He lets the motor spool up before introducing the fuel. A foot pedal, like in your garden-variety car, leaves two hands for the wheel. A tap on the throttle brings 35 per cent thrust, the equivalent of idle, to get the show on the road but little more. Off go the starter

and the igniter. The big power comes way, way later.

When running on his test site, Blowering Dam, folk can hear the roar from 15 kilometres away. David can’t, even though the motor’s more like 15cm away and the hull intakes are gulping copious amounts of air: “I wear earplugs with speakers in them but, no, I just hear a whistling sound

more than anything.”

There are fuel, temperature and oil warning lights on the dash to monitor occasionally. Revs are measured by a military-spec percentage gauge.

“We run the boat like an aircraft. Every bit of work that’s done on it, every change, every time it’s run, the exhaust gas temperature, every start, every service … it’s recorded on an aircraft log,” Warby adds.

THE RIGHT TEAM

Even without an after-burner, the jet generates an impressive heat wave.

“A few of the guys were on dad’s team and one is a retired squadron leader from the [RAAF] F-18s. That’s seriously the backbone of what we’re doing … I don’t care how much money you’ve got, if you don’t have the team of people, you haven’t got anything.”

Currently, Warby Motorsport is the only team in the world actively pursuing a record, but David believes there are many who naively think, “if Ken Warby can do it, I can do it too”.

“They all overlook his determination, his ability, his focus, and his boating background. That’s what catches them all out.

got extreme respect for what I’m driving”

“Right now, we’ve got everything to achieve the record. It’s just getting the time on the water to safely build it to that speed. I get bugged all the time but we’ll break it when it’s broken.”

It was David’s idea to go after the record, which in some ways juxtaposes his mild-mannered and measured demeanour. When he changes into his race suit, does he turn into a speed demon?

“No, no. Not at all. I think that gets you into trouble. I’ve been around this my whole life, and you just know what’s right and what’s wrong. You’ve got to understand what you’re driving, you’ve got to know how to drive it, and you’ve got to be able to solve problems.

“Every hour of my life, I’m thinking about how I can fix the boat, and how I can make it go better. The real excitement is sorting it out, and solving the problems”

So, it’s not about the thrill of the speed, it’s the chase, in a way. “It hasn’t been a walk in the park with this boat, but as my dad would say, it’s about building the better mouse trap.

“You’re backing your decisions, you’re backing your design, and that’s the real thrill of it. Look, I’m not saying it’s boring; the driving is fun. I like it, I’m never scared to get in the boat … but if something’s not right, you don’t just push on because it’ll probably be the last time you push on.”

The Ocean Alexander 35R was awarded Best in Show at Fort Lauderdale last year for a reason Capt Steve, from boattest.com tells us why.

Some of the more eye-catching aspects of the 35R is the aft beach cabana.

The 35R made her world debut at the 2021 Fort Lauderdale International Boat Show and came away with the most coveted prize... Best in Show. That, in and of itself, is remarkable.

Once you step aboard and see the excellent use of space, the floor-to-ceiling windows and just what an engineering masterpiece she is, Best in Show just doesn’t sum it up enough.

Ocean Alexander’s Revolution Series has taken the yachting world and turned it on its ear.  It literally rewrote the book on what a cruising yacht should be and this latest version is the culmination of all that the brain trust of Evan K. Marshall and Arrabito Naval Architects have to offer.

Designed to be the “icing on the cake” of the Ocean Alexander Revolution range, the 35R is at once an owner’s boat and a charter boat. She ensconces her guests in luxury and amazing views.  She sports a beach club with an adjacent exercise room and sauna. The foredeck seems to go on and on and the top deck is designed for entertaining while even offering relaxation in a jacuzzi.

As a charter boat, she boasts a separation of guests and crew that even includes a hidden entrance from the crew space to the guest accommodations that even we didn’t notice until we were on top of it.  It’s that discreet.

First and foremost, this is a cruising yacht with a profile reminiscent of the latest trend in expeditionstyle yachts with her plumb bow and robust lines.

BEACH CABANA

One of the more eye-catching aspects of the 35R is the aft beach cabana.  Gone are the days of the simple hydraulic swim platform creating a teak beach.  This is truly next-level thinking.  There’s a bar with a stone surface and a TV just above to port.  Below are refrigeration and an icemaker.  A sofa is just alongside.  Above it, all is smoked glass leading to the deck above.  Further aft is an expanse of open teak gathering and sunning space that can be populated with any combination of furniture and water toys that the mind can conjure. Stairs are just to the starboard side of the interior that lead down to a day head and an exercise room designed to hold perhaps a stationary bike or rowing machine.  A TV is mounted to the forward bulkhead.  To port is a glass-enclosed sauna.

There are wide boarding gates to both sides of the aft deck social zone, which consists of a U-shaped sofa surrounding a coffee table. All are on an elevated platform and under the protection of the extended hardtop, again with stylized detailing above the seating. Teak decking is used throughout all the exterior areas.  Just abaft, there is a sink to starboard and an open counter space for an optional grilling station to port, both flanking a smoked glass section to the beach cabana below.  A 42” TV drops down manually from the trailing edge of the overhead.  With a symmetrical layout, access to the side decks is to both port and starboard.

PANORAMIC SALOON

The saloon is accessed by pressing a single button to actuate the stainless-steel framed sliding glass door that opens to a full 1.42 m. It will stay open for 5 seconds before closing unless something/someone interrupts the closure, in which case it will open again. A twist of the locking mechanism will also lock the door in the open position to allow fresh air to ventilate the interior in conjunction with the two side doors flanking the dining area forward.

One of the most striking features we noticed upon entering the saloon is the floor-to-ceiling windows on both sides. That combined with the single-level deck and 2.16 m high ceilings give the room a remarkably wide-open feel. There’s L-shaped seating to the port side that wraps around a stone coffee table. Two free-standing chairs round out the seating. Across to starboard is a refreshment centre that includes a sink with plenty of countertop serving space. Below is stemware storage, a refrigerator and icemaker.    The transition to the dining room is delineated by the change from carpeted decking to natural wood.  The table is offset to port and seats ten and there is ornate decorative work suspended above.  The floor-to-ceiling windows continue to both sides, but here they are actually massive doors that open to merge the outside with the inside.  As with all the windows on the main deck, these too are fitted with electric blinds that can be controlled with a handheld remote.

MAIN GALLEY

The galley has a huge walk-in pantry with a refrigerator and a host of professional-grade appliances designed to prepare gourmet meals for the ten guests. There are Sub Zero refrigerator/freezers, a large convection oven, an induction cooktop, clever storage solutions including a wine chiller alongside an icemaker. Just across is a bar prep area. Equally important is how the 35R lends herself to the charter set with a separation of crew and guests. The crew can move from the forward crew quarters right to the side decks without passing through the passenger areas… more on the crew spaces later.

A stainless-trimmed marble walkway to the starboard side of the dining room leads ahead to the master on the same level. The walkway passes a dual set of stairs down to the four guest staterooms and up to the second deck social zone and pilothouse.  The galley can be accessed from both port and starboard as we move forward.  A day head is to starboard.

MASSIVE MASTER

The master is forward on the main deck and is full beam.  The king-size berth is centre-mounted with nightstands to both sides. Hull side windows are to port and starboard and include integrated portlights. There is a desk to starboard and a sitting area to port beneath the massive side window. There is more stylised detailing in the overhead. Storage is under the berth and walk-in closets are ahead and

Clockwise: One of the most striking features upon entering the saloon is the floorto-ceiling windows on both sides.

The galley has a huge walk-in pantry with a refrigerator and a host of professional-grade appliances.

The pilothouse on the second deck is the only operating station on the 35R .

There’s another great social zone at the bow.

The 35R comes with a hull shape and standard engines designed for a range of cruising and speed options.

The upper aft sundeck has a pair of L-shaped sofas and coffee tables, but can also converts to a large sunpad.

to both sides. To the forward bulkhead is a 50” TV flanked by doors to the head.

The master head is really where the innovations occur.

Not only are there his and her sinks but there are also separate enclosed water closets with a tub in the middle plus an enclosed shower. This is the most unique and well-designed master head we’ve seen on any yacht and it deserves the accolades that this yacht has been receiving.

The four guest staterooms are accessed from the single staircase next to the dining area. They are all positioned around a central foyer with the marble work theme carried from the main deck. There is a lighted display case at the forward end of the foyer that plays a significant role later on in our report. There are two queen staterooms aft and two twins forward, with berths that can slide together to form queens and all include private ensuites.  The queen berths are positioned against the hull side windows. A TV is over a vanity slash desk.  Again, each includes a private ensuite.

BRIDGE DECK EXTERIOR

The bridge deck has four distinct areas. Starting from the aft section, there’s an open boat deck, with sofas, an outdoor social zone, an indoor sky lounge and then the helm area.

The second deck aft social zone has a circular table that seats ten under a hardtop. An outdoor galley is to port with a grilling station, refrigeration and icemaker. Further aft is a sundeck with a pair of L-shaped sofas and coffee tables. A pop-up sunshade can be set up to add protection on sunny days. To the side is a crane allowing the area to be used as a boat deck.

We move inside through electrically actuated sliding doors that has an atmosphere of a relaxed gentleman’s club. There’s a bar to starboard with a stone surface and four barstools.  A window behind the bar ensures that guests maintain outstanding views from this elevated position.  Ahead and to port, there’s an L-shaped leather upholstered sofa and two freestanding chairs.

A 65” TV is to the forward bulkhead.  More large windows line the port side.  The elegance and style of the room is carried from the lower decks and the stonework of the bar has a waterfall effect down the side rather than revert to a timber siding.  A day head is adjacent to the top of the stairs.  Back outside and to port, there’s another set of stairs to the Skydeck.  At the top of the stairs, there’s a jacuzzi surrounded by sunpads.  Then there’s a starboard bar area and a social zone just ahead with dual forwardfacing doublewide seats and a walkthrough between plus a flip-down 50” TV at the forward edge. All of this is under the protection of the hardtop.  Lastly, there’s another social zone at the bow.  A U-shaped settee wraps around a pedestal table with a large sunpad just ahead of that.  The area can be left exposed to the sun or a pop-up sunshade can be erected and supported by four stainless stanchions.  Forward of the galley is a set of stairs leading to the crew’s quarters, which in the 35R, are located fully forward.  It consists of the dining area and a

This is the most unique and welldesigned master head we’ve seen on any yacht.

There are four guest staterooms as well as the master.

modest galley, a captain’s stateroom, two twin-berth staterooms, an additional refrigeration area with eight large refrigerator/freezers adjacent to the laundry area with four machines and a passageway leading to a clever secret entrance to the guest staterooms.

VESSEL INTEGRATION

The pilothouse on the second deck is the only operating station on the 35R and it clearly has Evan K. Marshall’s fingerprints all over the design. A floating panel houses three large monitors with complete vessel integration, while the lower carbon-fibre panel houses the engine monitor screens, compass in line with the wheel, autopilot, a rudder angle indicator and way over to port is the Atlas Marine electric bus controller. Three Stidd helm seats have high backs, flip armrests, flip footrests and the centre captain’s seat has display and autopilot controls on the armrest.  A watertight door is to both sides.  A captain’s workstation is abaft and to port.

The engine room is organised and well laid out with everything properly labeled.  Standard power is the twin MAN V12’s at 1900-hp, with option of twin MTU V12’s at 2600-hp each. The 35R comes with a hull shape and standard engines designed for a range of cruising and speed options. The near-vertical bow has been widened out to create extra volume. A thin bulbous bow yields extra efficiency at slower speeds, but still allows for an impressive 22 knots top speed with the standard engine package. At cruising speed of 14 knots, owners get an 800 nautical miles range, while at 10 knots, the 35R offers more than 2,000 nautical miles, according to Ocean Alexander.

Ocean Alexander has really outdone not only the competition but themselves in making a beautiful yacht that will serve an owner with a large family that can offset the ownership experience by offering the 35R out to the charter set.  With a crew of five, she’s well suited for both tasks.  Aside from being the best in show, she’s among the best we’ve seen.

SPECIFICATIONS

Boat Design Name Ocean Alexander 35R

Year Launched 2022

Designer Evan K. Marshall and Arrabito Naval Architects.

Builder Ocean Alexander LOA 35.6m LOH 31.83m

Beam 7.64m

Displacement 165,600kg (Dry) Draft 2.11m

Max Speed 23 knots

Construction GRP Composite Fuel Capacity 19500 litres Water Capacity 2270 litres Engines Upgrade power twin MTU 2600hp Drive Train Conventional Shaft Generator 2 x Kohler 55KW

Base Price of Boat $USD 17m

Contact: Alexander Marine Australia +61 (0)7 5618 0000

Unlike cars, boats don’t go to the wreckers and it is not uncommon to see fibreglass boats that are 30 years old still being used today and some in almost as-new condition. In fact, several have been given a new lease on life with a full re-paint or even wrapping. If your boat is in good order but the engine’s getting a little tired, then changing to a new or even late model, lower hour engine is certainly a wise investment.

Unlike a car that normally doesn’t increase

in value just because the engine may have been rebuilt, or it’s got new tyres, a new inboard or outboard engine adds value to the overall boat package.

The engine is the heart of your boat.

Without a reliable and durable engine that does its job in any situation, owning a boat is no pleasure but instead a never ending struggle against the elements.

If you have a boat you like and are satisfied with but find that it is powered by an engine that no longer meets your

requirements, you stand to gain a lot by replacing it. Thanks to the fast pace of technological developments in recent years, you are going to notice some major changes when you change to a new engine: increased safety and reliability, improved comfort, better driving pleasure and more secure manoeuvring, higher performance, immensely reduced environmental impact, easier adaptation to modern accessories, better fuel economy, and increased value of your boat overall.

A NEW ENGINE INCREASES YOUR BOAT’S VALUE

By just how much depends on the type of boat and how attractive your particular boat model is on the market. Having said that, it is unusual for the entire cost of re-powering to be recovered in terms of enhanced resale value. However, if you make a comparison over a number of years between having a new engine with all that means in terms of high operating reliability, and running an old engine that may require major and perhaps even recurring repairs, re-powering may well make sound economic sense. The main reason for re-powering, however, is quite simply because it gives you so much more enjoyment out of your boat. You invest in security and peace of mind, knowing that your boat will power you safely every time you want to head out to sea.

One option instead of re-powering your boat, is to consider reconditioning the engine to give it a new lease of life, or to at least make it last a little bit longer.

Reconditioning instead of fitting a new engine is an alternative to consider. However, no matter how you look at it, an engine ages and there comes a time when it simply doesn’t make economic sense to repair or recondition it. The challenge is to avoid repairs and reconditioning that involve major investments in an engine that will still never be able to deliver the performance and reliability you want.

When it comes down to rebuilding an engine or re-powering, when you’re looking at a rebuild option what you have to take into account is that it can take just as long to strip a 100hp sixcylinder engine as it does to strip a 400hp six-cylinder engine. Your labour costs can often be the single largest cost of the overhaul. Therefore, it is important to consider the overhaul cost and to then compare the price of a new replacement engine. If you are replacing like for like, sometimes it is cheaper to purchase a replacement engine and re-power the boat. With a re-build you will have the cost of stripping the engine down to inspect what sort of wear and tear there is, then you have the cost of machining of the block, crank and cylinder heads, replacing worn components, then the cost of putting it back together.

This versus buying a new engine, in a bob-tail format, without all the wiring looms and engine mounts etc which can reduce the cost. Then you also have added benefit of the new engine warranty. Talk to your distributor or dealer as they often have many different options to keep rebuild costs down for you from long engine’s to short blocks to complete overhauls kits. People’s interpretation of a re-build varies. Some only replace components that need to be replaced, and think that the rest is fine and will last the distance for now.

When considering a re-build as an option make sure you have a detailed list of what the job includes and what components are being replaced so you can make an informed decision.

RE-POWERING INVOLVES

MORE THAN JUST THE ENGINE

A marine engine installation consists of more than just the engine. It is connected to several systems that must all be optimised to suit both the engine’s and the boat’s characteristics. Electrical: The electrical system is vital for engine reliability. It must be dimensioned correctly and with reliable connectors throughout.

age with time and lose both conductivity

For safety reasons, they should be checked and replaced when needed.

Air:

the engine must have a clean,

Yanmar along with Mercruiser and Volvo Penta also offer their own sterndrive package.

undisturbed air supply. The needs of the new engine may be different from the one replaced.

Fuel: A reliable supply of clean fuel is crucial and the fuel system should be thoroughly checked. Also, since fuel is flammable, there must be no leakage. If converting from gasoline to diesel, the tank and fuel lines may have to be changed.

Exhaust: The exhaust system affects engine performance, engine sound and onboard comfort and must be dimensioned for the new engine. Rubber hoses should be checked for wear and signs of aging.

YOU NEED A COMPETENT ENGINE SUPPLIER

Choosing an engine supplier for your re-powering is as important as choosing the right engine. No matter whether you intended to subcontract the entire job or do it all yourself, you will need to have contact with a dealer that has experience and competence. Look for a reputable dealer with experience of re-powering jobs like the one you are planning. A competent dealer is indispensable to a successful result, not least when the time comes for start-up and a test run.

COST

It may seem simplicity itself to find out what a new engine should cost, especially with all the information that is so easily accessible in today’s modern electronic society. However, just don’t forget to compare like with like!

The price of the engine itself is one part of the cost. The cost of installation, trade-in value, any additional components that are required and modifications to permit installation in your particular boat must also be considered. Once again it is the choice of dealer that is crucial.

Make sure you get a detailed and all-inclusive proposal from your dealer. The proposal should be based on a complete inspection of your boat that you and the dealer carry out together.

Here, you should go through all the systems that are affected: water, exhaust, air, fuel, electrics/electronics as well as any other work that you may want to have done at the same time. Take advantage of the dealer’s experience to find out what your possibilities are, and think carefully about exactly what you want improved in your boat.

The most secure solution for you is a “turnkey job” that includes everything. The dealer will carry out the entire re-powering operation and guarantees that the boat will function correctly with the new engine. If you want more work carried out, this must be specified in the proposal.

The same thing applies if you want to do all or part of the job yourself.

Draw up an agreement that specifies exactly who does what and what the dealer’s responsibility is regarding the final result.

The Scania 9 and 13-litre in-line and 16-litre

engines span from 220

to 1,200

and provide the kind

and

boats. The reliability of the

as well as their

to-weight

make them

CHOOSING THE RIGHT ENGINE IS CRITICAL

The right engine for your boat depends on a variety of factors: how fast you want to go, how much power margin you want, how important comfort is for you, how many passengers/how much load you generally carry and so on. The engine must naturally fit as regards size and weight, and in addition the air and water supply must be matched to the needs of the new engine, the fuel system has to be appropriately dimensioned, instruments and controls must be added, and much more besides. If you switch to an engine with higher power, you need to examine the, transom, engine mountings, the transmission and propshaft or drive. The correct choice of transmission and propeller requires specialist know-how and here, you really need the help of a highly competent partner. Some boats are also certified for a specific power range, which limits the choice.

These are important issues that have to be dealt with correctly right from the start. If you’re not in the financial position to purchase and

Volvo Penta offer a wide range of engines in either shaft drive, sterndrive or IPS drive format.

re-power with a new engine, the second hand market is worth a look, with quite often a lot of re-conditioned and low houred engines available.

The greatest achievements in technical development have taken place with diesel engines, they are now a lot lighter, have electronically controlled common rail fuel injection, multi valves per cylinder and various types of optimised forced induction with turbocharger and sometimes also compressor (supercharger). All this

gives performance equal to, and sometimes even better than, that of petrol engines of the same displacement.

At the same time, fuel consumption is lower, reliability is greater, service life longer and second-hand value higher.

Petrol engines offer high performance and relatively low weight. Electronic fuel injection gives high reliability, low emissions and fast response for an enjoyable experience at the helm.

If you switch from petrol to diesel, you can often specify a lower power output without actually losing anything in terms of performance, apart from outright top speed, since a diesel engine offers better torque as well as being designed to operate closer to its max rev limit.

'... fuel consumption is lower, reliability is greater, service life longer and second-hand value higher ...'

GOODBYE DINGHY

Sealegs

boat to a whole

Milner spent a few hours on

Harbour putting the new boat through its paces and came away impressed.

GOODBYE OARS

Now that’s a big boat for the beach.

What started in 2001 as an idea on a napkin, like all great success stories of kiwi ingenuity, has grown to become a success story of kiwi boat building some 20 years later and some 1500 boats on the water, and let's not forget the beach too. For those that don't know, Sealegs combines one of New Zealand's privileges of great boating with trouble-free launching, retrieving,

and going ashore and exploring our beautiful coastline. Of course, it doesn't stop there. Sealegs boats have gone worldwide in recreational and commercial operations and are now in more than 55 countries. It's a true testament to New Zealand boat building. It is fair to say that there have been other designs for boats with wheels, but Sealegs were the first, and they certainly know how to stay out in front.

The forward cabin is practical with no frills attached.

A compact practical galley is well equipped.

THE WHEELS

The drive train is genuinely remarkable and combines some great features. Whether you are using the Sealegs System 70, 100 or even the Sealegs Electric, some neat, important, and innovative features put the Sealegs Amphibious drive system at the forefront of amphibious technology.

There is a a port dining area which can convert to a double berth.

The helm is clean win large MFDs.

All wheel drive: This provides the maximum power to transition your boat to shore and where you need to go. Some manufacturers only have the rear wheels powered, which can cause the front wheel to dig into the beach. Having the front wheel powered also enables better steering.

Automatic Braking System: The rear wheels automatically engage the brakes when you stop. No accidents with the boat heading downhill while you're having a picnic, and it's also great in case of malfunction.

Enhanced Power Steering (EPS): While in boat mode, the front wheel remains straight – it's not connected to the engine steering. Not the best look on some amphibious systems but not a Sealegs.

When you put the wheels down, it engages the steering for the front wheel, and the EPS engages the steering. It's all automatic, seamless and a smooth amphibious experience.

The series 100 system on the Sealegs 12RC has been used commercially and benefited from military applications making it strong, robust, and perfect for up to 7500kg of boat. It can be driven up to 6km/ hr (on the Sealegs 12RC) with over 10000nm torque. Imagine asking your ute to provide that kind of power. It's diesel-powered and can climb up to 15degree slopes. Just thinking about the opportunities gives me goosebumps.

UPSIZING

No other ambitious manufacturer has had the nerve to go after the larger boat series like Sealegs. I can't express enough how standing on the launching area at Westhaven and looking up at a 12m basking in the spring sunshine felt. The Sealegs 12RC had mana. Not just a little but a lot. It said bring it on.

The Sealegs 12RC is a brave move for a 12m boat. It's not your typical floating holiday home of many other designs. It's not baked in suede and soft touches, but it's practical and well presented, from the generous cockpit to the modest cabin area. I can't help but wonder whether it's what you want from a 12m boat. Let's find out.

While the 12m is overkill at a concrete ramp, I have to admit it's pretty cool transitioning to the water. Simply get going, and it drives just like a car. Typically I'm reversing the tandem trailer down the ramp, cursing the other boaties that can't back their 4m tinny straight. Then the whole launching process; setting the hitch, taking it off the trailer, tying it up, driving some unearthly distance since our beloved council changed the trailer parking to small car parking and then yellow lines for six streets, and walking back. Well, not today. Today we simply drove down the ramp, started the engines and left the marina. Until you have experienced it, you can't understand how easy it is to launch and retrieve, and you would never go back to a trailer. But what is more impressive is the Sealegs 12RC is a 12m vessel and not really what you would classify as a trailer boat. I couldn't see myself taking a 12m Genesis to the boat ramp.

So, by the time we left the ramp and headed past the ferry terminal – some 15 mins later, I recall thinking I'd still be walking from the car to the ramp.

PURPOSEFUL

The Sealegs 12RC immediately gives the impression of practical boating. Its large cockpit and functional design are spacious and purposeful, with people and openness in mind.

The forward helm is a stroke of intentional genius. It's quite a neat experience to be so far forward. It's a comfortable feeling with wrap-around visibility. I do have to admit the large rail and bowsprit that houses the front wheel is imposing, but you soon get used to it. When approaching the beach, a camera which is in the wheel well, sorts that blind spot out. The helm is clean win large MFDs, all the switches and necessary equipment easy to hand and the controls for the wheels are housed in a comfortable position whether standing or sitting. A pedestal helm seat bolstered for sitting, leaning, or standing gives you the best options. Given my usual leaning preference, there was tons of room to lean comfortably with everything in easy reach.

The curved screen, which is becoming a regular occurrence on kiwi boats, gives you heaps of space, isn't claustrophobic and gives you great vision. Both port and starboard windows slide back for fresh air, and overhead are two powered sunroofs. It is light and airy, which is a great feature.

MADE FOR ENTERTAINING

The Sealegs 12RC is fitted with a port dining area with a reversible forward seat for daytime cruising or entertaining. This folds down to overnight in a reasonably comfortable double berth. Behind the helm is a galley with a sink and double burner, fridge, and

storage. It is practical and functional. Separating you from the elements is a double door and an electric window behind the seating area, which opens the interior to give maximum connection with the cockpit. A real entertainers must.

The forward cabin is practical with no frills attached. It has a sleeping area for three at a push. I am 190cm tall, and it was perfect for me. The port side has a toilet under the seat, with the inflatable tubes taking up some of the cabin volume. Under the tubes, there is a shelf on each side to store items, along with storage under the squabs. The cabin is fully carpet-lined, plus there is a forward top hatch for light and air.

The foredeck is functional with a bow rail, deck tread and a drum winch. However, with all the controls at the helm, there is no real need to venture forward of the helm. The roof houses enough rod holders for the extended family, space for all the electronics and even some water toys for the kids.

EXTRA LARGE COCKPIT

The cockpit is extra-large with four fitted seats and heaps of sitting area on the tubes. There is impressive underfloor storage, a full-width work area, and large sliding drawers over the engine bay for the wheels. The cockpit is self-draining through large grates. There is no walk-through transom on the Sealegs 12RC, which I first thought was a massive failure, but the team at Sealegs just smirked as they hit a button and on the starboard, side a swim platform with ladder slid out at water level. Wow. Now I want one.

The Sealegs 12RC is powered by twin Yamaha 425hp outboards giving just over 38kts at WOT on standard props. The team at Sealegs assure me much more is possible with re-propping. But at 12m and 38kts, who

The cockpit sure is extra-large with four fitted seats and heaps of sitting area on the tubes.

Powered by twin Yamaha 425hp outboards gives just over 38kts.

wouldn't be happy with that? Oh, wait, it's me. More is always desirable.

The Sealegs 12RC comfortably cruises at 4000rpm, doing 23kts and burning a combined 97l/hr. I have to admit though, this big boat feeling had me pushing the hammer down. Coupled with the soft riding tubes, excellent manoeuvrability under power and tight space agility with onboard Yamaha technology, it's an impressive system. Sealegs also tell me that the hull is capable of much more power and could easily handle a pair of Mercury 600s.

THE WRAP

The Sealegs 12RC is an impressive example of what can be achieved as a dayboat and weekender for the boys or a family that doesn't need the soft pleasures. Sealegs also reminded me this is just one layout, and other options are available in the 12RC range. An aft toilet, trim changes, and different helm positions are all achievable. Sealegs welcomes that customer interaction. This particular boat was off to South Australia to be used commercially in the charter industry,

While cruising home at a comfortable cruise speed of WOT, the journey from Motuihe to just short of the inner harbour speed restriction boundary was a tickle over 10 minutes. Ok, so how much? Sealegs said as fitted with all the fruit you would expect and those impressive twin Yamaha outboards, she is worth in the vicinity of $1.35million. I have to admit this left me a little stunned. But when you compare it to its competition. But wait, there is no competition in this market that can take a 12m vessel to the beach and beyond. You don't need a tender and don't get your feet wet. Coupled with the performance and practicality, the price becomes a small consideration. This particular Sealegs is one of a kind and a real winner. I look forward to seeing more of them, and I'm eager to see how this market grows.

Insurers consider many factors when deciding whether or not to offer a policy. Almost any vessel can be insured — for a price. There are two basic types of boat insurance — “agreed value” and “actual cash value.” How depreciation is handled is what sets them apart.

An Agreed Value Policy covers the boat

based on its value when the policy was written. While it can cost more up front, there is no depreciation for a total loss of the boat (some partial losses may be depreciated).

Market Value Policies cost less up front, but factor in depreciation. In other words, the policy will only pay up to the market value of the boat at the time it is declared

a total or partial loss. Eventually, as your boat ages, your insurer will likely insist on a market value policy — and it often gives a substantial savings.

Marine insurance covers a wide array of watercraft. If a boat is financed, it needs to be insured. You may be surprised to find what can be insured.

WHAT BOAT INSURANCE

POLICIES COVER

How and where you boat determines the type of coverage you need. An "all risk" policy will offer the best protection. However, an “all risk” policy does not cover every type of loss. In insurance terms “all risk” just means that any risk not specifically omitted in the policy is covered. Typical exclusions include wear and tear, marring, denting, animal damage, manufacturers’ defects, design defects, ice and freezing.

You may also be able to add extra coverage. Available options may include: medical payments, personal effects, uninsured boaters liability, and towing and assistance. Most policies will cover permanently attached equipment, as well as items like anchors, oars, trolling motors, tools, seat cushions, and life jackets. Be sure to discuss these options with your agent.

SPECIALISED COVERAGE: Coverage for something specific on your boat like an expensive prop or navigation equipment.

Salvage: Coverage that pays to remove your boat due to damage, from substantial to minor.

CONSEQUENTIAL DAMAGE: Covers a loss that was the result wear and tear rather than an accident (rot, mold, corrosion).

Towing: Towing your boat across a body of water to safety.

INSURANCE CLAIMS

Hopefully, you will never need to make a claim but if you do, it’s good to be prepared. You are not required to carry proof of insurance on your boat, but it’s a good idea keep claim information handy for an emergency. Ask how the claim process works when you’re shopping for policies. Naturally, it should be quick and easy. In

addition, find out if your agent (or other representative) will be available if you need help dealing with the aftermath of a claim, such as arranging for towing or salvage, rather than just cutting a check and leaving.

SHOPPING FOR BOAT INSURANCE

Start with a little fact-finding. Ask your boating friends which company they use and how their claims have been handled. The way an insurer has handled claims in the past is a good indicator of the quality of service you can expect in the future.

BOAT INSURANCE COST FACTORS

Many factors are used to set the cost of a policy, and they vary among insurers. Here are some items to consider: CRUISING AREA: Where you boat.

BOATING SAFETY EDUCATION: If you have been formally trained or certified.

GOOD DRIVING RECORDS: Both boating and driving. Liability Limits: The higher the limit the higher the cost. Deductible: The higher the deductible the lower the premium. Storm Plan: If you boat in a named storm zone, your insurer may expect you to provide a named storm plan. If a storm approaches, will you have it stored in a hurricane/cyclone-proof facility or will you tow it or skipper it to a safer harbor. The answer can affect your rates, even lower them, but be prepared to follow the plan, because your coverage may hinge on it.

WHAT IS THE BEST COVERAGE FOR MY BOAT?

It is best to have what is known as an "All Risk" policy, which will provide coverage for all types of losses except those specifically excluded in the policy. Typical exclusions may include wear and tear, gradual deterioration, marring, denting, scratching, animal damage, manufacturer's defects, defects in design, and ice and freezing.

WHAT IS INCLUDED WITH A BOAT INSURANCE POLICY?

A comprehensive boat insurance policy generally consists of three separate insurances:

1. HULL COVER

Hull insurance covers you for damage to your own boat and is one of the main types of marine insurance policies available. It covers a broad range of damage to a yacht’s hull, machinery and equipment. The cover needed depends on your intended use of the vessel, for example; Charter? Racing? Period in-commission? Cruising area? Explaining the intended use of the vessel to insurers enables the provision of the right coverage. All these factors will influence the premium, cover and conditions an insurance provider will offer. The cover offered can also vary depending on whether you are insuring a sail or motor yacht. For motor yacht’s it is important to consider what cover is available for the engines and/or whether there are any limitations on the speed of your vessel. It is also likely that once a boat reaches a ‘certain age’ the insurance provider may ask for a survey report. This is because no two boats will be used or

looked after in exactly the same way, and the general condition of two boats of the same type and age may be vastly different. As getting a survey is a costly business, it’s worth checking at what age a survey is first required and also the intervals at which further ones may be requested, since this procedure can vary between insurance providers. You should also consider whether you want to have cover for Personal Effects, Trailers and/or Cradles.

2. THIRD PARTY LIABILITY

Liability insurance covers your legal liabilities due to your negligence should you cause damage to third party property or cause injury to, or death of another person. The majority of, but by no means all, policies include liability to third parties with the hull insurance. There are a handful of insurance providers that will offer Third Party Liability insurance on its own. If separate from the Hull Insurance,

claims on the one policy should not affect the premium or conditions on the other. Almost all marinas require yachts to have Third Party Liability insurance.

3. PERSONAL ACCIDENT

Personal Accident Insurance pays a sum for a permanent disability or death. Some policies include additional cover such as Emergency Medical Expenses, Search & Rescue costs and some cover you ashore for short periods. Fewer of us carry Personal Accident Insurance these days, and if we do, it may exclude sailing accidents. So a Personal Accident Insurance that specifically covers boating accidents can be quite attractive. Personal Accident cover tends to either be free under a comprehensive yacht insurance policy, or as a standalone policy for which a separate premium is charged. Either way, check the limits offered. If it’s included within a comprehensive policy are the benefits lower or more restricted?

Medical Safety At Sea

Hopefully, you’ve got a first aid kit aboard your boat. Equally hopefully, you check its contents on a regular basis. The kit may be where you left it, but the contents may not be. Painkillers, in particular, are notorious for having disappeared when needed, utilized for hangovers and UV-overdose headaches, while medical scissors have been known to end up among the office stationery or in the bathroom.

But the ability to provide first aid at sea is so vital that anyone who owns or operates a boat needs to have a serious think about it. Assuming you do have a fully equipped medical kit, would you know what to do with it in an emergency? Furthermore, will it be able to cope with an emergency 200 miles offshore? All the bandages in the world won’t help in the event of a heart attack, and, let’s face it, many who charter boats come into that middle-aged, beer drinking, wellupholstered category who are ripe for a coronary. Pleasure boats offer some unique medical challenges. They are associated with injuries not found anywhere else;

anything from a diver with the bends to a finger impaleda by a fisahhook. Boating also has a unique potential for remoteness and inaccessibility. Two hundred miles may not be far for a helicopter, but bad things tend to happen in multiples. The helicopter turns up to collect a sick or injured passenger only to find the boat rocking and rolling in a Force Nine and the air thick with sleet. It’s when someone is injured or has a sudden medical problem on your boat that you discover the enormous responsibility of being a skipper, regardless of whether your command is a 20-footer, or a 120-footer. Your crew and guests’ lives are in your hands.

How not to push the panic button

Whenever we enter any situation, our mind responds by recalling what we did the last time we were in that situation, or by slotting into the mental groove formed by relevant training. If the mind draws a blank on both counts, it does a search for any memory it has of what others have done in that situation. If it again draws a blank, it can freeze like an overloaded computer. This causes the state known as panic. All the technology in the world can come to naught if a person panics. In the wake of an accident panic often represents the single biggest danger.

In dealing with medical emergencies at sea, there are a number of steps that can be taken to help you cope without losing your cool. First, before you even take to sea, it’s important that you feel confident you are well prepared. You do this by making sure you have the right gear – a medical kit that’s suited to your boating purposes – and then that you are properly trained to use that gear. It definitely does not help if in the midst of mayhem you are wondering where the medical kit is, what’s in it, and what you do with it. Do any of your guests know what to do if you are the one who is injured?

Once an accident has occurred, the best panic preventer is to stop, think, and then act. There is a tendency for people in a crisis to rush around. Some of this rushing around may be useful, but it’s not uncommon to have several people doing a job that one person could do, while another vital job is overlooked.

Stop and take some deep breaths, collect yourself and stand back a moment. It may be hard to do if there’s blood everywhere and a lot of things happening, but the situation isn’t going to change much in that time. By taking a moment to assess it, you could well save several minutes in doing what needs to be done because you’ve got a better sense of purpose.

The next step is prioritising. You can’t do everything at once, so what comes first? For instance, the safety of the many takes

priority over the safety of one, so is the boat in danger? Or the blood covered person who is screaming and carrying on is a less urgent case than the one lying quietly on the deck, because the person screaming has an airway and is breathing, whereas we do not know if the one who is silent has an airway or is breathing.

The next step is to do the same for everyone else by delegating tasks. The best thing you can do for people who are panicking is to get them busy – even if it’s only boiling a kettle. It’s a good idea to know in advance who is good at what. If one of the crew can’t cope with the sight of blood, they can be the one responsible for sending the distress signal. A skipper who knows the capabilities of everyone on board will feel a lot more confident in a crisis.

Communication

Radio shore for help if you need it – but make sure you have the facts first. The Coastguard often has to respond to distress calls from people overreacting to relatively minor incidents, or who scream away at length about everything except the vital bits of information needed to save a life.

If someone has been seriously hurt, a quick distress call may be appropriate, especially in the middle of the night, as it takes time for emergency services to get ready to respond if a helicopter evacuation is required, and the earlier they are informed the better. You may need to write out a list first. If someone is injured or ill, three things that are useful for rescuers to know is their pulse rate, breathing rate, blood pressure, and previous medical history. They also need to know exactly what happened and when, to the minute. Exactly what symptoms does the injured person have? Are they conscious and alert, or vague, or comatose? The rescuers need to know these things so they know what to bring.

Emergency actions

It is vital to have medical resources aboard that suit the use to which your boat is put. ‘Resources’ means not just a medical kit, but emergency equipment and appropriate training. Fishing, diving or sunbathing; day trips to Great Barrier or three weeks to Fiji; all have special dangers.

If you are planning on blue water sailing, get in touch with the Coastguard. While a CAT 1 certificate will get you port clearance, it only confirms that your boat is properly equipped. The Coastguard can make sure that you as skipper are also properly equipped. To take a boat into international waters you must have a Restricted Radio-Telephone Operator’s Certificate, for which the Coastguard runs a course. It would also be prudent to take

the Sea Survival Training Course, which introduces emergency procedures including the use of life rafts, flares and the Global Maritime Distress and Safety System.

Wherever a boat is, whether in the middle of the Hauraki Gulf or the middle of the Pacific, there is going to be an interval between any incident and the arrival of aid. In that interval the skipper is liable to feel the loneliness of command. This article is definitely no substitute for a first aid course, but if it’s been a while since your last refresher, perhaps reading what follows may leave you with the useful feeling that you need to sign up for one.

The ABCs

In attending anyone who is hurt, the first priority is ABC – Airway, Breathing, and Circulation; must have an airway, must be breathing, must have a pulse and not bleeding to death.

It’s always ABC, and always in that order. The bleeding may be the obvious thing, but check their airway first. They’ll asphyxiate quicker than they’ll bleed to death.” Apart from the obvious need to stop any bleeding, shock is an important factor. Bleeding and dehydration are common causes of shock. The best immediate way to help prevent shock is to keep a person warm and raise their feet when lying down, to encourage the flow of blood back to the brain and heart.

The Bends

Radioing accurate information to shore is particularly vital if a diver suffers the bends. Rescuers need to know the depth the diver was at, the passage of time involved, and their condition upon reaching deck. If you have oxygen onboard, administer it immediately. Oxygen is the most important field treatment for any SCUBA diving injury, followed by fluids – approximately 1 litre an hour of oral fluids.

Severe Bleeding

Severe life bleeding is one of the most common causes of death. Severe bleeding can be quickly controlled by direct pressure over the injury. It is a lot of pressure for a minimum of 20 minutes. If you are able to elevate the limb, this helps in reducing the amount of bleeding.

Celox is a powder designed to stop bleeding quickly; just pour the powder in the wound. Apply direct pressure for about five minutes and the bleeding should be controlled. This is especially important for people on blood thinners such as aspirin; these medications reduce the ability of the body to clot, so if they get injured, they will bleed for two or three times longer than normal.

Concussion

Head Injury

first

telling

it is serious there is no

quite

what with

and deck gear to trip over.

is that many people have the ‘she’ll be right’ attitude. Concussion occurs when an impact causes the brain to strike the skull, which bruises it and causes it to swell. This bruising and swelling can

continue for up to 24 hours, even while the victim is up and about, laughing it off. You don’t know anything is wrong until they go to sleep and you can’t wake them up again. The symptoms of concussion can be similar to those of drunkenness, including slurred speech, disorientation and addled thinking. This can make concussion hard to detect when the victim is one of a group of mates who have got together for a few beers. The best thing is to keep them quiet and still, with low stimuli. Let rescue services know exactly how long they were unconscious. DO NOT let them go to sleep that night; keep them awake for 24 hours or until you have handed them over to higher medical assistance.

Crush Injuries

If a person is pinned under a heavy object, you have two options: either remove them within 15 minutes to an hour, or leave them pinned. While a muscle is crushed, toxins build up in the kidneys. When the pressure is released the toxins are released into the bloodstream.

If it takes over an hour to relieve the weight, the amount of toxin released means death in minutes. So if you can’t remove them straight away, it is better to leave them pinned until rescue services arrive.

Stabbing Injuries

If a person gets a foreign object in their body – say, a knife or screwdriver – it is imperative not to pull it out. It may be pressed against a blood vessel, so extracting it could cause uncontrollable bleeding. At the very least, get expert medical advice before you try anything.

Fractures

If a limb is broken, the drill is to immobilise it, splint it, and elevate it. SAM splints are the best universal splint to immobilise injuries. A danger with broken bones is that they are not always apparent. Whenever someone takes a heavy impact, excess movement should be avoided as much as possible. In dealing with impact injuries, it pays to remember that the pain is not always where the injury is.

Heart Attacks

Whether you are close to the coast and help, or somewhere between Fiji and Cairns, a heart attack or cardiac arrest can happen. Being prepared with the right equipment such as medical supplies, medication, oxygen and defibrillators can be of great assistance and often helps in saving lives. Defibrillators are a worthwhile investment

OFFSHORE

for any vessel. They require no experience to use, and are proven life savers in cases of cardiac arrest.

Getting Advice

Coastguard Boating Education understand just how important it is to be educated and confident if an accident or emergency happens at sea. That's why they offer a range of courses that cover sea survival and medical emergencies. For their medic courses they have teamed up with Triple One Care to deliver a comprehensive medic course that will cover the management of trauma onboard your vessel.

Take a look at the courses below:

In Water Survival

This course is intended to promote safety amongst recreational boaties. The course focuses on safety equipment which should be carried on any vessel. The purpose is to understand the potential risks aboard a small vessel, the best safety equipment to carry, how it functions, and how to properly use it. This course includes a practical, in-water component.

BOATINGEDUCATION.ORG.NZ/COURSES/10/INWATER-SURVIVAL/

Advanced Sea Survival

A comprehensive course to cater for coastal and offshore crews. Required for Category 1 certificates.

BOATINGEDUCATION.ORG.NZ/COURSES/32/ ADVANCED-SEA-SURVIVAL/

Coastal Medic

To detail the management of trauma up to 24 hours with little outside assistance and medical equipment. Aim: To detail the management of trauma up to 24 hours with little outside assistance and medical equipment.

BOATINGEDUCATION.ORG.NZ/COURSES/53/ COASTAL-MEDIC/

Offshore Medic:

To detail the management of medical /trauma emergencies on-board in an offshore marine environment. Meets requirements of YNZ & World Sailing Offshore Special Regulations Appendix H. Recognised by RYA.

BOATINGEDUCATION.ORG.NZ/COURSES/54/ OFFSHORE-MEDIC/

If you need help deciding which course is right for you contact info@boatingeducation.org.nz or call 0800 40 80 90.

CLASSICAL LINES

It is the

yachtsman

Tradition has been matched with modern sophistication and an innovative design that sets the Menorquin apart from others. After 50 years of testing boats, this is only the second ‘Mediterranean style’ motoryacht I have reviewed. And it has been too long. I love the classic elegance they portray and the individual style that makes them so unique. From a visual aspect, the Menorquin 54 HT stands out from other semi-displacement boats of this size. From the plumb bow to the canoe stern, the Menorquin 54 HT makes a bold statement about where it comes from. The deep

blue hull, heavy teak accents, and efficient and no-nonsense layout tell me that this is a boat that Kiwis will love. Laying claim to having a Mediterranean-style boat requires some proven lineage. In the case of the Menorquin 54 HT, and all the Menorquin range, that stems from the traditional small singlesail fishing boats used by Menorcan fishermen, called llaüts. The first ‘modern Ilaut’ was manufactured in 1978 by Sasga Yachts in Menorca, and New Zealand saw the first of the range arrive in New Zealand in 2021.

The Menorquin 54 HT has a charm all of its own, bringing together the elegance and craftsmanship of the finest Spanish shipyard and Italian design with the charm of the unique Mediterranean style.

The interior and exterior spaces blend into one with the doors open.

That was a Menorquin 34, the smallest model in the range, followed by a Menorquin 42 and then the current Menorquin 54 HT. Interestingly the 54 HT was hull #48, so the pedigree of the first Menorquin 54 in the country has been well proven. On order is a Menorquin 42 for a December delivery, with another Menorquin 54 due in NZ in Jan/Feb, 2023. The model range comprises four sizes from 9.07m to 21.3m, with the Menorquin 42 and 54 available in either flybridge or hardtop.

For the buyer who would like to experience a Mediterranean cruise in their own boat, prior to bringing it home, Sasga Yachts NZ offer delivery in the Mediterranean, free of European taxes.

CLASS A CLASSIFICATION

The Menorquin 54, in fact all Menorquins, carry the prestigious RCD Category A classification, only for boats capable of extended voyages with winds over gale Force 8 (40 knots +) and significant wave heights above about 4m. The semi-displacement hull form is based on a very fine entry which extends well aft, where it flattens out to the transom. A deep keel contributes significantly to the boat’s sure-footedness and handling. It is amazingly flat in the turns with little heel, and when I asked if our boat was fitted with a gyro, the answer was, “no, but there is plenty of space if you’d like one”.

Power is quite conservative for a boat of this size and displacement (around 25 tonnes), with a pair of Volvo Penta D6-480, on shafts doing all the work. With a generous fuel tank capacity of 2,800 litres, the 54 has a range of over 1100 nautical miles cruising at 9kts. The ideal cruise range is between 14-16 knots which gives a range of around 440-480 nm, burning 5.3 to 5.8 lpnm. Flat out on a mirror calm Auckland Harbour we saw 23.5 knots on the screen, using 179 lph and a range of over 330 nm.

It’s a boat that has been described as calm and clever, not particularly slow but also no speedster. Designer Inigo Toledo (Barracuda Yacht Design) says that due to the Menorquin 54 having very rounded stern sections, beam/width proportions carrying almost the hull’s entire length, this shape is famous for plenty of internal volume with exceptional sea-keeping characteristics.  Sasga Yachts’ resin-infused hull-moulding sandwich composite process produces a strong, lightweight hull, resulting in maximum strength and efficiency. Plus, with liberal use of teak inside and out, it portrays that ‘little’ ship’ styling that makes it look robust and ready to handle most seas.

CUSTOM OPTIONS

A couple of different layout options are available for the Menorquin 54, which features the galley up or down and a variation of the three-cabin layout. Our version was the three cabins with a full beam master and galley up in the saloon. The other option is a three-cabin boat with the galley down and without the master.

The accommodation area is spacious and wellconceived, and the two options give you a choice between very different layouts. Kiwis, I would guess, would go for the full beam master with galley up, but the European style galley down version is indeed very practical. With this layout, you have two separate cabins aft, a central galley to port, and the master cabin forward with an ensuite.

The first Menorquin 54 HT in New Zealand has the option of a full beam master aft, a starboard side twin berth cabin and a VIP forward with a queen berth. The master includes a super king berth, port side settee, ensuite and like the other cabins is fully air-conditioned. All cabins are well supported with cabinetry and hanging lockers, and the ensuites are generous in size.

The forward VIP comes with a queen berth.

The saloon is open, bright and spacious.

The first Menorquin 54 HT in New Zealand has the option of a full beam master aft,

The starboard side twin berth can is spacious and airey.

The boat has a ‘little’ ship’ styling that makes it look robust and ready to handle most seas.

BRIGHT & LIGHT

My first impression when I walked into the saloon was how open, bright and spacious it was. Also, the headroom is impressive and this is obvious throughout the boat, especially in the cabins. Light fabrics blend with blonded light oak timbers, with high windows and an entire opening aft entranceway radiating light from every angle. With the four Burman teak doors (varnished Iroko is standard) folded back, there is a seamless flow from the cockpit to the saloon. If you add a complete set of cockpit clears, you will have massive covered space. Warm and cosy would sum it up nicely.

The layout is traditional in its form with a starboard side forward helm with a two-person helm seat, a U shape lounger aft with a high-low table and the port side the domain of the galley. The galley is finished with a marble countertop with loads of storage, an electric stove, a convection/microwave oven, dishwasher and a fridge with freezer. Everything you need for an extended cruise, entertaining and looking after all those aboard.

The helm facia allows for plenty of electronics and navigation aids. The choice is left mainly to the owner, with our Menorquin 54 fitted with a pair of Raymarine 16 Hybrid touch screens. There are also the necessary controls to operate the Vetus thrusters, Quick chain counter, Zipwakes, Fusion stereo and Lofrans winch.

SOCIAL SPACES

The 14 sqm cockpit can be configured to suit your requirements. In our case, we had an aft lounger with a large timber table. However, you have the option to personalise this tremendous socialising area with more seating, bbq, wet bar or whatever. Aft of the canoe stern is a full width hydraulically-operated high-low platform which doubles as an easy launch for the tender or jetski.

There are wide, deep and very secure bulwarks from the cockpit to the foredeck. The foredeck is another very social area with loungers and seating, designed to be a space enjoyed. There is even a ‘crew cabin’ option via the forward deck hatch. The builders move the forward bulkhead back, making enough space for crew accommodation, complete with head and shower. Not something I can see a Kiwi owner requiring.

The interior and exterior of the Menorquín 54 has been developed to offer exceptional live-aboard. It is the ideal yacht for a retiring yachtsman looking for something less stressful with sea-keeping, comfort, manoeuvrability and elegance. It is a true trawler style with complete walk-around decks and the muscle to make you feel

comfortable and safe during passage making. With the factory’s capacity at around 23-25 boats a year, the Menorquin will never be mainstream, but if you are looking for a superbly engineered and extremely wellbuilt true blue water trawler with some individuality, then check out the Menorquin range from Sasga Yachts. You will not be disappointed.

THE WET & FORGET STORY

Wet & Forget is probably one of the most recognised brands in New Zealand, but cleaning moss, mould and lichen off your exterior surfaces is not all the company is known for. For example, their antifouling product War Paint, is a well-respected brand in the marine industry.

The man behind Wet & Forget, Rod Jenden, was born in Wellington but lived most of his early years in a state house in Onehunga (His father being a war veteran) until his parents bought their first house.

His first foray into cleaning products, Solar Chem, was born in the early 1970s, which started a whole new path for the enterprising Rod. However, while driving around, he spotted an opportunity to clean up all those dirty roofs. This new venture saw the roofs being chemically treated to remove moss, mould and lichen, after which they could be resurfaced to ensure longevity. No one else was doing it. At that time, this business proved very successful. So, with several years of experimentation

with water blasting and chemicals for this untouched market, he came up with Wet & Forget in 1995 and as they say, the rest is history.

Then came the development in the 1990s of an interior and exterior paint range called Skins and the factory expanded into manufacturing and selling to the public. A specialist antifouling product followed this in 1995 called War Paint, which remains a leading product for NZ’s huge boating fraternity of yachts and launches.

“We started War Paint because we were making decorative coatings and selling to the trade as well as roof coatings that we were applying for the roof resurfacing side of the business. It was decided that because we already had the paint manufacturing

equipment, we would have a go at making our own antifoul for our personal use as keen yachties”, says Rod.

War Paint Marine Anti-Fouling Inhibitor is a premium product that uses modern copolymer resins and cuprous oxide and is effective against many marine fouling organisms.

War Paint can be applied to almost any vessel (Unsuitable for aluminium) and is available in sixteen colours. This makes it a unique product. It is also compatible with Wet & Forget’s X.15 solvent/thinner.

“War Paint was developed specifically for local conditions, one of the significant differences between War Paint and some other antifoulings”, added Rod.

"If it gets dirty, Wet & Forget have a product to clean it."

WET & FORGET IS BORN

In 1995 the ‘new look’ company of Wet & Forget was born with its hero product Wet & Forget. So many customers requested this unique roof cleaning product that trickled onto their driveways while his team was spraying roofs and cleaned them too. At the same time, the company expanded with Bone Dry, a moisture proofer for exterior surfaces and Hitman, an organic weed controller, which the company nicknamed Nature’s Assassin.

Following the massive success of their products in New Zealand, Wet & Forget expanded across the ditch to Australia in 2003. However, not content with the local and Australian market, in 2009, Rod expanded into the US to take on one of the biggest markets in the world. Then in 2011, it was the UK where the Wet & Forget products have proven very successful. With the UK as a sounding board for the European market, Rod then took his product to France. It seems that no country is going to be saved from the exposure of Wet & Forget. Today the USA, UK and Europe are strong markets for Wet & Forget products, and demand is growing. While just about every product in the Wet & Forget brochure is exported, War Paint is strictly home based.

With the local and export markets growing and Wet & Forget becoming a household name in New Zealand, because customers knew these products worked!

Over the years, Wet & Forget added more products to their portfolio, such as Ants in Ya Pants, Shower Witch, Hit The Deck, Miss Muffet’s Revenge and Bugga Off.

of dedicated wash down solutions for both fishing tackle and your boat and trailer. Salt Shaker Boat and Trailer Wash is also an engine flush and this blend of surfactants and protective anti-corrosive compounds removes the damaging effects of salt on your boat, trailer and engine. It dissolves the corrosive salt.

Salt Shaker Fishing Tackle Wash. This attacks the salt molecules, breaking them down and allowing them to be flushed away. Applying a protective spray after washdown will leave you with a protective coating on your rods and reels.

While Wet & Forget has embarked on a serious radio and TV campaign over the years, they have also been involved with motorsport sponsorship. Their logo has been seen on cars driven by brothers Mitch & Simon Evans and now Brad Jones Racing at Bathurst 2022 – not to mention Logan Rowell with KTM Racing, plus many racing series for yacht clubs.

All are designed to be as environmentally friendly as possible. There seemed to be no end to new product releases and in 2014 the company released Wet & Forget Indoor, Seafood Soup, Salt Shaker and Chopper Weed. In 2015 they introduced a range of detergents and laundry products and, in recent years, also got into car shampoo and mag wheel cleaner. The amazing Window Witch, exterior window cleaner, requires no squeegee! Double Bubble is an amazing house shampoo to greatly extend the life of your paintwork!

“If it gets dirty, Wet & Forget have a product to clean it”, says Rod. It was time then to build a new production factory. Today, most of the company’s products are manufactured ‘in-house’.

MARINE WASH

While Wet & Forget has roots in the household and commercial cleaning areas, the company is also active in the marine environment, with War Paint and a couple

Wet & Forget is now a household name throughout NZ with 21 stores and a vast range of specialised and ground breaking products for the home and marine. Rod says that there are new products under development all the time.

If you have a household cleaning problem - indoor or outdoor, bathroom, kitchen or laundry or the car – Wet & Forget have the solutions!

OXE DIESEL JOINS SEARCH FOR THE GENERAL GRANT

When the Image Boats built Seastar isn’t deployed on commercial workboat duties or tourism charters in the spectacular waters of Fiordland on the west coast of New Zealand’s South Island, she is hunting for one of the world’s most famous and sought-after shipwrecks, the General Grant. Owner Bill Day wanted Oxe Diesel outboards on the back of this multi-purpose vessel – and he is certainly very happy with his choice!

With the first set of Oxe diesel outboards installed on a vessel in New Zealand, Bill Day’s multipurpose monohull vessel Seastar may very well achieve another “first” if its hunt for the famous General Grant shipwreck is successful.

Chairman of the Seaworks group of companies, Bill is well versed in the job of providing services to offshore, subsea, aquaculture and hydrographic industries with a fleet of specialised vessels and equipment. But when possible, Bill’s other passion is finding shipwrecks.

“To be honest, I probably didn’t want to be the first to be trying out the Oxe Diesel’s, but I couldn’t be happier with their performance,” Bill says.

After returning from a six-week expedition searching for the General Grant around the Auckland Islands, the twin 200hp Oxe Diesel outboards on Seastar proved just how well these relatively new players in the outboard market perform.

“We’re towing a magnetometer behind Seastar close to the cliffs around the islands there,” explained Bill of the General Grant search, “so the engines are running at lower speed towing that equipment behind at around 3knots for long periods.”

Working in close to the rock cliffs of the Auckland Islands requires vigilant skippering, (a calm day in this area of the sub-Antarctic still delivers a 1.6 to 1.8 m swell), and Bill says the vessel operates in those tows with one engine doing the work “and the other engine just running at idle – they’ll happily run like all day that if you need to and we keep the other engine running in case we need to move out of danger quickly.”

Good Performer

Seastar is not exclusively a “go-slow” vessel. Built by Invercargill based Image Boats, her top speed is a respectable 27 knots, but she will happily hold 20 knots with the Oxe Diesels running at 3,800rpm. That kind of performance is a marvellous showcase of just how strong the twin 200hp Oxe diesels are – delivering real horsepower right through their rev range.

“She is comfortable at those revs and fuel consumption is very impressive. We’re only using 30 lph per engine at 20 knots,” Bill said.

Bill says the Oxe diesel’s are “quiet” at cruising speeds, and describes their lowspeed trolling abilities as “very good”.

“The engines were set up to get speed out of them, but if the vessel’s work tasks changed and we needed more torque than speed, the Oxe’s are easy to reconfigure for those tasks”.

Bill is referring to the unique belt-drive system on the Oxe diesel outboard that runs a drive belt from the engine down the leg of the outboard to the propeller shaft. This system allows not only interchangeable gear ratios catering for workhorse duties or highspeed operation, but also counter-rotation configuration and crash-stop robustness. The already impressive diesel torque of the proven 2.0 litre European engine (415Nm @ 2,500rpm) is doubled at the propeller shaft (around 900Nm). Try getting those torque numbers out of a petrol outboard!

At 10.75 m and hosting live-aboard facility for short periods along with 200 litres of water carrying and 1,000 litres of fuel, Seastar is a serious piece of aluminium work or tour boat.

“We had her built in 2021 with plenty of under-canopy area because it’s pretty much always raining down this end of New Zealand,” Bill said.

Nothing beats local knowledge of course and among other custom additions is a unique water collection “funnel” system on the vessel that allows the skipper to position the boat’s bow under one of the many waterfalls that empty off cliffs into the fjords around this part of New Zealand and fill her onboard water tank.

“We’ve also set up the canopy system to be a rainwater collection system too, so we can replenish the fresh water easily which saves

"... keeping in mind that a 'calm' day is still around a 1.6 to 1.8 metre sea."

on weight and improves performance,” Bill said.

Sea-going and commercial experience has given Bill a keen eye for good design in maritime equipment and he loves many features of the Oxe diesel outboards on Seastar.

“I’ve always known that every boat is a compromise of some kind, but we really tried to avoid too much compromise with Seastar. There were some teething issues with the engines, but Oxe made sure they were solved,” Bill says.

“You have to give them full marks for how they stand behind their product. The longer service intervals are handy for us too. We’re in a remote area and bringing in mechanics is another logistical exercise down here in Fjordland so we need to attend to less often,” Bill said.

The biggest advantage with the Oxe diesels for Bill and his operations is the fuel of course – both for the safety and ease of storage and transport of the much less volatile diesel and its ability to be compatible with larger mothership operations as a single fuel source.

“There’s no doubt the diesel advantage is a big factor for us, (petrol can be a problem to transport into these areas), but they are an incredibly well-designed engine too, with the pumps and service points all at the top and front of outboard,” Bill says.

“They are also quick to react in gear changes, but I have to say I haven’t dared try to test their limits even though Oxe say the electronically-controlled gearbox protects itself against a mistake by the skipper.”

Bill is referring to Oxe diesel outboard’s Quick-Shift-Capability (QSC) and LowSpeed-Control (LSC) features. As a result, the user has a refined and smooth control over the vessel with full maneuverability, even below four knots. The gearbox is not only above the waterline, (as opposed to the traditional submerged and vulnerable position of a traditional outboard gearbox), but its QSC and LSC electronic control provide protection against damage in the case of an inadvertent or panic gear shift at high revs.

“With a 10m vessel you lose a lot of boat when you put inboards in, especially twin engines. I would recommend the Oxe diesels for all smaller work vessels for sure,” Bill says.

It’s rugged unforgiving country on the West coast of the Auckland Islands.

The Search Continues

The waters of the sub-Antarctic at around the 50 deg latitude south could as aptly be labelled the “roaring 50’s” as the more commonly-known “roaring 40’s”. These are cold and very unforgiving waters

– as the 83 souls aboard the sailing ship General Grant were to tragically find out first-hand in 1866 as their ship went down, (with a reported 2,576 ounces of gold amongst her cargo), against the cliffs of the Auckland Islands.

The 1,005 tonne, 180-foot General Grant is one of the most sought-after wrecks in the world and perhaps none are keener to find it than Bill Day.

“On our last six-week expedition, we probably only had around seven days where the seas were calm enough to search –

keeping in mind that a “calm” day is still around a 1.6 to 1.8 metre sea,” Bill explains.

A keen wreck hunter for many years, Bill has discovered two other historic wrecks from the 1830’s and 1860’s over the five expeditions he has undertaken so far to locate the General Grant.

Bill doesn’t just lead these searches – he is very hands on, including donning

specialist dry-suit diving gear to investigate the bottom when Seastar’s magnetometer indicates a possible wreck site. Five expeditions without success in finding the General Grant have not broken Bill’s spirit in the search for this elusive wreck.

“If anything, it has probably just made me more curious about what strategy we use next,” Bill says.

“Has she disappeared under a landslide

perhaps? Or is the information about where she went down accurate?”

For sure, Bill’s Kiwi spirit will prevail; “Us New Zealanders have a saying about achieving such goals which is ‘knock the bastard off’, (originally quipped by Edmund Hillary”.

“It’s the wreck to find in the South Pacific,” Bill says.

Fletch's Tips

We have had a rather wet and windy start to spring this year, the weather hasn’t really been playing ball. Spend the extra time on doing shake down short trips to check that your electrical systems and pumps are working correctly, it’s better to find out issues at the start of summer that could ruin a day out on the water.

TIP #102 TIP #103

FENDER BOARDS

If you are planning to do some raft-ups with other boaties this summer, build yourself a simple raft-up protection board that ties together your fenders that protect your boat from getting damaged. Wind and tide motion will cause your fenders to move forward, aft and up and down, will allow normal fenders to slide up leaving your hull unprotected. Use a simple length of timber (around 2 x meters long) and a couple of fenders tied at each end, this will protect your hull and that of your neighbour’s boat from getting scratched or damaged.

GREASE BALL

This summer I recommend coating your trailer hitch ball with a generous coating of grease, by doing this you’re preventing the wear damage that comes from metal-to-metal contact, also it reduces the unpleasant noise of ball squeaking when towing. Prep your tow ball first and remove any rust with sandpaper as you want the surface to be smooth and clean then apply the grease liberally around all sides of the trailer ball. If you don’t want to use grease you can also use a dry lube stick which also works just as well.

FUEL BURN CHART

This tip is from Stu (owner of Holiday Outboards), he’s created a simple spread sheet for his twin engine launch, this tracks his fuel level remaining to engine hours left before he needs to refuel, which allows him to work out how far he can safely travel without running out of diesel. You should be able to work out your own fuel burn from a local marine service centre, this will give you a starting point, from there it’s really simple math to work out how much range you have left at different fuel levels.

DIESEL POLISHING

In last months boat tips, I had an issue with diesel bug in my fuel that was able to be sorted by changing the fuel filters and using a generous dose of Fuel360 biocide. However, I wanted to make sure that all the diesel bug was also removed from my fuel tank and hired the fuel polishing machine from Fuel360. This neat contraption sucked the diesel out the fuel sender opening, cycled it through a series of filters and returned back down the filler tube, it only took two hours to completely clean the 300-litre fuel tank. Well worth the effort and piece of mind to have this all sorted for the summer.

TAP UPGRADE

The sink tap has been looking as bit sad on my Rayglass 730, so I replaced it with a modern unit from my local hardware store, however it left me with a 2nd hole that needed to be filled, saved myself the trouble by installing a soap dispenser, looks much better and practical now.

CLOSE TO

PERFECTION

Since released in early 2019, the Huntsman Centurion has become one of the builders most popular and best-selling models. Released to coincide with Huntsman Boat’s 25th anniversary, Barry Thompson revisits the Centurion to see what has changed and why this particular model has been so successful.

When I first reviewed the Centurion back in 2019, I said then that this was destined to be an iconic boat for the company and I have been proven right. Releasing new models is essential if you want to keep your brand at the forefront of the market and Huntsman certainly recognises that. The main update since that first boat three years ago has been the launch of the Centurion HT (hardtop model) in July 2020.

The hardtop was designed to be stylish and functional, while still also allowing plenty of standing room underneath. There is room for a 6 ft person to stand comfortably underneath without having to bend or crouch.

The hardtop still incorporates the well-known pull across cabin door with built in stairs, found in other Huntsman models, and an opening middle windscreen section, to allow easy and safe access out onto the front of the boat. The side windows also easily slide open and dual window wipers help keep visibility high in poor conditions.

The hardtop roof incorporates upholstered ceiling

panels to match the rest of the interior, with stylish recessed downlights to light the cockpit. These panels look great but also help to reduce sound resonating in the hardtop.

I have had the privilege of reviewing every model the company has made in the past 25 years, and I am always impressed by how they make every new boat look somewhat unique from everything else on the market. Some of the points of difference are subtle, but each boat is a statement of style from this Christchurch based builder.

The Centurion was an addition to the Huntsman Boats range and slots in between the Sotalia and the Crusader.

It was the first of the new Evolution Series which incorporates a unique split-deck design that allows for a variety of different foredeck styles in the future, while still leaving the aft sections unchanged.

The new Centurion features a deep 23 deg deadrise at the transom, which is 2 deg more than on other Huntsman boats such as the, Explorer, Crusader and XCalibur. The coamings have also been raised 100mm.

To make sure the hull has the stability at rest and while

underway, the running surfaces incorporate a wider gullwing chine and wider planning strakes. Apart from these changes, the fundamental dynamics of the hull have been retained, and the result is a great ride that’s also exceptionally dry.

The external beam is the same as the Crusader, the the previous Series 6000, but the internal beam is wider. This has been achieved by straightening up the sides and being able to compact everything to fit better.  Another feature of the Evolution Series, is there is now a full moulded internal liner and sealed buoyancy chambers through the sides, making the boat very rigid and safe.

INCREASED CABIN & COCKPIT

The cabin layout is very similar to other comparable sized Huntsman boats, although has a little more headroom, with two 1.8m side squabs and an infill to make a larger berth. There is storage in side trays, and under the squabs, there is provision for a portaloo or electric head under the forward berth.

A sliding door not only gives privacy and security for the cabin, but it also doubles as steps to the foredeck. It also allows the side decks to be eliminated and gives more internal beam in the cabin and cockpit area. This very practical feature was introduced on the previous Series 6000 and has been carried through on most of the new models since.

ELITE ANGLER OPTION

The cockpit layout is longer and broader than the previous Series 6000 and the same length as the 7m Crusader. The dash allows for all the necessary controls, instruments and electronics, with our boat fitted with a Lowrance 9” MFD., but is capable of taking up to a 12” screen. A raised eyebrow lends itself to display an array of gauges or as in the test boat a single Yamaha engine management display.

On the port side ahead of the passenger seat, there is a glovebox and space for your VHF or Fusion, a drink holder and below a nicely placed footrest. Seating is a single Softrider pedestal helm seat with a king/queen to port and a couple of bin seats aft. However, there are plenty of options when it comes to seating so you can have whatever suits. I liked the standard layout as you still get seating for five and there is plenty of fishing space still available, especially when you slide the bin

seats out of the way under the aft deck. Even if you leave the rear seats in place, there is still access to the transom boarding platform along the port side. This is where you drop in the live bait tank option.

The Centurion doesn’t lack for storage with full length lower side trays, top side pockets, a deep and long underfloor wet locker, lockers under the aft deck, plus the rear bins and under the back to backs.

The underfloor cabinet with the lid on gas struts is big enough for water-skis, wakeboard or all your dive gear.

However if you are a serious fisho then Huntsman have also developed a special “Elite Angler” interior for those wanting a purpose built fishing setup. This interior includes tough dual colour plastic side panels, quick release rear seating over fish bins to allow for more fishing room and easier clean up. There is also an Angler seating option which includes a chilli bin and tackle box draw underneath the swivel seat, again helping to maximise space and storage.

Huntsman owner/operator, Mike Bamber, comments; “Our Ambassador, Flyn Jack, is currently using the Centurion HT as his fishing platform of choice. Flyn has landed everything from Striped Marlin out wide of the North Island, to 20+ pound snapper and monster Kingfish, to Hapūku in the beautiful waters of Fiordland, aboard the Centurion HT Double Trouble.

Double Trouble is a specially rigged out bit of kit, setup specifically for big game fishing with features including outriggers, top of the line Simrad electronics and the “elite angler” interior fitout plus a 250hp Honda on the transom. These options are available to others wanting a dedicated fishing set up.

POWER OPTIONS

The new Centurion is now only available with outboard power with a range of 150 to 250hp. We ran the Yamaha 150, which returned a top speed of 42 knots. Our test venue was the beautiful and historical Akaroa Harbour, where conditions were a moderate swell coming through the heads, a calm harbour and very little wind. On our run to the Heads, we were fortunate to be visited by a couple of Hector’s dolphins. The Hector’s dolphins are only found around the inshore waters of the South Island of New Zealand, with Akaroa Harbour and the Banks Peninsula hosting the highest population in one location.

the reasonable calm waters of the harbour, the Centurion never out a foot wrong and was a pleasure to drive. Once we got out into the swells, it performed as expected and with a little trimming, I managed to get it flying level off the swells. Soft riding, dry and predictable would describe it best. Despite the deep 23 deg vee the Centurion never showed any indication of lacking stability, especially at rest.

SUMMARY

The Centurion certainly modernises the Huntsman Boats range and is the forerunner of many more in the Evolution series. The addition of the hardtop model has certainly opened the scope of interest and the majority of Centurion’s sold are the hardtop version. As usual, the company has thought ahead and produced a boat that is not only well built, a great performer and with good looks, it is also extremely practical. It took three years from concept to completion, and now three years on the result is a boat close to perfection.

The cabin is roomy, with good head height and 1.8m berths.

Long enough for skis, wakeboards and fishing rods.

The Centurion doesn’t lack for storage.

The rear bin seats are removable.

SPECIFICATIONS

Model & Model Huntsman Centurion

Priced from $NZ110,000

Type Cabin / Hardtop Construction GRP

LOA 6.54m

Beam 2.35m

Deadrise 23 degrees

Height on trailer 2.30m

Trailerable weight 1800kg (incl fuel)

Test Power Yamaha 150 Propeller Reliaance 17”

Power options Outboard only HP Range 150-250hp

Fuel Capacity 165 litres

Manufacturer Huntsman Boats

HUNTSMANBOATS.CO.NZ

PERFORMANCE DATA: YAMAHA 150

0.750

0.960

7.5 1.100

9.0 11.6 1.300 110

1.200

1.200

1.100

NETFLIX & CHILL: AVTEX TV

Marine entertainment is experiencing a huge rise, with smart TVs leading the way in must-have technology. We took a look at a mobilespecific 12 volt TV that ticks all the boxes for people on the move.

Heading out on the water used to mean going without many of the creature comforts you get at home. While Marine friendly TVs have been available in the past, they’ve usually been pretty basic affairs. Things are changing; however; people want more connectivity in their boats, and don’t want to compromise on quality or options. These days, we want it all.

And we can get it too, according to Duncan MacMillan of Apollo in Whangaparaoa on Auckland’s North Shore. “Boat owners are used to having Netflix, TVNZ+, Neon and all the other streaming services they can get on their home TV. They want to be able to look at the videos they made on their phone that day, or to look up how to fix something on YouTube; even to play music from Spotify,” he says. “Basically, they want

a TV that has the same capabilities as the one they have at home.”

Enter the Avtex TVs, a user-friendly smart TV that does all the above and more. It utilises WebOS Smart TV software, a smart TV operating system that’s set up to allow control and access to more advanced features and connected devices. Generally considered to be one of the best smart platforms, the Avtex range is easy to use; just download the apps you want, and away you go.

“The WebOS connected TV range is a technological leap for TVs in the RV and marine industry – and they are selling fast; four times faster than the TVs we had last year. The market is huge; Avtex makes 250,000 TVs a year for the worldwide RV market alone,” says Duncan. Most boats these days are designed to have

space for a TV, and there are a range of sizes available so there’s something to suit every boat. Avtex TVs are available in 19, 22, 24, 27 and 32 inch screen sizes, with a 39 inch coming soon. “You’ll have to have a pretty big boat for that one!” says Duncan. Prices start from $1,050 for the 19 inch.

Built to last

Unlike your TV at home, this TV is built to survive the roads and seas; Duncan recalls one notable occasion when an Avtex TV was recovered from an RV that had rolled three times. “Unfortunately the campervan didn’t survive – but the TV did!” he says. “They are built to be pretty bulletproof, which is what you want when you’re travelling. They are also lightweight, with the 19 inch TV and stand coming in at just 2.7kg.

Features and functions

Avtex TVs have been designed and developed to make a seamless transition from home to marine. Easy to set up, use and store, they are pre-tuned and pre-tested by Apollo, and can be installed by your local dealer.

With both digital and satellite tuners, it’s possible to get both terrestrial and satellite channels. Netflix and YouTube – the world’s second-largest search engine –are preuploaded by Apollo, and all the streaming platforms are available; you’ll just need an internet connection, which can be anything from the availbale wifi to a hotspot from your phone. For Sky, you’ll also need a satellite dish and a Sky TV card or you can share SkyGo from your phone to the TV. These TVs also provide the option to mirror cast or Apple airplay. For mirror casting, open the app you want to play on your phone and open Smartview. From there, choose your TV as your screen and play anything you like directly from your phone. It’s a great way to show the family what you’ve been up to!

Energy efficiency

Don’t worry about draining your battery; these TVs are made to use a very low amount of power. “They are multi-voltage, and turn off completely when you’re not using them,” explains Duncan. “There’s also an on-screen battery meter and a low battery indicator so you don’t lose power just as you get to the best bit of what you’re watching.” There’s even a timer record option from the programme guide so you won’t miss your favourite show.

Wired for sound

One of the top complaints from boaties is that they don’t always want to watch the same thing. A boat can be a very enclosed space, and it can be tricky to get a good night’s sleep when your partner has the rugby on full-blast. “Avtex has spent quite a bit of time making sure the audio is up to speed,” says Duncan. “These TVs have Bluetooth 5.2 – with no irritating audio lag – so if one of you wants to head to bed, simply switch the Bluetooth to headphones. That way, if you want to watch TV you won’t wake the whole boat.”

About Apollo entertainment

Apollo was founded in 2009, initially specialising in TVs and satellite antennas. Apollo now sells a much broader range of 12 volt products for RV and Marine, including hydraulic levelling, lithium batteries, solar technology and e-bike racks. Co-owner Duncan MacMillan got his electronic expertise when he served in the Royal New Zealand Navy, specialising in electronic warfare.

After leaving the Navy in 1995, Duncan moved to the marine industry, where he supplied form navigation for superyachts.

“I sold my first plasma screen back in 2012 for $25,000. A lot has changed since then. Back in the day I used to build my own TVs but now we work with overseas designers and manufacturers to bring tomorrow’s technology to today.”

Apollo has exclusive rights for the Avtex WebOS platforms across New Zealand and Australia. Ask your local dealer for more information on Avtex smart TV options.

For more information on Apollo and Avtex WebOS TVs, visit APOLLOTV.CO.NZ

"... a TV that has the same capabilities as the one you have at home."

BOATING HOLIDAY? HOW & WHERE?

As Winter sloshes into Spring, and Spring blows into Summer, boating creeps into the thinking.

Adog, and two cats, plus 2 ½ grandkids means sprint boating, day excursions, and evening fishing trips become what the doctor ordered.

The rather large RIB is a rough sea demon, but the knees, discs and abdominal muscles don’t do that well, so in reality we are now very much fair weather sailors. Personally I still have plans to take this toy a bit further in the right conditions. Many of our boating friends still gather at Gt Barrier Is over the Xmas season, and as it is only 45nm from Ruakaka. It is a comfortable 2 hour passage assuming we don’t stop at the Mokes or Simpson Rock. Most will be hunkered down in the Northern area this year, given the recent restrictions on anchoring, cray and scallop diving. The better bays and anchorages are in the southern reaches of Aotea. The spread of the Caulerpa seaweed is sadly inevitable, despite these difficult to enforce restrictions. I have heard whispers it is already around the Coromandel. To think you now need a permit to anchor in certain areas is like a version of the (Marine) Covid restrictions. I doubt even MAF or whatever they are called now can shut down the entire Hauraki Gulf and police it. In writing that, have you paid attention to the plans and schemes of the HG Marine Park board and the ACC lead HG Forum. With a huge catchment area from Mangwhai to Waihi, their far reaching dreams, whilst noble, have the potential to severely restrict our public’s customary freedoms on our waters. Fishing limits are again under review as the rather blinkered 25% sustainable biomass tethered to the Quota management system has dramatically failed. Evidence the ban on the collapsed cray and scallop fishing in many areas. Depending on how the weather gods react to warmer waters and climate change,

there will hopefully be predominantly SW winds, with days of calm to facilitate this dream. I am sure one of my former boating colleagues will offer a bunk for an overnight.

Another ‘I want’ is to trip up the coast to Tutukaka, the Wide Berth Islands, and Mimiwhangata/Oakura, Helena Bay and the like, catching up with other boaties cruising Northland waters. Of course they will all have their bio security clearances and evidence of a recently clean bottom, as

are like farting against thunder in reality, until somebody finds a way to actually kill the offending growth, without decimating native growth. Witness the extensive Fanworm farm under the control of the NRC in Parua Bay. This is a major breeding ground for the greater Whangarei harbour and in reality nothing is done to ‘halt’ this explosion. At the same time boaties have a biosecurity levy in their fees, and are forced to pay for ‘cleaning’ of pontoons etc to remove Fanworm which is promptly replaced by travellers from over the way!

Fishing for family and friends is still the predominant aim for a day on the water. The seven snapper per person rule means there is plenty to go around. I don’t know many who eat more than 1 large fillet at a sitting, and everybody knows Fresh is Best. In Greater Ak, Legasea has promoted Ka Ika, a gathering and sharing organisation, which not only fillets your catch for you at the ramp, but takes the rest away. I am told they have distributed over 250,000kgs of frames, heads and other succulent bits to needy and/or grateful folk who know how to maximise a fish feed. For most fishers, these scraps are wasted. This can be evidenced by the many filleted frames found washed up around launching ramps and nearby beaches.

required by the FNDC, and the Northland Regional Council by laws. I am informed this requirement will be more vigorously enforced this season, with the overflow from the Gt Barrier exodus. Fines, mandatory cleanings and 40 lashes are mooted. To be fair, combine Caulerpa with Fanworm and the like, and the pristine Northland waters are vulnerable. All boaties want their waters to remain abundant and healthy. These mandated and enforced measures

That reminds me, I need to go and re-register and get a WoF on the trailer on the RIB. Even though it only travels 20m from my drive to the private launching ramp, apparently these are still needed in case there is an issue whilst launching or retrieving. I smell the mandatory registering and driver licensing of all craft in the wind. This has been on Maritimes’ ‘wish list’ for many years. All we have to do is form a complete new boating/fishing and recreational watercraft law enforcement police squad. Given the amounts given away recently, this should be a doddle!