2017 ANNUAL
DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING
Venture to the
ALEUTIANS
WATER WATER EVERYWHERE Ten Tips on Making Water
CRUISE OF THE ENVOY Exploring Santorini and Crete
REVIEWED:
MARLOW 53E
NEW LAUNCHINGS:
INTEGRITY 490 GRAND SEDAN
MARITIMO M59
FLEMING 78 CL ASSIC & EXPLORER E52
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FLEMING 78 CLASSIC Flemings latest release is their new 24.8m Fleming 78 Classic. EXPLORER 52 The latest custom creation from this popular builder.
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VENTURE TO THE ALEUTIANS Tony Fleming takes his Fleming 65 on a 5000nm, 4-month journey to the Aleutian Islands.
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CRUISE OF THE ENVOY
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Laurie and Diane Cranfield continue their Mediterranean adventure, with a visit to Santorini and Crete.
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WATER, WATER EVERYWHERE Mike Telleria looks at ten things to know about making water on board.
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MARITIMO M59 This local flybridge motor yacht has the capability to do much more than just cruise around the coast. Text by Barry Thompson
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INTEGRITY 490 GRAND SEDAN The new 490 Grand Sedan is the second Integrity to carry the Grand Sedan name and is essentially a larger version of the 460 Grand Sedan that it replaces. Text by Barry Thompson
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MARLOW 53E The 53E is a beautiful example of a pilothouse motor yacht from this world reknowed builder and is the first to arrive in Australia. Text by Barry Thompson
2017 ANNUAL
DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING
Venture to the
C O V E R
ALEUTIANS
Venture to the Aleutians. See Page 112. WATER WATER EVERYWHERE Ten Tips on Making Water
CRUISE OF THE ENVOY Exploring Santorini and Crete
REVIEWED:
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MARLOW 53E
NEW LAUNCHINGS:
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INTEGRITY 490 GRAND SEDAN
MARITIMO M59
FLEMING 78 CL ASSIC & EXPLORER E52
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NEW L AUNCHINGS
FLEMING RELEASE NEW FLAGSHIP 78 Flemings latest release is their new 24.8m Fleming 78 Classic, which has the same efficient hull shape as the original 78 but a completely new flybridge design. This gives it the same low-profile appearance of the other Fleming models.
A centrally located davit allows for the tender to be launched from either side, or over the stern. The new flybridge layout offers more entertaining areas, comfortable, sheltered seating and amenities including a fridge, icemaker, freezer, BBQ and sink. The Fleming 78 Classic also features an updated version of the Boning monitoring system that allows for the status of all on-board systems and circuits to be monitored and controlled via three 15� touchscreen displays or via an iPad. The California deck aft of the main saloon has also been extended to provide more exterior seating, a larger table, and includes custom cabinets at the aft end to house a pair of composite folding electric bicycles. Standard engines are MAN V12-1550, which provide a top speed of over 21 knots. Range at 10 knots is 2,300 nautical miles, and for longer passages a cruising speed of 9 knots gives a range of over 3,000 miles. The first Fleming 78 Classic is due to launch in late 2017. www.flemingyachts.com PACIFIC PASSAGEMAKER ANNUAL 2017
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EXPLORER E52 PACKED WITH INNOVATIONS
The E52 is featuring some new innovations to better suit the way these boats are used in Australia and NZ. Client feedback shows many owners, while happy to cruise at the 10kt range, wish for the ability to cruise at higher speeds on the longer trips. To that end this craft features twin 425hp Q series Cummins, which gave a comfortable and economic 15kt cruise and topped out at 20kts on trials, while retaining a very long range 10kt cruise speed in displacement mode. This example also has underwater exhausts
for very quiet running. It is also the first Explorer with a Scott Bader(UK) Hi UV resistant blue gel coat hull and the latest UV resistant white topsides. This model is not a fishing craft, so GML has designed a custom cockpit with full wrap around seating with a fixed table that will allow indoor/outdoor seating in all weathers. The E52 also has a custom saloon layout with twin settees, including a pop up 32� TV behind the starboard settee. This settee also converts into a double bed and forward is a custom grog and glasses locker, plus pull out 111
The latest GML Explorer flybridge sedan from Explorer Yachts is due for arrival in NZ mid-May.
wine cellar. This craft has twin cabins with separate bathrooms both with fresh water flush wc’s. The flybridge is huge and has a 300kg long reach ADC davit, twin helm seats, freezer and drinks fridge, and commodious seating. The E52 is a demonstrator stock boat and is available for purchase from GML. GML Ph: (+64) 0274923374, E: phil@gilbertmarine.co.nz, www.yachtworld.com/gilbertmarinenz/ WWW.BOATMAGS.COM
VENTURE TO THE ALEUTIANS
Venture to the
ALEUTIANS Visiting wild and remote places that are hard to reach by any other means of travel is something that Tony Fleming and his crew aboard his Fleming 65 Venture, reckon is what passage making is all about. His latest venture to the Aleutian Islands ticked all the boxes!
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By Tony Fleming
Venture in Castle Bay
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Venture in the ice flows in Northwest Glacier.
My Fleming 65, Venture, has carried us in safety and comfort more than 50,000 nautical miles in the ten years since her construction in 2004. She is hull #1 of the 65 series and has served as an ongoing test bed for new equipment and ideas. The question running through my mind after completing a circumnavigation of Vancouver Island in 2014 was where to go next? We had previously been through the Panama Canal to the US East Coast, with a side trip to Galapagos, and made several trips to Alaska from our base near Seattle. In 2013 we had braved the notorious Gulf of Alaska to spend a month in wonderful Prince William Sound. I am drawn to wild and remote places and prefer to cruise to destinations hard to reach by any other means of travel. A study of the map of areas beyond Prince William Sound revealed a host of choice destinations which fit the bill. There were the fjords on the Kenai Peninsula and Kodiak Island; Katmai on the Alaska Peninsula plus the peninsula itself. Beyond, were the Shumigan Islands, followed by the Aleutian Islands and Dutch Harbor, which would be our ultimate destination even though the Aleutian chain continued west for another 1,000 miles. We would be exposed to the open waters of the gulf but I knew we had a boat which had many times proved herself to be a capable sea boat and up to the task. Captain Chris Conklin, myself and Christine had covered many miles together so we were well prepared to take on a journey which would ul-
timately cover 5,000 nautical miles over four months. This journey ticked all the boxes!
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5000 NM to go And so, with our destination decided, we depart Vancouver Island on April 9th 2015. Our route takes us up the Inside Passage to Juneau in Southeast Alaska where we arrive ahead of the cruise ships. It is strange to see the docks empty of the leviathans that normally occupy them. The weather is good and the Gulf of Alaska gives us no trouble as we follow the rugged coast north to Prince William Sound. We revisit the delightful town of Cordova and stay a couple of weeks while awaiting the arrival of millions of birds on their annual migration to the Copper River Delta on their way north. There is noticeably less snow than during our previous visit even though we are here much earlier in the season. From here, we cross Prince William Sound before making our way down the Kenai Peninsula, famous for its rugged and scenic fjords. The highlight is a visit to Northwest Glacier where we are able to fly our drone to take pictures from a unique perspective. We venture back into the Gulf to make the open sea crossing to the town of Kodiak on the island of the same name. In this vast and rugged area, you can count the names of significant towns on the fingers of one hand. Every one of them depends almost entirely on fishing – especially salmon – for their existence. When we arrive the season has not
yet started but the harbour is abuzz with activity as commercial fishermen prepare their boats for the frenetic activity that lies ahead. The state of Alaska has taken a unique approach to management of its fisheries. All fish farms are banned and no large foreign vessels are permitted. Instead, fishing is in the hands of local fishermen and strictly controlled by quotas based on physical counts of the returning salmon. They also operate hatcheries and release the young salmon into the wild. Like Cordova, Kodiak is an interesting town full of interesting people. In 1912, it survived being buried in ash from the largest volcanic eruption in the 20th century. In 1964, a tsunami from a 9.2 earthquake wiped out downtown and the harbour and in 1989, its fishing industry was devastated by the Exxon Valdez oil spill.
Plenty of bears From Kodiak we cross the Shelikof Strait to the Alaskan Peninsula on the mainland where we visit Geographic Bay. In most of Alaska, bears are hunted and, very sensibly, flee at the sight of a human but in Geographic, they are protected and we are able to observe them in their natural habitat. We anchor deep within the recesses of the beautiful, multi-lobed bay and tour the shoreline in the tender. In a single day we observe sixteen bears who pay us little attention as they go about their daily business. As we continue down the long Alaskan pen-
Bears were everywhere, including this couple courting.
insula we see that this is a fierce land, raw and untamed. The waters may be visited by man in search of its bounty, but the land itself appears untouched and unvisited. Much of it has undoubtedly never encountered a human footstep. On almost every island, where the coast meets the sea, it is as if some cataclysmic force has sheared off the land, creating fissured and shattered cliffs 1000m high dropping sheer to the sea. In the Atlantic these cliffs would be home to millions of shrieking birds but here there is hardly a one. We turn into Castle Bay – obviously so named because of the shape of the rocks on Castle Cape. It is six miles to its head and we anchor in 20m in the northern arm of Castle Bay. Here the mountains rise almost sheer 1100m from the water in a series of jagged spires, draped with mist. The vegetation at their base is verdant green. We spot a mother bear and two cubs in the undergrowth but they are far off and never come down to the beach. The mist swirls around the peaks sometimes concealing them and, at others, partially drawing back the gauzy curtain to highlight them with shafts of sunlight. This is perhaps the most dramatic anchorage we have ever encountered.
Bald Eagle in Dutch Harbor.
Kodiak Harbor’s fishing fleet.
Weather permitting We continue down the Alaskan Peninsula to the town of Sand Point in the Shumagin Islands, named after Nikuta Shumagin, a member of Bering’s expedition, who died of scurvy and was buried here 1741. Here we wait a few days to rendezvous with George, our first guest. WWW.BOATMAGS.COM
VENTURE TO THE ALEUTIANS
The imposing Progromni volcano on Unimak Island.
Venture moored up with the fishing fleet in Sitka
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Keen birders and sandpipers.
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VENTURE TO THE ALEUTIANS
Venture crew in Dora Harbor.
Weather is a major factor in areas such as this and it is always necessary to keep a few days in hand. “Weather Permitting” must be part of any plan to avoid making the mistake of putting to sea under marginal conditions simply to meet a schedule. After leaving Sand Point, we anchor in Volcano Bay, close to the end of the volcano-strewn Alaska Peninsula and where the Aleutian chain of islands begins. We expect to find shelter from the winds streaming south from the Bering Sea but, instead, find ourselves battered by 40 knot, katabatic winds which blow unabated throughout the night. In the morning, the chart plotter shows that Venture has covered significant distance as she reacts to the erratic gusts - but the anchor has not dragged. When dawn breaks, ominous and menacing clouds loom over our heads. We reach Dora Harbor on the Ikatan Peninsula mid afternoon and, although there are two fish tenders (which receive the catch from smaller boats) already at anchor in the outer section, we initially have the shallower inner section to ourselves. Shortly after we drop anchor, smaller stern pickers begin to enter the inner bay. The first comes over to welcome us and gives us a salmon even though they tell us that the season has got off to a slow start. Gradually, more boats appear and a second boat presents us with two more salmon. This keeps George busy filleting the fish. Eventually, twenty boats are
riding peacefully at their anchors making a pretty sight against the pale blue sky and green hillsides.
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Arrive at the Aleutians From Dora, we proceed west along the south coast of Unimak which is the first island in the Aleutian chain. The clouds lift to reveal a view of three of the four volcanoes on the island - Roundtop, Isanotski (also known as Ragged Jack due to its jagged summit) and Shishaldin. The latter being the most active and tallest at 2856m. Although this is a large island it lacks any good anchorages and we have a long way to go. At its western end, we turn north through Unimak Pass into the Bering Sea where we are overtaken by an 350m Cosco container ship en route for Vladivostok. A strong southerly wind whips up rough seas, especially in the gaps between Akun, Akutan and Unalga Islands. We seek refuge from the wild conditions in English Harbor - named for Captain Cook by the Russians. Cook first called here in June 1778 and again for three weeks in October of the same year when his ships were in need of major repair after his return from Barrow in the far north. Here we find ourselves in peaceful, almost pastoral, surroundings in perfect calm. The surrounding hills appear to be clothed with green velvet in the evening light. In the far distance we can see snow capped Progromni Volcano on Unimak Island.
The following morning we make our way over the remaining twenty miles to Dutch Harbor. We pass Priest Rock - a pinnacle which does indeed resemble a priest conducting prayers. On arrival in Dutch Harbor we are directed to the new and well equipped Carl E Moses marina. The power on the dock is three phase, only suitable for much larger vessels for whom this marina was obviously built. Correctly speaking, Dutch Harbor is but one of several harbors within the town of Unalaska. It is a pleasant place and very different from the impression conveyed by the TV program The Deadliest Catch. It is still early in the season and huge stacks of brand-new, refrigerated containers are waiting to be filled with salmon. Equally large stacks of crab pots are stored, awaiting the start of the king crab season in the dark and stormy days of January. We have now reached our farthest point west. From here we return east along a slightly different route. We revisit Kodiak from where we strike out across the middle of the Gulf of Alaska direct to Sitka in Southeast Alaska – a distance of 560 nm which we takes us roughly 56 hours. We reach Sitka without incident and spend a few days in the area awaiting our next guest before heading home. We still have another 600 miles to go before reaching home base where we arrive on August 10th, having covered 5,000 nm in four months. It has been a journey to remember.
FLEMING
YACHTS
the ultimate cruising yacht
If you like adventurous cruising, it’s best to go well-equipped
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All Fleming Yachts, from 55 to 78 ft in length, are not just well-equipped, they’re best-equipped. Beneath their sleek & seaworthy exteriors lies a huge array of top-rated components, systems & equipment, all meticulously sourced & impeccably installed to provide owners with everything necessary for safe & luxurious family cruising, secure in the knowledge that their yacht is best-equipped to deal with all the pleasures & challenges of life at sea. View for yourself this impressive list at: www.flemingyachts.com/inclusive or scan the QR code Then ask yourself, is any other motor yacht as well-equipped as a new Fleming Yacht? New Zealand Agent, Orakei Yacht Sales, 12-14 Tamaki Drive, Orakei, Auckland 1745, NZ. Tel: + 64 21 929 592 Email: jason@orakeimarina.co.nz Fleming Yachts Australia Pty Ltd, Unit 9, 1 Bradly Avenue, Kirribilli, NSW, 2061 Tel: +61 (2) 8920 1444. Email: info@flemingyachts.com.au
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CATEGORY A
B O AT R E V I E W > M A R I T I M O M 5 9
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Externally the styling of the M59 looks very much the same as other versions in the Maritimo M Series range, but there are some unique differences that set it apart.
At around 9 knots the M59 has the range for a Tasman crossing.
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No lower helm means the saloon is fresh and open, providing a very social aspect to the layout. The M59 has the traditional starboard side aft galley with the island counter.
Twin Pompanette chairs look after the skipper and a guest in the very social flybridge area.
Being a semi-custom layout, you have the ability to personalise the accommodation area, such as the master stateroom.
M
aritimo has been building boats now for quite a few years and has never been a company that sits back and waits for the market to react. Under the tutelage of Australian marine industry guru, Bill BarryCotter, Maritimo has been at the forefront of new and innovative designs, both in flybridge and sport sedan models. They have never been afraid of doing something different, yet at the same time have stayed reasonable mainstream in their designs. The new M59 continues to grow the M Series for Maritimo and with international sales, before the first boat was completed, it is destined to be another winner for the company. It is a boat designed to appeal to a variety of owners, from those that have a serious fishing interest to others that see the M59 as the perfect family and social cruiser. The M59, the very latest release from this leading Australian boat builder, derives a lot of its features from areas that have proven popular in other models. For example, the M59 can incorporate a lift-up boot with Euro transom or fish boat transom, the same as
the M51, M54 and M64. The main difference is with the Fishing transom the boot lid is replaced with a fully moulded one-piece transom. There’s also a dedicated central bait station with all the necessary bait and tackle prep areas, complete with live bait tank and tuna tubes. There are plenty of storage areas under the coamings for your tackle, fenders and ropes. While the Euro transom has stainless tube gates, the fishing version has solid grp doors to eliminate any water rushing into the cockpit when backing down on a fish. The Euro transom has stern seating with a teak table on S/S pedestal, with the optional tender storage below and full access to the lazarette area. The transom includes a plate freezer, provision for optional BBQ, sink and cockpit shower. While the Fish transom is popular in Australia and New Zealand, it’s the Euro transom that is favoured by European and US buyers. Maritimo offers an optional rise/fall transom lift or you can opt for a Freedom lift for external dinghy storage.
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The extra beam has meant a wider dash which can handle a trio of 22” MFDs. JUST LAUNCHED Launched at the recent Miami Boat Show in February and with its first Australian release at SCIBS, the Maritimo M59 (17.98m) fills in the gap between the M62 (19.16m) and the M54 (16.50m). It now brings the Maritimo M Series lineup to six boats, from the M51 (16.19m) through to the M70 (21.51m). While all boats share a common DNA and styling, they are very much individual inside, with layouts that reflect the different sizes. For example, while the popular M62 has two bathrooms and a day head, the M59 has just the two bathrooms, but due to the extra beam of the M59 (5.46m) compared to 5.29m for the M62, there is more accommodation space available. For example, while the M62 has upper and lower bunks in the third cabin, the M59 has slide-together singles. However, apart from the extra day head of the M62, the layout is very similar. “The additional beam has allowed us to reconfigure the boat completely and we have gained not only in the lower accommodation area but also throughout the saloon, cockpit
and flybridge”, says Maritimo Marketing & Sales Manager, Greg Haines. It’s a big little boat that intelligently answers the issues of utilising available space to the maximum benefits. The three-cabin layout features a full beam master aft and forward VIP, both with queen size berths and ensuites. As mentioned due to the extra space available there is also a starboard side guest cabin with twin berths that slide together to form another double. Both the master stateroom and forward VIP cabins have massive storage drawers, cupboards and hanging lockers, plus full height mirrors, individual air conditioning and portholes providing plenty of natural light. Overhead hatches come with flyscreens and sunshades. Noticeable is the head height and space now available in the cabins. The master stateroom has an extra large bathroom, with a mezzanine area complete
with a makeup desk and room to change, while the ensuite opposite is shared by the VIP and guest cabins, as well as doing double duty as the day head. Being a semi-custom layout, you have the ability to personalise the accommodation area. For example, the sofa in the master stateroom can be replaced with a vanity unit or even a sideboard. It’s all up to the owner to decide. Maritimo has already had requests for an exercise bike, piano and even a treadmill to be built into the M59. “We’ll consider most reasonable requests and if we can make it work in the space, we are happy to accommodate the owner”, says Greg.
PARTY UPSTAIRS The four-sided enclosed hardtop has triple sliding doors to starboard and an opening door to port, plus an electric Webasto sunroof with shade slide above. Again because of the extra beam, the ergonomic dash is broad enough to take a trio of 22” MFD screens, although some owners choice a pair of 19” MFDs and use the available space for adding other systems or displays. It is fully equipped with steering, engine controls, engine instrumentation, intermittent wiper controls, bow and stern thruster controls, trim tab controls, winch up/down controls and compass. Plus there’s even a freshwater windscreen washer and rain sensors. Twin Pompanette chairs look after the skipper and a guest, while an L shape lounge aft allows your friends to join in the party when you’re at the helm. This can also convert to
Deep bulwalks assist in a safe passage to the foredeck.
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The M59 fills in the gap between the M62 and the M54.
another reasonable large sofa bed for extra guests. A port side wet locker is equipped with everything you need to make a few cocktails and keep the beers cold. Another new feature is the lack of any windscreen mullions, which improves visibility and gives the forward screen the impression of being one large panel. If you venture out onto the Juliet deck, a stainless steel rail runs around the perimeter for your safety and there’s space for a couple of deck chairs and a fold away table. You can also have a fixed table and seating built in as an option. COMFORTABLE LIVING Like all Maritimos, the saloon and cockpit are divided with bi-fold glass doors that bring the outdoor and indoor areas together. The M59 has the traditional starboard side aft Maritimo galley with the island counter. This has proven very popular with owners. With the rear doors open, the galley is immediately accessible to the cockpit, so no need to come inside to grab a cold drink or lunch while you’re busy fishing. Standard on the M59 is high-quality Miele fittings, such as the cooker, fridge/freezer, dishwasher, and range hood and you have
a choice when it comes to bench tops (Corian or Caesarstone) and galley floorings (Rosewood with Maple or Ebony inserts or Amtico). The timber options throughout the M59 are Teak, Wenge, Myrtle or Walnut in satin or gloss finish. Gloss teak is standard. Opposite the galley, is the stainless and open teak tread staircase which leads up to the enclosed flybridge. The lockers below form an extension of the galley with an F&P draw fridge, which can we set for wine, pantry, chill or freezer. There’s also extra storage for glasses and an icemaker, plus the entertainment centre. Due to the extra beam and to also provide extra height in the owner’s stateroom, Maritimo have moved the dinette to the starboard side of the saloon and it is the first of the new Maritimo range with a full U shape lounge. You also have the option of a multi-functional table that can be set up at coffee or dining heights. No lower helm means the saloon is fresh and open, providing a very social aspect to the layout. Another bonus of the extra beam is the companionway to the accommodation area is now in the centre. I was surprised as to how much the design could benefit from just an extra 170mm (6.7”) of extra width.
NO PODS Maritimo doesn’t do pod boats and the M59 is offered with either a pair of Volvo Penta D11-725 or D13-800. Our boat ran the larger package and on the mild waters of the Broadwater, we hit just over 28 knots. Not bad for a boat that weighs in at around 30,000 kgs, wet. Cruise speed is around 2000 rpm, which gives a speed of 21 knots and a range of around 500nm. Fuel burn is 9.5 lpnm. The M59 is not where the M Series will end, with a bigger model planned in the future, plus a sedan version, S59, will be available later this year. This follows a similar trend for some other M Series flybridge models. Already the M59 has proven an international winner with the sale of the first boat to a Gold Coast client, with the next two boats sold to US-based owners and the fourth to Europe. At the time of writing #5 was staying in Australia as a stock boat, but as is the interest in the new model, by the time you read this it has probably been sold. If you equip the M59 with all the latest electronics and control systems such as thrusters and EJS, it’s a boat that is easily handled by two people.
T E C H N I C A L S P E C I F I C AT I O N S Boat Design Name: Year Launched: Designer: Interior Designer: Builder: LOA: LOH: Beam: Draft: Displacement (Dry): Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP:
Maritimo M59 2016 Maritimo Design Team Maritimo Design Team Maritimo 17.98m 17.68m 5.46m 1.22m 27,000 kg 28 knots GRP 4400 Litres 700 Litres 2 x 800hp Volvo Penta D13
PACIFIC PASSAGEMAKER ANNUAL 2017
Drive Train: Props: Generator: Air Conditioning: Watermaker: Thrusters: Hi-Low Platform: Anchor Winch: MFD: Base Price of Boat:
Shaft 30” x 37.5” Teinbridge Cummins Onan 17.5 kW Cruise Air Idromar Vetus Davco Muir Cheetah Simrad 22” x 3 $AU2.11M
Contact: Maritimo, Beattie Rd, Coomera, QLD 4209 Ph +61 755 886001, ghaines@maritmo.co.au, www.maritimo.com.au
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Performance Figures RPM Knots 600 6.20 700 6.95 900 8.40 1100 9.70 1300 10.65 1500 11.85 1700 16.45 1900 19.75 2100 23.75 2300 27.35 WOT 28.20
LPH 8.65 12.50 24.50 41.00 75.00 112.50 140.00 180.00 231.50 281.50 305.00
L.P.NM 1.40 1.80 2.92 4.23 7.04 9.49 8.51 9.11 9.75 10.29 10.82
Range 3408 2644 1630 1125 675 501 559 522 488 462 440
3 to 7 August International Convention Centre – Sydney and Cockle Bay Marina, Darling Harbour
This year’s show will be a special time in the history of recreational boating. Make sure you bring the family along to celebrate the 50th edition. The show is the best place to see and buy boats and all the gear for them. Packed with fabulous education and entertainment; its return fully to Darling Harbour marks another milestone filling the entire exhibition space, not only making it the only consumer show to do so, but also making it the biggest boat show in the southern hemisphere.
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25 to 27 August BRISBANE CONVENTION & EXHIBITION CENTRE Southbank
The original Queensland Boat Show returns and it’s bigger and better than ever
30 June to 2 July ADELAIDE SHOWGROUND
AdelaideBoatShow.com.au A world of fishing awaits, don’t miss this & so much more
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B O AT R E V I E W > I N T E G R I T Y 4 9 G R A N D S E D A N
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The new 490 Grand Sedan is the second Integrity to carry the Grand Sedan name and is essentially a larger version of the 460 Grand Sedan that it replaces. Based on the same hull, the extra length provides more space in the cockpit, midships in the saloon and gets an extra bathroom between the mid and front cabin.
I
ntegrity customers it seems are very loyal to the brand, with the owner of the first 490 Grand Sedan having already had five previous to his latest purchase. With the 490 Grand Sedan, he was looking for something a little different, that he could put his touches on. Being able to stamp your personal mark on your boat is what the Grand Sedan series is all about. As Brett Flanagan, the man behind Integrity Boats says; “We start with a clean sheet of paper and go from there”. To date, there has been three Grand Sedans arrive in Australia and while still retaining the same external look, they are all different inside. One of the things that you can’t have is a twin engine package. All Integrity’s run
one diesel engine and that’s the way Brett wants it to remain. “We get great economy and performance from a single engine, increase usable space in the boat and keep the overall purchase cost down”. The 460 Grand Sedan, was Integrity’s first semi-displacement model and was the result of clients wanting something quicker and with a little more refinement. Until then all Integrity models were based on full displacement hulls so there was a limiting factor when it came to top end speed. Underwater, the new 490 retains the same keel as the Integrity displacement models, but has been given a tweak on the aft running surfaces to feed more clear water
to the propeller and with the new semidisplacement hull form provides a gain of 6-7 knots over the displacement hull. While the 460 Grand Sedan achieved 17 knots, running a single Cummins 480hp QSB 5.9, the 490 Grand Sedan tops out around 15.5 knots with the same power. Cruise speed is around 12 knots. Engine options are either Cummins, Scania or John Deere. Part of the standard package are Quick 195kgf stern and bow thrusters, which are a real bonus when you have a boat with just one drive.
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The layout is open plan, with friendly social spaces, all on a single level, from the transom to the helm.
A FEW CHANGES The 490 Grand Sedan continues with the changes and upgrades that were all part of the 460 Grand Sedan, and like all Integrity boats, the arrangements from boat to boat vary. The Grand Sedan offers a variation on the traditional layout and provides an extra style of finish and appointments over the existing Integrity range. In the first 490 Grand Sedan, the owner has gone for a conventional interior with a nautical flair, combining finishes that are traditional yet contemporary. Like the previous 460 Grand Sedan, the layout is all open plan, with friendly social spaces, all on a single level, from the transom to the helm. One unique feature is the way that Integrity has designed all glass rear door. It’s both a conventional sliding door for easy access, as well as a large hopper window, which transforms the living spaces into one vast area. Drop the clears around the cockpit overhang and your ‘covered saloon’ area extends to over 6m long. Hot or cold weather, rain or blazing sunshine, the 490 Grand Sedan offers an exceptional expanse of protected space to entertain, relax or spend evenings away. Due to the extra length of the new 490 Grand Sedan (750mm longer than the 460 Grand Sedan), there is a more space in the cockpit. This has been utilised in the boat I was aboard, with bench seating either side,
as well as across 2/3rds of the transom. There is the option of an insulated ice box under the squabs. A dining table and a couple of free chairs took up a lot of the remaining space. However, this is all the owner’s choice and if you wanted a more open cockpit, then you can cut down on the seating. The GRP overhead cockpit cover extends through to the transom, so if you are into fishing, then the generously sized boarding platform is probably the best place to go. Centre transom is a bait station with fresh water and a storage locker under for tackle. You could modify this for a bbq or that’s something that could be built into the upper deck area. While standard is stainless cap rails, the option of using teak around the cockpit adds a nice touch.
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ENTERTAINERS GALLEY The saloon of the 490 Grand Sedan is very different from the 460 Grand Sedan it replaces and while still utilising a full-length port side galley, the extra space has meant a more refined layout. Under the exceptionally long Corian bench top are dual sinks, a trash bin, stove, microwave and Isotherm 130-litre fridge freezers. This is a real entertainers galley. Aft of the helm is an L-shape settee with a drop down table that has been specially shaped one side, so as to not interfere with folks walking past.
Big change at the helm is that in the previous model there was a bench seat (now optional) it’s been replaced with twin seats. These can be placed in the seated, standing or bolster positions. Should you need to get outside in a hurry or to assist when docking, a sliding side door gives easy access to the starboard bulwark. Another change in the 490 Grand Sedan are the bulwark heights, that have been raised so you now step out onto the same level, rather than stepping down. Twin Garmin GPSMap7416 MFD screens, take up most of the real estate on the raised helm, with a large facia looking after everything else. Our boat was equipped with a Fusion MSRA70 entertainment system, Simrad sonar, Garmin autopilot, Smartcraft gauges and more. The electronics package is your choice and the helm can be designed and configured to handle just about anything you want. TWO CABIN/TWO BATHROOM Before the arrival of the 490, the Grand Sedans all had two cabins and a single shared bathroom. The new 490 is a two cabin/twin bathroom boat, however, if you like the 490 Grand Sedan, but want three cabins, then you can order the 530 Grand Sedan, the first of which is due in late 2017. The new accommodation layout, based on the same size area as previous models now offers a stately walk-around bed in the master stateroom, with a forward guest cabin and
The 490 Grand Sedan is very different from the 460 Grand Sedan it replaces with extra space offering a more refined layout.
Centre transom is a bait station with fresh water and a storage locker under for tackle.
Twin Garmin GPSMap7416 MFD screens, take up most of the real estate on the raised helm.
Just how you finish the cabins is your choice, with a variety of timber and fabric options.
By reconfiguring the floor levels and forward bulkhead placement, the master cabin has considerably more space.
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Drop the clears around the cockpit overhang and your ‘covered saloon’ area extends to over 6m long.
two bathrooms. You have the choice of 2-4 single bunks in the forward cabin area or a queen size berth. Each cabin is well supplied with hanging lockers and storage. By reconfiguring the floor levels and forward bulkhead placement, the master cabin has considerably more space, with the queen size berth now recessed under the helm station sole. This has also allowed for a separate owner’s en-suite. The VIP cabin shares the day head, which like the master en-suite has a large shower stall, head and Granite vanity. Just how you finish the cabins is your choice, with a variety of timber and fabric options. While our boat had the very traditional teak and holly flooring, you can go for the carpet option. Each cabin has an individual air handler and both can be fitted out with TVs.
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LONGEVITY Integrity continues to set the benchmark when it comes to mid-range displacement and semi-displacement cruisers, with over a dozen boats in build at their factory. The 490 Grand Sedan is a big volume boat that hits the market when it comes to value for money. Build time is around eight months. It’s well finished, well built and unquestionably goes well. With the popularity of the Integrity range (over 80 now sold into Australia & New Zealand), it is a brand that is going to be around for some time yet and the 490 Grand Sedan is a great addition to the range.
Boat Design Name: Year Launched: Designer: Builder: LOA: Beam: Draft: Displ (full): Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP: Drive Train: Generator:
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Now that’s what I call open plan!
Integrity 490 Grand Design 2017 Brett Flanagan Integrity Boats 14.50m 4.35m 1.30m 15000 kg 15 knots GRP 2000 Litres 700 Litres Cummins 480hp Shaft Kohler
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Air Conditioning: Thrusters: Stabilisers: Lighting: Ent System: Anchor Winch: MFD: Base Boat Price:
Marine Air Quick Vetus LED Fusion Quick 1200 Garmin GPS Map 7416 x 2 $AU1.050m
Contact: Integrity Motor Yachts Queensland Brett Flanagan Ph +61 0414 997 654 brett@integrityboats.com.au www.integrityboats.com.au
A Grand Entrance The New Integrity Motor Yachts 490 Grand Sedan
Integrity Motor Yachts is proud to release the latest 490 Grand Sedan. Inspired by owner feedback, the 2017 Grand Sedan series offers a selection of design enhancements coupled with owners specific requests, to provide the perfect displacement motor yacht. A renewed interior saloon and dual helm chair layout adjoins the customary entertainers galley and rear deck. Below decks the spacious master cabin enjoys a separate shower and ensuite with the forward guest cabin available in a variety of layout options. If its additional performance you need, the upgraded standard engine and streamlined hull design means the 490GS will easily achieve 15 knots. The 490 Grand Sedan, another grand idea from Australia’s leading displacement motor yacht brand. www.integrityboats.com.au
QUEENSLAND Phone 1300 798 735 F Arm Sanctuary Cove Marina
320 EXPRESS
NEW SOUTH WALES AW MARINE SALES Adam Workman 0419 124 939 adam@awmarinesales.com.au
340 SEDAN
380 SEDAN
WESTERN AUSTRALIA MARTIN BOX MARINE Phone 08 9336 1466 Capo D'Orlando Drive, Fremantle WA 380 FLYBRIDGE
TASMANIA - BOAT SALES TASMANIA Phone 1300 288 007 Murray St. Pier Marina, Hobart (opp. Parliament House)
440 SEDAN
440 FLYBRIDGE
VICTORIA - PIER 35 BOAT SALES Phone 03 9645 1100 Pier 35 Marina Village, Suite 3, 263-329 Lorimer St, Port Melbourne
490 GRANDSEDAN
490 SEDAN
NZ - LAURIE COLLINS MARINE Phone: +64 09 376 6331 K Pier 103-115, Westhaven Dr, Westhaven 530 GRANDSEDAN
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V O YA G E O F T H E E N V O Y > P A R T 3 9
Envoy visits Santorini & Crete Text & photos by Laurie & Diane Cranfield
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Above: Envoy refuels Envoy at Agios Nikolaos marina.
Taverna owners let us moor our RHIB behind their jetty.
Magical Santorini Diane’s sister and her husband are meeting us in Santorini (or Thira as Greeks call it), so we cruise about 25 miles southwards from Ios Island with the Meltemi wind directly behind us. Santorini is a romantic, mysterious, hugely impressive island straight out of the Greek postcards. Yes, it’s busy, but it’s a place everybody should visit once in their lifetime to enjoy breathtaking scenery, great shopping and eateries, lots of beaches to cool off at and some quieter areas to avoid the commercialism and tourist hordes. In 1440 BC it was the scene of the fifth largest volcanic eruption in history when the entire centre of the island comprising about 30 cubic kilometres blew into the sky leaving a crater some six miles long and four wide, which filled with seawater to form the present cliff-lined Caldera. Cruising into and later looking down on the Caldera we can only marvel at the size of an eruption that could cause such a crater and a series of tsunamis estimated up to 100 metres high moving at 160 km/hr, devastating Crete 60 miles away to the south and its ancient Minoan civilisation. The volcano is dormant, but its last eruption occurred in 1925, and a 7.8 Richter Scale earthquake in 1956 caused significant damage and loss of life (Christchurch’s major quake was 6.3). Jules Verne based his classic novel Twenty Thousand Leagues Under The Sea on Santorini and some historians speculate it’s also the location of the mythical island of Atlantis, which according to ancient Greek philosopher Plato “in a single day and night of misfortune disappeared in the depths of the sea”. Santorini has notoriously poor shelter for visiting boats as the Caldera is mostly too deep for anchoring while the only marina is very crowded and not possible to book in advance. In fact, cruising guides recommend leaving your boat in Ios Island’s marina and catching a ferry across. We anchor off a rocky foreshore called Akrotiri Beach which was well-sheltered on a previous visit, but with the Meltemi blowing for so long, swell remnants find their way here and even with our flopper133
stoppers deployed we roll around a bit too much for comfort. Ashore is an excellent taverna with amazingly friendly owners and staff, who allow us to moor our RHIB in their tiny sheltered harbour and generously give us a bag of fresh fruit and vegetables from their garden as well as providing fresh water for Envoy’s tanks. When we take a bus to a small supermarket several kilometres inland the friendly owner transports us back in an old ute with the three of us and his friendly family dog jammed into the front bench seat. After a few days another cruiser tells us that Captain John’s Restaurant at Ormos Ay Nikolau on nearby Thirasia Island provides free moorings, so not wanting to roll around at anchor any longer we head there to find a delightful bay with little wind and a flat calm sea. Two friendly restaurant staff in their dinghy help us moor Envoy’s bow and stern to buoys just a few metres from shore, the water being very deep. The best way of securing a line to a buoy is to pass the line through the buoy’s holding point (usually a loop of heavy line under the buoy attached directly to its mooring chain) and make both ends fast aboard your vessel. Then you can easily remove your line without having to leave your boat. These guys tied the end of our line to the buoy’s holding point making it impossible to remove except from a dinghy and although I intended to correct this later we had to hurry to catch a ferry across to the main island. A few days later we make an early morning start to cruise to northern Crete, but now the wind has increased to about 15 knots on our beam and the additional strain on our mooring lines makes it difficult to untie their knots. We retrieve the bow line by looping a second line to take the strain while we remove the original line, but the stern line is secured to a smaller buoy which has been pulled underwater by the strain. Not wanting to delay our departure I have to cut the line as close as possible to the knot, losing some line in the process and learning a useful lesson about getting mooring lines deployed correctly in the first place. WWW.BOATMAGS.COM
Taverna staff supply Envoy with fresh water.
Locals call Spinalongas The Island of the Living Dead.
Santorini has a dramatic landscape.
The island of the living dead After a cruise of about 65 miles taking 12 hours in exceptional conditions and seeing only a few ships on the horizon along the way, we anchor in the fascinating lagoon of Ormos Spinalongas in north-east Crete. This is a perfectly sheltered bay measuring about two miles long by half a mile wide with very shallow depths ranging from about three to eight metres. Its entrance is protected by the island of Nisos Spinalongas though the steep surrounding hills regularly produce strong katabatic winds lifting sheets of spray and creating a small but lively chop. The small shoreside villages of Plaka and Elounda are interesting to wander around and good for obtaining supplies. Apart from several tranquil anchorages, Ormos Spinalongas’s highlight is the island with its 1579 Venetian castle, which withstood a 25-year siege by Turkish invaders in the 16th century. Eventually, the Venetian and Genoan defenders were allowed to leave while about six hundred Cretan co-defenders were enslaved. This castle represents an interesting example of how several protective walls were commonly built so that defenders could progressively retreat to the higher protected ground if walls were breached. In 1903 the island became an infamous leper colony where Greek lepers from all strata’s of society were rounded up by the police and forced to live until it closed in 1957 soon after treatments for leprosy became available. Lepers were originally left isolated in appalling conditions and there are many PACIFIC PASSAGEMAKER ANNUAL 2017
touching stories of lepers helping each other as well as nurses, a priest and a doctor assisting them while ignoring the risk of contracting the disease. Despite their hardships, the lepers provided for themselves by cultivating the land and fishing. Some even fell in love, married and had children. Our enthusiastic guide shows us a macabre old stone building where a deep pit contains bones of the dead and their skulls are stacked on shelves around the walls - it’s often worth paying a guide (in this case 30 Euros – about $50) to get a full understanding of what you’re seeing. Called by locals the Island of the Living Dead, Nisos Spinalongas is eerie and at night radiates an unusual luminescent glow. It’s just a short cruise from Spinalongas to Agios Nikolaos marina where we’re leaving Envoy for a few days to do some inland touring by car. This is the furthermost point we’ll be from our home base at Lefkas and a road tanker provides 1,500 litres of diesel costing 1.10 Euros (about NZ$1.83) per litre. This quantity of fuel covers a lot of miles at our average consumption of 6-8 litres per hour. We spend a day visiting some inland mountain villages and the Lasithi Plateau – an extremely fertile large green plain surprisingly located 900 metres up in the hills where all manner of produce is grown. Water for cultivation used to be lifted from bores using windmills, in fact about 7,000 were constructed during the 17th century, some still used today. The villages are exactly as you might picture them – narrow winding streets where a 134
car has to pull over to let an oncoming car through, ancient rustic buildings in poor states of repair with peeling paint, old men with waistcoats and moustaches sitting outside small tavernas looking up with interest as our car passes and elderly hunched women dressed in black. Next day we drive to Mochlos, a fishing village turned swimming beach surrounded by tavernas but retaining a large measure of natural charm, tranquillity and character. There are few sheltered areas where cruising boats can anchor on Crete’s north coast because the consistent northerly Meltemi wind blows generates a one to two-metre swell. This coastline is about 140 miles from east to west with only about six harbours or marinas and five most weather anchorages along its entire length. From Agios Nikolaos we cruise west for about seven hours in a 20-knot headwind, choppy seas and easterly current reducing our speed to about 4.8 knots, dropping anchor at the island of Nisos Dhia, correctly described as “bleak” in the cruising guide though two south-facing bays offer reasonable shelter.
Cruising to historic Soudha Bay It’s great to visit destinations we missed during 2010 and we find one in Agia Pelagia – a spectacular beach in a great setting though ridiculously crowded ashore. We’re the only boat anchored but like other popular beaches here high-powered sports boats towing skiers and banana boats are a constant irritation. Fortunately, they only operate from about midday to 1700 and the
446 young Kiwis lie in this war cemetery.
LED
Lighting Surface Mount, Recessed & Underwater
Envoy on buoys where water too deep to anchor.
“Nothing but the best”
Bowthrusters rest of the time is peaceful. It’s difficult to find a place to put our RHIB when we venture ashore, but a fisherman kindly offers us a place alongside his boat and helps us moor. The taverna owners tell us the tourists are mainly Greeks on package tours and don’t have much money to spend, with the austerity measures currently in force. A 25 year-old nurse tells us she’d changed her job to waitressing as her nurse’s wages had reduced to an extremely low 400 Euros (about NZ$670) per month while her plumber husband only gets paid when his employer can afford it. Next day we move further west to the small town of Ormos Bali where often too much swell prevents anchoring, but this time we find it calm and with no sports boat activity – bliss! Later we have dinner ashore to the sound of live Greek music and a display of traditional dancing. One of our favourite destinations is Ormos Milati on the northern side of the mouth of famous Soudha Bay and although it’s one of the best anchorages on the coast we’re the only boat anchored here. Ashore are excellent sandy beaches with crystal clear water, although in typical Greek style large portions of the beach are covered with deck chairs and umbrellas and the shoreline is ringed with tavernas. Soudha Bay is a four-mile-long sheltered inlet running east-west containing the town of Soudha and a NATO naval base where we see several warships including a submarine. Tight security reigns here with heavily armed patrol boats guarding
the ships. At one stage we approach too closely and a patrol boat roars over with lights flashing and siren sounding instructing us to move further away. During WW2 the Allies suffered a heavy loss of ships in Soudha Bay to German bombers. In a wonderful setting at the head of the bay is a superbly maintained Allied war cemetery containing the graves of 446 young New Zealanders who died during the German invasion of Crete. Although the battle was lost a big contribution to the war effort was made because the German paratroops were so decimated that Hitler never used them again. Also, the heavy German casualties delayed the invasion of Russia resulting in the freezing Russian winter contributing to the eventual annihilation and capture of the German forces at Stalingrad – a critical turning point in WW2. We also visit the German War Cemetery at Maleme, the scene of some of the fiercest fighting of the Battle of Crete. The hillside was held by New Zealanders who were decimating the German paratroopers on the airfield below until German aircraft arrived and wiped out most of the Kiwis. The remains of 4,460 young Germans are buried here and it’s typical of Cretan generosity that despite appalling German wartime atrocities to civilians they donated the land for the cemetery. PMB’s next issue sees Envoy continue exploring Crete. Access more detailed and current information from Envoy’s blog: www.envoyinthemed.blogspot.com 135
Bow & Stern Thrusters for boats from 8 - 30 metres
Anchor Winch
Vertical and Horizontal winches to suit every craft
Phone 09 273 9180 Fax 09 273 9185 Unit L 150 Harris Road, East Tamaki, Auckland www.tenob.co.nz www.marinedirect.co.nz info@tenob.co.nz WWW.BOATMAGS.COM
Ocean B O AT R E V I E W > M A R L O W 5 3 E
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CAPABLE WHILE THE MARLOW 53 E WAS RELEASED OVER TWO YEARS AGO, WITH OVER 20 SOLD WORLDWIDE, THE BOAT I WAS ABOARD WAS THE FIRST OF THIS MODEL IN AUSTRALIA. BEING MARKETED BY MARLOW’S NSW & QUEENSLAND AGENT, PACIFIC MOTOR YACHTS, THE 53E IS A BEAUTIFUL EXAMPLE OF A PILOTHOUSE MOTOR YACHT. Text by Barry Thompson
There is a wide selection of engine options for the 53E, from a pair of Cummins QSC 600s, through to 825hp Fiats. 137
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It has been over ten years since I have been aboard a Marlow and while from the outside I could see the new 53E is still very much stamped with that recognisable Marlow look, the interior has certainly changed. While still depicting a very traditional pilothouse arrangement with, Portuguese bridge, wheelhouse and galley forward on a raised platform, with a large spacious lower saloon aft, the new 53E offers a whole lot more. David Ratcliffe, MD of Explorer Marine Australia, the importer for the Marlow range says that the big changes are in the volume of the boat. “Compared to the 70E you reviewed, the latest 53E has more space, especially in the accommodation areas”. First glance it was hard to appreciate, but when I went back to the review I did in Pacific MotorYacht in Nov 2006, it was very evident. Although the 57E has a beam of 5.26m and the 70E is wider at 5.60m, it’s the way space has been utilised that makes the difference. Marlow has worked their magic on the design and layout of the accommodation to achieve a very efficient layout.
The 53E has the traditional Portuguese bridge
The working end of the boat, with a large central helm, lounger and galley all in the pilothouse.
THREE CABINS A wide starboard side companionway leads down to the three cabins; a forward VIP, port side guest with twin bunks and full beam master stateroom aft. The two guest cabins share a common bathroom, while the master has it’s own en-suite. The VIP has a queen bed with twin cedar-lined hanging lockers and a private entry door to the head. This head has a full glass enclosed shower and a glass fronted locker for linen. Like the rest of the boat, the layout of the accommodation areas is owner driven. Our boat came with an athwarthships queen bed in the master stateroom, with hanging lockers and bureaus of drawers hull-side all around for storage. A bulkhead door leads through to a utility room, which also houses the washer/dryer, another freezer and gives easy access through to the engine room. Again this is optional and other arrangements for internal engine room access are available. You can even turn the space into a full width his/hers bathroom. It’s totally up to you. One benefit of the internal access is if you are doing a lot of passage making you don’t have to go outside the boat to get to the engine room. OPTIONAL LAYOUTS Essentially the 49E and the 53E are the same boats, with the differences been that both the cockpit and saloon are longer in the 53E. Marlow doesn’t restrict you to a one layout design policy and there are a lot of individual aspects of every boat they build. In fact probably no two are ever the same. The lower saloon is particularly open to change, with the choice of cabinetry and lounging areas real owner specific. Icemakers, TVs, drink cabinets are all optional. I particularly love the big frameless side windows, which pour in the natural light and are at the right
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While traditional teak timber is popular there are other choices including Maple.
The lower saloon is open to change, with the choice of cabinetry and lounging areas the owner’s option.
Our boat came with an athwarthships queen bed in the master stateroom.
The port side guest cab can be configured with a twin or single berths.
The VIP has a queen bed with twin cedar-lined lockers and a private entry door to the head. height for sneaking a look around the bay when at anchor. They have timber blinds when you want some privacy or to keep the sun out. While traditional teak and holly are used on the sole of the boat I reviewed, you can change this to carpet and while we had a long lounger down the starboard side with a coffee table and ottomans, you can start with a clean sheet of paper and design exactly what you want. Timber in this area is all teak, with a lighter Maple used in the accommodation areas. One aspect of this particular boat that Radcliffe incorporated was to open up the forward bulkhead between the pilothouse and saloon. This takes away that closed in feeling that solid bulkheads portray and it means there are good sightlines from the helm to the transom. An interesting aspect of the construction of the 53E that Marlow utilises is the unique airframe design philosophy and technology provides an extremely low overall height and centre of gravity, while still providing exceptional headroom. As soon as you move up to the pilothouse, you get the feeling of being in a passage
maker and there is an air of professionalism about the layout. In fact the Marlow 53E is Ocean Category A rated, so it’s been officially approved to do the business! The Marlow 53E is a boat that you can quite comfortably cross oceans in and a trip across the Tasman, to the Pacific Islands or PNG, which might well be considered by the first owner of this boat. Flush articulating doors either side give you immediate access to the side decks without having to go out through the saloon and cockpit. If you are short handed and need to assist someone with lines or anchoring, these can be a real bonus. The lower helm, ahead of the single Stidd chair, can be equipped with your choice of electronics, such as the pair of glass screen Raymarine 17” MFDs aboard our boat. These are flanked by all the electronics, switches and navigational requirements you require in a serious vessel such as the Marlow 53E. Overhead is a mimic board with warning display of all systems. The U shape composite surface galley to starboard aft features all the amenities needed for your gourmet dining. There is a full-size double door fridge/freezer, a Miele 139
oven, with microwave function among the many cooking options and lots of overhead storage cabinetry. Opposite is the dinette that’s available with a variety of table shapes and sizes and in fixed or drop down mode. This is the main dining area, with comfortable seating for conversation or dining. If you go for the 53E Command Helm, with a fully enclosed bridge, the lower helm goes and is usually replaced by a lot more seating and cupboards. A port side stairway leads up to the open flybridge, where there’s a second helm station, with twin Stidd helm chairs, an L shape lounge and entertaining area, complete with bbq, wet bar, fridge and icemaker. You can use the aft deck to stow the tender and there’s provision for a crane. Our boat had the rise/fall platform for the tender stowage rather than the crane, so this area was left open. Soft clears clip around three sides of the hardtop, but if you want to be fully enclosed, then there is always the Command Bridge option. An external ladder gives access to the cockpit, where you find a bench seat across the transom with a bench seat and table. This is flanked either side with walkthroughs WWW.BOATMAGS.COM
B O AT R E V I E W > M A R L O W 5 3 E
While the 53E has an open fly bridge, the same boat is available as the 53E Command Bridge, with a fully enclosed upper area.
With the cockpit overhang above, clears and solid clear bulwalk doors the large cockpit is kept dry and cool.
T E C H N I C A L S P E C I F I C AT I O N S
to the boarding platform and rise/fall extension. Overall this makes the boat 17.98m overall. A storage cabinet and auxiliary helm are on the starboard bulkhead wall. Clear solid doors either side deflect any rain or wind coming down the bulwarks and help make the large cockpit another exceptional social area. ENGINE CHOICES There is a wide selection of engine options for the 53E, from a pair of Cummins QSC 600s, through to 825hp Fiats. While Caterpillar 8.7 650 AC ERT and John Deere 6135SFM 750s are also available, Radcliffe chose a pair of Cummins QSM11 @ 715 hp. This gives a maximum speed of around 23 knots and 19 knots with the smallest engines. The introduction of the new Marlow Explorer 53 in 2016, has brought a more fuel efficient vessel due to the enhanced beam to length ratio and underwater design. The Marlow 53 comes with twin strut keels, which are designed to protect the running gear, props and rudders from groundings and collisions with debris. The bonus PACIFIC PASSAGEMAKER ANNUAL 2017
is, if you do find yourself aground, the strut keels allow the boat to sit upright. They also have the benefit of improving directional stability and dampening roll. According to Marlow Yachts, they also help in performance and efficiency. HIGH STANDARD The first Marlow brought into Australia by Radcliffe was in 2006 and this has since been joined by a further six. These have extended right across the range, including the 70E. The 53 SE is an outstanding boat and it’s easy to see why the Marlow brand has such a good international reputation. While it is only the second Marlow I have ever been on, I couldn’t help but be impressed by the finish and quality right throughout the boat. Built in China at a world class facility near Xiamen, the Marlow 53E sets a high standard for a semi-displacement, twin keel yacht with traditional lines. It’s probably not the ideal boat for a first-time buyer, but any experienced yachtsman will quickly appreciate what the Marlow 53E has to offer. 140
Boat Design Name: Year Launched: Designer: Builder: LOA: LOH: Beam: Draft: Displ (full): Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP: Drive Train: Generator:
Marlow Explorer 53 E 2016 David Marlow Marlow Yachts 18.59m 17.25m 5.26m 1.35m 29.937 kg 23 knots GRP 4524 L 1135 L 2 x Cummins QSM11 715 hp Shaft Onan 17.5kW & Onan 7.0kW Bluewater Lewmar Seakeeper 9 Quick Airitex Quick HR5 Raymarine 2 x 12” $AU2.5m $AU2.9m
Watermaker: Thrusters: Stabiliser: Lighting: Hi-Low Platform: Anchor Winch: MFD: Base Boat Price: Price As Reviewed: Contact: Pacific Motor Yachts Australia 76-84 Waterway Drive, Coomera, QLD 4209 Ph +61 7 5519 4019 E: brett@pacificmotoryachts.com.au W: www.pacficmotoryachts.com.au
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WAT E R M A K E R S
WATER WATER EVERYWHERE AND PLENTY TO DRINK!
Mike Telleria looks at ten things to know about making water.
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eliable diesel engines for propulsion and stabilisers for comfort are often cited as the key elements that make cruising around the globe possible. There is a lesser-mentioned element, however, that I think belongs in this category as well: the ability to make freshwater. Sure, an owner could stock up on enough bottled water to get across the Tasman or the Pacific without dying of thirst, but the limited freshwater tank capacity would make enjoying a long, hot shower a rare luxury. Plentiful tap water, laundry washing, reliable freshwater toilets, freshwater washdowns and other conveniences would become impractical at best without the ability to make freshwater at sea. Besides, a big part of owning a passagemaker such as a Nordhavn is being able transit the globe in five-star comfort – and having to ration water would put a serious damper on the experience. These were some of the thoughts circling my mind while attending a training session put on by Racor – Village Marine Tec., which is a global company that manufactures the watermakers found on most Nordhavns. While the bulk of the session focused on familiarisation with the machinery and operating and maintenance procedures,
there were more than a few pearls of general wisdom that I thought owners would find useful and interesting.
What is freshwater, drinking water, potable water, TDS, ppm, etc.? Potable water simply refers to water that is safe to drink, and the World Health Organization says that water with a total dissolved solids (TDS) concentration of 1000 parts per million (ppm) or lower is acceptable, and that anything below 600 ppm is “good” drinking water. TDS are the salts and small amounts of organic matter dissolved in seawater, which can range from about 32,000 ppm at the lower end to 38,000 ppm at the higher end depending where you’re at on the globe – 35,000 ppm is considered average (an easy way to think of ppm is as a percentage, so average seawater is about 3.5% salt and other dissolved solids, and “good” drinking water is only 0.06% salt).
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Will I die if I drink seawater? For sure if you drink enough 35,000 ppm seawater. While the human body requires salt to function and survive, it just can’t metabolise massive amounts of salt, which can lead to dehydration, seizures, unconsciousness and brain damage – and at the extreme, kidney failure and death. Obviously an accidental swallow or two while splashing around is nothing to worry about, and there’s no real danger from drinking water with 1000 ppm, even though the taste might not be that great (water over 500-600 ppm can have an alkaline taste, and at 1500 ppm can taste like weak alka-seltzer – the really salty taste we equate with seawater isn’t noticeable until about 4000 ppm). In fact, in 1958 the World Health Organization had set the limit for potable water at 1500 ppm, but it changed to the lesser figure of 1000 ppm in 1984 based on taste considerations.
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What is Reverse Osmosis? Watermakers utilise the process of Reverse Osmosis (RO) to produce freshwater from seawater, and you will commonly hear them referred to as “RO units.” The natural osmosis process is one where if you place freshwater on one side of a semi-permeable membrane and seawater on the other, the freshwater will move through the membrane to the seawater in an effort to achieve a balanced solution on each side. However, if you place a large amount of pressure on the seawater side, and use a membrane designed to only allow water to pass through, the reverse happens and freshwater is pushed out of the seawater, leaving behind a highly-concentrated brine solution much greater than 35,000 ppm.
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Is it really OK to drink this stuff, or should I just use it for cleaning, showers and cooking and buy bottled water to drink? For a lot of leading brand units, the threshold is 500 ppm, anything higher doesn’t go to the freshwater tank – and much of the time the salt content will be much lower than this. For comparison, the 2010 City of Los Angeles Annual Water Quality Report pointed to a range between 200 ppm and 600 ppm for tap water depending on the location. And, again, the World Health Organization considers anything below 1000 ppm safe and anything below 600 ppm good in terms of taste. It’s also worth mentioning that reverse osmosis removes more than just salt. Between the sea strainer, pre-filters and RO membranes, things like bacteria, viruses and other undesirables are removed, leaving the product water cleaner than just about anything you’re going to get from a dock hose. In fact, many boaters like watermakers because they can use the water for washdown, and the water is so pure it doesn’t leave any waterspots. RO water may be the best to drink, but it has to be noted that it does actually remove a lot of minerals from the water which are beneficial to the human body, the water, as noted above is some of the most pure around, and it is not at all harmful to drink pure water devoid of minerals, however the human body requires minerals (most of which are ingested through food). There are special filter cartridges that put some of those minerals back into the water, although most people are more than happy to drink the pure RO water.
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So I don’t need a UV purifier if I have watermaker? Even though the water leaving an RO unit should be free of any biological contamination, the same can’t be said for the water once it comes in contact with a water tank that is frequently filled with tap water from the dock – so a UV purifier is still a good idea. UV purifiers expose freshwater leaving the tank to UV-C ultraviolet light (sometimes called germicidal UV) that effectively sterilises the water by killing viruses, bacteria and any other biological contamination.
The UV unit should be installed downstream of the freshwater pump, not at the outlet of the watermaker, which is an error sometimes found aboard. Also, it’s important to match the flow rate capacity of the UV purifier with the system flow rate – too much flow and the exposure time to the UV light might not be long enough to completely sterilise the water. A UV light on the water supplied from the storage tank to the vessel’s faucet’s is a good addition.
What factors will affect the performance of my watermaker? The biggest are water temperature and salinity. As the temperature and salinity change, the osmotic pressure, or the amount of pressure required to reverse the process of osmosis, changes as well. This means that the pressure required to produce the same amount of water changes, and the product water quality is similarly affected. Different types of watermakers work on different operating principles which can affect the performance of a watermaker.
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The compact Katadyn 40E has the advantage of having a manually operated option. Some operate on a “constant pressure” basis. This means that you turn the watermaker on, and dial the pressure to the factory specifications, and your watermaker’s performance will vary based on conditions. Other types, operate on a “constant output” basis. This means that as the water conditions change around you, the system will produce the same amount of product water, but the power consumed to produce that water varies accordingly.
So how can I tell if my watermaker is working right if the product water is always changing depending on where I’m at? Most brands that produce Constant Pressure type systems, supply a temperaturecorrection factor chart in the owner’s manuals to help operators determine whether their watermakers are working properly depending on seawater temperature. An owner with a 3000 litre per day (125 litres per hour) unit visiting Anchorage, Alaska in April might be going nuts because he’s only making 40 lph – that’s less than half the rated production rate. However, seawater at 34°F gets a correction factor of 3.47, which brings the corrected figure up to 139 lph (40
PACIFIC PASSAGEMAKER ANNUAL 2017
x 3.47). As long as this number is within 20% of either end of the rated 125 lph (between about 15 lph and 98.5 lph), then there’s no cause for concern. The systems based on “Constant Output” are somewhat easier to determine if they are operating properly. If the same customer in Anchorage were using one of these systems, their system would still be producing the rated output of the watermaker, but the power required to produce that water would have increased. Generally speaking with “constant output” systems the watermaker is considered to be working properly as long as it is producing it’s rated output +/-10%, and the water quality is at or below WHO standards.
How important is freshwater flushing? Allowing stagnant seawater to sit inside a watermaker for even a few days will invite bacterial and biological growth, which can foul and clog membranes and, depending on the severity, seriously hinder performance. Freshwater flushing of the unit is the prime way to combat this, and many watermakers even include automatic timed 146
Technicomar offer a huge range of watermakers to suit sailing yachts to mega yachts.
flushing sequences. Typically a carbon filter is provided to remove chlorine from the freshwater before it is put through the RO filters, pumps and membranes. Just about all tap water from a dock is going to contain chlorine, and chlorine is very bad for the RO membranes (and exposing membranes to chlorinated water can void an RO unit warranty). So it’s important for owner’s to ensure their carbon freshwater flushing filters are changed as indicated.
Is this the same as membrane cleaning? NO! Freshwater flushing simply flushes all the seawater out of the unit. Membrane cleaning, probably better to call it chemical cleaning, is a process where chemicals are introduced into the system and allowed to circulate in a closed loop to remove oil, grease, biological matter, grime and scale from the membranes and other parts of the system. Chemical cleaning should be preformed if the RO unit production drops below 80% of rated production (corrected for temperature, of course), or product water quality declines below WHO standards. It is important to note here, that while membranes can be cleaned, every time you chemical clean your membrane you will actually shorten its life a little, so it is extremely important to fresh water
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WAT E R M A K E R S The new revamped Village Marine Stowaway G2 Series watermakers feature a series of clever innovations likely to appeal to boat owners.
The New Zealand made Open Ocean brand are a low cost option that is simple to operate and produce maximum amounts of fresh water in minimal running times.
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The Aquabase Y model is recommended for intensive users and produces from 60 to 300 lph.
flush you watermaker as per the manufactures recommendations. This will extend the life of your membrane, giving you maximum water for your $ over the life of the machine.
Do I need an engineering degree to run and fix these machines? Generally speaking, watermakers are fairly simple and straightforward devices to install, operate and maintain. Although some manufacturers prefer to make their machines so complicated that you need to plug in a lap top to diagnose an issue. However, because there are so many factors that can affect their performance, it can be confusing to know whether the unit is working properly given the circumstances or whether there is a legitimate mechanical or electrical issue that needs to be addressed. One thing to note is that the vast majority of watermaker failures are with the electronics and sensors installed, rather than a mechanical failure of a pump or membrane. It is all the add on’s that fail rather than the actual water making equipment. The owner’s manuals that come with these units do provide a bounty of information and troubleshooting tips, so familiarisation here is well worth the effort. And there are plenty rules of thumb, like if the water doesn’t taste like alkali or salt but your ppm meter is reading high, you might have a faulty ppm sensor. Or, a freshwater flush is the best way to push air out of the system after a filter change. Or, like a diesel engine, the more often you use an RO maker the longer it will last. A plentiful source of freshwater is key to a good boating experience, which makes having a properly functioning watermaker an absolute must. Even though there is a learning curve and some complexity involved, these machines are actually well within the capability of owner/operators in terms of operation and maintenance – and help is always available through manuals and ever-ready tech support.
Kiwi company CJD Watermakers produce this AC260, which is electric powered and ideal for boats with generators.
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Mike Telleria is Nordhavn’s technical writer, responsible for creating the thoroughly detailed, superbly Australian Marine Wholesale Australian Marine Wholesale Australian Marine Wholesale informative and highly coveted The Boat Works, Unit 2 Building J Works, The Boat Unit 2 Building J TheAMW Boat Works, 1Unit 2 Building J 150530 A4 flyer.indd QLDWorks 4209Drive, 1 1Boat Drive, Coomera Boat Works Coomera QLD QLD 4209 4209 Owner’s Manual that accompanies 1 Boat Works Drive, Coomera each new boat.
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OUTBOARD*
yamaha-motor.co.nz
*Offer valid on retail engine purchases made between Monday 1 May 2017 and midnight Friday 30 June 2017. For purchases of any Yamaha 115–350hp four stroke outboard receive a $1,000 (inclusive of GST) Rod and Reel gift voucher. Voucher redemption is subject to warranty registration. Voucher cannot be redeemed for cash. Claims to be completed and received no later than Monday 31 July 2017. Ask your local authorised Yamaha dealer for details. Terms and conditions apply.
P29/26030/PP
/YamahaMarineNZ