Motor Boat & Yachting.pdf

Sun-seekers ‘We moved our Swift Trawler 34

from the Solent to Portugal’

Dutch dreamMaking the most of a two-season

stay in this boating paradise

Marine mortgagesDoes it make sense to buy now and pay later?

Scilly Isles adventureA late season dash to the UK’s prettiest cruising ground

SUNSEEKER 55 MANHATTAN HARDY 62 FAIRLINE SQUADRON 48 CONTEST 52MC

It wins the space race but how does it perform?PRINCESS V48

WORLD FIRST SEA TRIAL Southampton

BOATSHOW

YOUR GUIDE to the

best new boats

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To Europe’s best motor boat magazinewelcome

On Twitter www.twitter.com/mbyipc On Facebook

www.facebook.com/mbyipc

Editorial

OCTOBER2013 3

Magazine OfficeMotor Boat & Yachting, iPc Media, Blue fin Building,

110 Southwark Street, London Se1 0SU.iSSn: 770027 178204. Published monthly.

editorialTel: +44 (0)20 3148 4651 fax: +44 (0)20 3148 8127email: [email protected] Website: www.mby.com

Editor Hugo andreae +44 (0)20 3148 4651Deputy Editor Stewart campbell +44 (0)20 3148 4647

Production Editor chantal Borciani +44 (0)20 3148 4646Boat Test Editor Jack Haines +44 (0)20 3148 4648

Art Editor neil Singleton +44 (0)20 31484642Technical Writer greg copp +44 (0)20 3148 4649

Chief Photographer Lester Mccarthy Editorial Artist Maggie nelson

Technical Contributor David MarshCustom Yacht Contributor alan Harper

Website Editor natalie Davies +44 (0)20 3148 4920

email: [email protected]

classified advertisingPrivate Craft for Sale +44 (0)20 3148 2767 Advertising Manager

Paula-Jayne Mitchell +44 (0)20 3148 2512

Display advertising and Trade enquiries onlyTel: +44 (0)20 3148 4900 fax: +44 (0)20 3148 8523

Advertisement Manager Michael WillsSenior Sales Executive Bess cullisSenior Sales Executive Ben LeekSales Executive Robert Hudson

Production Supervisor Paul Quieros +44 (0)20 3148 4903

Production Manager Becky Singleton

Leaflets and insertsTel: +44 (0)20 3148 3710

Syndicationcerie Mcgee Tel: +44 (0)20 3148 5476

www.ipcsyndication.com

Overseas advertisement OfficesItaly: ediconsult internazionale, Piazza fontana

Marose 3 – 16123, genova, italy. Tel: (+39) 010 583 684. fax: (+39) 010 566 578. Other overseas display advertising enquiries inc

USA: Lou fagas. Tel: +1 954 646 6326. [email protected]

Publishing TeamPublishing Director Simon Owen +44 (0)20 3148 4280

Publisher Steve Kendall +44 (0)20 3148 4281Head of Marketing Richard Shead

+44 (0)20 3148 4283

HOW TO SUBScRiBe – see p66 for special offersSubscription enquiries and overseas orders:

iPc Subscriptions, PO Box 272, Haywards Heath, West Sussex RH16 3fS, UK. Tel: (0)330 333 0233.

email: [email protected]. cheques payable to iPc Magazines Ltd. Send UK orders and correspondence to: iPc Subscriptions, fReePOST cY1061, Haywards Heath,

West Sussex RH16 3BR. Tel: 0844 848 0848Subscription rates (one year): UK £57.98; USa Direct entry $109.82 (5-12days); Priority Mail: europe €119.62 (3-5days);

north america $166.08 (5-7days); central/South america £103.81 (5-7days); Middle east £103.81 (5-7days); far east/australia

£103.81 (5-7days); africa/asia £103.81 (5-7days). US Agent: Mercury international, 365 Blair Road, avenel, nJ 07001. Periodicals paid at Rahway, nJ. POSTMaSTeR: send address changes to: MBY, 365 Blair Road, avenel, nJ 07001.US News stand sales: if you have difficulty obtaining your

copy in the US, contact eastern news, 250 West 55th St, new York, nY10019. Tel: toll free 1-800 221 3148. US copies

airfreighted to new York.

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Back copiesTel: +44 (0)1733 385170. fax: +44 (0)1733 239356. Mail: MBY Back issues, PO Box 772, Peterborough Pe2 6WJ. Prices are: UK – £6.95; eU – £10; Rest of

World – £15. note: limited numbers available.

To stock MBYchris Lynn. Tel: +44 (0)20 3148 3498.

email: [email protected]

cover: Lester Mccarthy

the best videos with this issue

i suppose we should be grateful that the Sealine brand

still exists at all, even if the business has been broken up

with the loss of almost the entire UK workforce. But

somehow the knowledge that Broom had a bid for the

whole of Sealine turned down, which would have kept

the Kidderminster factory open and secured dozens of

British jobs, leaves a rather bitter taste in the mouth

(p10). i know that’s how business works these days but is

this really the best outcome for UK PLc or just the best

way to minimise the previous investors’ losses?

Of course there’s no guarantee that Broom could have

cured Sealine’s woes (and Hanse may yet do a fine job of

it) but judging from what Broom’s management team has

achieved over the last few years, i’m inclined to think it

might have. in 2010 Broom sold four new boats, this year

it’s on course to sell 25 thanks to a revitalised range of

coupes and aft-cabin cruisers in the crucial 30-40ft range.

it’s now working on a new 430 model as well as a new

50ft coupe based on the hull moulds of the Sealine T50

– the one thing it did manage to snap up in the

Kidderminster sell-off. i can’t help wondering what other

treats it might have had in store for us if it had succeeded

in buying the whole shooting match.

if you haven’t seen how radically the interiors of

Broom’s boats have changed over the last few years, have

a look on board one at the forthcoming Southampton

Boat Show. and while you’re there drop by the

MBY stand to pick up a discounted

subscription to the mag or turn to

p66 for the same great deal.

PRinCEss V48 Jack Haines takes the helm of Princess’s latest sensation and shows you around that amazing new interior – the owner’s cabin will blow you away!

wiRElEss kill CORd Hugo explains how Coast Key’s clever new remote control kill cord works and puts it to the test by falling overboard with the engine running.

COnTEsT 52MC This yard makes some of the best sailing yachts on the planet and its first ever motor boat is pretty special too – check out how it slices through the chop!

“In 2010 Broom sold four new boats, this year it’s on course to sell 25 thanks to a revitalised range of 30-40ft craft”

SUBScRIBe Now & SAVe see Page 66

mby.com/v48 mby.com/coastkey mby.com/52mc

CONTENTSThe boats, the places, the people and their stories

20 SOUTHAMPTON PREVIEW

The must-have guide to this year’s

Southampton show including Sunseeker’s 68

and 80 Sport Yacht, Sunseeker 55 Manhattan,

Princess 43 and V48, Princess 88 Motor Yacht,

Monte Carlo 5, Fairline Targa 48 Open, Hardy

62 and ArtCat 46.

42 TEST PRINCESS V48

The first Princess built from the hull up for IPS.

The installation is sublime, the finish

classically Princess, but how does she drive?

58 TEST CONTEST 52MC

The first foray into motor boat manufacturing

for this legendary sailing marque, and what a

first impression it makes!

78 TEST FERRETTI 960

The floating tender dock that had our

writer cooing over this luxury cruiser

58 Wow! Contest’s first motor boat

20 A look at all this year’s stars of Southampton

68 Cruising to the Scillies in a 48-footer

78 Ferretti: floating docks and more

115 Cranchi 41 Endurance vs Sessa 42

SUBSCRIBE TO MBY NEVER MISS YOUR FAVOURITE BOATING MAGAZINE – SUBSCRIBE FOR JUST £16.99 See p66

42 Princess’s remarkable new V48 sets new standards for space and light – and sublime master cabins

SUBSCRIBE & SAVESEE PAGE 66

STARTS PAGE 22

91 ASK MBY

Want to know the best-riding hull in the

40-50ft range? Our experts have the answers

92 NEW TECH

A review of Volvo’s new engines, nav systems

and interceptor trim tabs, plus small-scale

thrusters and Cabrio RIBs.

98 NEW NAV

Russian sat nav setback; Navico vs

Raymarine; black-box Dragonfly

100 TRIED & TESTED

Sunglasses special plus Coast Key wireless

kill cord and Henri Lloyd Dri Holdall

104 OUR BOATS

Boat test editor Jack Haines finds cheaper

berths and sunny weather when his family

move their 34-footer from the UK to Portugal

108 KNOWLEDGE

BOAT FINANCE

All you need to know about boat mortgages

and financing your dream boat

112 LEGAL AID

When can you reject a boat?

115 USED BOAT:

SPORTSCRUISER SHOOT-OUT

Italian style and performance at its best:

Cranchi 41 Endurance and Sessa’s 42

BOAT REPORTS

BOAT MASTER

92 Reviewing Volvo’s new nav systems

108 Finance explained

76 Chichester Marina: a South Coast gem

104 Jack Haines moves his Trawler 34 to Faro

8 Big picture

10 News

16 MBY investigates... kill cords

32 Cumberlidge on cruising

35 Testing times

37 Postcards from a small island

39 Murphy’s Law

40 Your MBY

150 I’ll never forget the day...

50 GOING DUTCH

Peter Cumberlidge shows you why two seasons

exploring the charming and varied inland sea of the

IJsselmeer in Holland is where the smart money is

68 SCILLY ISLES

During this year’s unseasonably warm and settled

July, two readers decided to head for the stunning

Isles of Scilly in their 48ft motor boat. With weather

so gorgeous, it was now or never!

76 MARINA OF THE MONTH

Chichester Marina offers boat owners first-rate

facilities, a brand new boatyard complex and a

wealth of cruising options on the doorstep

84 CANADIAN ADVENTURE

Having sold up life in the UK and bought a Grand

Banks 50 in the US, our adventurer begins his cruise

north and explores the incredible Canadian coastline.

CRUISING TALES

REGULARS

100 Top shades on test

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The image that really rocked our boat this monthBIGPICTURE

big picture

OCTOBER2013 9

Rookie racer Ryan Mallow, 32, escaped serious injury when his

unlimited hydroplane did a complete 360 during the APBA

Gold Cup on the Detroit River in July. He was taken to hospital

after the accident, but was discharged the same day with just

a bruised elbow. Fortunately, his on-board camera wasn’t

damaged in the crash. Ever wanted to experience taking off in

a powerboat? Take a look here: www.mby.com/flip

Up, up and away!Driver walks away from hydroplane flip

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Edited by Stewart CampbellEmail: [email protected] key boating stories you need to read

LATESTNEWS

Broom picks up Sealine T50Norfolk company’s MD also reveals he bid for whole of Sealine operation

Broom has emerged as the buyer of the

Sealine T50 moulds as the last of the

former Sealine operation in

Kidderminster is carved up and sold.

The Norfolk company will use the

moulds to build a brand new Broom 50

Coupe, changing the hull windows,

superstructure and deck to make it

identifiably a Broom. The moulds for

the Sealine T60, meanwhile, have been

sold to Richardson’s Boating Holidays.

Sealine’s 11-acre manufacturing

facility remained unsold as MBY went

to press, with estimates putting the

value of the property at around £5

million. The remainder of the Sealine

range was earlier sold to Germany’s

Hanse Group (MBY September 2013).

But MBY has learned that it might

have been very different for Sealine,

since Broom claims to have tabled a bid

for the entirety of the firm.

The yard’s MD, Mark Garner, said he

attempted to buy the whole Sealine

operation with a view to running it as a

going concern, albeit with a smaller

output of around 60-100 boats a year.

Broom would have continued to

build the successful Sealine models,

using any extra capacity to build

additional Broom models, while

maintaining its Norfolk base.

Such an outcome would have kept

Sealine British and secured the jobs of

many of the now out-of-work Sealine

employees. But the bid was rejected.

Administrators said no ‘viable’ offers

were received for the whole company

and are selling the assets piecemeal.

The main beneficiaries of this sale

are likely to be the secured creditors of

the company, according to an

administrators’ report in May.

On February 27, just two months

before administrators were called in,

two charges were registered over

Sealine’s assets, totalling over £4

million, in the name LJFR LLC and

Conrad Prebys Trust.

These two entities became secured

creditors, along with Sealine Yachts

Limited, and are likely to receive the full

value of these charges from the sale of

the Kidderminster factory site.

Conrad Prebys is a San Diego-based

developer and philanthropist who put

money into the original Oxford

purchase of Sealine from Brunswick in

2011. LJFR LLC, meanwhile, is managed

by Tridec Management, of which

Selwyn Isakow, founder and CEO of

Oxford, is the chairman.

At the time of Sealine’s collapse,

around £11 million remained owing

to the firm’s unsecured creditors,

including around £1 million to staff.

As of May, only around £600,000

had been allotted to these unsecured

creditors. Oxford, according to its

website, has completed over 70

company takeovers, reaping £2 billion

in aggregate revenues. The company

did not respond to MBY’s requests for

further clarification.

Despite losing out on buying

Sealine, Broom’s Mark Garner

is optimistic about the piece of

the company he did

manage to salvage. The

new Broom 50 will soon

go into development at

Broom’s Norfolk yard,

with an expected

launch in early 2015.

Broom’s (albeit failed)

bid for Sealine caps a

remarkable turnaround

for the Norfolk yard.

In 2010, the boatbuilding

arm of the company was

liquidated with the loss of 70

jobs, and many expected that

to be the end. But in October that

year Mark Garner along with

business partners bought the

business and set about revitalising

it. From building just four boats a

year in 2010, Broom is now making

25 to 30 and is almost alone in

managing to make a success of

that tricky 30-50ft market.

With a new 430 on the way, as

well as the Broom 50 Coupe,

things are looking good for the

UK’s oldest motor boat builder.

BROOM’S BOOM

Broom MD Mark Garner bid for the whole of Sealine

The Sealine T50 is now a Broom 50, but will look very different

when it emerges from the Norfolk yard’s sheds in 2015

NEWS

OCTOBER2013 11

FULLTANKONE OF THE MOST EXCLUSIVE

YACHT CLUBS IN THE WORLD

has voted to

extend full

membership to

women for the

first time. The

Royal Yacht

Squadron in Cowes is expected to

ratify the decision at its spring

meeting next year.

NEW BRITISH BOATBUILDER

ENGLISH HARBOUR YACHTS

has won part of a £735,000 grant

from the Northamptonshire

Enterprise Partnership. The yard,

set up by former Fairline

employees, said it will use the

money to develop a 26ft model.

VISITORS TO

THIS YEAR’S

Barcelona Boat

Show will have

even better

access to boats thanks to

the remodelling done at the

city’s Port Vell.

THE COASTGUARD RECORDED

A BIG INCREASE in the number of

call-outs concerning PWCs from

May to August, up from 95 last

year to 150. The calls ranged from

drivers

running out of

fuel to PWCs

running too

close to

swimmers.

A SCAFFOLDING LORRY

ROLLED OFF the edge of the

hardstanding and straight on to a

boat at Bourne End Marina on the

Thames in August. The boat was

crushed and sank underneath the

weight of the truck.

BOAT DEALER DICKIES HAS

CLOSED TWO OFFICES in

Brighton and Swansea after

entering administration. The

Bénéteau agent told IBI it hoped

to emerge from administration

and complete a restructuring

that could see a big investment

in Swanwick and Bangor.

MBY boat wins series!Victory for MBY Allam Marine in Powerboat P1

EMPTYTANK

FE

FE

Plucked from the seaRead the amazing rescue story in next month’s MBY

A man left drifting in the Irish Sea

hoping for rescue after being thrown

from his RIB has spoken exclusively to

MBY about his ordeal.

Andy Proudfoot was on passage

from Milford Haven to Ireland on July

26 to take part in the Round Ireland

Powerboat and RIB Challenge when

his Gemini Waverider dropped into a

large hole and he got ejected.

“The crest that caught me out

looked relatively innocent but was

hiding the mother of all holes on the

other side,” Andy told MBY.

“The boat came down off the crest

and snapped to starboard. I heard the

outboard surge as the prop lost

contact with the water, and then the

boat just fell into the hole.

“The jockey seat wrenched out of

the floor with the force. It was held in

with six steel dome-head bolts and

although the seat stayed in the boat, I

didn’t, and hit the water hard.”

Andy was eventually rescued by a

SAR helicopter out of RAF Chivenor.

Read the full story in November’s MBY.

UK NEWS:

Back off Brussels!

UK government says

no to red diesel law P12

WORLD NEWS:

Teak price to rise

Burma bans all

exports of wood P14

MBY INVESTIGATES

Kill cords: part 2

What do the companies

say about safety? P16

“It feels awesome to win. The competition is intense in the UK Powerboat P1 series”

Motor Boat & Yachting is celebrating

after our P1 SuperStock raceboat

held off a stiff challenge from its title

rivals to become national champion

in Torquay on August 11.

MBY Allam Marine failed to win

any of the five heats over the race

weekend, with drivers Andy Biddle

and Tracy Blumenstein instead

choosing to drive cautiously to

consolidate their points lead.

“We worked on the maths for this

weekend’s packed programme of

races and our number one aim was

to keep out of the mix and pick up

points in every race,” Biddle said.

The tactic paid off, with the

American pairing securing enough

points over two days to see them 11

points clear at the top of the table.

“It feels awesome to win,” Biddle

told MBY. “The competition is

intense in the UK. It’s very satisfying

to be able to win amongst the

tight competition.”

The duo went into the weekend

after wins in the two previous rounds.

Pertemps, driven by John Wilson

and Daisy Coleman, looked like

mounting the most serious

challenge to the Americans’

dominance but failed to pick up any

points in Plymouth after dramatically

flipping their boat.

The British team did, however, win

the last race of the season, giving

them third spot on the final

championship leaderboard.

“Daisy and I have ended the

season in great style and shown

what we can do, so now the planning

begins for 2014,” Wilson said.

Behind MBY Allam Marine in

second place in the final standings

was the P1 Marine Foundation team,

which came in second in Torquay.

Andy Biddle and Tracy Blumenstein

MBY Allam Marine in action in Torquay

Show is on from September 24-29

Andy Proudfoot’s Gemini Waverider

The EC wants to deny UK boaters access to red diesel

At the heart of the new complex is a large boatshed

John is survived by his wife Judy

John testing a Freeman 22. The boating legend pioneered the use of GRP in boatbuilding in the 1950s

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Boatshed, retail and storage

Chichester Marina’s new state-of-the-

art £3.5 million boatyard is now open

for business offering berth-holders and

visiting boaters a wide range of services

in a single location.

At the heart of the modern complex

is a boatshed with dedicated

maintenance units that flank an indoor

storage area that can accommodate

boats up to 50ft in length.

The new service buildings wrap

around the boatshed, offering retail

space and workshops.

Boat dealers Ancasta and Opal

Marine have already moved into new

office space in the boatyard, as have

chandlery Marine Super Store and

clothing company Coastal & Outdoor

Living. A café is also soon to open.

For more information on Chichester

Marina, turn to p76.

New Chichester boatyard opens

Death of a boating legend

Back off Brussels!UK Government to challenge Europe’s low-tax diesel sticklers

Founder of Freeman Cruisers and GRP pioneer dies aged 95

The government will challenge the

European Commission (EC) over its

request that the UK change its laws to

deny leisure boaters access to red

diesel (UK News, MBY August 2013).

The EC issued its ‘reasoned opinion’

in May, asking the UK to amend its

legislation “to ensure that private

pleasure boats such as luxury yachts

can no longer buy lower-taxed fuel

intended for fishing boats.”

UK boaters lost the right to fill up

with 100% low-duty diesel in 2008.

Since then a compromise deal has

been in place, whereby boaters pay full

duty on the 60% of their fuel tank

used for propulsion and a lower rate of

duty on the 40% of their tank used for

heating and other ‘domestic’ uses.

But Europe has never been

completely happy with this and

started infringement proceedings

against the UK in 2011, the next stage

of which appears to be this latest

move by the EC. The RYA and BMF

welcomed the government’s decision

to push back against Brussels, saying:

“The UK government has for several

years supported recreational boating

and the industry that serves it... and

we are pleased that the government

has decided that it should challenge

the Commission’s reasoned opinion.”

The boating industry lost one of its

true pioneers in July with the death of

John Freeman, founder of Freeman

Cruisers and kick-starter of the GRP

boatbuilding revolution.

John, 95, passed away peacefully at

his home in Devon on July 26 after an

epic career that saw him build more

than 6,500 Freeman cruisers, starting

with the iconic Freeman 22 in 1957.

He began his career building

caravans but in the 1950s started to

see the potential of

glassfibre in the

construction of

leisure boats,

allowing designs to be standardised

and boats to be built from moulds.

He produced his first boat in 1957,

and soon his Freeman range became

so successful all

production of caravans

stopped and the business

was moved to Wolvey,

Warwickshire, where it had

room to grow.

By the 1970s, the

business employed 125

people and was producing

three 23ft boats and one 26ft cruiser a

week and one Freeman 30 every two

to three weeks. John’s success with

GRP as a boatbuilding material soon

caught the attention of others in the

industry and the giant leisure boat

companies of today like Sunseeker

and Princess owe much to his

foresight and forward thinking.

260

THE MONTH IN NUMBERS

The number of boats that will be on

the water at the PSP Southampton

Boat Show (September 13-22).

Don’t miss our special

Southampton preview on p20

22%

£100

The decline in Somali piracy in the

Indian Ocean in the fi rst six months

of the year compared to 2012, down

from 177 incidents to 138, the lowest

level since 2006.

The fi ne the Environment Agency is

imposing on boaters that overstay

on free 24-hour moorings along the

Thames. The six-month trial

started on August 1 in Oxford.

UKNEWS

The UK is also consulting with other nations about their GPS fail-safes including South Korea, which was jammed by North Korea for 16 days in 2012

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125 Marine Protected Areas already cover 36% of the Welsh coast

News

OCTOBER2013 13

TOPEvENTS It’s boat show season! As this issue

hits the stands, the AMSTERdAM

IN-WATER BOAT ShOW will be in

full swing, running to september 8.

Then it’s the turn of the CANNES

BOAT ShOW (september 10-15)

and the PSP SOUThAMPTON

BOAT ShOW (september 13-22).

Running over the same dates is the

SWANWICK USEd BOAT ShOW,

now in its 34th year. The circus then

moves to Catalonia for the

BARCElONA BOAT ShOW

(september 24-29), which overruns

with the MONACO YAChT ShOW

(september 25-28).

TOPdEAlS ThORNhAM MARINA at the top of

Chichester Harbour is offering a

50/50 chance of winning a fREE

lIfT-OUT, SCRUB ANd

RElAUNCh for boats up to 12

tonnes this september. Just ring up,

make a booking

and when you

arrive toss a

coin – heads

you pay £37.77,

tails you pay

nothing.

Remember to

mention you saw this promotion in

MBY! And don’t forget to turn to p66

to see our special boat show

SUBSCRIPTION OffERS.

eLoran stations on UK coast to provide protection against jammers

The UK is leading the world in the fight

against GPs jamming by approving

plans to build seven eLoran stations

around the southern and eastern

coasts of the UK. The stations will

provide a reliable back-up to GPs in

the event of satellite navigation being

jammed, an increasingly likely

scenario with ‘jammers’ available

online for as little as £30. A malicious

attack isn’t GPs’s only vulnerability,

with solar storms and accidental

interference from microwave

communications also a problem.

eLoran gets round this by using

incorruptible and very powerful,

low-frequency radio signals for

location finding, with accuracy better

than 10m, about the same as GPs.

Martin Bransby, research and radio

WhAT WERE ThEY ThINKING?OREGON: spectators at a jet-boat race had a lucky escape when one of the lightning-fast boats jumped off the track and into the crowd: mby.com/jetboat

Wales MCZs scrappedPopular Welsh boating areas get reprieve

The welsh government has

abandoned plans to designate ten

Marine Conservation Zones around

its coast that threatened to restrict

boating activities. A number of the ten

proposed sites covered highly popular

boating areas like Dale in the Cleddau

estuary and skomer Island.

Alun Davies AM, minister for

natural resources, said the decision

had been made after receiving

“divergent and strongly held views” in

response to a consultation on the

plans. The RYA welcomed the

announcement, saying: “This is good

news for recreational boating. The

impact of the proposed zones on the

club network in north-west wales in

particular could have led to a

reduction in opportunities to go

boating and boating itself.”

The stations will provide a reliable back-up to GPS in the event of satellite navigation being jammed

GPS back-up rolled outnavigation manager at the General

Lighthouse Authorities, said:

“Demands on marine navigation

continue to increase and awareness of

the vulnerability of GPs is growing, yet

electronic systems at sea have not

evolved at a sufficient pace to meet

these challenges.

“we hope that the maritime

industry will respond proactively to the

new stations rollout by installing

eLoran receivers on more vessels.”

The rollout will see the equipment

at two trial stations at Dover and

Harwich replaced, and entirely new

stations built in the Medway, Humber,

Firth of Forth and at Middlesbrough

and Aberdeen. Full coverage of all

major UK ports is expected by 2019.

while positive, these latest moves

will have little immediate impact on

leisure boaters, since the availability of

eLoran receivers for the recreational

market is virtually nonexistent.

But with the growth in coverage and

accuracy of eLoran, expect more

receivers to appear on the market,

especially as the weaknesses of GPs

are being increasingly demonstrated

(see p14).

WORLDNEWS

NEWS

14 OCTOBER2013

Production will continue

Giant US leisure products company

Brunswick has completed the sale

of its Hatteras and Cabo motor boat

brands to investment company Versa

Capital Management.

Brunswick has been looking to

offload the companies for some time

after both saw their markets badly hit

by the global economic crisis.

The buyer said “virtually all” existing

employees of the companies will be

retained, while production is set to

continue at their North Carolina plants.

“Working with the company’s

seasoned management team, we see

great opportunity to build value in

these businesses while retaining

the expertise in engineering and

eastern seaboard production that

has given Hatteras/Cabo their

well-earned reputations as premier

yacht and sportfishing vessel

builders,” Gregory Segall, CEO of

Versa Capital, said.

IT COULD ONLY HAPPEN IN....THE UK

IT’S BEING BILLED AS THE

world’s most luxurious bath toy

– a scale (floating) model of any

yacht you like. Perfect for the

young-at-heart skipper, these

models are made by British

company Bespoke Impact and run

from around 50cm to one metre in

length. The models can be of your

boat or one you admire, with the

company able to work off photos.

Prices start at £9,000 ex VAT.

Burma to ban all teak exports

Yacht spoofed in Med

Brunswick sells Hatteras

University team trick GPS signal to misrepresent location of superyacht

The price of teak is expected to shoot

up next year as Burma imposes a

complete ban on timber exports to

preserve existing forests and develop

a sustainable timber export industry.

The country is by far the world’s

biggest exporter of teak – accounting

for more than 70% of the global

market, earning it around $600

million in 2010-11 – but unsustainable

“The ship actually turned and we

could all feel it, but the chart display and

the crew saw only a straight line,” said

assistant professor Todd Humphreys.

“With 90% of the world’s freight

moving across the seas and a great deal

of the world’s human transportation

going across the skies, we have to gain

a better understanding of the broader

implications of GPS spoofing,”

Humphreys said.

Chandra Bhat, director of the Center

for Transportation Research at the

university, added: “We must invest much

more in securing our transportation

systems against potential spoofing.”

“The ship actually turned and we could all feel it but the chart display showed only a straight line”

Yacht decking to rise in price following Burmese ban

The frailties of marine GPS systems

have been exposed by a team of

scientists from the University of Texas

who have successfully ‘spoofed’ a

superyacht into changing course.

The team from the university’s

Department of Aerospace Engineering

and Engineering Mechanics

conducted the experiment aboard a

213ft superyacht off the coast of Italy.

Spoofing entails sending false GPS

signals to overpower the signal from

satellites, meaning the spoofer can

take control of a ship’s heading and

send it off course. See a video of the

concept here: www.mby.com/gps

In the trial, 30 miles off the coast of

Italy, university students were able to

overwhelm the genuine GPS signals

and re-route the superyacht, even

though the chartplotters showed it

progressing along a fixed line.

Burma is currently the world’s biggest

exporter of teak

Ghost location (in blue) is where crew now think ship actually is

Spoofing signals are gradually made stronger than satellite signals

The superyacht that was overpowered

The Hatteras 80 will still be built in the North Carolina

harvesting of the wood has taken a

heavy toll on its natural teak forests.

Teak is used extensively in the

yachting industry because it is such a

durable, oily and good-looking wood.

The natural teak forests of Burma

produce the world’s best teak, although

sustainable plantations are now

working hard to match the quality.

It’s expected that the supply of

Burmese teak will continue after the

ban, however. Suppliers got round

previous EU sanctions by exporting

Burmese teak to a second country and

effectively rebadging it for sale as wood

not from Burma.

Also, the forests along the Burmese

border with China are largely under the

control of a separatist force, which is

expected to continue to sell the wood

abroad, in breach of the government’s

anti-export decree.Ph

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Last month we looked into the issue of

kill cords and why some boat owners

are either forgetting, ignoring or

choosing not to wear them in certain

circumstances. Accidents in which

people have been thrown from and then

run down by driverless boats may be

relatively few and far between (we know

of seven fatalities in the UK since 2005)

but we wanted to see if there was a way

of reducing this further. We put this to

our readers and were overwhelmed

with the number of ideas put forward.

This month we have been presenting

the proposals to engine manufacturers,

RIB builders and key boating

organisations to see whether they’d be

interested in adopting any of them.

What were the main proposals?Broadly speaking they fell into six

different categories ranging from

improved training to a complete

rethink of the way kill cords work.

● WIRELESS KILL CORDS

Like a conventional kill cord but using

Radio Frequency Identification (RFID)

tags in the form of a wristband or

wearable fob. This would enable the

helmsman to move around the boat

for tasks like putting out fenders

without clipping on and off. RFID

tags require no battery, are 100%

waterproof, and only work over a

few feet so would cut the engine as

soon as radio contact is lost.

● HELM SENSOR

A pressure pad or optical sensor in the

seat, floor or wheel with a short delay

to take account of momentary

weightlessness when jumping over

waves or shifting position.

● SPRING-LOADED THROTTLE

A sprung or electronic throttle which

gradually returns to idle if pressure is

not continually applied to it.

● LEGISLATION

Make wearing a kill cord a legal

requirement where fitted.

● BETTER TRAINING AND

AWARENESS

A widespread media campaign backed

up by RYA training and RNLI advice

encouraging people to use kill cords.

● NO CHANGE

The tragic accident in Padstow has

done more to ensure people use kill

cords than any amount of legislation,

training or design change.

What was the most popular idea with readers?In a poll conducted on the mby.com

forum the most popular option was

to stick with the current design of

kill cord but to increase training

and awareness. The second most

popular was for no change at all.

Wireless kill cords came in third

with sprung throttles in fourth and

legislation in fifth. Only a handful

MBYINVESTIGATES

Is there a viable alternative to thekill cord?

UPDATE:

The future of kill cordsWhat do the key industry players make of our readers’ suggestions for reducing kill-cord related accidents?

NEWS

OCTOBER2013 17

● WIRELESS KILL CORDS

Like a conventional kill cord but using Radio Frequency Identification (RFID)

tags in the form of a wristband or wearable fob. This would enable the

helmsman to move around the boat for tasks like putting out fenders without

clipping on and off or getting the kill cord tangled. RFID tags require no battery,

are 100% waterproof, cheap to manufacture and only work over a few feet so

would cut the engine as soon as radio contact is lost.

● HELM SENSOR

A pressure pad or optical sensor in the seat, floor or embedded in the wheel

itself with a three-second delay to take account of momentary weightlessness

when jumping over waves or moving out of position.

of people favoured the idea of a

helm or steering wheel sensor.

What did engine manufacturers make of the ideas?We sent a copy of the article to

representatives for Honda, Suzuki,

Yamaha, Mercury and Evinrude and a

list of five simple questions related

to it. Understandably all of them

were reluctant to admit that the

current kill cords they supply with

their engines could be improved

upon (Yamaha and Evinrude declined

to comment altogether), although

some were more open to new ideas

than others. We have included their

key comments below but you can

read their full responses on our

website at mby.com

Suzuki

“Your readers have come up with some

excellent ideas and have rightly

highlighted that they all have positives

and negatives.

The current design (of kill cords) is

robust, reliable, simple and visible. It is a

tried and tested system and if checked,

maintained and used correctly, provides

a fail-safe system. There may well be

better designs that haven’t been

considered yet and advancements in

outboard technology are certainly

getting us closer to the possibility of

having more workable alternatives.

Suzuki’s Marine R&D Centre in Japan

is continuously looking into new ideas

and technological developments in all

areas of outboard design including

safety and security.”

Honda Marine

“As far as we know, the kill-cord solution

is still the most effective – in that there

are no flaws and it works well.

We don’t see any need or

requirement for another solution which

will, in all probability, add cost to the

consumer at a point in time where cost

is a major consideration. The point at

which a kill cord fails is where it’s

improperly used – or not used at all.

Thus, as we see it, the problem and its

solution lie in education and training.

Honda is the only manufacturer to offer

free RYA Level II training with the

purchase of any Honda outboard from

50hp upwards.”

Mercury Marine

“Mercury Marine is committed to

keeping our boaters safe, and the safety

lanyard/switch provides a positive

influence on boating safety.

We encourage boatbuilders to

install lanyards on all boats and urge

customers to use them while

operating a boat.

Mercury outboard engines with tiller

handles and all Mercury engines with

panel and side-mount controls are

equipped with lanyard switches and we

offer accessory lanyard/switch kits for

installation on all Mercury engines.”

What about the boat manufacturers?We approached a number of the big

UK-based builders with the same set

of questions most of whom were

more open to exploring alternatives

to the current design of kill cord.

Cobra

“We think the kill cord could be

improved. We like the idea of a sprung

throttle but we’re concerned that it may

prove unpopular with customers who

like to cruise at a constant speed. Any

solution needs to be simple and reliable

so we would favour using the existing kill

cord but with an alert system that

reminded the helmsperson to clip on,

similar to the seatbelt warnings you find

in modern cars.

We have already held a couple of

meetings with product designers to

discuss this issue but ideally we would

like it to be a universal solution that

could be fitted to every engine and boat.

The more commonplace it is, the more

people will get used to using it.”

Pascoe

“The current design of kill cord could be

improved. They are cheap and simple,

but often fail over time, or the owner

uses an old or damaged cord leading to

the unit being disabled, not used or in an

unserviceable state.

We are looking at wireless kill-cord

options, however we are restricted as a

builder by what is warranted by the

engine suppliers. Offering the engine

with a quality kill switch as standard

(common in outboards, less so with

Black-boxtransmitter

Wirelessbeam

Responsefromwristband

Helmsensor

Seatpressurepad

Foot pressure pad

inboards) and offering the option of a

manufacturer-approved wireless

system is a good way forward.”

Williams

“Better training would go a long way to

help educate boaters of the importance

of using a lanyard kill switch especially

in smaller, open boats.

We have experimented with sprung-

throttle controls and concluded they

were better suited to all-or-nothing

throttle settings but proved difficult to

attain good control at intermediate

speeds on lumpy water. We have yet to

test any of the wireless devices, which

claim to offer improvements over the

conventional kill cord. Such a critical

safety device must be extremely robust

and able to withstand the harshness of

the marine environment.“

Scorpion

“ While we believe that the current

design is a perfectly adequate solution

when used correctly, it would be

complacent to believe that any design

could not be improved. We would

consider installing any cost-effective

system which we believe to be an

improvement on the current kill cord,

and which has been independently

tested and certificated. This will be

down to the engine and component

manufacturers who must lead the way.”

What about the RYA, BMF and RNLI?

RYA

“It is difficult to see how any of the

systems described could be more safe

than the current kill switch/kill cord. It is

a very visible system, which can be

easily checked each time before

departure by pulling out the kill cord to

make sure the engine stops.

It is important that passengers are

able to take on a measure of social

responsibility, and that they do not feel

embarrassed to point out if they spot

the driver is not wearing the kill cord.”

RNLI

“As an organisation that does not

manufacture kill cords we would be

reluctant to comment on any

replacement or alternative. However, of

the six options presented, the RNLI

would always support training and more

importantly increasing an individual’s

risk awareness. Research has shown

that individuals will act if they

understand the true risk so they can

then make an educated decision about

whether to use a kill cord.

The RNLI doesn’t use kill cords on the

D class inshore lifeboats because, when

the boats are operating in surf, there is a

greater risk that movement from the

crew could inadvertently cut the

engine/s and put the crew in danger.

However, the throttle is sprung so that

should the crew go overboard, the

throttle will return to idle.”

British Marine Federation

“Kill cords are there to protect the

boater and when used properly are fit

for purpose. In line with the recent MAIB

safety bulletin and RYA safety guidance

and training, the BMF believes in

continually educating and reminding

boaters to use the kill cord. We agree

with the suggestion of better, or rather

continued, training and awareness.”

Is there a consensus emerging?The common theme is that increased

training and awareness of how to use

and check the operation of a kill-cord

system is the quickest and easiest way

to improve safety. However, there is

also a growing acceptance among

some boat owners and manufacturers

that the current kill-cord system is too

easily bypassed or forgotten and that

technology may offer a way to reduce

the instances of this happening. There

is no clear consensus on how best to

achieve this, although wireless systems

seem to be gaining the most

momentum. The big stumbling block is

proving that they are at least as reliable

and more likely to be used correctly

over the long term than the undeniably

cheap and simple kill cord.

What do we think?MBY continues to keep an open mind

on the matter and has no desire to

impose any kind of legislation on boat

owners or manufacturers. Increased

awareness of the dangers and how to

use kill cords correctly has to be part of

the solution, not least because any new

technology is unlikely to be retrofitted

to the huge fleet of second-hand boats

already out there.

However, we are also committed to

investigating new technologies which

could improve the day-to-day usability

of small boats by allowing the

helmsperson to move around the craft

while simultaneously reducing the

likelihood of people deliberately or

inadvertently failing to use the kill cord.

To this end we are currently trialling

two existing wireless devices from

Autotether and Coast Key (see p102

for our review of the Coast Key

system) and will continue to review

their reliability and durability in the

months ahead.

We have also been made aware of

several other solutions in the prototype

stage and will take a closer look at

these when we can. We will report our

findings on existing and prototype

systems in upcoming issues of MBY

and focus on how reliable, effective and

user friendly they prove to be.

● SPRING-LOADED THROTTLE

A spring or electronic throttle which gradually returns to idle if pressure is not

continually applied to it. This system is already in use on D class lifeboats.

NEWS

18 OCTOBER2013

Full throttle

Idle

Spring returnsthrottle to idle

Pivot point

Many want increased training, but in terms of technological solutions wireless systems seem to be gaining momentum

Stand CO80What is it? Identical to the 80 Predator

in accommodation and deck layout but

with a flybridge up top.

Worth seeing because We tested the

80 Predator back in MBY May 2013 and

were blown away by its style, power and

breathtaking living spaces.

The Sport Yacht version will be no

different – and possibly even better –

thanks to what is far more than a

secondary driving position on the top

deck. There are two bucket seats at the

sporty helm station as well as a decent

portion of seating around two teak-

topped tables and a wet-bar opposite.

Most exciting, though, is that with the

largest MTU 2,640hp diesels and

Arneson surface drives the 57-tonne

Sport Yacht is capable of – wait for it...

44 knots. 44 knots in a flybridge!

Amazing stuff.

Contact Sunseeker. Tel: +44 (0)20

7355 0980 Web: www.sunseeker.com

ESSENTIAL INFORMATIONWhen September 13-22

Where Mayflower Park, Southampton

Opening times 9:30am-6:30pm daily

(6pm on Sunday 23) Prices September

13: advance £21; gate £25. September

14-22: advance £16; gate £20. Website

www.southamptonboatshow.com

Throughout the show we will be posting

the latest news, photos and videos on

www.mby.com and through our social

media outlets. Follow us on Facebook

(www.facebook.com/mbyipc) and

Twitter (www.twitter.com/mbyipc)

for up-to-the-minute news from around

the show as it happens.

Have your

say throughout

using the PSP

Southampton Boat Show hashtag,

#pspsbs.

MBY staffers will be on our stand

(E001, opposite the marina entrance)

throughout the show and you can find

out on on Facebook

and Twitter which member of the team

will be there and when.

Even if you don’t have a question,

please just feel free to stop by and say

hello, we’re always up for a chat about

your personal show experiences and

your boating.

THE MUST-SEE BOATS1 Sunseeker 80 Sport Yacht2 Sunseeker 68 Sport Yacht3 Sunseeker 55 Manhattan4 Princess 435 Princess 88 Motor Yacht6 Princess V487 Monte Carlo Yachts 5 (berth tbc)8 Fairline Targa 48 Open9 Fairline Squadron 4810 Hardy 6211 ArtCat 4612 Minor Offshore 36

13 Cranchi Endurance 3314 XO 270 RS15 Prestige 55016 Greenline 4017 Linssen Classic Sturdy 42 AC18 Jetten 40 AC Classic19 Interboat Intercruiser 3120 English Harbour Yachts 16

HIGHLIGHTS ● Fabulous bow area ● Stonking performance ● Striking looks

AT A GLANCELength 81ft 8in (24.9m) Beam 19ft 11in (6.1m) Engines Twin MTU 1,550hp-2,640hpTop speed 44 knots (twin 2,640hp) Price from £2.9m ex VAT

1 Sunseeker 80 Sport Yacht

Without a doubt one of the sexiest fl ybridges on sale

HOLIDAY

INN

SOLENT

PARK

THE

PARK

THE

MARINA

SHOW

ENTRANCE

THE

ARENA

1

2 3

46

5

8 9 10

1112

13

14

15

16

17

1819

20

Edited by Jack HainesEmail: [email protected]

SOUTHAMPTON2013Our round up of the must-see boats at the show

STAND C080What is it? A heavily glazed revamp

of the outgoing 53 Manhattan.

Worth seeing because Sunseeker has

called in the glaziers and fitted a

massive bank of windows down both

sides of the hull. Introducing the

dramatic Z-shaped slashes of glass

from the Predator range doesn’t just

create one of the sharpest looking 55ft

flybridges on the market but one of the

brightest too. If those windows really

are as big as they look from the outside,

you’ll need to keep your sunglasses on

even when you move down below – not

to mention your clothes!

Further details of the upgrade from

Manhattan 53 to 55 were thin on the

ground at the time of going to press but

from what we can tell the layout of the

new 55 is pretty much identical to the

boat it replaces. This means a

traditional flybridge saloon with a

lounging area aft and a raised dinette

for six to eight people forward.

There are two seats at the lower

helm station, which is next to a central

companionway leading down to the

galley and three cabins, all of which

should benefit from the new windows.

We expect the engines and

performance to be much the same as

the 53, meaning a top speed of 32

knots. Contact As 80 Sport Yacht

STAND CO80What is it? Like its sibling on the

opposite page this is a mini-flybridge

version of a Predator sportscruiser, this

time it’s the 68.

Worth seeing because It’s another

super-sexy flybridge from Sunseeker.

If you like to have your cake and eat

it then here’s the boat for you.

Sportscruiser good looks mixed with

the benefits of an extra deck and you

have a match made in heaven.

There are three good cabins below

decks including a VIP forward, twin

guest to starboard and a palatial

master ensuite amidships with a huge

bathroom and a walk-in wardrobe.

Contact As 80 Sport Yacht.

HIGHLIGHTS ● Fresh new looks ● Three good cabins ● Crew cabin aft

HIGHLIGHTS ● Smart use of glazing ● Striking design ● 40-knot performance

AT A GLANCELength 60ft 2in (18.4m) Beam 15ft 5in (4.7m) Engines Twin MAN 800hp Top speed 32 knots Price from £1.04m inc UK VAT

AT A GLANCELength 71ft 2in (21.7m) Beam 16ft 9in (5.1m) Engines Twin CAT 1,150hp/MTU 1,270hp/1,622hp Top speed 40 knots (twin 1,622hp) Price from £1.6m ex VAT

3 Sunseeker 55 Manhattan

2 Sunseeker 68 Sport Yacht

Z-shaped hull glazing is quickly

becoming a Sunseeker signature

Suneeeker claims 40 knots fl at out with the largest engines and surface drives

SOUTHAMPTON STARS

OCTOBER2013 21

BERTH M503What is it? The 88 and 98 are the final

two rungs of the Princess ladder before

you hit full-blown superyacht land.

Worth seeing because Princess has

pumped all of its superyacht-building

knowledge into the design and

construction of the new 88. Amazingly

it is still under the yard’s flybridge

umbrella despite having an easy-

cruising hull form like that of the 40M,

and other superyacht niceties such as

the hardtop and folding balcony on the

main deck.

The clever hull is designed to

perfectly balance economy and

performance but don’t take that to

mean the 88 is a slouch. With the

largest 1,925hp CAT C32 engines it will

hit 30 knots and even the smallest MTU

1,822hp version will make 28. Needless

to say the fit, finish and attention to

detail will be right at the top of the pile.

Contact As Princess 43.

BERTH M483What is it? The replacement for the

legendary and much-loved 42.

Worth seeing because Everybody will

be itching to see whether Princess has

succeeded in making a great boat even

better. The 42 is one of the most

successful flybridge boats ever made

and Princess has pushed out over 300

of them, so replacing it is no easy job.

So what has Princess done? It has

stuck with what it knows and, apart

from some freshening up of the

exterior and the introduction of more

contemporary woods and fabrics

inside, the 43 is pretty similar to the

boat it replaces. The windows have

grown in the saloon, meaning much

more natural light and a great feeling

of space, not to mention better views

out from the spacious dinette.

The accommodation also copies the

42 with two ensuite cabins comprising

an island double in the master forward

and a twin guest cabin to starboard.

A significant change is that the 43

now sports a resin-infused hull to keep

the weight down and performance up.

Some will be disappointed that

Princess has been so reserved in the

development of its entry-level flybridge.

Others will rejoice that they have stuck

to a formula that worked so well

for so many people.

Contact Princess Motor Yacht Sales.

Tel: +44 (0)1489 55775

Web: www.princessyachts.com

HIGHLIGHTS ● Superyacht flourishes ● Four or five ensuites ● Folding balcony

AT A GLANCELength 88ft (26.8m) Beam 20ft 9in (6.3m) Engines Twin MTU 1,822hp/CAT 1,825hp/1,925hpTop speed 30 knots Price from £3.86m ex VAT

AT A GLANCELength 46ft 4in (13.3m) Beam 13ft 6in (14.1m) Engines Twin Volo Penta D6 370hp/435hp Top speed 32 knots Price from £456,060 inc UK VAT

5 Princess 88 Motor Yacht

4 Princess 43

Between the fl ybridge, balcony and bow you are spoiled for deck space

Lighter woods and larger windows make for a bright and welcoming saloon

The fl ybridge layout echoes that of the larger 52

HIGHLIGHTS ● Resin-infused hull ● Brighter interior ● Reworked flybridge

BERTH tbcWhat is it? The first in a new line-up

from the French giant, which blurs the

lines between Bénéteau and the high-

class Monte Carlo Yachts range.

Worth seeing because The MC5 has

been out for a while but a lengthy

pre-production process has meant that

not many people have actually been on

one. It will make its UK debut at

Southampton where it’s sure to stand

out a mile thanks to the punchy hull

colour and out of the ordinary looks.

Those retro hull windows make for a

seriously bright full-beam master and

the choice of IPS500 or 600 gives the

owner plenty of performance options.

Our test of the MC5 will feature in

next month’s issue of MBY. Contact

Monte Carlo Yachts. See website for

dealers: www.montecarloyachts.it

STAND E56What is it? Princess’s first production

IPS model and one of the most highly

anticipated boats at the show.

Worth seeing because The V48 is

wading into battle against two other

very talented 50ft sportscruisers in the

shape of the Fairline Targa 48 Open

(see overleaf) and the Sunseeker San

Remo. It has been designed from the

keel upwards for IPS600 and comes

either as an enclosed coupe with a GRP

sunroof (shown in these pictures) or as

an open version with a Mediterranean-

style cockpit complete with tender

garage, sunpads and a larger canvas

sunroof in the hardtop. The owner’s

cabin is gobsmackingly huge for a

50-footer and there’s the option to

have a third bunk cabin in place of the

standard lower dinette if you wish.

You can read more about the V48 in

our full boat report on p42.

Contact As Princess 43.

HIGHLIGHTS ● Funky design ● IPS500 or 600 ● Three cabins, two heads

HIGHLIGHTS ● First IPS-driven Princess ● Brilliant living spaces ● Staggering master cabin

AT A GLANCELength 49ft 10im (15.2m)Beam 14ft 1in (4.3m)Engines Volvo Penta IPS500/600Top speed 34 knots (MBY est)Price from approx. £480,000 inc UK VAT

AT A GLANCELength 49ft 1in (15.2m) Beam 13ft 6in (4.1m) Engines Volvo Penta IPS600 (435hp) Top speed 34 knots Price from £522,000 inc UK VAT

7 Monte Carlo 5

6 Princess V48

We love the retro cool teamed with a purposeful hull on the MC5

Volvo’s IPS600 gives sensible cruising performance and a

34-knot top speed

Bright saloon is fi nished in classy materials

Open the upper saloon to the elements instantly

Funky portholes in the spacious master

The master cabin feels a class above

SOUTHAMPTON STARS

OCTOBER2013 23

BERTH M181What is it? Essentially a flybridge

version of the Targa 48 sportscruiser

shown above.

Worth seeing because Fairline has

fully embraced the concept of platform

sharing so that the same hull and

production line can be used to create

the Targa 48 Open, Targa 48 GT and

this boat, the Squadron 48.

The new Squaddie replaces the

Phantom 48 and boasts three double

cabins, including the all important full-

beam master and scissor-action berths

in the forward VIP.

Like the Targa 48 it uses IPS600 and

is likely to perform much the same, if a

bit slower thanks to the extra weight of

the top deck.

Contact As Targa 48 Open

BERTH M175What is it? The dawn of a new

sportscruiser era for the Oundle

-based yard, harking back to what

these open, sporty boats were

always supposed to be about.

Worth seeing because Okay, it’s not

truly open but with the enormous

canvas roof peeled back and no cockpit

doors to block out the sounds and

smell of the sea, the 48 Open may as

well as be.

Like its close rival on the previous

page, the Princess V48, the new Fairline

uses IPS600 to deliver very similar

performance figures and will also be

available both as an open version and a

fully enclosed GT with cockpit doors

and an upper saloon.

The standard layout below decks

includes double ensuites forward and

amidships with a galley and dinette in

between. Contact Fairline. Tel: +44

(0)1832 273661 Web: www.fairline.com

HIGHLIGHTS ● Shares hull with Targa ● Also uses IPS600 ● Replaces Phantom 48

HIGHLIGHTS ● IPS pod drives ● Spacious cockpit ● Great master cabin

AT A GLANCELength 50ft 5in (15.4m) Beam 14ft 2in (4.3m) Engines IPS600 (435hp) Top speed 32 knots (MBY est) Price from £552,000 inc UK VAT

AT A GLANCELength 50ft 5in (15.4m) Beam 14ft 2in (4.3m) Engines Volvo Penta IPS600 (435hp) Top speed 32 knots Price from £492,000 inc UK VAT

9 Fairline Squadron 48

8 Fairline Targa 48 Open

Two helm seats, L-shaped seating and a wet-bar on the low-profi le fl ybridge

Space around the bed and plenty of natural light

Certainly one of the more handsome recent Fairline sportscruisers

Entertaining space aplenty in the cockpit

Master cabin fi lled with light thanks to the six

square hull windows

SOUTHAMPTON STARS

24 OCTOBER2013

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BERTH M239What is it? As tough as old boots and

winner of the Wheelhouse and

Walkaround category in our 2013 Motor

Boat of the Year Awards.

Worth seeing because It will pretty

much go through anything you throw at

it and at a fair old lick too. With a pair of

Volvo’s lovely D6 400s on board it will

top 40 knots and give plenty of racey

sportscruisers a good scare. On board

there are two cabins, the master

forward being especially impressive

thanks to the raised coach roof and

good amounts of light.

Marco Marine will also be exhibiting

the 25 Offshore, which, like the 36,

makes its UK debut. Contact Marco

Marine Tel: +44 (0)2380 453245

Web: www.minoroffshore.fi

HIGHLIGHTS ● Go-anywhere capability ● Versatile performance ● Three cabins

AT A GLANCELength 46ft (14m) Beam 23ft (7.5m) Engines Twin Steyr 260hp Top speed 28 knotsPrice from tba

AT A GLANCELength 38ft 7in (11.8m) Beam 11ft 8in (3.6m) Engines Twin Volvo Penta 300/400hp Top speed 40 knotsPrice from £301,000 inc UK VAT

11 ArtCat 46 12 Minor Offshore 36

10 Hardy 62

Striking looks and a good turn of speed

set the 46 apart

Boundless all-weather possibilities in the Offshore 36

The little 25 may be small but it packs a punch

Hull number one inside the factory in Norfolk

BERTH M024What is it?

The first in a new range of power cats

from Estonian yard Arteran.

Worth seeing because It’s 50/50 as

to whether the 46 will make it to the

show but if it does it’s definitely worth

a look. It’s a properly good looking

power cat for a start and there’s

plenty of license to fiddle with the

standard twin double, single bunk

cabin layout. The light hull and twin

260hp engines mean a claimed

top speed of 28 knots.

Contact Arteran Group. Tel: +372 51

986 935 Web: www.artcat46.com

BERTH M164What is it? The largest Hardy ever built

and a boat with the capability to take its

owner pretty much anywhere.

Worth seeing because Even Hardy’s

26ft craft are phenomenally good sea

boats so just imagine what this

62-footer is going to be capable of!

The super-tough semi-displacement

hull provides both rough-sea prowess

and a decent turn of pace, while the

7,000-litre fuel capacity puts this new

flagship right up there with the best

bluewater machines. And twin 1,200hp

MAN V8s should see the 62 up to a

top speed of 25 knots if you need to

get a shift on.

Unlike its smaller sister, the 50,

the 62 forgoes the familiar aft-cabin

arrangement and instead has a

full-beam master cabin amidships.

Elsewhere are a pair of double guest

cabins and a crew cabin at the stern.

The 62 is unmistakably a Hardy and

features like the twin wheelhouse doors

and prominent, forward sloping

windscreens will please the

brand’s faithful. Contact Hardy.

Tel: +44 (0)1692 408700

Web: www.hardymarine.co.uk

AT A GLANCELength 62ft (18,9m) Beam 18ft (5.5m) Engines Twin MAN 1,200hp Top speed 25 knotsPrice from tbc

SOUTHAMPTON STARS

26 OCTOBER2013

68,7(6 726&$1$

BERTH M109What is it? There aren’t many

sportscruisers of this size around any

more; it’s the perfect step up from a

weekender to something with a little

more cruising potential.

Worth seeing because The 33

Endurance is a very neat and good fun

package. Twin Volvo diesels provide

the grunt (and close to 40 knots at the

top end) and sterndrives ensure it’s a

laugh a minute in the turns as well.

It’s got a comfortable cockpit that’s

begging to be used and there’s

an open-plan convertible double

in the bow and a separate double

cabin amidships. Contact Salterns.

Tel: +44 (0)1202 707222.

Web: www.cranchi.it

BERTH M441What is it? The largest of Prestige’s

flybridge line before you’re into the

yard’s Yacht territory.

Worth seeing because Prestige’s

unique approach to internal design

means its new models are always

worth a look at boat shows. Separate

access to the midships master cabin

means privacy is of the essence and

there’s no need to share a hallway with

guests when it comes to bedtime.

The galley aft means those in the

kitchen aren’t extradited from the

goings on in the saloon and it’s also

far easier to serve the decks. The

spacious flybridge has a large slab of

sunbathing space to starboard of the

single helm station while the aft end of

the top deck is dominated by seating

and a large teak table.

The 550 is fitted with Zeus pods

and a pair of 600hp Cummins QSC

8.3 engines, which should push the

boat to 30 knots with ease.

Contact Prestige.

See website for dealers:

www.prestige-yachts.com

BERTH M233 What is it? The flagship of XO’s rock-

solid, aluminium-hulled range of

speedy commuter boats.

Worth seeing because Just look at it!

With the mock-carbon 3M hull wrap

and those fabulous spotlights it looks

like nothing else at the show and has

the performance to go with it.

The boat we tested (MBY September

2013) had Yanmar’s 370hp diesel V8

and it went like a rocket, taking on the

chop in Poole Bay without flinching.

On board the functional details

continue with an unfussy and well-built

interior. The dinette coverts into a

makeshift double berth and there’s a

rather tight single bunk under the

simple helm console as well. Adjacent,

a separate toilet compartment will

make ex-RIB owners tingle with joy.

Contact Wessex Marine.

Tel: +44 (0)1202 700702

Web: www.xo.fi

BERTH M222What is it? The big sister of the

award-winning Greenline 33.

Worth seeing because If the 33 had

one flaw it was its lack of a second

cabin. Thankfully the 40 solves this

problem by providing not only a

spacious and light-filled master in

the bow but also a comfortable twin

guest cabin amidships.

The attributes that made the 33 so

good remain in the 40 like the folding

transom, galley-aft layout and brilliantly

safe covered side decks.

For a couple who want to cruise in

real comfort and host guests now and

then it’s an excellent proposition.

Of course it can also be made fully

hybrid with a pair of 7kW electric

motors combined with twin 75, 150 or

220hp diesels engines. It has a range of

20 miles at 4 knots on battery power

alone, 500 miles on diesel power and a

top speed of 22 knots with the largest

engines installed. Contact Inspiration

Marine. Tel: +44 (0)2380 457008

Web: www.greenlinehybrid.com

AT A GLANCELength 33ft 6in (10.3m) Beam 11ft 5in (3.5m) Engines Twin Volvo Penta 260/300/330hpTop speed 38 knots (MBY est) Price from £188,130 inc UK VAT

AT A GLANCELength 58ft 9in (17.9m) Beam 15ft 8in (4.8m) Engines Twin Cummins 600hpTop speed 30 knots Price from £758,880 inc UK VAT

AT A GLANCELength 27ft 6in (8.4m) Beam 8ft 5in (2.6m) Engines Single Yanmar 370hp Top speed 40 knotsPrice from £133,650 inc UK VAT

AT A GLANCELength 39ft 4in (11.9m) Beam 13ft 11in (4.3m) Engines Twin 75/150/220hp diesel and 7kW electric drive Top speed 22 knots (twin 220hp)Price from £245,686 inc UK VAT

15 Prestige 550

13 Cranchi 33 Endurance

16 Greenline 40

14 XO 270 RS

The 33 Endurance will certainly cut a dash in the marina

A convincing package which looks great too

Solar panels can be added to aid battery charging

There won’t be many more striking boats at this year’s show

BERTH M009What is it? A brand new model line

from Linssen which focuses on the

traditional charms of a steel Dutch

displacement boat.

Worth seeing because A

quintessential steel Dutch cruising

boat and the sort of thing that Linssen

has made a name for itself with.

The show boat will be fitted with a

super-quiet Volvo Penta D3 150hp, the

only noise likely to be that of the hull

going through the water.

The AC gets a spacious aft cabin

with split shower room and toilet and

there’s a double VIP in the bow with its

own ensuite bathroom.

Contact Boat Showrooms.

Tel: +44 (0)1932 260260

Web: www.linssenyachts.com

BERTH M212What is it? Like its rival from

Maasbracht opposite it’s a classic

Dutch inland cruiser.

Worth seeing because If you want

stable, practical and peaceful inland

cruising for a fantastic price then the

Jetten should be on your list. That

amazing starting price includes a bow

thruster to help the single diesel when

it comes to locks and moorings.

One of Jetten’s big selling points is

the amount of customisation available

and this is no different with a whole

host of different layouts and colours

available. Standard is an aft cabin with

split toilet and shower and a double VIP

forward. Contact Val Wyatt Marine.

Tel: +44 (0)1189 403211

Web: www.jettenyachting.com

AT A GLANCELength 43ft 6in (13.3m) Beam 14ft 4in (4.4m) Engines Single Vovlo Penta D3 150hp Top speed 8.5 knots Price from £342,275 inc UK VAT

AT A GLANCELength 31ft 2in (9.5m) Beam 11ft 8in (3.6m) Engines Twin 110-220hp diesels Top speed 34 knotsPrice from £150,333 inc UK VAT

AT A GLANCELength 41ft (12.5m) Beam 13ft 1in (4m) Engines Deutz 114/170hp Top speed 9 knotsPrice from £229,950 inc UK VAT

AT A GLANCELength 16ft (4.9m) Beam 6ft (1.8m) Engines 10-21hp inboard dieselTop speed 10 knotsPrice from £21,000 inc UK VAT

19 Intercruiser 31

17 Linssen Classic Sturdy 42 AC

20 English Harbour Yachts 16

18 Jetten 40 AC Classic

Relaxed inland cruising at its best

Tough looks and a turn of pace from

the Intercruiser 31

Customisation and a scarcely

believable price on the 40 AC Classic

16ft of delicious English design

BERTH M101What is it? The 31 drops into the

Intercruiser range between the 29 and

34 offering a fully open cockpit and

decent sleeping accommodation.

Worth seeing because Thanks to

its high freeboard and wraparound

windscreen – not to mention a decent

amount of power from a 220hp engine

– the Intercruiser has serious

potential as an offshore cruiser.

The cockpit is properly open and

has comfortable seating for six people

whilst below decks there’s the choice

of a split-vee berth or a 3∕4 double

berth forward. A decent heads unit

makes longer stints on board perfectly

comfortable. Dealer Val Wyatt Marine

will also have the new Intender 760

on UK debut at the show. This cute

open runabout with its aft helm and

thick rope draped around the topsides

tugs at the heartstrings but can also

provide thrills with a top speed of 28

knots thanks to the largest 220hp

diesel engine. Contact Val Wyatt

Marine. Tel: +44 (0)1189 403211

Web: www.interboat.com

BERTH F007What is it? A

gorgeous inland

runaround from

ex-Fairline design

boss Adam

Greenwood.

Worth seeing

because The 16

made a low-key

premiere at the

Sandbanks Boat

Show in May but it

makes its full UK

debut at

Southampton. In the flesh it looks

so good you want to stroke it, with

details to die for like the curvaceous

wooden tiller, superyacht-level

stainless steel fittings and classy

blue deck LEDs. If you don’t

want the tiller you can also opt

for a proper steering wheel.

The engine choices are from

Nanni and Volvo ranging from

10-21hp, top speed with the

largest motor being a sedate

10 knots. Speed is not the point

here, the idea is to settle back

into the soft navy cushions, top up your

glass of fizz and relax as the river banks

creep by. If the weather does turn

though, these boats being built in

England mean they come ready for rain

and a forward canopy provides

protection. Contact EHY. Tel: +44

(0)1832 274114 Web: www.

englishharbouryachts.com

SOUTHAMPTON STARS

OCTOBER2013 29

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32 OCTOBER2013

PETER CUMBERLIDGE: A delivery trip from Newport to Halifax affords a wonderful opportunity to explore the New England coast

CUMBERLIDGE

ON CRUISING

A while ago, Jane and I

delivered an American

boat up the north-east

seaboard from Newport,

Rhode Island to Halifax,

Nova Scotia. This

magnificent cruising

coast has a high risk of

fog, some largish whales and minefields of

lobster pots. We were lucky with fog and,

though several huge whales came close, they

fortunately stayed docile. We avoided the pots

and heartily enjoyed the succulent seafood

for which Maine is renowned.

The first part of this trip was particularly

fascinating. Barely 40 miles east of Newport,

the strange, boomerang-shaped peninsula of

Cape Cod juts far into the Atlantic, curving

north in a narrow strip of dunes, salt lakes and

long golden beaches. South of the Cape, two

famous islands – Nantucket and Martha’s

Vineyard – have similar profiles, all caused by

the complex scouring flows around this

corner of New England where the Gulf Stream,

tides and Labrador Current meet and swirl.

The Nantucket Shoals straggle seawards

60 miles, notorious for fog, tide rips and

wrecks, but luckily the friendly Cape Cod

Canal avoids all these hazards, an eight-mile

shortcut across the neck of the Cape suitable

for quite large ships. There are no locks, no

formalities and no dues, so yachts naturally

go this way when coasting between Newport

and Boston. We were so pleased to learn

about this channel that we lingered a few days

in the sheltered waters just west of Cape Cod,

around Buzzards Bay and Martha’s Vineyard.

Newport is a fabulous, pleasure-seeking

harbour on the tip of Rhode Island, facing a

glittering strait and layers of smaller islands.

Its colourful old wharves are adorned with

chic bistros and studios, gleaming yawls, New

England schooners and fast fishing boats

bristling with marlin rods. Reluctantly leaving

this boater’s paradise, we headed out past

Newport’s legendary ocean-view mansions

and turned east towards a

string of islands just west of Cape Cod.

North of this chain is glorious Buzzards

Bay, with tempting inlets galore. To the south,

Vineyard Sound leads around Martha’s

Vineyard to Edgartown Harbour, a beautiful

curving strait inside Chappaquiddick Island.

Edgartown’s opulent moored yachts are

impeccably maintained, with stars and stripes

flapping lazily astern. This is New England

deluxe and we savoured the rich vibes for a

couple of days.

The tide runs briskly through the Cape Cod

Canal, so we arrived off the entrance at slack

with a fair stream about to start. This

impressive waterway is 150m wide with three

grand bridges of 40m clearance. Digging it

was an incredible feat of hard labour. Several

early attempts were abandoned, but the final

serious push took place between 1909 and

1914. Our transit was amazingly quick and

easy, and we were grateful to those who had

slaved over its construction a century ago.

The Nantucket Shoals straggle seawards 60 miles, notorious for fog, tide rips and

wrecks, but luckily the friendly Cape Cod Canal avoids all these hazards

Tall ships at Vineyard Haven

The stars and stripes fl y from

many a stern

The boomerang-shaped Cape Cod coast

Prime boating country at Martha’s Vineyard

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OCTOBER2013 35

DAVE MARSH: Emerging Asian markets are placing different demands on designers and boatbuilders, and technology will fi nd a way to please both the existing European market and the new one

As you wander around the

powerboats at the

Southampton Boat Show

this year, spare a thought

for the poor interior

designers. Because their

lives are about to get a lot

tougher. You might think

the opposite is true, with the design of our

mainstream production powerboats so driven

by their super-stylish accommodations.

Surely these must be easy-money times for

talented designers?

But times they are a-changin‘. With boat

buying in Europe still in the doldrums and the

world’s wealth shifting inexorably east, the

world’s boatbuilders (small and large) have no

option but to chase the money in the

emerging markets. And that presents builders

with significant challenges.

Some of these markets are so newborn

that nobody really knows what sort of boats

their residents want. Of those which do have

an embryonic boating population, it’s already

clear that, in some cases, their aspirations are

utterly different to the boats that suit

Europeans. For instance, I’ve heard two big

European boatbuilders declare that if they

built boats without engines for one particular

market, nobody would notice!

It’s incomprehensible to some Chinese

boaters why anybody would ever want to

sleep on board. Witness a recent MCY 65,

where Monte Carlo Yachts ditched what

Europeans view as sacrosanct – the full-beam

master cabin – and instead fashioned a suite

fitted out as a mah-jong gaming emporium.

And yes, karaoke really is tantamount to a

religion in some cultures, so much so that

there are boats whose saloons have been

given over entirely to a central karaoke stage

(I recollect a pole dancing boat too, but I may

have just dreamt that one).

These myriad things are challenging

designers for two reasons. One is the

uncertainty of knowing exactly what is wanted

in some markets. Once that has been

fathomed though, what remains are the

difficulties of building different boats to

TESTING

TIMES

New markets have new aspirations. For instance, it’s incomprehensible to

some Chinese boaters why anybody would ever sleep on board

satisfy the diverse

needs of disparate

markets. Most of the

effort builders made

during the recession went

into streamlining production,

not into extravagant

diversification. And few boatbuilders will ever

have the resources to support regional

manufacturing facilities to satisfy local needs.

So what happens next? These challenges

could trigger a paradigm change, and a

wonderful one too. Builders will clearly have to

design different interiors for various markets.

And high technology will provide the answer.

Nowadays, even the smallest designers and

builders utilise quite sophisticated CADCAM

techniques. So once the core design has been

established using CAD (computer aided

design) the amount of time it takes to

remodel, say, the saloon’s seating, is not

earth-shattering. Upstream of this, the CAM

(computer aided manufacturing) aspect has

become so automated that it’s simply a

matter of a different joinery kit appearing,

complete and ready for installation.

I’m sure this will spawn two significant

changes. As

boatbuilders become

increasingly at ease with the

notion of building different interiors, my

hope is that they will extend this process to

offer ever higher levels of customisation on

ever smaller production boats, albeit at a

price. Certainly, the degree of customisation

possible would be highly dependant on the

design of the internal glassfibre tray mould,

which can lock furniture into predetermined

building blocks. With this in mind from the

outset though, that limitation disappears.

Plus, the sight of vastly different interiors

might allow us to think more freely about

what we Europeans really want from our

boats. When was the last time you saw a

four-bedroom house with four bathrooms?

So given how often we fill our boats with

overnight guests (i.e. rarely) do we really

need an ensuite for every cabin? And how

many of us never cook on board? If so,

surely it’s better to replace the galley with a

giant bar. For the record, I’ve never met a

soul who doesn’t drink on board.

Markets in the east demand very different interiors, from karaoke

lounges to mah-jong gaming tables

Will the diversifi cation into different boat-buying markets mean more customisable interiors on production boats?

Columns

OCTOBER2013 37

We were pretty set

on moving our

boat from the

very scenic

but slightly

claustrophobic

and uneventful

River severn to a

possible new home in north Wales. our first

weekend’s recce by car immediately

dismissed the north coast with kiss-me-quick

resorts such as Colwyn Bay exerting little pull,

so we headed for the north-west corner

instead. Anglesey, the lleyn Peninsula,

Bardsey Island and the wonderful menai

strait, which I knew quite well from my diving

days, would be more our cup of tea.

The dramatic sweep of the snowdonia

mountains tumbling down towards the rocky

coastline had lost none of its splendour, but

this time I was looking at the place through

very different eyes.

We needed a safe spot to base our 32ft

Fairline sedan and this under-populated and

exposed coast wasn’t exactly bristling with

safe havens. This is no solent with a marina

around every corner and the choices were

limited. By the end of the weekend we didn’t

even have much of a short list.

This was back in the early 90s and

although there were a number of desirable

and quirky little hideaways such as Port

Dinorwic and the undeveloped Victoria Dock

at Caernarfon, they only held a few boats and

were predictably full. There were, however, a

large number of boats on swinging moorings

in the majestic Conwy Estuary so we tracked

down the harbourmaster to find out more.

These must be among the most scenic and

desirable moorings in the uK, with fairy-tale

views from your cockpit of the picturesque

twin towns of Conwy and Deganwy, and the

broad sweep of the estuary dominated by the

Thomas Telford bridge and brooding Conwy

Castle towering above. It was love at first sight

but yes, you guessed it – no room at the inn,

although the harbourmaster put us down on

his indeterminate waiting list just in case.

more helpfully than he realised, he then

suggested, “In the meantime, you could try

the new marina of course.” We didn’t even

know a marina existed so without further ado

we went to investigate.

A sizable basin, created to build the famous

mulberry docks used on the normandy

beaches in WWII, had been flooded to make a

fine-looking marina. What’s more, the

sparkling new pontoons were half empty and

the place was clearly in its infancy.

nowadays Conwy marina is an all-singing,

all-dancing fully serviced marina, but at that

time there was a shower block and an office,

and that was it. The only other facility was a

tent in the car park which sold tea and bacon

sandwiches. But who cared – they had space!

At a hugely attractive promotional price to

pull in new boat owners to a hitherto

completely undervalued cruising area, we

signed up on the spot. Blue Glass was duly

trucked to her new home and a new set of

horizons opened up for us. We could hardly

wait to get out there.f

We spent the next four years exploring

every inch of what I still think is one of the

best cruising areas in the country. But a wild

coast exposed to the prevailing westerlies

across the Irish sea is not without its

difficulties of course and it made a brilliant

training ground. With narrow tidal windows

everywhere and few completely safe havens,

complacency is not recommended and we

spent many a weekend in the welcome

shelter of the magnificent menai strait.

once mastered, even the strait’s infamous

swellies are a delight to cruise through and

when the sun shone and the wind settled, it

was more than we could ever have wished for.

The tranquil waters of the River severn soon

became a distant memory.

With impeccable timing, just as the first

year’s promotional marina tariff was replaced

with a whopping increase, our friendly

harbourmaster phoned up with the offer of a

swinging mooring. This was truly the icing on

the cake and for a modest £600 a year,

paradise was found!

It was love at first sight. These must be among the most scenic moorings in the UK

with views of the broad estuary and picturesque towns from your cockpit

Dave CrosslanD: Tiring of the slow pace of life on the Severn, our columnist seeks excitement in north-west Wales, a land of rocky coasts, windswept beaches and the infamous Swellies

postcards FroM a

SMALL ISLAND

Life doesn’t get much better than a berth in the Conwy Estuary

Columns

OCTOBER2013 39

MURPHY’S LAW

You can’t teach an old sea dog new tricks

The morning after the night

before was sunny, clear

and warm and found the

crew of Recluse lounging

about on deck. our trip to

Holland had been eventful,

never more so than for the

major who had been

nursing the mother of all hangovers and

eyeing the terrible henna tattoo on his neck

which he had no recollection of receiving

during the previous evening’s revelries.

Amsterdam had treated us to much

entertainment, but it was the major who had

accidentally experimented with some of the

local herbs. Around 10am a couple of

energetic-looking Dutch lads came bounding

down the pontoon looking for the major.

“You look familiar,” he said, eyeing the lads

with some residual suspicion.

They laughed. “We said we’d go

sailing, remember?”

They came on board to refresh the major’s

memory and the fridge was raided for beer.

They explained that they had been out the

night before and had come across the major

following a bee down the street. They rescued

him from what promised to be a very long and

pointless walk and he explained to them he

was an old sea dog who had sailed the seven

seas – hence the very classy skull and

crossbones tattoo he was sporting.

over the course of the evening the lads had

invited him on board their lovingly restored

Dutch tjalk – a traditional sailing vessel often

used to haul cargo. of course, the major

accepted and waxed lyrical about his times on

the water. He emphatically told them he was

something of an expert when it came to the

deployment of sail so they had invited him for

a sail this very morning. The boat was primed

and ready and they couldn’t wait to pick up

some finer points of tjalk handling.

now it should be explained that the major’s

natural habitat is dry land. He has, however,

adapted to life at sea with commendable

ability. But that’s on a motor boat. His

contempt for yachts and yachties was

always thinly disguised, especially in foreign

yacht clubs when he had had a few. He

could never accept the rule that we had to

give way to sail. “Too used to driving a tank,”

the old sea dog always said. As the banter

between him and the Dutch lads went on I

detected a hint from our guests that they

really knew the major was no expert with sail

and were having him on. of course, he could

just have admitted he was rather the worse

for wear and it was probably the drink talking

but that isn’t the major’s style. He would

tough it out to the bitter end – no surrender

and no concessions!

We were all invited along to have a lesson

from the major and in no time we were aboard

a very fine 60ft sailer with a rather nervous

major positioned at the tiller. The lines were

cast off and we all hauled away to get the sails

up. They filled majestically with the fresh

breeze and the vessel shot forward with

amazing agility.

of course, no one had thought it necessary

to explain to the major that to go to starboard

you push the tiller to port and vice versa. As a

result we made two perfect and rather tight

circles to the confusion of the sails and the

utter terror of proximate boaters who

scattered to put some distance between us

and them. language barrier or no, it was clear

what the Dutch were saying. The major, now

rather red faced and seeing that this battle

would not be won, decided to retreat from his

position at the helm. As we swerved to

narrowly miss another passing vessel he let

out a yell and clutched at his knee.

“Aaahh!” he bellowed. “The old wound’s

playing up. The bullet’s still in you know.”

He handed the tiller quickly to one of our

hosts. “I apologise for disappointing you but I

will have to rest the old leg. might there be a

wee shot of schnapps on board – just

for the pain?”

And with that, the major’s foray into the

world of sail came to a close and he took up

lookout duties at the bow. Alan L Gough

Illu

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# 22

Have your say in print and onlineYOURMBY

Edited by Hugo Andreae

It’s a hard life in the Hot Tug for IPC’s marine writers

CONTACT MBY Email [email protected]

Write Motor Boat & Yachting, 110 Southwark Street, London SE1 0SU

Charter lifeI really enjoyed Kieron White’s article in last

month’s MBY about the pros and cons of

using his Fairline Phantom 48 as a charter

vessel. We have a 50ft Sunseeker that we

keep in the West Country and I toy with the

idea of setting her up for charter every

season. His article has done little to help me

make up my mind, however, because as

much as I like the sound of the funds from

the business paying to maintain the boat I

don’t like the idea of some of the season’s

best weekends being taken up giving other

people a pleasant weekend on board as

opposed to me and my family!

I’m not sure I could put up

with cleaning up after

guests as well as Kieron

seems to either!

Roger Smith, Surrey

ItÕs a conundrum that a

lot of people face as itÕs

not cheap to prep a boat

for charter and if you

want to skipper yourself

then you need to have the

right qualifications. That said

there can be plenty of benefits if you find

yourself in demand. YouÕll be out on the water

most weekends introducing dozens of new

people to the pleasures of boating Ð writing off

the costs of the boat against

the business is just an

added bonus! Hugo

The shots the MBY team would rather you didn’t see

BEHINDTHESCENES

A RIB too many?Thank you for a brilliant boat magazine. Always a

great read. However, I would like to share some

thoughts about the RIB test in the August issue:

great idea, good line-up but there were too many

boats so the reviews were rather short for my

liking with too few pictures and not enough

in-depth analysis.

STARLETTER

WINS A BOTTLE OF PUSSER’S RUM!

The official rum of the Royal Navy Association

and the Royal Navy Sailor’s Fund

Who’s up for the next reader sea trial?

The 11-RIB special in our August 2013 issue

Take a punt which art editor these

fl ippers belong to?

Would it be worth looking at your friends in

the car magazines? The tests usually involve

two or three very similar cars and the articles

offer a great deal of information and many

pictures. Perhaps it could have been divided

into two groups: performance RIBs in one

section and cruisers in the other.

Oscar Forsberg

Thank you for your email. ItÕs always good to get

feedback on the magazine. The RIB feature was

part of our celebration of the 50th anniversary

of the RIB so we wanted to invite as many

manufacturers as possible to take part.

We thought that weÕd only manage to gather

five or six RIBs in the same place at the same

time, in which case we would have had at least

twice as much space to give to each individual

boat. However, to our surprise we ended up

with 11 RIBs (and it would have been 12 if one

hadnÕt been hijacked en route from France!) so

we could only give one page to each boat. IÕm

afraid that did limit the amount of detailed info

and photographs we could dedicate to each

craft but we did our best to capture the key

character and handling traits of each boat.

WeÕve got a few back-to-back boat features

coming up, so keep a look out for them. Hugo

And it fl oats! The

cruising hot tub

Someone should show Jack what a spade is

LETTERS

OCTOBER2013 41

FORUM CHAT Trust in retro thrust?

gravygraham asks: Would anyone who’s

had a stern thruster retrofitted care to

share their experience with the forum?

Elessar says: With a twin-engine

shaftdrive boat they really are

unnecessary. Get a day’s training – it’s

cheaper and can be transformational.

Single-shaft boats really benefit though,

the bigger the engine (the bigger the prop

walk), the more true this is.

admillington says: Personally I would fit

one – I have had a stern thruster fitted on

my last two boats and would always have

one in the future. As marinas get tighter

and tighter, the ability to stop the boat,

look over the side (get the remote) and

move sideways into the berth makes life a

million times easier. They are easier to fit

than bow thrusters as you don’t need to

make a tunnel through the hull. Essex

Boatyards fitted mine.

mikef says: My boat was fitted with a

stern thruster when I bought it but I

seldom use it for two reasons. First you

can achieve nearly the same effect with

twin engines and second it’s not nearly as

powerful as the bow thruster because the

bow offers much less resistance to being

moved. That said, if you think that a stern

thruster will give you more confidence

then by all means fit one but make sure it’s

powerful and low in the water.

NoviceRod says: I have a single-engine

shaftdrive boat with bow and stern

thrusters. Despite mocking by some of the

neighbouring boat owners, I wouldn’t be

without them.

SUBSCRIBE TO MBY SAVE UP TO 41% WHEN YOU SUBSCRIBE TODAY: SUBSCRIBE FROM ONLY £16.99 See page 66

On Twitter www.twitter.com/mbyipc

On Facebookwww.facebook.com/mbyipc

ONMBY.COM

WE ASKED...Does the matriculation tax exemption for charter boats make Spain more attractive?

VOTE @ MBY.COM NOWDid you use your boat more this summer?

Sea trial successI wanted to get in contact to let you know

what a great idea I thought your readers’ sea

trial was (MBY September 2013). I’ve been to

countless boat shows both here and abroad

and, as enjoyable as they are to walk around,

what I’d really like to do is take some of the

boats out on the water where they’re

supposed to be and test them back-to-back.

I would be very interested in partaking in a

similar trial of new 50ft flybridges as we’re

looking to upgrade soon. If you can manage to

put it together then please ensure my name is

at the top of the list. Keep up the good work!

Jamie Barton, London

I’m glad you enjoyed the article. It was a great

day for us, the readers and of course the

dealers and we’re keen to repeat the exercise

with as many different types of boats as

possible. Watch this space! Hugo

Floating hot tub?I saw on your Twitter site @mbyipc last week

that some of your lucky staff went out on the

Thames on a floating hot tub. It looked like a

fun jaunt down the river but where did this

ridiculous-looking vessel come from?

Sam Jones, Portsmouth

The Hot Tug (see photos left) is available to hire

from the Runnymede Hotel near Egham. See

www.runnymedehotel.com/hottug/

Why so slow, Volvo?I was surprised that you gave so much

coverage in the September issue to the news

that Volvo has increased the length of its

warranty on major engine components to five

years. Yanmar has been

offering a five-year warranty

on main components for many

years. Nothing special to us but big news for

Volvo Penta it seems!

Wil Botman, Yanmar Europe

Fair point but even if Volvo is playing catch-up

it’s still welcome news for boat buyers. Hugo

Purple sky at night, sailors’ delight This beautiful

sunset was captured by Peter Lea. His Princess 360 is tied up at St Vaast,

a leisurely day’s cruise from his home berth in Portsmouth

YOURPHOTO OF

THE MONTHwins a hand-held HX300E

VHF radio worth £140. Send

your best photo to us at

[email protected]

W W W . S T A N D A R D H O R I Z O N . C O . U K

ON SALE: OCTOBER 3Bénéteau Monte Carlo 5: Exclusive sea trial of the

boat that’s promising to beat the Brits at their own game

Stars of the Show: Full reviews of the Princess 43,

Sunseeker 55 Manhattan, Fairline Squadron 48 and more

Big boat revamp: Turning a 20-year-old classic into a

contemporary cruiser with all the latest mod cons

Stabiliser sensation: How a new design of fin hopes

to bring zero-speed stabilisers to the masses

NEXT ISSUE...

● Yes

● No

● Dunno

French fl air at its best

The first Princess built solely for IPS boasts incredible accommodation, but what about the ride? Text: Jack Haines Photos: Lester McCarthy

PRINCESS V48

BOAT REPORT

SPONSORS

mby.com/v48

SEE THE VIDEO

OCTOBER2013 43

Open wide: within seconds the forward part of the saloon can

be exposed to the elements

Splendid views out of the plush upper saloon thanks to the large, unencumbered windows

The 32in LED television rises

electronically from the sideboard

Plenty of room for the stores needed

for a long cruise within the full-height fridge/freezer

Volvo Penta’s IPS

pod-drive system has

been available for over

a decade and it’s safe

to say that most

mainstream builders

have, at the very least,

had a dalliance with it.

Not Princess, though. It bided its time to see

whether IPS really would be the revolutionary

new propulsion system that Volvo promised.

There was no rush to install the new tech just

because it was fresh and available. Instead

Princess thoroughly sussed it out and only now

comes to market with its fi rst boat designed

from the keel upwards to use pods. Yes it has

stuck IPS in planing hulls before as a bit of

prototype fun but this is the fi rst production

boat from Princess that will be available with

pods only – 435hp IPS600s to be exact.

FROM THE PODS UPSo has all of this biding of time paid off? The

installation of the IPS engines and drives is

sublime. Admittedly it is a rather steep climb

through the cockpit hatch and down an

upright ladder into the engineroom but once

you’re there, all is forgiven. There’s space for

a game of croquet and room around each

engine and pod for two mechanics to work

simultaneously. Above the engines is a very

useful storage slot for all of the boat’s unused

deck canopies plus the odd spare cushion.

The slow-speed handling is as good as any

IPS boat that I have tested and even with the

wind pinning us to the exposed outer pontoon

in Mayfl ower Marina and a nasty chop

slopping against the outboard side it was still

laughably easy to move the boat sideways off

the berth. Dial in some joystick and the boat

reacts quickly and smoothly regardless of

whether you’re spinning around, moving fore

and aft or performing the IPS sideways party

trick. One point to note is that I felt more

comfortable having the joystick in the high-

power mode to give that extra bit of bite to

the helmsman’s inputs, especially in the stiff

breeze we had on test.

EASY DRIVERUp to speed and the most remarkable

sensation when helming the V48 is just how

easy the boat is to drive. The helm fi ts like a

glove with the throttles, wheel, trim controls

and joystick clustered a mere hand span away

from each other. The driving position, for

me at around 6ft, was very comfortable, so

comfortable in fact that I never felt the urge to

stand up at any point during our test and

photo shoot. In the seated position the view

out is excellent with few blind spots and the

main instruments, chartplotter and rocker

switches are all within easy reach.

The dash could only have come from a

Princess; the sporty three-spoke wheel is a

tactile joy to use and the soft-touch dark

materials look super classy and do a fi ne job

of keeping glare to a minimum. There are two

cupholders and some moulded voids for

phones and sunglasses and a small paper chart

area in front of the navigator. Aside from

adding a handhold to the spot in front of the

navigator I can’t think of any other ways this

helm position could be improved.

If the weather doesn’t merit opening the

sliding GRP roof then the electric side window

is a great way to get some breeze fl owing and

communicate with crew during close-quarters

handling. Even with the roof shut the three

inset panes of glass ensure light fl oods in over

the helm station.

EASY RIDER?Surge the throttles forward and without

touching the trim blades the V48 whips into an

eager canter. It takes very little thought to drive

this boat, it looks after you and refuses to bite

in the twists and turns. It really is as simple as

engage the throttles, turn the wheel and off you

go. Compared to some IPS-powered

sportcsruisers, the handling on the V48 is

reasonably sedate. It still leans into the turns

with gusto but it’s never going to let you do

anything silly no matter how hard you turn

the wheel or how fast you’re going.

It’s a similar story with the performance –

the V48 is swift enough without having serious

sporting intent. We got 32.9 knots out of it

with a light load and only four crew on board.

Still, it has a wide enough range of cruising

speeds between 22 and 28 knots. In fact, at 27

knots the boat only achieves 0.01 mpg less than

it does at 12.5 knots, so you may as well up the

pace and use this sportscruiser for what it’s

designed for – fast passage-making.

The only part of the driving experience that

doesn’t meet the comfortable and easy theme

is the upwind ride. Okay, it was quite a choppy

day off Plymouth but I was still surprised at

how many crashes and slams made their way

through the V48’s 50ft-plus shell. There were

also a number of interior squeaks and rattles

that were out of character with Princess’s usual

high standards. Princess puts it down to the

fridge/freezer module, which has now been

amended and the measurements given more

The most remarkable sensation when helming the V48 is just how easy the boat

is to drive and the helm fi ts like a glove

The galley is fi lled with light thanks to the void and there are

domestic-sized appliances

The cockpit table is fi xed as standard but the test boat had

telescopic legs and an infi ll

BOAT REPORT

OCTOBER2013 45

tolerance to help deal with the problem. There

are a number of possible reasons why the

upwind ride isn’t quite up to scratch. Firstly

the open void down to the lower saloon and

galley, which does a great job of enhancing the

feeling of space, also acts as an echo chamber,

exaggerating any noises transmitted through

the hull and making the slamming sound

worse than it actually is.

IPS also puts a lot of weight right at the

back of the boat with both the engines and

the transmission sitting closer to the stern

than in a conventional shaftdrive boat. This

contributes to the V48’s slightly bow-high

running attitude and means that the waves are

more prone to hitting the hull’s wider, fl atter

mid sections than the sharp bow. The V48’s

main rival, Fairline’s Targa 48 Open, has its

IPS pods on jack shafts, which allow the

engines to be sited further forward to improve

its weight distribution.

Even with the trim blades pushed down

as far as they would reach, I didn’t notice a

signifi cant change in running attitude or ride

quality, and this was without a weighty jet-RIB

resting on the hydraulic bathing platform.

ACCOMMODATION ACESPrincess makes no qualms about the fact that

the V48 is designed around its living and

sleeping spaces. The V48 is larger in every

direction than the boat it replaces and it’s

hard to avoid the effect this has on upwind

dynamics. The fl ipside is accommodation

that beggars belief for the LOA.

The master cabin especially looks to have

been plucked from a boat in the class above

and is probably the most clear-cut example of

just how far 50ft sportscruisers have progressed

in the last ten years. Full standing headroom

all around the big island berth, a large sofa,

storage galore (including a fl oor-to-ceiling

double wardrobe) and a pair of gigantic

windows on the water to top it all off – the

V48’s master has it all. The ensuite heads is

suitably swish with high-class fi xtures and

fi ttings and lovely blue strip lighting, which

makes it feel like you’ve wandered into the

bathroom of a funky hotel.

Headroom is fantastic throughout the lower

deck, especially in the downstairs saloon and

galley area. There is the option to replace the

dinette with a twin bunk cabin but, unless you

will be hosting four guests on a regular basis,

I really like the open-plan feeling of this cosy

lower saloon. Of course you have an excellent

lounging space upstairs, complete with

fantastic views and the option of opening the

area up to the sky thanks to the sunroof, but

I can see that on a stormy night being snuggled

below decks would be lovely. It’s also a step

away from the galley so the cook gets a table

to use as extra counter

space. This dinette can

also be converted into a

decent double berth, albeit

without the privacy of a

separate cabin, so you can

still sleep six when you

need to without sacrifi cing

the more sociable lower

saloon layout.

The galley, despite being

tucked downstairs, is well

equipped to produce

decent on-board meals.

Most importantly it has a

massive domestic-size

fridge/freezer to

supplement the smaller

fridge in the upper saloon.

The forward cabin has some cool touches

such as the standard scissor-action berths and

Princess’s fantastic long, oval-shaped ports,

which ensure there’s plenty of natural light

bouncing about. The ensuite, which is shared

with the third cabin if you opt for it, is pretty

much as big as the master’s and has the same

luxurious feel.

SUNPADS & SUMSOn deck the cohesion between the cockpit

and upper saloon is what’s so attractive about

sportscruisers of this ilk. With the canopies

folded away and the optional cockpit griddle

sizzling, the outdoor experience is as good as it

gets but, if the weather turns, simply shut the

cockpit doors and you have a beautifully

insulated upper saloon to enjoy.

There is good storage in both areas with

moulded bins beneath the L-shaped cockpit

seating and fi ddled cupboards in the saloon,

many with dedicated crockery and glassware

slots. This is in addition to assorted drawers

and cupboards in the galley and the eye-level

lockers around the perimeter of the lower

dinette. Bizarrely, the teak sink cover/chopping

board on our test boat was too large to fi t into

its dedicated storage slot beneath the sink.

If you like the look of the V48, don’t forget

that there is also an open version. The Open is

a classic sportscruiser – we’re talking open-

backed cockpit, tender garage, soft folding roof

and all of the accommodation below decks.

It’s also around £5,000 less than its enclosed

sibling with the same engines and cabin set-up.

The accommodation beggars belief. The master cabin especially looks to have been plucked from a boat in the class above

The master cabin is fantastic and a genuinely usable living space in its own right

Scissor-action berths convert the VIP from a twin to a double in a fl ash

Not quite as big as the windows on its fl ybridge siblings but the hull glazing still affords wonderful views over the water

A CLOSER LOOKWITH JACK HAINES

The little touches make both heads feel that bit more special

The dinette converts but you can have a third

cabin here if you wish

TRANSOM BOOT

If you don’t keep

your tender on the

hi-lo bathing

platform then there

is the option to keep

one rolled up in a bag

in this useful aft

storage area.

DINETTE STOOLS

These useful stools

are a common sight

on board Princesses.

These ones strap to

the leg of the upper

dinette and can be

used there, down

below or on deck.

BATHROOMS

It can be hard to

make a bathroom

feel special but the

V48’s are. Familiar

Perrin & Rowe

fittings and blue

mood lighting add

the sparkle.

ENGINEROOM

So spacious you may

even hear an echo.

Access to the

machinery couldn’t

be better and there’s

plenty of artificial

light to make the job

easier too. The

installation is also

top drawer.

FAIRLINE TARGA 48

OPEN Price from

£492,000

There is a GT hardtop

version on the way but

for now this is the V48’s

main rival. It also has

IPS600. BUY THE TEST

mby.com/t48open

SUNSEEKER

SAN REMO

Price from £668,400

Striking looks and a

large sunpad concealing

a decent tender garage

in the cockpit.

Performance should be

similar to rivals.

THE RIVALS

BOAT REPORT

OCTOBER2013 47

No hint of a compromise here, the L-shaped cockpit works very well. There is a canopy overhead and the

entire space can be covered in canvas if needs be

LENGTH OVERALL 50ft 1in (15.49m)

BEAM

13ft 6in

(4.11m)

FUEL CAPACITY

264 imp gal (1,200 litres)

WATER CAPACITY

80 imp gal (364 litres)

DRAUGHT

3ft 9in (1.2m)

RCD CATEGORY

B (for 15 people)

DESIGNERS

Princess

DISPLACEMENT

17.4 tonnes (loaded)

THE DATA

If you envisage hosting lots of people overnight then it would be worth opting for the third cabin here

Spacious and endowed with lots of headroom, the master cabin feels a class above

The Open version of the V48 has the same layout down below with the lower dinette being the only saloon

The guardrails reach all the way back to the end

of the side decks and there’s a prominent handrail on the roof coaming to make using the decks as safe as possible

This boat has a GRP hardtop where as the

Open version (see below) gets a soft folding roof

This is how the cockpit will look on the V48 Open version being launched later this month. It’s a traditional

sportcruiser with aft sunpad, tender garage and lower saloon

PERFORMANCE

TEST ENGINES Volvo Penta IPS600. 435hp @3.500rpm.

6-cylinder, 5.5-litre diesels.

MBY FIGURES ECO FAST MAXRPM 2,100 2,300 2,500 2,700 2,900 3,100 3,300 3,500Speed 12.6 14.9 17.9 21.3 23.6 27.7 30.1 32.9LPH 58 72 90 106 112 130 144 169GPH 12.8 15.8 19.8 23.3 24.6 28.6 31.7 37.2MPG 0.98 0.94 0.90 0.91 0.96 0.97 0.95 0.88Range 208 199 191 193 203 205 201 187

SOUND LEVELS dB(A)Saloon 67 69 73 70 71 71 71 72Cockpit 76 77 77 78 77 77 79 80Helm 67 71 74 71 70 72 71 74

Speed in knots. GPH & MPG figures use imperial gallons. Range in nautical miles and allows for 20% reserve. Calculated figures based on readings from on-board fuel gauge, your figures may vary considerably. All prices include UK VAT. 43% fuel, 25% water, 4 crew + minimal stores, 25ºC air temp, light chop, F3/4 for speed trials.

VERDICTWhat the V48 showcases is a side of IPS that

often gets ignored in place of effi ciency and

handling headlines. For those new to boating

IPS is a huge confi dence booster and a way to

get into big boats more quickly. The V48 is

extremely simple to use, be that when you’re

sliding sideways around a marina or cruising

effortlessly out at sea.

Life is equally easy on board. If the sun is

shining you open the sunroof and cockpit

doors and let the warmth in, if it’s raining you

close it all out again and get cosy. There is

minimal canvas to deal with at the start and

end of each day and if you’re happy for your

cockpit cushions to take on a bit of water,

then you don’t have to bother with them at all.

The upwind ride is a shame because the

seas we had on test should not fl uster a

50ft sportscruiser. But perhaps cruising more

slowly into head seas is the price we should

all expect to pay for wanting ever more space

on our boats? And you know what, if life

on board is your primary reason for buying

a boat, then Princess has got it right on

the money.

Contact Princess. Tel: +44 +44 (0)1489 557755

Web: www.princessyachts.com

THE HELM VIEW

THE COSTS & OPTIONSPrice from £522,000 (IPS600)

Price as tested £600,270, (IPS600)

Bow thruster £5,916

Steel grey hull colour (inc gunwales) £5,604

Scissor-action berths in VIP £3,396

7kW generator standard

Hi-lo bathing platform £2,508

Raymarine e125 chartplotter £3,684

Reverse-cycle air-con/heating £13,092

Underwater lights £870

Three-cabin layout £14,016

Passarelle £14,856

= Options on test boat

For those new to boating IPS is a huge confi dence booster and

the V48 is extremely simple to use

Add a small handrail for

the navigator in this position and you have pretty much the perfect helm position

Few boats get the relationship

between wheel, throttles and joystick so right

Princess’s understated,

ergonomically sound helms are a pleasure to use – very classy

Europe’s top insurance provider

No matter where you cruise,

Pantaenius will be there to cover

and support you with its worldwide

network of experienced surveyors.

Call us for a quote and fi nd out why

we specialise in marine insurance.

Tel +44 (0)1752 223656

Web www.pantaenius.co.uk

BOAT REPORT SPONSORS

If you want to stretch out in the sun then

the plump cushions on the bow are the place to do so

BOAT REPORT

OCTOBER2013 49

Double DutchThe sleepy waterways and charming towns of Holland

make for delightfully varied cruising but why rush? Give yourself two seasons and relax into this beautiful

boating country Text & Photos: Peter Cumberlidge

two seasons in holland

OCTOBER2013 51

CHOOSING AN IJSSELMEER BASEThere are plenty of marinas and

boatyards where you can winter safely

and economically, either afloat, ashore

on hard-standing, or in one of the slick

boat garages now quite common in the

Netherlands. The charming Dutch

boating areas are protected from the

North Sea by Holland’s coastal dykes

and linked by wide rivers, barge routes

and smaller canals to the vibrant ports

of Rotterdam and Amsterdam.

Although the IJsselmeer has many

town harbours, club marinas and visitor

berths, the best bet for a base is one of

the larger private marinas. Waterland at

Monnickendam is a good starting point

for Amsterdam and it is used to English

clients or try one of the large marinas

listed opposite.

For marinas you don’t know, the

most effective plan is to arrive with

your boat in September, get to know

the staff and then ask in person

whether you can leave your boat with

them until next spring.

The Netherlands are a classic

cruising ground for boats

based around our south-

east coasts, easy to reach in

short hops after a modest

Channel crossing to Calais

or Dunkerque. Solent and

West Country boats

understandably tend to head for France or the

Channel Islands for summer escapes, yet we

have enjoyed many memorable Dutch cruises

starting from Dartmouth, usually with a delivery

trip to Dover or Calais a few weeks before

holiday time. All these jaunts have been well

worth the haul up-Channel, so tempting and

diverse are Holland’s boating treats.

AMSTERDAM CRUISINGFor my money a real Netherlands cruise must

include Amsterdam, that romantic watery city

with its leafy canals, picturesque bridges and tall

town houses built on fortunes from colonial

trade. Amsterdam lies off the south-west corner

of the IJsselmeer, a large inland sea with

attractive harbours and marinas all around its

low fl at shores. With no tide, you often moor

between wooden posts and a rustic jetty, a few

steps from shops, bars and restaurants.

Having reached Amsterdam and the

IJsselmeer, it seems a crying shame to turn

round and head home again too soon. This Solent of the

Netherlands needs time for lingering and exploring, so is perfect for

a two or even three-season cruising plan. With schedules relaxed, you

can look forward to savouring one of Europe’s fi nest boating areas,

with the IJsselmeer as an ideal base. Outside the mighty North Sea

barrage are the mysterious sandy Frisian Islands with a maze of

channels inside them. Further east lie the linked meers, rural

waterways and beckoning inland ports of mainland Friesland.

Largest of

Holland’s inland seas,

the IJsselmeer covers

700 square miles and

many families cruise here happily every season. Shutting out the

North Sea is the massive 20-mile Afsluitdijk with huge locks either

end. This incredible feat of engineering was fi nished in 1932,

transforming the original Zuiderzee Estuary into a non-tidal lake.

Later the IJsselmeer was divided by an inner dam and the south lake

named the Markermeer. However the whole cruising area between

Amsterdam and the outer dam is usually known just as the IJsselmeer.

Each meer is a dozen miles wide and with low coasts you can lose

sight of land, even though much of the IJsselmeer is only 3-4 metres

deep. And while Holland is now protected from serious fl ooding, you

can easily imagine the precarious state of this watery nation when

the tidal Zuiderzee lapped at the fringes of Amsterdam and fi shing

Bustling ports, meandering waterways, expansive lakes and low ethereal isles: the Netherlands offer varied cruising to suit all boaters

The old fi shermen’s cottages at Durgerdam

Approaching the colourful city of Amsterdam

Monnickendam is a

good option for a base

for one or two seasons

N

N E T H E R L A N D S

F R I E S L A N D

FLEVOLAND

Den Helder

Oudeschild

WestTerschelling

Harlingen

Sneek

Leeuwarden

Lauwersoog

Groningen

Delfzijl

NorthSea

Lemmer

Stavoren

Workum

Waddenzee

IJsselmeer

Afslu

itdijk

Markermer

West

Schelde

Hollands DiepChannel

Nieuwe MaasRiver

Noordzeekanaal

Randmeren

Lauwersmeer

RiverEems

BORKUM

SCHIERMONNIKOOG

FRISIAN ISLANDS

AMELAND

TERSCHELLING

TEXEL

VLIELAND

Vlissingen

Willemstad

Dordrecht

Rotterdam

Amsterdam

Hook ofHolland

Haarlem

IJmuiden

Sassenheim

Medemblik

MarkenLelystad

Elburg

Harderwijk

Enkhuizen

Hoorn

Edam

Volendam

Monnickendam

Durgerdam

Urk

The Hague

Gouwe

OudeWetering

9

8

6

5

4

2

1

3

7 nautical miles

0 5 10 15 20

IJsselmeer MarinasMonnickendam Jachthaven Waterland

Enkhuizen Compagnieshaven

Lelystadhaven

Flevo Marina

Marina Muiderzand

Jachthaven Naarden

Jachthaven Huizen

Stavoren

Hindeloopen

1

2

3

4

5

6

78

9

The inland route takes you through pretty villages, historic old towns and

lush open country dotted with windmills

MARINA DETAILSMonnickendam Jachthaven Waterland

Friendly marina near Amsterdam.

Tel: +31 (0)299 652000.

Email: [email protected]

Web: www.waterlandyacht.nl

Enkhuizen Compagnieshaven

700-berth marina in historic Enkhuizen,

just north of the barrage lock.

Tel: +31 (0)228 313353


Web: www.compagnieshaven.nl

Lelystadhaven

Opposite Enkhuizen at the south end of

the inner barrage. Tel: +31 (0)320 260326


Web: www.lelystadhaven.nl

Flevo Marina

Three miles north of Lelystadhaven on the

outer side of the lock. Good sister marinas

located north at Stavoren and

Hindeloopen. Tel: +31 (0)320 279811


Web: www.skipsmaritiem.nl

Marina Muiderzand

950-berth marina at the mouth of the

Randmeren channel. Tel: +31 (0)365

369151 Email: [email protected]

Web: www.marinamuiderzand.nl

Jachthaven Naarden

1,200-berth marina in a leafy basin.

Tel: +31 (0)356 956050


Web: www.jachthavennaarden.nl

Jachthaven Huizen

Peaceful 870-berth marina just east of

Naarden. Tel: +31 (0)355 258622


Web: www.jachthavenhuizen.nl

OCTOBER2013 53

TWO SEASONS IN HOLLAND

Vlissingen is the gateway to

Holland for many boaters from the

UK. The lively resort and bustling

harbour is 30 miles east of Ostend

Paying at one of the bridges

Paris

Hamburg

Cologne

London

DoverHamble

Calais

Amsterdam

NorthSea Ska

gerrak

THENETHERLANDS

UK

FRANCE

GERMANYBELGIUM

DENMARK

NORWAY

harbour quays. Even now, with the shores guarded by dykes and the

harbours snug and neat, you can imagine how far the sea once crept

across marshy fl ats and into shallow muddy creeks.

GETTING TO AMSTERDAMVlissingen is barely 100 cruising miles

from Dover via Calais and the

channels past Dunkerque and Ostend.

Dover is about 110 miles from the

Solent, so a fast boat could get from

Lymington or Hamble to Holland in

two days, refuelling at Dover Marina. A

four or fi ve day trip is more

comfortable – Dunkerque and Ostend

are both interesting stops – but the

Netherlands certainly aren’t far away.

From Vlissingen and Veere, broad

meers and waterways lead to Rotterdam

via Dordrecht, with an attractive stop at

Willemstad on the Hollands Diep

channel. The quickest and

simplest route from Rotterdam to

Amsterdam is down the Nieuwe

Maas river to the Hook of

Holland and the sea, then hang a

right and follow the straight

coast 35 miles to IJmuiden. Here

you can lock into the

Noordzeekanaal and cruise

straight along to Amsterdam, a

fascinating route if you have a

taste for large seaports.

The best inland route

between Rotterdam and

Amsterdam is via Gouwe, Oude Wetering, Sassenheim and

Haarlem, past pretty villages, historic old towns and lush open

country dotted with windmills. This passage is most suitable for

lower-powered boats whose engines are happy to run slowly for

long periods. In Amsterdam make for the Sixhaven, a sociable club

marina opposite Amsterdam Centraal station. Although it gets

crowded, Sixhaven is a restful spot and a safe billet for your boat

when you visit the city. Ferries shuttle across to the station 24/7.

IJSSELMEER HAVENSThere are over two dozen harbours or marinas on the IJsselmeer,

with a wealth of interest even if you don’t venture out to sea. Most of

the classic ‘picturesquely Dutch’ havens are on the west side because

when the Zuiderzee was tidal this was where trading ports naturally

developed, sheltered from the prevailing winds. If you stay at

Sixhaven a few days to explore the city, it’s easy to come out into the

IJsselmeer to cruise north along this sinuous shore in leisurely stages.

Durgerdam Once a coastal fi shing

village, Durgerdam is right on the

outskirts of Amsterdam yet its harbour

is the most peaceful in the IJsselmeer,

isolated from the main channel by a

wide shoal and trail of small buoys.

From the outer berths you look back

towards a steady fl ow of barge traffi c, while inside the harbour all is

quiet. The rows of fi shermen’s cottages have been carefully restored

by Amsterdam commuters. This agreeable haven is a good alternative

to Sixhaven for visiting the city, about 30 minutes by bus.

Marken This tiny island has a distinctive white lighthouse jutting

into the Amsterdam approaches. Its village is a warren of sandy paths

between what were once simple fi shermen’s houses, some built on

stilts to cope with the dangers of life before the North Sea dams.

Tourists come here in coach loads to see local ladies putting on a

show in clogs and traditional dress, but you still feel the old spirit of

Marken around its harbour jetties and low exposed shore.

Monnickendam This is one of my favourites because we know the

couple who run Waterland Marina, Jan and Trees Zetzema. Friendly

and anglophile, Waterland is a good place to ask about an IJsselmeer

base for a season or two. The marina is fringed with gardens, its

offi ce like a chalet in the woods. The old fi shing harbour has

colourful barges around its quays and the town’s narrow streets are

criss-crossed by placid canals and quaint bridges.

Volendam Looking almost like a model Zuiderzee town, Volendam is

popular with tourists who come to see the neat timber houses with

their steep red roofs, the idyllic harbour quays and impeccably kept

Dutch barges moored near the old fi sh market. In midsummer many

residents wear traditional costume and barrel organs play in the

cobbled streets. A museum shows how this once prosperous fi shing

port has adapted to being cut off from the sea.

Edam Just north of Volendam, amiable Edam is reached along a 2km

canal, a lock and lifting bridge. Its leaning church tower has the

oldest carillon in Holland. In summer Edam holds a weekly cheese

market when those famous red wheels arrive in town by boat or

horse-drawn cart and are taken to the market on gondola shaped

barrows carried by straw-hatted bearers.

Hoorn This lively yachting centre was once a colonial trading port.

There are two large marinas but the inner harbour is my choice,

where a soothing park faces the elegant facades of old merchant

houses. In high summer, look for a berth alongside the park, where

old chestnut trees give welcome shade. There’s an outer anchorage Carnival time in vibrant Edam

Flevo Marina (pictured) also has good sister marinas located at Stavoren and Hindeloopen

Texel is the largest

of the Frisian Islands

The inland port of Sneek is a watery delight of town canals, ornate bridges and old quays

just inside the pierheads to starboard, notable

because the IJsselmeer has few real anchorages.

Enkhuizen The large gregarious harbour has

several attractive spurs within the old town and a

large marina to the east with a pleasant rural outlook. To reach

Enkhuizen from Hoorn you pass through a cavernous lock at the

north-west end of the IJsselmeer’s 23km inner barrage. This looks

daunting at fi rst, but everything works smoothly. Just wait for the

green lights and follow the armada of local boats who know the drill.

Medemblik This splendid old harbour is a yacht racing centre and

has hosted countless international regattas. Medemblik is easy to fi nd

because there are four offshore windmills a mile north of the

entrance. A spectacular 13th Century fortress stands to port as you

enter the harbour. My favourite berth is right at the head of the

harbour, just past the town lifting bridge in

Westerhaven marina, opposite manicured

lawns and old sycamores.

AROUND FLEVOLANDFlevoland is a vast expanse of reclaimed land on the south-east side

of the IJsselmeer. About 25 nautical miles long by ten wide, Flevoland

is actually an island, with a sheltered channel all round it linking

some quite wide lakes – the Randmeren. There are large marinas at

Naarden, Huizen and Spakenburg, and on the mainland shore you

can visit the old Zuiderzee ports of Harderwijk and Elburg, their

medieval walled towns magnifi cently preserved.

A cruise around Flevoland is a must. Harderwijk and Elburg both

have charming berths near the heart of their old towns. Opposite the

Texel has a traditional and peaceful feel and

boasts beautiful beaches on its North Sea coast

The bustling entrance to the old harbour of Medemblik

Friesland has a remote feel but its charming

towns and linking waterways make for

pleasant cruising

WINTER WARMERNetherlands winters can be cold,

with some canals and meers

freezing, but your boat can be

lifted ashore and stored under

covers or garaged in a dry heated

shed. Some yards have huge

boathouses where you drive in

and moor alongside a jetty or

pontoon. A good example is

Jachthaven Brandsma at Sneek

(see www.brandsmajachten.nl/

jachtwerf).


OCTOBER2013 55

north tip of Flevoland, Urk Harbour is intriguing because its old part

was originally an island until it became absorbed into reclamation.

The large marinas opposite the south-east side of Flevoland are

worth considering as longer-term bases – very sheltered, excellent

facilities and handy for IJsselmeer cruising.

OUT TO THE FRISIAN ISLANDSAfter a season spent exploring the IJsselmeer, next summer will see

you tempted out past the great dykes to the low, rather ethereal

Frisian Islands. Austere though they sometimes feel, these islands

exert a powerful magnetism. The western locks of the IJsselmeer dam

open into a buoyed corridor snaking out through the shoals of the

tidal Waddenzee towards Texel, the largest of the Frisians.

Texel Oudeschild Harbour is on Texel’s south coast. You’ll see a

windmill just south of the harbour and red rooftops huddled below

the dyke. Inside the pierheads, turn to starboard through the working

harbour to reach the marina. Oudeschild village is a short stroll away

and Texel’s North Sea coast has miles of fabulous sandy beaches.

Vlieland Leaving the IJsselmeer by the east barrage lock, you join a

buoyed channel winding 15 miles out to the navigable gap between

Vlieland and Terschelling islands. Vlieland is 10 miles long, quite

narrow and very low at its south-west end. The harbour and village

are at its higher east end. Backed by dunes, scrub and some working

sheds, Vlieland Harbour is laid back, snug in all weathers with good

pontoons. From the dyke you look out across the Waddenzee, which

near low water has stunning patterns of drying sands.

Terschelling Just next to Vlieland, West Terschelling is easily reached

by a buoyed channel. Its substantial harbour accommodates ferries,

coasters, barges and yachts. The town has a lively atmosphere, some

fi ne old houses and many bars and restaurants.

NORTH-EAST INTO FRIESLANDAlong the north-east edge of the IJsselmeer, Lemmer, Stavoren and

Workum harbours give access to the enchanting rural waterways and

meers of Friesland, a distinctive province of the Netherlands with

quite a wild, remote atmosphere. Friesland is particularly enticing in

brisk weather when, imagining what the North Sea is like outside,

you meander past peaceful Dutch scenes in calm comfort. Only a

dozen miles from Lemmer, the Sneekermeer is an extensive open lake

with linked lagoons and inviting channels. The inland port of Sneek

is a watery delight of town canals, ornate bridges and old quays.

Leeuwarden, Friesland’s provincial capital, lies at a crossroads on

the waterway route east to the River Eems, the border with Germany.

A summer passage of Leeuwarden’s many lifting bridges is a sociable

jamboree, with all kinds of boats milling about and spectators lining

the route. Further east, the intricate marshy expanses of the

Lauwersmeer are enclosed by the North Sea dyke and linked to the

sea by a lock in Lauwersoog Harbour.

A few miles offshore, Schiermonnikoog is the most remote

and least pronounceable of the inhabited Frisian islands. From

Lauwersoog you can take a ferry out to this low sandy sliver with

its shallow harbour, tiny village and a strip of farmland along its

southern shore. The island tails

away east to salt marshes, and at

low tide the drying sands are

amazing to see.

The Dutch waterways are full of tradition and are home to many beautifully preserved towns

Peaceful surroundings of a Frisian Island village

PILOT BOOKSBrian Navin’s Cruising Guide to the

Netherlands is invaluable for planning,

Imray priced at £27.50. Inland Waterways

of the Netherlands by Louise Busby and

David Broad gives interesting detail on

towns and villages, Imray priced at £30.

On Netherlands waterways you are

legally required to carry the ANWB

Wateralmanak Vol 1 on board (dreary and

in Dutch), from Imray priced at £22. For

the waterway route between Vlissingen

and Rotterdam use the handy Dutch chart

folios 1803, 1805, 1807, 1809. For the

IJsselmeer use 1810, Waddenzee to

Terschelling 1811, the east Frisian Islands

1812. See www.imray.com

Sheltered and with excellent facilities, Jachthaven Naarden has 1,200 berths in its leafy basin


56 OCTOBER2013

Remote but beautiful: Schiermonnikoog

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Skilled handling, an arresting exterior, top-class fi nish, 28 knots on tap and a customisable interior – and all this from a sailing manufacturerText: Jack Haines Photos: William Payne

CONTEST

52MC

Dutch yard Contest

has been building

high-quality

sailing boats from

its base in

Medemblik on

the edge of the

Ijsselmeer for

over half a century. As one of the pioneers of

resin infusion, and one of only two Lloyds-

approved shipbuilders in the Netherlands,

it’s safe to say it knows a thing or two about

how to put a boat together. However, even

with decades of boatbuilding experience,

turning your hand to building a motor boat

mby.com/52mc

SEE THE VIDEO

isn’t as easy as you might think. Yacht design

is, to an extent, limited by the fact that you

must have a mast and sails but on a motor

boat anything goes.

The vessel has to be built to withstand the

higher speeds that a motor boat can achieve

and the inert stress that this puts on the

boat’s shell. NVH (Noise Vibration

Harshness) is also far more of a factor than

on a sailing boat and then there are the

intricacies of designing and building a hull

shape which powers across the surface of the

water as opposed to pushing through it.

On the face of it then a bit of an uphill

struggle but if there is a yard well prepared

to tackle the incline then it is Contest.

The 52MC is the yard’s fi rst motor boat

and was designed after existing Contest

yacht owners asked for some advice from

the Contest team about what motor boat to

buy when running a sailing boat became too

much of a physical strain. Instead of

recommending its customers into the arms

of another manufacturer Contest decided to

build the motor boat for them. The 52MC

was born and, with the exception of some

assistance on the engineering side from

Dutch naval architecture giant Vripack, the

entire project was done in-house using the

same team that builds the yachts. Even the

moulds were drawn up and built by Contest.

FROM MAST TO MOTORThe boat has clearly been designed and

built by the sensible brain of a company

that has been producing sailing boats for

50 years. The attention to practicality and

safety on board is astounding; the side decks

are just under 2ft wide at the transom and

a staggering 18in wide at their narrowest

point adjacent to the cockpit. The decks are

topped by 1.5in teak-capped bulwarks and

sturdy guardrails, which run all the way aft

to the gigantic bathing platform. It’s one

of the safest boats that I’ve ever had the

pleasure of crewing and it makes doing the

work so easy.

The anchor hatch is equipped with not one

but four locking latches and it hisses open on

two meaty gas struts. Inside are two fender

baskets plus the gorgeous folding anchor

roller that deploys at the touch of a button.

The 52MC has a veneer of minimalist chic;

from the outside your eyes are instantly

drawn to that rakish, wraparound

windscreen with the darkest of tinted glass.

Considering it’s a spacious and practical

wheelhouse cruiser it looks remarkably edgy

and stylish, and did a fi ne job of turning

heads wherever we went. The deep blue hull

colour disguises the tinted glass ports but the

stainless steel rubbing strake, teak bulwarks

and white superstructure really pop in

contrast to the dark topsides and windscreen.

In the cockpit you begin to appreciate the

other side of the 52MC’s character – its

sensible and well thought-out design. The

seating is cocooned by tall internal coamings

with gaps just aft of the wheelhouse to walk

through. The fact that this enclosed cockpit is

inboard of those enormous side decks means

you feel extremely safe and protected, even

when the boat is hammering along at 28

knots. The moulded GRP seats are topped

with teak lids and cushions to take the strain.

The only problem is they’re a little bit too

thin and you can feel the hard teak bases

beneath them. Strangely the small aft-facing

perches next to the sliding doors have thicker

cushions and are much more comfortable,

not to mention a brilliant place to sit and

watch the wake stream out behind the boat.

The saloon is slightly more traditional

than that radical exterior alludes to, but as

BOAT REPORT

SPONSORS

OCTOBER2013 59

The saloon layout is simple but quality is high and the execution is fl awless. Everything from the door handles to internal fl ooring feels built to withstand a lifetime of abuse

This vessel would be a hugely impressive feat if a revered motor boat producer had made it,

never mind a sailing yacht builder

The saloon table is fi xed but you could just about sleep someone on the sofa

Plenty of fl oor space at the foot of the bed to get changed in comfort

with the decks, it is cleverly thought out and

built to an exacting standard. Light oak

fl ooring and teak joinery set quite a classical

tone, with the matt grey Corian counter on the

galley and matching grey leather on the dash

adding a more modern fl ourish.

The galley is practical but has some notable

fl ashes such as the fl at tap, which raises out of

the edge of the sink, and the clever storage fi ddle

for the sink and hob lids in a compartment

behind the helm seat. Crockery and glassware

get dedicated slots in the unit beneath the

navigator’s bench, while the bench itself is a

fantastic place to sit and watch the world go by

from its raised location. Contest’s yacht-

building expertise shines once more with a

huge, fl at chart table ahead of the navigator’s

seat, which lifts to reveal a storage area big

enough for all the charts, books and other

navigation equipment you would ever need.

STYLE AND PACEThe view forward is very good, despite the heavy

tint. It might be a different case on a gloomy day

but in the bright sunshine of our test it was fi ne.

The mullions are thick but they are far enough

back not to impede the helmsman’s view. It’s a

shame that Contest hasn’t been able to work in

some side windows to aid ventilation because

on hot but windy days, when you can’t have the

large sunroof or side door open for fear of spray,

it could get stuffy.

There’s nothing stuffy about the sleeping

accommodation on the 52, that’s for sure. Our

test boat had what Contest calls a two and a

half cabin layout, with a spacious double

master in the bow, twin guest ensuite to port

and a slightly pokier single cabin to starboard.

‘Slightly’ being the key word as it’s far more

than a token gesture and the berth is easily long

and wide enough to house an adult for a night

or two. My bet would be that it spends most of

its life as a luxurious storage room, though.

The two bathrooms on board are around the

same size, and lashings of teak, good amounts

of storage and proper shower cubicles ensure

the quality remains throughout.

One of the real plus points of buying a 52 is

the amount of variation that customers are

afforded. If you want it then, for the most part,

you can have it; there are two other cabin

layouts, including a galley-down two-cabin

version and another iteration with a very

interesting athwartships double forward and

the heads tucked right in the point of the bow.

Everything feels reassuringly solid no matter

where you poke your head and bearing in

mind this was hull number one, the quality of

the woodwork, mouldings and general fi t-out

is top notch with no squeaks or rattles to

disturb the peace. Even the wonderfully thick

teak is vacuum infused to the deck to avoid the

need for fastenings. So far so good then, as far

as the whole yacht builder making a motor

boat thing goes, but now for the dynamics and

surely the trickiest part of the transition.

There are two engine options currently

available, a pair of 305hp Cummins diesels

capable of around 18 knots or, as we had fi tted

to our test boat, a pair of 600hp Cummins

units. The combined 1,200hp means that there

is plenty of grunt and, thanks to its relatively

low weight compared to rivals (the Sabre 48

and Grand Banks Eastbay weigh 17.5 and 21

tonnes respectively, the Contest a mere 16), it

feels pleasantly sprightly and can really get a

shift on. The funny thing is there is no real

perception of speed. The bow hardly moves as

you feed in the power – although this was with

quite a decent chunk of QL Interceptor blade

down – and the whole experience is staggeringly

quiet. The fact that the pair of 5.9-litre diesels

are working away mere inches from the helm

seat makes this Rolls-Royce-esque progress all

the more impressive.

RIVALLING THE BESTThe helm position didn’t strike me as

particularly good when I saw it at last year’s

Düsseldorf Boat Show but having spent a

great deal of time helming the boat I have to

admit that I was totally wrong. It’s not perfect,

but for a boat where for the most part you’ll set

those chunky throttles and settle back into the

Besenzoni helm seat it’s pretty much spot on.

One change I would make would be to tilt

the chartplotter screen – our boat had one,

there’s room for two – towards the helmsman

more as I found myself craning to see it and

avoid the glare from the windscreen. The

upright wheel could do with some adjustment

too but, despite how it looks, it felt very

comfortable to use and its compact size and

smooth wooden rim make it a real treat.

The steering is light and smooth too so it’s

very easy to thread the Contest from side to

side. It’s no sportscruiser but it changes

direction swiftly while at the same time feeling

planted in the water for when you just want it

to barrel along and punch through the chop.

A CLOSER LOOKWITH JACK HAINES

Guests will be happy with their twin ensuite cabin

STORAGE SPACE

With a galley-up

layout comes some

storage headaches.

Contest has cleverly

used the space

behind the nav seat

as a spot to store all

the crockery.

ANCHOR LOCKER

Not your average

anchor locker.

Fender baskets are

included plus the

excellent folding

anchor system

needed to keep that

uncluttered profile.

THE BOOT

This is a cavernous

storage space

principally designed

for the tender. Hull

one’s owner had

Contest make

custom slots for his

bikes though.

ENGINEROOM

It’s a tight squeeze to

get between the

blocks and even daily

checks are a bit of a

challenge. The entire

floor will come up if

more serious work

needs to be done,

though, and the

installation is sound.

Grand Banks 50

Eastbay SX

Price from £1.2m

A classic of the genre

and available as a

wheelhouse or flybridge.

Strong performance

from IPS800 engines.

Sabre Salon Express 48

Price from £793,015

Three good cabins below

decks and an impressive

34-knot performance

from a pair of Cummins

550hp engines on Zeus

pod drives.

THE RIVALS

BOAT REPORT

OCTOBER2013 61

The bathrooms are beautifully fi nished

Single cabin has more than enough room for an adult

LENGTH OVERALL 52ft 3in (15.9m)

BEAM 15ft 1in (4.6m)

FUEL CAPACITY

1,800 litres (396 imp gal)

WATER CAPACITY

154 imp gal (700 litres)

DRAUGHT

2ft 8in (0.85m)

RCD CATEGORY

A (for 10 people)

DESIGNERS

Georg Nissen and Contest

DISPLACEMENT

16.3 tonnes (light)

18.3 tonnes (loaded)

VERDICTThanks to its resin-infused construction this

boat is light enough to get away with relatively

small engines to shift its 52ft (15m) frame,

whilst still feeling immensely solid when

tackling the waves. The Ijsselmeer was far from

friendly on test with a wicked chop kicked up

by a stiff breeze but the 52MC charged through

it with ease, whether we were doing 10 knots or

28. The ride is also remarkably dry thanks to

the prominent spray rail and razor-sharp bow.

This is not just an impressive effort for a

yard making its fi rst motor boat, this is an

impressive boat full stop. It would be a fi ne

achievement if a revered motor boat producer

had made it, never mind a

company that was (sort of) starting

from scratch. It hoovers up the

miles with such refi nement and

class that long-distance cruising

becomes a joy rather than a chore.

From the amount of heavy-duty

soundproofi ng in the engineroom

to the fi nish of the woodwork, the 52MC feels

every inch a quality piece of engineering. With

a fl ybridge version due out later this year and

the scope for other models to follow, we could

have an entire range of modern classics in the

making. Contact Contest Yachts. Tel: +44

(0)1590 647422 Web: www.contestyachts.com

THE DATA

THE HELM VIEW

This layout shows the two-cabin version but this area can be fi tted with a third single cabin – a great addition

The interior can be customised and there are also three cabin layouts to choose from

Twin double cabin has ensuite and is spacious. The interior fi nish is of a very high quality throughout

It’s hugely capable and turns swiftly but can also hoover up the miles with a refi nement and class rarely found elsewhere

Easier to use than they look

but these controls are still a little too fl at for my liking

Plotter position could be improved

by tilting it more towards the helmsman

These throttles are so good. They

feel very high quality and are wonderfully smooth at slow speeds

Wheel looks small but it’s

proportionally perfect and great to use with the light steering

The 52MC is also available as a fl ybridge and the factory currently has the fi rst one in build

PERFORMANCE

TEST ENGINES Twin Cummins QSC8.3. 600hp @ 3,000rpm.

6-cylinder, 8.3-litre diesels.

MBY TEST FIGURES

ECO FAST MAXRPM 1,200 1,400 1,600 1,800 2,200 2,600 2,800 3,070Speed 8.5 9.7 10.0 11.3 17.5 22.4 25.0 28.2LPH 15.2 25.9 40.4 67.2 92 149 179 237GPH 3.3 5.7 8.9 14.8 20.2 32.8 39.3 52.1MPG 2.58 1.7 1.12 0.76 0.87 0.68 0.63 0.54Range 816 539 356 241 274 216 201 171

SOUND LEVELS dB(A)

Saloon 59 62 65 64 67 67 72 74Cockpit 75 74 77 78 81 84 85 86Helm 57 61 63 63 65.8 70 73 74

Speed in knots. GPH & MPG figures use imperial gallons. Range in nautical miles and allows for 20% reserve. Calculated figures based on readings from on-board fuel gauge, your figures may vary considerably. All prices include UK VAT. 50% fuel, 75% water, 5 crew + safety and cruising stores, no tender or liferaft, 17ºC air temp, 1ft chop, F3/4 for speed trials.

THE COSTS & OPTIONSPrice from £994,504 (twin 305hp)

Price as tested £1,243,800 (twin 600hp)

Bow thruster std

Synchronised bow/stern thruster £9,535

Air-conditioning £21,474

Seakeeper gyro stabiliser £92,432

Electric sunroof £18,491

Simrad navigation package £18,914

Folding anchor mechanism £4,974

Generator + energy pack £25,682

Passerelle £24,348

Flybridge option £101,841

= Options on test boat

Europe’s top insurance provider

We cover your risks so that you

can sit back, relax and be safe in

the knowledge that you are insured

by a specialist. Call us now for a

quote and speak to our staff of

insurance professionals.

Tel +44 (0)1752 223656

Web www.pantaenius.co.uk

OCTOBER2013 63

BOAT REPORT

Some extra cleats up here would be good to

supplement the ones low down on the bathing platform

The cockpit seating is set inboard of the side decks with a separate coaming providing extra protection

Excellent side decks make crewing the 52MC a joy. Bulwark gates on both sides for access to pontoons.

Dark windscreen tint looks cool and was fi ne

on our bright test day but it could be a different story on gloomier days or at night

64 OCTOber2013

This year’s surprisingly settled summer leads two

readers to go for broke and head for the Scillies

Text & photos: Kevin Crane

THE SCILLY

SEASON

EXPLORING THE ISLES OF SCILLY

OCTOBER2013 69

son and his girlfriend. But it was in the

middle of the month that we found

ourselves alone on the boat with no set

plans for the following week.

WAY OUT WEST

Remarkably, given the UK’s fickle

weather, hot sun and calm seas were

forecast to continue for a few more

weeks, so where to go? Dartmouth and

Have you ever sat on

your boat on a sunny

Sunday thinking how

wonderful it would be

to take advantage of

the good weather and

give work a miss for a

few days? An unexpected hot spell in

July had us doing just that and a

combination of semi-retirement and a

desire to spend some quality time

with family and friends saw my wife

Rita and I taking the plunge. We ended

up spending most of July aboard

Intraventure, our Princess V48

sportscruiser and it was absolute bliss.

We visited Falmouth and St Mawes

with our first visitors and then, after a

crew swap, we headed off for a few

nights on a buoy off Salcombe with our

...proved a great day out for Rita

Tresco’s tropical Abbey Gardens...

Intraventure on a buoy in St Mary’s Harbour

St Mary’s was the couple’s fi rst stop on their Scilly adventure

the Helford River were tempting. We

had our passports with us so a dash

across the Channel was possible and

then there was the Isles of Scilly. We

had once set off for Scilly in our sailing

boat but we hadn’t made it due to the

weather. Should we have another go

given the excellent forecast?

Out came the charts. From Land’s

End to the main island, St Mary’s, is 26

Ph

oto

: R

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ert

Ha

rdin

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orl

d I

ma

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Ala

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LizardPoint

Helford River

E n g l i s hC h a n n e l

C e l t i cS e a

WolfRock

EddystoneRocks

Falmouth St Mawes

Penzance

Fowey

Plymouth

DEVON

C O R N W A L L

ISLES OFSCILLY

St Mary’s

nautical miles

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LongshipsTSS

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for a boat of our

size and that he

understood the

other harbours

were also busy. His

only suggestion

was to try Porth

Cressa. The main

built-up area is

Hugh Town, which

is on a narrow spit

of land between

two bays, St Mary’s Harbour and Porth

Cressa. One is sheltered and the other

is open. You will have guessed that

Porth Cressa is the open one.

Though the sea was calm a breeze

had picked up and as mentioned in

the pilot books there was a noticeable

ocean swell running. Once we entered

the bay the combination of wind, swell

and shallow water made slow-speed

handling somewhat interesting.

Thankfully though there were some

buoys laid nearby so we picked one up

as far in as we dared

go. They had been

laid recently by a

local diver who had

permission for the

buoys from the

Duchy of Cornwall.

He had done a good

job; there was a pick

up with a light line

leading to a heavy

chain. It even had

login details for the Wi-Fi fastened to

the buoy! Truth be told we had a pretty

uncomfortable and rocky night and

the next morning we had a quick

breakfast and moved Intraventure

round to St Mary’s and straight on to

its biggest visitor’s mooring. No more

rolling, hurray!

The arrival of our planing motor boat

in St Mary’s Harbour seemed to be an

unusual and noteworthy event. The

harbourmaster told us that several of

our neighbours had not seen a boat

Kevin wades through the clear shallows

St Mary’s Harbour is well protected and the busiest

part of the sleepy isles

miles, not far for a boat that can cruise

at 30 knots. The route from Plymouth,

where we base Intraventure, would take

us around Lizard Point and then due

west to the Scillies. The total distance

was 95 miles harbour to harbour. We

had delivered the boat from the Solent

to Plymouth in one leg in much less

favourable conditions but I have to

admit to some trepidation. I couldn’t

shake the feeling that we

would be setting off into

the Atlantic – a proper

ocean – albeit

only tackling the

nursery slopes!

A look at the weather

forecast settled it

though: the strongest

winds would be Force 4,

the worst sea state was

expected to be moderate. If

we didn’t take this

opportunity we would

probably never

see the Scillies under

our own steam.

On Monday morning

we refuelled in Plymouth.

Intraventure carries 1,800 litres and we

filled her up. We didn’t know how easily

we would find diesel in the Scillies but at

an average of 0.75mpg we now had a

safe range of 240 miles.

ATLANTIC ADVENTURE

Cruising at a comfortable 25 knots the

first 50 miles passed easily. Our plan

took us well to the south of the Lizard

despite the benign forecast. Though flat

calm until the Lizard there were some

white tops and a sloppy chop as we left

England behind but nothing to worry us

too much. As Land’s End slipped out of

sight in the haze we headed due west

into the Atlantic. Now it felt like a proper

adventure. Fortunately the chop off the

mainland was the worst we

encountered and three and a half hours

after leaving Plymouth we entered St

Mary’s Harbour feeling pretty pleased

with ourselves.

We called the harbourmaster to be

told there were no moorings available

It was 95 miles harbour to harbour. The sea was calm and the sun was high, if we didn’t go now we’d never do it


OCTOBER2013 71

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with a garage before and motor boats

were outnumbered by sailboats by

quite a margin.

The mooring assistant couldn’t have

been more helpful and armed with his

suggestions within 30 minutes we were

in the tender shooting across the sound

to the islands of Tresco and Bryher. It

was a delight to find that our 10hp

Yamaha pushed the dinghy up to 16

knots and we crossed the 1.5 miles of

open but protected water in no time.

This was just as well as the tide was

dropping and we only just made it

across the Tresco flats. I ended up like

Humphrey Bogart’s character in the

film The African Queen, wading through

the water pulling the dinghy over the

shallowest parts. Rita liked the notion

that she was Katharine Hepburn.

A WORLD AWAY

It is when you get out of the mothership

and explore the clear waters and half-

moon beaches that you appreciate the

real charm of the Scillies. Winding along

the country lanes, Bahamian blue sea

flickers behind green foliage and rocky

outcrops and at almost every turn you

are greeted by another magical vista of

verdant hillock, turquoise water and

sweeping sand. Our first two days were

spent skimming along to tropical-

feeling anchorages, relaxing on the

sweeping, almost empty beaches and

exploring the drying flats and charming

Looking across to New Grimsby from Tresco

Winding along the country lanes Bahamian blue sea fl ickers behind green

foliage and rocky outcrops

Sweeping landscapes and coastal walks were the order of the day

Kavorna Cafe in Hugh Town was a favourite dining spot

The view from Star Fort on St Mary’s

villages. By night we grabbed food

ashore and then returned to the boat

for nightcaps and star gazing – the

sky extending like a black, diamond-

studded blanket.

The laid-back way of life was

utterly refreshing and the peace is

only enhanced by the patchy to

non-existent mobile phone signal –

there are few places left where you

can drop off the grid but the Scillies is

one of them.

Those who enjoy coastal walks will

be spoilt for choice too and Tresco’s

Abbey Gardens prove a strong pull for

many visitors. The attraction of the

large and well tended formal garden

depends on your attitude to plants. For

me it was a set of paths through plots

of strange vegetation. For Rita it was a

magical sub-tropical paradise. The

gardens did include a collection of ship

figureheads and carvings, however,

which caught my attention. Over the

OCTOBER2013 73



74 OCTOBER2013

Kevin and Rita leaving St Mary’s at the end of July. They are already planning an extended trip for 2014

years many ships and lives have been

lost on the rocky coasts of the Scillies

and it is from shipwrecks that the

collection has been built up.

There are three bays with mooring

buoys, Porth Cressa, St Mary’s and New

Grimsby. In all three locations the buoys

are grouped closely together but were

well maintained and have modest

charges. There are a lot of anchorages if

you are up for a night on the hook and

those between St Agnes and Gugh were

recommended to us.

We found dining options on the Isles

of Scilly a little hit and miss but the

Kavorna Cafe in Hugh Town was a gem

for dinner. A daytime café that

transforms into a bistro by night

isn’t guaranteed to be a success but if

you look past the simple decor the food

was very enjoyable, as was the locally

brewed beer.

THE LONG WAY ROUND

All too soon we had to prepare to head

back home. We planned to arrive for

lunch on the Helford River before

continuing back to Plymouth.

The first leg to the mainland was

quick and easy despite the heavy

commercial activity by the shipping

lanes. But as we neared the English

coast conditions worsened and we

were dealt a sloppy confused chop

and had to slow to 16 knots. Thankfully

conditions improved before we rounded

The waters rivalled the Caribbean

the Lizard and we resumed normal

service to the Helford.

We arrived in Plymouth in the early

evening with 200 miles under our belts

and many fantastic memories. As an

added bonus we found the journalist

Jon Snow was moored next to us. It

turned out he had sailed to the Scillies

several times and we swapped stories

across the pontoon. We debated motor

boats versus sailboats and were

possibly winning him over until he

asked how much fuel we had used. As

his guess was out by a factor of four he

decided to stick to sailing! For us,

however, the trip had really broadened

our horizons and proved that with

a fast motor boat you only need a few

days of settled weather and the Scillies

are a real cruising possibility. The

sense of adventure as you set off into

the Atlantic is exhilarating and the

ethereal islands themselves are well

worth the extra effort.

CHICHESTERMARINA CHICHESTER, UK

A beautiful setting with sandy beaches nearby, first-class facilities on site and an unrivalled range of services – discover this South Coast haven

MARInA of THE MonTHN

Chichester Marina

Boatyard

Chichester Canal

Approach road

LiftingDock

LiftingDock

Chichester

ISLE OFWIGHT

Weymouth

English Channel

Restaurant/Bar, Chandleryand Convenience Store

MarinaReception

Chichester Marina is tucked into the green expanses of West Sussex

Sheltered up the Chichester Channel and nestled within

green expanses of the West Sussex countryside is Premier’s

Chichester Marina. One of the most desirable berthing

facilities on the South Coast, it has five Gold Anchors and

with a brand new state-of-the-art boatyard the marina now

offers an unrivalled range of services to berth-holders.

LOCATIONPremier’s Chichester Marina is located at the eastern end of

Chichester Harbour, a designated Area of Outstanding Natural

Beauty that offers 17 miles of amazing channels to explore and easy

access to the popular cruising grounds of the Solent. With over 1,000

berths, this marina is one of the UK’s largest, but because it is

immersed in stunning scenery the marina has an air of peace and

tranquility. Venturing outside the marina there are sandy beaches and

quiet anchorages to enjoy and wildlife to discover, or for something

different, you can follow the canal path to the historic city of

Chichester for a visit to the famous Chichester Festival Theatre.

FACILITIESChichester Marina has been awarded five Gold Anchors by The Yacht

Harbour Association, the highest possible award from the most

prestigious marina rating scheme in the world, guaranteeing excellent

service and the finest facilities, which at Chichester include new

luxury toilets and showers. There are also restaurants and cafés at the

marina and a thriving yacht club that opens its doors to visiting

yachtsmen and Premier berth-holders alike. There are also two boat

lifts (35 and 65 tonnes) and diesel and petrol available 24 hours.

NEW BOATYARDPremier’s latest investment in this marina has resulted in a new £3.5

million state-of-the-art boatyard complex that besides purpose-built

small-scale workshops and offices providing a wide variety of marine

services also includes a superstore chandlery, an outdoor clothing

company and a restaurant/café. There are also retail facilities for new

and used boat sales that have attracted vendors such as Ancasta and

Opal Marine. At the heart of the new boatyard is a new boatshed,

fitted out with dedicated rigging and maintenance units that flank the

modern boat storage area. Unique in the harbour, the boatshed offers

year-round protection for delicate undercover work and can

accommodate boats up to 50ft in length.

BERTHING COSTSChichester Marina is part of Premier’s network of South Coast

marinas that includes Eastbourne, Brighton, Southsea in Langstone

Harbour, Port Solent and Gosport in Portsmouth Harbour, Swanwick

on the Hamble and Falmouth. Berths are available at Chichester on

an annual or seasonal monthly basis. Annual fees for a 10m berth

start at £3,946 or £356 on a pay-monthly basis. Premier’s annual

customers can transfer between Premier’s marinas at any time with

fees adjusting up or down to reflect the location. Premier berth-

holder benefits include fuel at cost, 42 free visitor nights at any

Premier marina, summer cruising credits and discounted boatyards

and marine insurance.

Contact Chichester Marina +44 (0)1243 512731


Web: www.premiermarinas.com

OCTOBER2013 77

...including specialist repair and maintenance shops for all boating needs

ADVERTISING FEATURE

The marina is home to a welcoming yacht club

The new £3.5 million boatyard has attracted a host of marine businesses...

Chichester is one of the UK’s largest marinas yet retains an air of peace and tranquility

mby.com/f960

See the VIDeO

Ferretti’s 960 boasts a genius floating dock and great

social spaces, but the fact it zips in under the 24m regs

may be the real pull for owner-driversText: Alan Harper Photos: Ferretti

Floating palace

CusTom YaChTing

OCTOBER2013 79

Size can be deceptive. We have all encountered the

enthusiastic boat-show salesman who insists that

you will fi nd his boat much bigger than it looks, if

you will just step aboard and experience the Tardis-

like qualities of its interior. Yet Ferretti’s salesmen

at this season’s shows will have the opposite problem

with their 960, the new company fl agship. Don’t be

fooled, they will tell you – it might look nearly 100ft

long, and it might say 960 on the side, but really it’s only a 79-footer.

And strictly speaking, they’ll be right – this is, in fact, the world’s

largest sub-24m yacht. Although measuring more than 29m (95ft

1in) overall, by virtue of its separate bow and stern components, a

build method pioneered by Ferretti Yachts, the 960’s legal hull

length is 23.98m (78ft 6in). This means, of course, that most

international rules for both charter and private yachts simply don’t

apply. To the MCA, it’s a ‘small vessel’. To the EU, it’s a ‘recreational

craft’. The benefi ts are legion.

As sometimes happens during recessions, this new model is not as

new as it looks. It’s based on the hull of Ferretti’s previous fl agship,

the successful 881 RPH, but while it bears a strong family

resemblance in profi le, and the engineroom bulkhead is in the same

place, the 960 is almost entirely new inside, and both the main and

lower decks have been completely redesigned.

FLOATING FLOURISHESThe new yacht has much more of a superyacht layout than the 881.

The spacious saloon benefi ts from some seriously large windows,

including a set of sliding patio doors on the starboard side, with

a cut-out bulwark to maximise the view. The galley is beneath the

wheelhouse, while a corridor leads forward on the starboard side

past the day heads to a superb owner’s cabin, with its full-beam

bathroom across the bow, huge side windows, a walk-in wardrobe,

generous headroom and an abundance of useful stowage space.

This leaves the lower deck for guests. A remarkably democratic

layout divides the space into four equal suites, each with its hull

window and generous heads compartment, big drawers and hanging

locker, and a massive TV. The forward pair feature sliding berths,

which convert usefully into twin-berth cabins. The crew

accommodation is forward; three cabins and two heads, accessed via

the galley. As you would expect of a Ferretti, the interior is beautifully

fi tted out with high-quality materials and plenty of designer

fl ourishes, from the Poltrona Frau sofa and 12-seat Bonaldo dining

table to the Antonio Lupi wash basins.

Outside, the 960 has inherited the 881’s gigantic fl ybridge, but has

put it to much better use. It’s now a place for serious R&R, with its

bar, grill, fridge and icemaker, seating for everyone on board, a big

hardtop for shade and a huge aft deck for free-standing sun loungers.

The older model stowed its main tender up here and had room in the

stern for just a PWC, but the new fl agship has a proper stern garage

and it’s one of those defi ning examples of great design which will

have rival boatbuilders looking to their laurels at the autumn shows.

The huge transom hatch, which boasts its own large sofa-shaped

sunbed, lifts up on two mighty hydraulic rams to reveal a Williams

445 jet-RIB. Next – and you might want this demonstrated more

than once – the section of stern capped by the bathing platform

Driving force

A very capable helm with

commanding views. There’s

lots of space for multiple

screens and plotters

With the tender now stored in the superb new garage the fl ybrdge is solely devoted to relaxing, socialising and sunbathing

Floating dock is a triumph. The sea fl oods the dock and fl oats the tender making boarding and disembarking simple and safe

The new fl agship has more of a superyacht layout and the spacious saloon benefi ts from some seriously large windows The cut-out bulwark really maximises

the view. This superyacht-esque saloon is all about bringing the outside in

The sliding patio doors, coupled with the expansive windows, create a light, bright saloon

OCTOBER2013 81

CUSTOM YACHTING

Room with a view

Swish galley has

full-height appliances

and a great view out

thanks to the long

window

descends into the water and as it does so, the sea fl oods in around

the sides and under the dinghy. Then, with another button push, a

steel arm supporting the tender is lowered, the tension is taken off

the winch strap, and suddenly the tender is afl oat. As in waterborne

and bobbing about – while still in the stern of the mothership. All

that remains is to step in off the bathing platform, cast off and go.

It’s amazing – a fl ooded dock in the stern of a 96ft motor yacht.

It’s a spectacular feature which will attract lots of attention. But it

is the absolute opposite of a gimmick, because it works so well. It

makes launching and recovering the tender and its passengers both

easier and safer. Its greatest virtue is simplicity.

One sacrifi ce, which such a spectacular tender-handling system

has imposed upon the 960, is in the engineroom. It’s all relative, of

course: a casual inspection reveals an admirably voluminous space,

with good headroom, maintenance access around both engines,

and a hatchway overhead lined up with another one in the fl ybridge

overhang to make it possible to remove an engine without having to

cut any fi breglass. There is even suffi cient room between the engines

(over a metre) to allow either genset to be removed or replaced with

equal facility. This type of forethought is typical of Ferretti. So is the

beautifully thorough and well-organised installation. But as was

pointed out during our test, the 960’s engineroom lacks an engineer’s

technical area, which Ferretti would generally expect to fi t on a yacht

of this size. Apparently it was one or the other – tender dock or

technical space. I think the yard made the right choice.

A CLASS OF ITS OWNFerretti’s naval architects were very conscious of the fact that they

were building their new fl agship on the existing platform of the

881, while making it some six tonnes heavier. So although all of

the engine options available for the 960 are MTU V16s, our test

boat, the prototype, had the gruntiest 2,638hp M94s. Another good

decision – if you really want a 96-footer that is comfortably capable

of exceeding 30 knots, then these showed that the 960 can tick that

box without breaking a sweat. We managed nearly 32 on a two-way

trial, on a warm day off La Spezia with more than fi ve tonnes of

fuel and water aboard.

A 12° deadrise makes for an easily driven hull, and the big yacht

stayed solidly on the plane at speeds as low as 15 to 16 knots. It was

happy in the cruise from there all the way up to about 27 knots. Both

helm and throttle response were satisfyingly taut, and for a big motor

yacht the 960 proved quite a pleasurable drive, which will no doubt

be a factor for those who take advantage of its improbable legal

length and elect to be owner-drivers.

Boatbuilders usually try to keep quiet about the fact that they’ve

based a new model on an old one. It’s understandable. But with the

960, Ferretti’s marketing people don’t seem that worried. It’s as if

they imagine that it will somehow contrive to get your attention

anyway – for its performance, perhaps. For its great owner’s cabin

and superb lower-deck layout. For the undoubted legal advantages

of its sub-24m hull length, improbable as that seems. Or for its truly

innovative tender-handling system, which you will read about again

and again this boat-show season. In fact, they seem content to let the

960 stand on its own two feet. It’s a brave strategy, which seems

doomed to succeed. Contact www.ferretti-yachts.com

The lower deck has four guest cabins all with ensuites

Capacious full-beam master ensuite

The fl ooded dock is the absolute opposite of a gimmick because it works so well – it’s a spectacular feature

THE DATA

LE

NG

TH

OV

ER

AL

L 9

5ft

10

in (

29

.20

m)

SPECIFICATIONS

HULL LENGTH 78ft 8in (23.98m)

DRAUGHT 7ft 3in (2.20m)

FUEL CAPACITY 1,980 gal (9,000 litres)

WATER CAPACITY 290 gal (1,320 litres)

DISPLACEMENT 99 tonnes (full load)

TEST ENGINES 2 x 2,638hp MTU 16V 2000 M94

TOP SPEED ON TEST 31.7 knots

CRUISING SPEED 19-27 knots

PERFORMANCE (range on 80% fuel)

1,500RPM 16.3 knots, 75.0gph, 0.22mpg, 344nm





DESIGNER Ferretti/AYTD/Zuccon

PRICE FROM €7 million ex VAT, ex shipyard (approx £5.99 million ex VAT)

On test we clocked 32 knots with the gruntiest 2,638hp M94s

Master cabin is light, spacious and modern. Those big hull windows

make the most of sea views

BEAM 22ft 1in (6.72m)

CUSTOM YACHTING

OCTOBER2013 83

The proud new owner of a Grand Banks

50, our solo adventurer cruises through

Canada and tackles a ten-hour storm

Text & photos: Andy Darby Edited: Chantal Borciani

Lone ranger

My father is an ex Royal

Naval Commander

and I thought it fitting

that I should invite my

mother and him along

for the voyage to

Vancouver. Their arrival was not for a

few weeks so I berthed at a marina on

Puget Sound to await their arrival.

At the local yacht club bar I made

friends with a captain named Scotty,

who fast became my oracle for

everything boating related. Over the

next few weeks I would take Grand

Journey out into the Sound, practise

manoeuvres and crewing and make a

list of questions, which we would pore

over while enjoying a few cold ones.

A LITTLE PREPARATION

Grand Journey was the biggest boat

I had helmed and I wanted to feel

completely comfortable before

I cruised to the wilds of Alaska in her.

With two engines and a bow thruster,

I was constantly told by the locals I was

having it easy so I would practise with

just one engine running, mimicking an

engine failure and go out in light winds

and sloppy chops to make sure I could

handle different sea states.

I also decided to make some

upgrades on board. I fitted a Bruce

anchor, which would dig more firmly

into the muddy bottom. The radio was

changed for a DSC version to enable

immediate transmission of my position

in an emergency and after doing some

initial tests, Scotty broke the news that

the batteries needed replacing. It was a

big blow to my budget; with a total of 17

batteries to change I was looking at a

bill of around $5,000 just for the

batteries, plus labour. I was fast coming

to understand why the Americans say

that ‘BOAT’ stands for ‘Break Out

Another Thousand’.

The European-style Grand Banks

typically comes with two single bunks in

the stateroom cabin so I commissioned

a local shipwright to build and install a

beautiful queen-size bed. Between the

bed and the Tempur mattress that was

another cool $8,000 ‘invested’.

I was easing happily into life on the water and Grand Journey was

becoming like an old friend

I collected my parents from Seattle

airport the day before we were due to

leave for Canada. Spirits were high and

anticipation was building. We visited the

fuel dock to fill up and though diesel

was around $3.60 a gallon the fuel bill

still came to an eye-watering $3,500!

We were set to leave around 8am for

Oak Harbour, about 60 miles north. The

boat was shipshape and the crew ready.

It was a cold morning so I went to start

the diesel heater to keep my parents

warm. To my horror – what looked like

smoke billowed furiously from the

exhaust outlet on the starboard side.

The burner was kaput. I shut it off

and checked for any severe damage.

Luckily there was none. I knew we

needed to get going so we set off,

broken heating and all.

VANCOUVER VOYAGE

After watching The Perfect Storm the

night before (like one does) we were

glad of the mirror-smooth conditions.

With the help of the old but nonetheless

excellent Robertson autopilot, the

60-mile cruise was a breeze. The only

hazards were the great hulking logs of

driftwood and what seemed like fast-

attack passenger ferries, but a good

lookout kept us in the clear. After six

hours we arrived at Oak Harbour and

celebrated our first proper passage

with delicious pots of steaming clam

chowder at the local inn.

The next day saw us safely into

Friday Harbour in the San Juan Islands

where we got our paperwork together

OCTOBER2013 85

SELLINGUP

Andy cruising through Canada on his Grand Banks 50

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SELLINGUP

86 OCTOBER2013

mountain cruising. From the bow I

could see miles of Christmas trees

lining the steep ridges. The odd log

cabin came into sight, usually

accompanied by a skiff on its own

little beach. Small coves and inlets

peppered this area and waterfalls

tumbled on to rocks in the distance.

WILD WATERS

I pulled into a small inlet called

Fisherman’s Cove and found a couple

of locals who kindly fixed my anchor

pulpit for $50. I was easing happily into

life on the water and Grand Journey was

becoming like an old friend. On passage

I would check the instruments every 15

minutes and mark a small coin on my

chart every hour to have a rough record

of my position should the plotter ever

do the unthinkable and let me down.

At Campbell River I picked up my first

deckhand who would be cruising with

me for two weeks. I had recruited Jo in

Vancouver, she was inexperienced on

the water but welcome company.

The current in the Campbell River

was strong and I watched my speed

over ground rev up to 15 knots! As we

journeyed further north, covering a

leisurely 70 miles a day, we would find

small coves and inlets to overnight in.

After dropping the anchor we would

settle down and chat as the sun

disappeared behind the fir trees. A

meal and a movie on the big screen

would end the night. With all the soft

furnishings and the plasma TV it was

easy to forget that we were at sea

with 40ft of water below us.

for the Canadian border. We entered

Victoria after crossing a choppy Juan

de Fuca and spent five days there

before making our way to Vancouver.

I’ve always found unfamiliar marinas a

little stressful and Vancouver was to be

no different. Keeping out of the

shipping lanes, watching out for float

planes and steering clear of other

vessels was, as ever, a challenge but we

eventually located our berth and

crabbed up to the dock without a hitch.

After a few days sightseeing around

the beautiful city it was time to say

farewell to my folks. The evening that

they departed for the UK I set sail again,

solo. With just a few hours of daylight

left I found a small bay about 25 miles

north of Vancouver where I could drop

the hook. This would save on the

extortionate fees of the city marinas.

My solo voyage got off to a pretty torrid

start the next morning when I found the

anchor had snagged.

After 20 minutes of tugging and

wrenching, I heard a loud snapping

sound – the anchor pulpit had cracked.

It was damaged but not completely

broken. The anchor still wouldn’t budge

and I was on my own. Just as my heart

was really beginning to thud there was

a sudden loosening of the chain and the

anchor broke free. Thankfully disaster

had been averted.

As I ventured north the landscape

grew even more magnificent. Broad

sweeping fjords were flanked by dark

green firs and rocky precipices. At

Desolation Sound the mainland rose up

in towering peaks – this was proper

Friendly marinas made this region so inviting

Fresh seafood suppers were the order of the day

The day of departure and the furnace heater blows up

Andy’s dad (pictured) and mum joined him on the 200-mile cruise to Vancouver

To my horror what looked like smoke billowed furiously

from the exhaustC O L O M B I A

CANADA

W A S H I N G T O N

USA

Vancouver

Nanaimo

PugetSound

Victoria

DesolationSound

VANCOUVER

ISLAND

Pa

cif

ic O

ce

an

Seattle

SeattleAirport

Poulsbo

Oak

Harbour

N

nautical miles

0 50 7525

SELLINGUP

88 OCTOBER2013

Tender country: exploring the magical Desolation

Sound on a tender and two wheels

Andy paid around $280,000 for Grand Journey and set off through Canada and on to Alaska

Our greatest challenge met us

further north. Queen Charlotte Sound

is an 80-mile stretch of water and

according to my estimations the

journey across would take around ten

hours. I decided we would cross the

Sound at night, when the wind usually

dropped. The weather sites forecast 15

knots, a little more than I really wanted

but we were eager to make progress

and I was confident the Grand Banks

would take it in her stride.

TEN-HOUR STORM

We shared a tin of chilli con carne and

set out to the open sea at dusk. After an

hour or so the wind started to blow a

little harder than forecast and as we

headed further into the Sound and

became more and more committed I

watched the anemometer slowly rising.

At first Jo seemed fairly comfortable

listening to her iPod in the pilothouse

next to me but the waves were

hitting us on the beam making for

a rather wallowy ride.

As the winds gusted over 35 knots

Grand Journey see-sawed at 30°. I

knew we could tack across the waves to

reduce the rolling but I really didn’t

want to elongate the journey unless I

absolutely had to. The winds increased,

gusting to 45 knots and we bellowed

into 40° rolls. Jo was beginning to feel

queasy and took herself below for some

respite. I knew we had at least four

hours to go before the fetch would

dissipate and the sea would calm.

The sea was black and water lashed

the windows. There was no way out. I

just wedged myself in at the helm and

kept a sharp eye out for any deadwood.

Suddenly there was a loud bang from

up on the flybridge. A few seconds and

then another bang, and another. We

were still rolling hard back and forth

but I had no choice but to go up and

investigate. I called Jo from below to

stand watch. I tied a line on to my waist

and secured it to the ladder before

going up. As I staggered around like a

drunk on the flybridge, I saw the

propane bottle for the barbecue had

been ripped from its securing bolts. It

was smashing back and forth into the

seating like a loose cannonball on a

chain blasting holes in the woodwork.

I grabbed it and dumped it into the

dinghy. The dinghy was rock solid on

its mountings and would be safe.

SAFE HAVENS

I felt sick from the constant rolling and

finally heaved into the kitchen sink.

Beads of sweat formed on my head as

we lurched again and again. I felt better

for it though and consoled myself

with the fact that Lord Nelson was

renowned for being seasick on a

regular basis. As daylight approached,

to our delight, so did calmer waters.

We arrived at the small sheltered port

called Anna’s Cove and dropped the

hook in the morning mist. The saloon

looked like someone had thrown a

grenade inside but the only proper

damage was to the woodwork up on

the flybridge.

It had been a passage we would

never forget and I had learnt a valuable

lesson too – get the weather right,

whatever you do. With our largest

crossing under our belt we now looked

forward to exploring the glacial reaches

of Alaska, no doubt uncovering even

more adventures.

Andy’s journey continues

next month in MBY

There’s all sorts of traffi c to look out for in these parts

The start of the hellish trip across Queen Charlotte Sound Broad sweeping fjords were fl anked by dark

green fi rs and at Desolation Sound the mainland rose up in great towering peaks

SELLINGUP

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SMOOTH RIDERWhat do you think is the best-riding hull

in a 40-50ft boat? I am upgrading from

a mid-20ft American sportsboat, which

tends to wallow and slam a bit in the

conditions I find off the East Coast. My

budget is £250,000, I’m happy to buy

used and I’m not particularly concerned

whether it’s a flybridge or sportscruiser

– I just want a sweet ride. Bert Trimple

The good news is that whatever boat

you choose the jump from 25ft to

40-50ft is the first major step in

improving your comfort at sea Ð

nothing beats sheer LOA when it comes

to seakeeping. There are, however, a

few choices to make when it comes to

that size range.

If top-end speed isn’t that high on

your list of priorities then a semi-

displacement boat could fit the bill.

The way they push through the water,

as opposed to skimming over the top

of it like a planing hull, means the ride

is that bit softer and, in general, these

hulls are more comfortable at the

slower speeds you may be forced to

adopt if the waves get really big.

There’s a long list of boats that meet

this criteria but builders such as Hardy,

Broom and even BŽnŽteau with its

Swift Trawler range could be ideal. If

it’s a fast planing boat you want,

though, then in general the rule is the

narrower the better. Hunton’s XRS43 is

in its element charging along at high

speed through the rough stuff and if

you want something with a touch more

accommodation, the Windy 42 Grand

Bora is great. Of course there is a boat

that bucks the narrow hull trend and

that is the perplexing Botnia Targa.

How something with such a broad hull

can provide such a cosseting ride is a

marine miracle. Your budget will

probably only stretch to the Botnia

Targa 37 rather than the mighty 44 but

they are all fine boats. Jack Haines

PORTHOLE REPLACEMENTSYou recently featured a report on a used

Azimut 42 (MBY April 2013) which had

had replacement portholes fitted in

anodised aluminium. Where can I get

these from as my present portholes are

badly corroded? Alan Blundell

Unfortunately, I don’t recall being told

who made these particular ones,

however you don’t have to look too far

to find a company that can help you

replace your corroded portholes. For a

specialist metal fabricator, try B D

Marine (www.bdmarine.co.uk) at

Shamrock Quay in Southampton.

Alternatively, have a look at Vetus

(www.vetus.com) as it sells a good

range of portholes, and finally you can

try IMP (www.improducts.co.uk),

which stocks anodised aluminium

varieties. Greg Copp

FISHY BUSINESSI own a Rodman sportfisher, but have

never actually used it for any fishing.

Terrible I know, so I intend to start

slinging a line overboard in the Solent

and off the Isle of Wight. I understand

there are some fishing sweet spots in

this area – could you point me in the

right direction? Graeme Standfort

Fishing is much more complex than

going to a good fishing mark, dropping

the line and expecting fish to impale

themselves on your hook. There are

numerous sites in the area, and they

will all fish differently depending on the

time of year, state of the tide and the

wind direction.

In the summer months you can

catch mackerel anywhere in the

central Solent. Bass can be caught

around Bramble Bank, at the entrance

to Portsmouth Harbour, and cod and

conger can be caught off the Needles.

Larger bass are often caught closer in

Ð off Cowes harbourfront for example,

where there is a strong tide. Whiting

can show anywhere in the Solent and

off the Needles from December

onwards until around April Ð a good

spot is the area between Portsmouth

and the Nab Tower.

When fishing take extra care as

there is always the risk of grounding.

It’s also good to practise your

anchoring technique beforehand and

make sure you have a method of

getting it unstuck from the putty

because it can set hard after several

hours fishing in a strong tideway.

Lester McCarthy

Top hulls; purchasing portholes; fi shing tips

YOUR QUESTIONSASKMBY

How something with such a broad hull can provide such a reassuring and cosseting ride is a marine miracle

No slams or rolls: the Botnia 44’s broad hull bucks the trend and is seaworthy and swift

Fast planing boats don’t get much better than the Hunton XRS43

Pick your spot and you could land your supper

THIS MONTH

NEWTECH Volvo’s flush of new

products; compact

thrusters 92

KNOWHOW Funding the purchase

of your dream boat

can be achieved with

marine finance 108

USEDBOAT Sportscruiser

shoot-out: Cranchi 41

vs Sessa Oyster 42/

C42 115

LEGALAIDWhat grounds

are needed for buyers

to reject a boat after

sea trial? 112

NEWNAVRussian satellite

rocket crashes 98

ALL YOU NEED TO KNOW ABOUT BUYING, EQUIPPING AND RUNNING A BOAT

Italian style and performance on test

TRIED&TESTEDSunglasses special;

MacWet gloves 100

OURBOATSOur boat test editor

swaps the Solent

for Portugal 104

BOAT MASTER ASKMBY

OCTOBER2013 91

GOT A QUESTION?EMAIL [email protected]

The latest marine engines and innovationsNEWTECH Our Technical Guru

Greg CoppEmail: [email protected]

Volvo’s vaultVolvo is always secretive about the

new products it will be launching

at its annual mid-year press event.

Yet ever more rigorous

environmental regulations wait

for no man and even where Volvo’s

product developments had not

been driven by the looming EPA

Tier 3 emission rules, the Swedish

company evidently saw no reason

for any respite.

The resultant outpouring of new

systems included two new V8

petrol engines, a new interceptor

(trim tab) system, three newborn

versions of its D11 diesel, the

uprated IPS950 that the most

powerful 725hp D11 yields, and

what Volvo calls its Glass Cockpit

System (GCS), an integrated

navigation and engine monitoring

and boat-control system developed

in conjunction with Garmin. So

there’s something new for

everybody, it simply depends

whether your boat is little or large.

Volvo’s new 350hp V8 petrol

engine would sit comfortably in a

fast 8m (26ft 3in) RIB, whereas

with 2,900hp on tap (4x725hp D11)

a quad IPS950 installation could in

theory power an 80-footer to 30

knots or more. And sitting pretty

over all these developments was

Volvo’s greatly extended warranty

coverage. Covered in full in last

month’s MBY, the core is an

increase to five years on major

components, and the option to

upgrade cover on everything else to

five years as well. This is something

that owners of little and large boats

alike will welcome. See

www.volvopenta.com for more info.

New trim tabs, petrol engines, diesels and nav systems go on test

TRIM TALESOur test boat on the press trip was an

Atlantis 55, which along with a glut of

other Volvo systems, had Volvo’s new

Interceptor (trim tab) system installed.

Volvo has sold small interceptors

for some considerable time, but

this system is far more robust and

sophisticated. In practice, they were

very powerful

GLASS COCKPIT: CLEAR AND CLEVER

Volvo’s Glass Cockpit System (GCS)

is powered by Garmin’s latest range

of flush-fit multifunction plotters. It

brings together all your navigation

information with everything that

Volvo’s EVC supports: interceptors,

autopilot, dynamic positioning,

Powertrim Assistant, and so on, and

pastes the information on to any

number or combination of different

screens, ranging from 8in (200mm)

to 19in (480mm).

I found it remarkably versatile and

intuitive to use and programme. My

favourite function was the ability

to customise all the touch-sensitive

screens (three in my case) to suit a

particular need (e.g. fishing, pilotage,

engine monitoring etc) and then save

the whole lot as a collection of ‘My

View’ templates, which you can flick

between to suit. The more integrated

control systems become, the more

important system back-up becomes.

To this end, Volvo has incorporated

separate processors in every unit. So

if a single MFD or processor fails on a

multi-screen system, the remaining

screens can continue to control all

the boat’s functions.Six screen sizes: 8in, 12in, 15in integrated MFDs, plus 15in, 17in and 19in monitors with separate processors

Volvo’s new interceptor system and its throttle-mounted controls

An Atlantis 55 was used to demonstrate the GCS and interceptor system

Text: Dave Marsh

BOAT MASTER NEWTECH

OCTOBER2013 93

Interceptor

Traditional tabs

Interceptors

● The principal advantage

that interceptors have over trim

tabs is speed of operation. For

instance, Humphree’s latest

HCS-5 system goes from fully

raised to fully down in less than

a second. Conventional trim tabs

typically take between five to ten

times longer.

● That speed provides distinct

advantages. In manual mode, it’s

easier to respond to fast changing

conditions and continuously trim

the boat optimally, rather than just

set and forget and accept an

inferior average. In automatic

mode, some interceptors act so

quickly that they can provide

complete attitude control.

● Claims are often made that

interceptors reduce fuel

consumption, improve

acceleration and optimise forward

visibility. However, this holds for

conventional trim tabs too, how

much depends entirely on the

boat in question and its loading at

the time.

● While it is true that interceptors

have less wetted surface than trim

tabs (and therefore lower drag, in

theory) in practice this is likely to

be inconsequential in the scheme

of things.

● One of the most important

points to remember is that, on any

given hull, the two systems do not

necessarily produce the same

dynamic results. Trim tabs extend

the planing area of a hull even if

they’re set horizontally (for

instance, I’ve personally

experienced an increase in a

boat’s dynamic stability with a

switch from interceptors to trim

tabs). This, and other dynamics

such as the way a boat turns when

it’s trimmed, can all be affected.

30 SECOND BRIEFING: INTERCEPTORS VS

TRIM TABS

ENGINES: LITTLE AND LARGEVolvo launched an all new 380hp

V8 petrol engine last year (MBY

September 2012) and very

impressive it was too, extremely

quiet and smooth. This year, Volvo

sprang two variants rated at 430hp

and 350hp. The more powerful

engine powered our solidly built

(2.5 tonne) Chris-Craft Corsair 25

to 50 knots, and like its smaller

sibling, the 430hp sported plenty

of low down grunt. Although this

set-up did sound noisier than the

380hp-propelled Cobalt 273 I drove

last year, I’m convinced this was

due to induction noise emanating

from the deck-sited air intakes,

because with the hatch fully open,

this engine sounded just as serene

as its 380hp counterpart.

As impressive as the latest

generation of big outboard engines

are, Volvo’s new V8s will provide

stiff competition. Like their

outboard rivals, they have EVC

control, so the V8s have smooth

electronic throttle controls,

complete with adjustable cruise

control and a towing mode; a boon

for waterskiers demanding a fixed

speed. Volvo has three gear ratios

and eight propeller sets which

together can theoretically handle

speeds up to 67 knots. Although

only of interest to environmentalists

and select boaters in Germany, the

350’s emissions are so

staggeringly low that it’s certified

for use on Lake Constance. Here,

the Bodensee BSOIII regulations

are so strict that the indigenous

wildlife has to obtain permission to

pass wind – allegedly.

At the other end of the power

spectrum, Volvo’s D11 diesel had

undergone a complete revamp and

emerged in 625hp, 670hp and

725hp forms. There are far too

many technical changes to

catalogue here but along with the

drastically reduced emissions

necessary for EPA Tier 3

compliance, Volvo is claiming

stronger torque and lower noise

levels – a worthwhile 2dB(A).

Sadly, sound levels were

impossible to measure accurately

because our test boat, an Atlantis

55 fitted with twin 725hp IPS950,

was inherently noisy. Still, the

21-tonne sportscruiser had plenty

of punch, all the way to its 41-knot

top speed, where it returned

0.64mpg. That compares well

with Princess’s V57 which I clocked

at 36.5 knots with 900hp D13

Volvos. Even at its most efficient

fast cruise between 25/28 knots,

the shaftdrive V57 never exceeds

0.60mpg – the IPS Atlantis 55 gets

0.74mpg at the same speeds.

and extremely fast acting. Although

there were no clues in our press packs,

Volvo’s interceptors look very similar to

Humphree’s outstanding interceptors.

But Volvo’s system differs in two

fundamental ways.

Volvo’s offering has no separate

control panel, instead the manual

controls are built into Volvo’s

multifunction throttle, with the

monitoring interface pasted onto a

suitable display, for instance one of the

Garmin screens in Volvo’s GCS. And

whereas Humphree’s system offers

three independent but interlinked

control modes, with everything up to

full attitude control available, Volvo

has two simple modes: manual and

automatic, with the latter mode

pre-programmed by the boatyard.

Crucially, that auto programming

can be tweaked by the skipper.

Amazingly, on sterndrive boats it also

works hand-in-hand with Volvo’s

Powertrim Assistant, which controls

the trim of the sterndrives.

V8 comes in 350hp, 380hp and 430hp forms

Ever wanted a bigger tender but just

can’t fit it into your tender garage?

Cabrio RIBs aims to ease the problem

with a new range of luxury tenders

featuring folding transoms. This

ensures the full length of the outboard

engine leg stays within the overall

length of the boat when raised into the

stowage position, rather than

protruding several inches beyond it as

is normally the case. It also ensures

the outboard skeg and propeller are

kept well clear of the garage floor.

Ranging from 2.2m to 5m, the

Cabrio mini-RIBs are usually supplied

with Yamaha outboard engine options

from 6hp to 50hp. The boats look well-

made, with a host of options including

Hypalon tubes, tiller or centre console

helm positions, navigation lights, bilge

pump and a compass.

The most versatile of the range

appears to be the lightweight

130kg 310 CH. This is the newest and

smallest of the three boats fitted with

an electric folding transom and

Hypalon tubes, rather than the manual

hinge and PVC tubes. Powered by a

30hp engine, the 310 CH should be

punchy enough to tow a skier or an

inflatable, yet it’s sufficiently compact

to fit in the Sunseeker Portofino 48. If

you can accommodate it, the 40hp

380 CH will prove even livelier.

Prices range from £5,275 including

VAT for the remote-steered

6hp-powered 245 CS to £31,439 for

the 50hp-powered 500 CH package.

For those that want just a bare boat

without engine the 2.2m CS retails

from £1,550 including VAT.

Contact www.bhg-marine.co.uk

Cabrio compact RIBsFolding transom makes bigger tenders an option for smaller garages

Turin-based company OPAC, which

specialises in custom covers, has

developed the ultimate bimini top. The

solar-tracking canopy is designed to

keep guests in the shade, regardless of

where the sun is.

Due for release later this year, it

automatically adjusts the angle and

height of the canopy by raising or

lowering one or more of the support

poles. A sensor determines the position

of the sun, which then controls the

individual canopy poles accordingly. It

is intended to have manual, semi-

automatic and fully automatic control.

Contact www.opacgroup.com

Clever canopySun-tracking shade

Easy berthing is always a popular

concept. However, not every boat can

accommodate conventional bow and

stern thrusters. The tunnels needed to

accommodate the spinning propeller

blades can be too large for many

smaller boats. They also need to be

at least 6in below the waterline to

operate effectively.

This is not an issue for the Jet

Thruster – the jet outlets are just 2.5in

wide and can be located at the

waterline. Easily installed with a drill

and a simple skin fitting, these outlets

can be quickly fitted to fibreglass,

metal or wooden hulls. They can even

be mounted externally on the transom

if required.

A single larger inlet located close to

the hull centreline draws water into the

powerful electric jet-drive pump, which

then feeds pressurised water to the

four independent outlets via a three-

way valve, producing either stern

thrust, bow thrust or both. If you need a

higher level of thrust then two

independent jet pumps can be fitted.

Noise is minimal due to the lack of

cavitating blades.

The system is likely to prove

particularly popular with owners of

wooden, metal and smaller GRP

sportsboats where installing

conventional thruster tunnels is

either too costly or impractical.

As well as conventional helm

controls, the system comes with a

wireless control. Holland Marine says

the Jet Thruster costs more

than a conventional system but

is more effective. The UK agent,

Navigators Marine Services, will

be showing the system at SIBS.

Contact www.navigatorsmarine.co.uk;

www.hollandmarineparts.nl

Small-scale thrustersHolland Marine’s Jet Thruster makes berthing easier for smaller vessels

BOAT MASTER NEWTECH

94 OCTOBER2013

The Jet Thrusters (bow, stern or both) can easily be fi tted to smaller boats

High power-to-weight ratio and classy looks make the Cabrio range a credible alternative to jet tenders

Folding transom means the whole engine stores within the LOA of the tender

A bimini which tracks the sun to keep you shaded

Hybrid power may have its critics but

the Italian-built ISA 140 makes

a strong argument in its favour.

ISA (International Shipyards Ancona)

has launched what it claims to be the

first composite high-performance

superyacht with super-efficient hybrid

power. The basic concept is nothing

new but the speed and scale certainly is.

The 140ft planing motoryacht uses two

big diesel engines linked to Rolls-Royce

Kamewa waterjets as its primary power

source, which push the boat to a top

speed of 32 knots or a cruising speed of

26 knots. But it also has two electric

motors (supplied by Siemens, the

leader in manufacturing hybrid

systems) set inline between the

gearbox and the engine, which can also

drive the waterjets or act as generators

when running on the main engines.

The yacht is capable of 8 knots

under electric power alone for short

periods of time. However, with the

on-board generators running (burning

a modest 90lph) the batteries are kept

fully charged, giving a 2,600nm range

at 8 knots. Using this propulsion

method ISA claims it burns 11.2 litres

per nautical mile, compared to 55 litres

per nautical mile at full speed using its

main diesel engines.

The use of light but strong vacuum-

assisted resin infusion also helps

maximise its fuel efficiency.

Contact www.isayachts.com

What is it?

A prototype 22m x 12.5m trimaran

called the Mono-Swath with its

engine submerged in a central

torpedo-shaped hull.

What makes it so special?

In simple terms its resistance to

rough weather. Having all the heavy

machinery submerged beneath the

waves, it acts like a giant sea anchor

reducing the pitch and roll of the

raised wheelhouse. The two outer

hulls are deep but narrow, just 0.5m

in beam, creating little drag but

providing just enough buoyancy to

stabilise the boat and keep the

decks well clear of the wave tops. It

will also be fitted with stabilising fins

on the centre hull just in case things

get really rough.

How efficient is it?

Its German builder Abeking and

Rasmussen already has plenty of

experience constructing efficient

twin-hull Swath vessels for use as

pilot boats and commercial craft. So

it is very likely that this single hull

Mono-Swath with a single diesel

AND YOU THOUGHT YOUR BOAT WAS SPECIAL

engine and variable pitch propeller will

be no less efficient than its bigger

siblings and hopefully even more

resistant to rough weather.

How will it be fitted out?

The prototype is designed for

commercial use yet there will be

fishing and pleasure boat variations.

All the models will be fitted with

powerful bow and stern thrusters to

take the headache out of berthing

such a wide single-engine boat.

Contact

For more info see www.abeking.com

The Mono-Swath and its centre hull should tackle the roughest of weather with ease

Stability comes from the huge torpedo-like centre hull, which houses the engine

The ISA 140 – a hybrid motor yachtCould this be the most feasible dual-system motor yacht on the market?

BOAT MASTER NEWTECH

96 OCTOBER2013

The fi ve-cabin ISA 140 has a beach club and plenty of outside space

APP OF THE MONTH

Sailingalmanac.com

Don’t be put off by the

fact that Sailingalmanac.

com describes itself as a

microsite: it looks and

behaves just like a

regular app, except that

it will work on any touchscreen

phone or tablet, including Windows

phones and BlackBerries. For

anyone with decent Wi-Fi access,

it’s a fast, good-looking and highly

legible alternative to paper

almanacs, with tides and tidal

stream data, marina and pilotage

info, a wealth of accurate reference

material and the bonus of up-to-

date weather reports. Free from

www sailingalmanac.com

Russian GPS rocket crashGlonass setback as Russian rocket carrying sat nav satellites plummets to earth

Navico takes on RaymarineCompany claims sonar patents infringed

Three navigation satellites were

destroyed when the Proton rocket

that was supposed to be carrying them

into orbit spectacularly powered into

the ground, less than 30 seconds after

lift off and barely two miles from its

launch pad. The satellites were

intended to supplement the 29 existing

spacecraft in the Glonass constellation

– the Russian equivalent to GPS. After

launch the rocket veered to one side,

before trying to correct itself. The

vehicle then flew horizontal, before

plummeting to the ground.

A growing number of civilian satellite

navigation receivers use Glonass

signals, but the crash is unlikely to have

any immediate effect on end users.

Glonass already has more satellites in

orbit than it really needs, and

Roscosmos (the Russian space agency)

has announced plans to launch two

more satellites using smaller Soyuz

rockets later this year. But the long-

term consequences could be more

serious and wide ranging.

The Proton launch vehicle was

originally designed as a nuclear missile

in the 1960s, but has evolved into the

heavy workhorse of the Russian space

industry and is now the first choice of

many commercial satellite operators.

But this crash is the latest and most

serious in a spate of recent Proton

launch problems.

Russian deputy prime minister

Dmitry Rogozin has been quoted saying

that it could spell “the end of the space

industry as we know it”. Even if that

turns out to be political overstatement,

the schedule of future Proton launches

is likely to be set back by at least three

months while the cause of the failure is

identified and rectified, and the

structural damage and pollution at the

Baikonur cosmodrome is repaired.

The new Astra 2E satellite, which is

intended to deliver TV and broadband

to the UK and most of Europe, was next

in the queue for launch from Baikonur,

and three Inmarsat-5 comms satellites

were booked on to Proton launchers

over the next few months.

Navico has begun legal proceedings

against Raymarine, claiming that its

DownVision sonars (see story opposite)

infringe several patents that were

supposed to protect Navico’s

DownScan technology.

Aside from the names, there are

obvious similarities between the two:

both use higher frequencies than

conventional fishfinders, both use

elongated transducers to produce

fan-shaped beams, and both produce

very high-definition images.

Less than three years ago, Navico

faced a similar action, when it was sued

by Johnson Outdoors (the parent

company of Humminbird and Geonav)

for allegedly infringing Johnson’s

patent on side-imaging sonars.

After two years of legal wrangling,

the Johnson vs Navico case was settled

out of court in January 2012, when

Navico handed over an undisclosed

chunk of cash and redesigned its

StructureScan sonar to use a single

frequency instead of two.

The Proton rocket launches

The rocket veers off to one side and begins to plummet

It crashes into the ground with its engines still fi ring

The Proton rocket was carrying three satellites which would have been used in the Glonass constellation

Raymarine DownVision uses a fan-shaped beam similar to Navico’s DownScan to create high quality images of the sea bed

The latest kit and navigational issuesNEWNAV Our Navigation Expert

Tim BartlettEmail: [email protected]

BOAT MASTER NEWNAV

M ost boat owners, I

think it’s fair to

say, are not

exactly short of a

bob or two. Mr

Boat Owner is

quite likely to put good money

across the counters of bars,

restaurants, boatyards and fuel

berths, while Mrs B does her bit to

boost the turnover of the local

hairdressers, dress shops and

suncream sellers.

And neither of them are likely to

smash up a bar, throw up in the

street or start a fight... at least, not

every night. So they aren’t much of a

burden on the police or ambulance

services. In a time of global

recession, you’d have thought that

any country would be pleased to

welcome such high-spending,

low-maintenance visitors.

It’s taken quite a while, but it

seems that the chancellor of the

Belgian exchequer has finally got his

little grey cells round that idea, and

has realised that fining British boat

owners for having perfectly

legitimate, tax-paid British diesel in

their tanks is probably not the best

way to entice them to spend their

euros boosting his country’s

economy. So, at long last, he’s told

his flat-hats to lay off. Spain, too, is

starting to come to its senses. Its

government has twigged that it will

get more dosh out of a boat in Spain

than it does from one that stays

away, so it has decided to exempt

some vessels from the notorious

12% matriculation tax (MBY

September 2013).

For the time being, it seems

that the exemption only applies

to charter vessels – purchases of

new boats over 8m for private use

are still lumbered with the levy.

But at least they are beginning to

get the idea. Shame it didn’t occur

to them five years ago, before the

recession and fleeing boaters really

started to bite the economies of

coastal communities.

Despite this new and very

welcome measure, Spain will have to

work hard to lure back those boaters

who fled to other countries not

looking to stiff them out of 12% of

their boat’s value. Many of these

boaters will likely feel it’s too risky to

return and may well have been put

off Spain altogether.

As mikef, writing on the mby.com

forum put it, “We put tens or

hundreds of thousands of euros into

the Spanish economy by keeping

our boats there but just got ripped

off for the privilege. There’s no way

I’m putting my boat back in that

country and the spending that goes

with it anytime soon.”

Black box Dragonfl yRaymarine launches black-box photo-like sonar

TAKING A

BEARINGTIM BARTLETT: Finally the euro drops – taxing boaters into exile is not a very clever move

Hot on the heels of the Dragonfly ‘new

species of sonar’ (MBY July 2013),

Raymarine has launched a black-box

version that will bring the Dragonfly’s

photo-like sonar-imaging capability to

any multifunction display that uses the

company’s LightHouse software – any

of the current a, c, e or gS MFDs.

Like the Dragonfly, the CP100 black

box combines dual-channel chirp

technology with Raymarine’s new

DownVision system. DownVision uses

an elongated transducer and higher

frequencies than usual to produce a

fan-shaped beam, 60° across but little

more than 1° fore-and-aft, and applies

sophisticated digital

processing to the

returning echoes to

create amazingly

clear, clutter-free

images of the

underwater

landscape.

Ironically, one

drawback of the hi-def

DownVision picture is

that fish don’t show

up anywhere near as clearly as on more

conventional sonar images. To

overcome this, the forward end of the

carrot-shaped underwater unit carries

a chirp transducer. A chirp sonar

transmits much longer squeaks that

sweep across a range of frequencies.

Using much the same

principle as broadband

radar, the sonar then

calculates the depth of

objects below the

surface by comparing

the frequency of

the returning echo with the frequency

of the returning pulse.

Chirp sonar slices through clutter

such as bubbles and dirty water, and

discriminates between objects that are

as little as 32mm apart to produce a

clean but conventional-looking image. It

lacks the near-photographic quality of

the DownVision picture, but is much

better at showing fish, or at holding on

to the bottom in deep water.

The CP100 costs £474, with dual-

function transducers ranging from £90

for the plastic transom-mount model to

£330 for a bronze through-hull unit.

Nowhere around the UK is more than

200m deep, so for

most British boaters,

the CP100’s 600ft

range should be

plenty. But for those

operating in deeper

waters such as the

Med, Raymarine has

introduced the CP300.

It uses conventional

dual-frequency sonar

technology, with up to

1kW pulses to reach down to 1,500m,

and Raymarine’s ClearPulse digital

processing to clarify the picture.

The CP300 module is backwards

compatible with the previous

generation of C Series Widescreen and

E and G series MFDs, and is priced at

£660, with a basic 600W transom-

mount transducer adding £96 to the

list price. Several through-hull

and in-hull transducers are

available, at prices ranging

from £144 to £1,020. Contact

www.raymarine.co.uk

The black-box version brings Dragonfl y’s photo-like sonar images to its multifunction displays

CP100 combines dual channel chirp technology with DownVision

A choice of transducers for the CP100. Left: the £90 transom-mount version. Above: the £330 bronze through-hull version.

Spain has an uphill struggle to entice boaters back after it imposed a draconian 12% tax. This has now been lifted for charter vessels

OCTOBER2013 99

SilhouetteNew Horizon £220 www.silhouette.com

Silhouette makes seriously high-tech glasses that are super light and

very protective. There are many different sizes and models to choose

from if these space-age wraparounds are a little too wild for you. All

Silhouettes give 100% UV protection and filter up to 93% of blue

light. Polarised filters reduce glare and have a sun protection factor

equivalent of 60 to 70. These were the most expensive sunglasses on

test but we liked the full-flex arms and wind deflecting shape. For

those serious about sun protection and looking to splurge they’re

worth checking out. Chantal Borciani

Oakley Plaintiff Squared £170uk.oakley.com

Definitely more ‘pulling into St Tropez’ than ‘smashing through a

Solent Force 6’, these sunnies from Oakley are effortlessly cool.

The polarised bronze lenses are crystal clear and as they curve

round your face they offer really good all-round glare protection.

The frames feel a little flimsy – just asking for a child to sit on them

– but they are very light and Oakley claims the hinges are able to

‘hyper-flex’ when necessary. The Plutonite lenses filter out 100%

of all UVA, UVB, UVC rays, and they can be fitted with prescription

lenses. They’re a bit pricey, but a good accompaniment for your

Med boating. Stewart Campbell

Ray-Ban Polarized £130www.ray-ban.com

Some people just can’t do without a pair of Ray-Bans and the company’s

new polarised range are a welcome addition. Often cited as the best-selling

sunglass design of all time, the Wayfarers are customisable with a range of

lens, colour and engraving options available on all sizes. The non-reflective

coating on the polarised lenses completely blocks out unwanted glare

from the surface of the sea but does compromise the readability of LCD

displays or chartplotters. Warranty is two years and buying from such a

global brand makes sense if you wish to upgrade lenses and keep your

frames for a long time. Neil Singleton

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TRIED&TESTED

ShadesThe best sunglasses for ships and shoresPhotos: Neil Singleton

Bolle Damone £60www.bolle-europe.co.uk

We loved this range for the frame colour and lens colour options.

They also looked great. Polarised and extremely light, they were

really comfortable to wear and came in at a very acceptable price

point. They shielded glare well at most angles apart from at the very

side and were so comfy I forgot I was wearing them. Very good style

for beach and boat. Wraparounds look terrible on me and I found

these a good alternative, protective enough on cruises and a

suitable shape for men and women. Chantal Borciani

Gill Edge £40www.gillmarine.com

Proof that you don’t need to wince when buying a quality pair of

sunglasses. Admittedly, these Edge frames from Gill don’t feel as

finely made as some others, but for a pair of knockaround,

inexpensive and protective sunglasses, they tick all the boxes.

Coming in either black or brown, they fit very snugly to the face

and allow in absolutely no glare from any angle. They block out

all harmful UVA, UVB and UVC rays, and better yet they

float! They come with a hydrophobic coating so water

sheds away and the lenses are said to the

scratchproof, although I lacked the courage to

have a go at them with a paper clip.

Stewart Campbell

Maui Jim Makaha $179www.mauijim.com

People who wear Maui Jims tend to be fanatical about them,

singing the praises of their exceptional optics and light,

comfortable frames. You can choose the colour and tint of

the lenses but they are all scratch resistant and use

PolarizedPlus 2 to cut reflections, reduce glare and enhance

contrast. They are also oleophobic to repel greasy finger

prints, while the frames are salt water proof. I’m not usually

one to jump on a passing bandwagon but on this occasion I

have to agree with the Maui Jim evangelists. Grippy but

comfortable rubberised nose and ear pads, light wraparound

frames that suit my narrow face and lenses which make the

world a more colourful place have made me a convert. Hugo

Bolle Speed £80www.bolle-europe.co.uk

If I’m being honest I was a bit disappointed with the

Speeds from Bolle. Yes they’re light, protective and

comfortable thanks to the soft nose piece but I just think

they’re a bit, well, boring. There are no real distinguishing

features to make you coo with joy as you should when

you’re paying for premium sunnies. It could just be the

rather flat colours of the pair we were given to test – there

are eight other options including a more snazzy red pair

with orange-tinted lenses. Performance wise they were

one of the best models at blocking out wind. Jack Haines

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OCTOBER2013 101

BOAT MASTER TRIED&TESTED

We put the latest kit through its paces mby.com/coastkey

SEE THE VIDEO

102 OCTOBER2013

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Coast Key kill cord£550

The Coast Key is pre-rigged to plug into

the wiring harness of

your engine, so order the

right one

The remote key fob is used to start the engines but kills them as soon as you fall overboard

The built-in receiver can be used to restart the engines if the fob-wearer has fallen overboard

The MBY team does spend

a lot of time hooning

around on fast boats,

so maybe it was

down to months

of wind

between the

ears that led

us to be

rather

flummoxed

by this dry bag

on first meeting.

Rather than rolling the excess material

and forming a loop and clipping the two

ends together to form a circle at the top

of the bag (like a conventional dry bag)

the ends of the Dri-Pac roll down and

clip to their respective sides.

Once you get the gist of it, this holdall

actually works very well and is 100%

waterproof, very light, very large and

stuffable into any number of holds,

cupboards and holes on board.

It will keep your kit dry

and the clear material

increases visibility so

you can see the

outline of what’s

in your bag and

locate items

much more

easily.

The detachable

padded shoulder

strap is very comfortable too.

An air release valve as well as

compression straps mean any excess

air trapped inside the bag can be

released to reduce that all important

storage space on board. All seams are

welded and it also has reinforced grab

handles. Probably one of the most

functional kit bags we’ve come across

in a long time. Chantal Borciani

Contact www.henrilloyd.com

Dri-Pac Holdall 55L£85

MacWet gloves £27.99

Most people think of

gloves as a means of

keeping your hands

warm but they can

also be used to

improve grip in wet

and slippery

conditions. That’s

where these

MacWet gloves

come in. They were

originally designed

for sports like golf, shooting and

cycling but they are increasingly being

adopted by watersports enthusiasts.

The palms and fingers are lined in a

special Aquatec material which looks

and feels like artificial suede, while the

backs are a porous mesh that keeps

your hands cool. They feel rather too

tight when dry but loosen up when wet

while staying very light and close-

fitting – more like an extra layer of skin

than a bulky glove.

My boat has a fairly

grippy rubber wheel but I can see how

they would make a useful difference

on a slippery stainless steel or

varnished wood wheel. In the

meantime I have started to use them

for waterskiing to give me a better grip

on the handle and prevent too many

calluses appearing. They come in a

wide range of colours, sizes and cuff

lengths, as well as a cold weather

version called the Climatec. Hugo

Contact www.macwet.com

As part of MBY’s investigation into kill

cords I have been trialling as many of

the existing after-market alternatives

as possible to see if they can set a lead

which engine manufacturers can follow.

The problem, as I see it, is not the kill

cord itself but the fact that you have to

unclip yourself from it to move around

the boat or cut the engine and hope

that it restarts the instant you need it.

Wireless kill cords get around this by

sending a continuous radio signal to the

helm but as soon as the transmission is

lost the engine cuts out. If the wearer is

ejected from the boat, for instance, the

water blocks the signal instantly.

The Autotether system I trialled last

month worked well but looked a bit

crude and took a bit of getting used to.

This Coast Key system is a lot slicker

and more intuitive. It needs plumbing

into your boat’s ignition system by a

competent engineer but its plug-and-

play wiring meant it was only a

15-minute job to have it fitted to my

Suzuki outboard-powered Karnic.

Grippy for watersports and wheels

This big waterproof holdall is easy to stow

Because the remote control

fob replaces the key

entirely and is used to

start and stop the

engine(s), it has to be

functioning properly

for the engine to start.

It also makes it

almost impossible to

forget or avoid it, as

you can a normal kill

cord. You just slip it

over your head on the lanyard

provided, fire up the engine and never

need to touch it again until you’re back

in the marina. In the meantime, you’re

free to move around the boat to put out

fenders, deploy the anchor or let

someone else take the helm without

having to swap the kill cord over.

It’s an extremely well thought out

device with numerous overrides taking

account of almost every situation. If you

fall overboard wearing the fob, another

crew member can start the engine by

pressing the button on the helm-

mounted receiver. If you lose it or forget

it, you can key in a pin code to start the

VALUE ★★★

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engines, or

unplug the harness

and use the keys. Even the original

kill cord switch stays active so you can

double up in rough weather. It also has

extra buttons for raising and lowering

the engine by remote.

A short buzz lets you know it’s active

and it switches off with the engine so

you don’t drain the battery, which

should last for 300 hours or three

years. It’s not cheap but it is effective

and so far it has worked flawlessly. Hugo

Contact www.coastkey.co.uk

We put the latest kit through its paces TRIED&TESTED

It was fi tting that it drizzled the day Blue’s Away left the Hamble

We tried our best, we really truly did. We gave Blighty so many opportunities to dazzle us with a week, or maybe even two of blue skies and calm seas. But they never came.

The decision to move Blue’s Away, our Bénéteau Swift Trawler 34, from her berth on the River Hamble down to Portimao in Portugal’s Algarve was a difficult one and not taken lightly. There were so many places in the UK that we still wanted to visit on her. We dreamed of spending weeks drifting around the Cornish coastline, exploring the creeks and rivers and maybe even a trip down to the Isles of Scilly. The northern French coastline remains an unticked box on our to-do list and although the Channel Islands was one of our most regular haunts, one can never spend enough time in their fantastic waters.

But the weather over the last few seasons has been ferociously

Port for thoughtOur boat test editor bids farewell to drizzly days

and moves his Swift Trawler to Portugal

BÉNÉTEAU SWIFT TRAWLER 34

stubborn in its unreliability and has only excelled in disappointing us. Passage plans have been flattened under the weight of dark clouds and howling winds time and time again. No, it was time for a change – the sun was calling.

Ahoy AlgarveWhy Portugal? We, as a family, have been holidaying there for years and can’t get enough of the rugged coastline, sweeping, golden beaches and stunning seafood. It’s not as popular as the South of France, Spain and the Balearics, and no, it doesn’t quite have the infrastructure that these hot spots are blessed with, but it is a lot cheaper to keep a boat in Portugal and it is blessed with a long sunny season.

A berth in Portimao was £4,693, compared with £6,200 on the Hamble, and it’s not just berthing and maintenance that’s better value for

money. The seafood is as good as it gets and is cheaper than fish and chips at home. And better still, the local wine is also delicious but costs a mere €3 a bottle (it is good, honest).

Top tips from real boat owners in the MBY fl eetOURBOATS

Cruising Scotland

NEXTMONTHSELENE 47 HIGH FLYERTESSA TENNANT, Lymington, UK

MBY ’SFLEETBÉNÉTEAU SWIFT TRAWLER 34 BLUE’S AWAYJACK HAINES, Portimao Marina, Portugal

AQUASTAR EXPLORER 67 ROMABOB THOMAS, Port Solent, UK

PRINCESS 67 JENNY WREN MIKE ROTHERY, Sant Carles Marina, Spain

SEARIDER 45 FORMANDAKIM HOLLAMBY, Haslar Marina, UK

MAREX 370 AVERLEMARK POLLARD, Lymington, UK

DUCHY 27PHYLLIS ROCK, Yarmouth, UK

FAIRLINE SQUADRON 78 MATCH IIJOHN WOLF, Port Vauban, France

KARNIC BLUE WATER 2250 BOHEMIAN GIRLHUGO ANDREAE, Poole, UK

SUNSEEKER THUNDERHAWK 43 RUTHLESSGREG COPP, Port Solent, UK

NORDHAVEN 46ENVOYDI & LAURIE CRANFIELD, Med

FAIRLINE PHANTOM 48 CORONAKIERON WHITE, Ocean Village, UK

WINDY 37 SEVOHARRY METCALFE, Port Saint Jean, France

SUNSEEKER PREDATOR 62SHADOWMIKE CARTER, Port Vauban, France

GREENLINE 33 SOLAR WAVEDAVID ALLEN, Rossiters Quay, UK

Blue’s Away is lifted out and on to the truck for the

drive to Portugal

Blue’s Away was expertly loaded on to Boat Loads

International’s trailer

After a holiday at the end of 2012 and

a visit to Portimao Marina my parents

decided that this could be a great place

to base our Swift Trawler. The planning

began and, having heard good things

about them, we decided to use Peters

& May to ship the boat from the Hamble

to her new home.

On the road

We looked into putting the boat straight

on a ship at first, assuming that it would

be cheaper than using a truck to take

her by road and ferry. Our assumptions

were misplaced though – not only was

putting her straight on a ship more

expensive than using the road but the

nearest the ship could get her to

Portimao was Gibraltar. Add in the cost

of fuel and the extra engine hours and

this method was looking more and

more unlikely, so we opted for road

transport.

We then chose to wait for a window

when the truck that would transport

our boat had a return pick-up to make.

This would save us around £2,000 over

specifying an exact date when we

wanted them to move the boat by.

There was some back and forth with

Peters & May until we finally found

a time that suited both parties, but

BOAT MASTer OurBOats

OCtOBEr2013 105

A berth in Portimao was £4,693 compared with £6,200 on the Hamble, and it’s not just berthing and maintenance that’s better value

Taking the tender into town is a breeze

Exploring new waters

The sunshine puts everyone in a good mood

The backdrop of blue skies at Blue’s Away’s new home berth in Portimao

we got a date arranged eventually and

could prep the boat for travel.

Moving a boat, as it turns out, is a

superb opportunity to ditch a lot of the

gubbins that you have on board and

never use. This rather therapeutic

exercise done, we handed over to the

ever-helpful Nigel Hoggett and his team

from Dickies International

Southampton to do the final prep work

for Blue’s Away being loaded on to the

truck. This included lowering and

strapping the mast, removing and

stowing all the covers and flybridge

dodgers and generally ensuring

everything was tied up, strapped down

and wedged in, unable to budge an inch.

Our haulier, Boat Loads International,

was immensely professional and took

extreme care in inching her wide frame

on to the truck’s trailer – the level of

attention to detail was great to see. The

team even managed to load her on

without the need to remove the rudder

and prop, saving time at the other end.

Minus a last-minute panic about not

having a T2L form, necessary to pass

through Portuguese Customs, and

some quick work by Nigel and Peters &

May to organise one at short notice, she

was ready to go.

As the final ratchet strap clicked into

place it was time to say goodbye to

Blue’s Away’s UK life and as she edged

out of Swanwick (appropriately enough

in the drizzle of a winter afternoon) there

were pangs of excitement as to what

adventures the move south would bring.

There was a brief hold-up in Milan

thanks to some snow but that aside the

journey to Portugal was smooth and the

boat was propped up on the hard in

Portimao Marina a week and a half later.

Mum and dad went down to meet her

and found the boat in fine form, minus a

nasty crack on the upper helm station,

which was apparently due to wind

pressure during the journey. We took

this to Peters & May which said that its

repair franchise didn’t cover any costs

under £1,000 and, unfortunately, the

bill for the work came to €160. The dash

actually looked better than before with

its new facia and we were just happy to

see her delivered safe and sound.

From trawler to suntrap

The next job was to set about getting

her ready for her new life in the baking

southern European sun. Local marine

magician Michel Darzacq (Michel

Darzacq Yacht Service) set about

putting the Swift Trawler back together

again after her slumber and we

contacted a local cover maker called

Mike Cheston at Marine Canvas and

asked him to make a bimini for the

flybridge to give us some shelter during

long passages in the heat. We also

ordered a windscreen cover to help

keep the saloon cool and block the

morning light when we were using the

double sofa bed in Blue’s Away’s saloon.

Mike also recommended we have

some covers made to protect the blue

topsides and transom from bleaching

in the harmful UV rays. We toyed with

fitting air-con but thought that with the

reliable evening breeze and a hideously

expensive Dyson fan we could forgo the

hassle and expense of chilled air and

see how we got on. We tested the fan

during a week in July and so far so good.

Portugal’s rugged coastline

is crying out to be explored

Friends and family have welcomed the

move to Portugal

We slapped on some antifoul,

booked a service – which she passed

without a hitch minus needing a new

domestic battery – raised Blue’s Away’s

Portuguese courtesy flag and that was

that, she was ready to take on her new

cruising grounds.

Portimao’s pull

One of the things that attracted us to

this part of the world was just how good

Portimao Marina is. It’s a reasonably

new project and therefore everything is

beautifully clean and tidy with

manicured greenery and impeccably

clean, terracotta apartments lining the

two large marina basins. Being in the

shelter of the Arade estuary the basins

are wonderfully protected, although

you do sometimes get the odd wake-up

call from one of the fishing fleet

steaming out at night with the throttle

pinned to the console. Two breakwaters

add to the protection in a place where it

seems the sea is always desperate to

get in and cause havoc. Even on

seemingly calm days the sea spews

foam up and over the western

breakwater in a two-fingered salute to

the man-made hurdles in its way. When

it’s really blowing you can see the

spume firing up into the air from the

marina. It’s certainly not as tame as

more eastern Med spots but, along with

the craggy rock formations jutting out

along the coast, this all adds to the

character of the Algarve.

The on-site facilities are excellent

and include a swimming pool, gym and

more regular marina accoutrements

such as a large, clean shower block and

laundry facilities. There is also a great

selection of bars and restaurants within

the grounds of the marina, although it

pays to be in the basin furthest away

from them during the busy periods

when a few of the bars stay open with

music blaring well into the small hours.

Far, Faro away

The fabulous beach at Praia da Rocha

is a ten-minute walk around the corner

so even if the weather isn’t suitable to

take the boat out you can still get your

fix of sand and sea.

Ironically, one of the best spots in

the vicinity is a quiet beach directly

opposite the marina. It is literally a

one-minute dawdle on the boat, which

is a little frustrating in truth, but it

shares the same shelter as the marina

and is great for a relaxing afternoon of

sunbathing and swimming. We are also

a stone’s throw from the utterly

gorgeous Ferragudo, a small fishing

village complete with a quaint main

square overlooking the water, charming

white buildings, and fresh fish sizzling

away on the restaurants’ quayside

barbecues. Just along the coast from

our base is Alvor, another picture-

perfect fishing village protected by two

man-made breakwaters and accessed

via a narrow sheltered channel. Once

through the tight gap the basin opens

up leaving plenty of room to anchor and

take the tender up into the town. For

places with a little more buzz Vilamoura

and Albufeira are around 30 miles east

and both have good marinas and

facilities. It’s a mere 60 miles to the

Spanish border too, which offers even

more varied cruising.

It was a bit of a wrench moving from

the South Coast – our boating home for

so many years – but we are now getting

far more quality time on board than we

ever did in the UK. We book time off

from work and know that our boating

time will be pretty much guaranteed

sunshine and relaxation. This is a stark

contrast to sitting with fingers crossed

waiting to see if a cold front will pass or

the wind decrease back on the Hamble.

There are regular flights to Faro from

the Midlands for my parents and it’s

very easy to get there from my base in

London – flights are cheap too, if you

book in advance. If all goes to plan we

can be on the boat within five hours of

leaving the house, not dissimilar to my

parents’ trip down to the coast from

Leicestershire on a bad day.

It will be tough not having the boat

available for those overnight UK jaunts

in good weather but we are falling for

Portugal all over again and have bought

a little sportsboat to keep us

entertained at home – more on that in

my next Our Boats piece. Jack Haines

BOAT MASTER ourboats

oCtobEr2013 107

The marina is a stone’s throw from charming fishing villages, fabulous sandy beaches, sheltered basins and excellent restaurants

Lend a handFinancing your dream purchase of a boat is more straightforward than many realise, so how could

marine fi nance help you?Text: Stewart Campbell

KNOWHOWAll the answers to the important questions

It’s important to thoroughly check your prospective purchase

What is marine finance?

Simply a loan taken out with a lender to

help with the purchase of a new or used

boat, although you’ll struggle to finance

a liveaboard boat or classic wooden

craft. Otherwise, the principle is no

different from borrowing money to buy

a new car or even a house. And with

today’s rock-bottom Bank of England

base rate (and no sign of it going up any

time soon), this might just be a great

time to be borrowing money to buy

your dream boat.

Who offers it?

If you Google ‘marine finance’ and ‘boat

loans’, you’ll find plenty of companies

offering finance for a boat purchase.

But we’re going to focus on those in the

industry that are members of the

British Marine Federation (BMF), of

which there are four: Close Brothers

Aviation and Marine; Lombard Marine

Finance; HSBC Marine Finance; and

Promarine Finance.

What does BMF membership mean?

It simply means that these lenders

have at least met certain standards.

For instance, when applying for BMF

membership, a lender’s application

goes before the BMF’s Insurance,

Finance and Legal Services Association,

which ensures the company conforms

to regulatory and reputational

standards. Additional checks are also

done, for instance making sure the

lender is a member of the relevant

national authority, and that the

company has a credit licence. By no

means does non-BMF membership

mean a company is too risky to borrow

from – some big lenders, such as CGI

Finance, are not members, but it’s a

good starting point.

How big a loan can I get?

That depends on which company you

borrow from. Promarine Finance, for

example, focuses on the smaller end of

the market, offering loans of up to

£30,000 over two to five years with an

interest rate of around 19%. The bigger

guys, Lombard, Close Brothers and

HSBC, offer finance for anything up to

superyachts running to many millions

of pounds, with the bigger loans

attracting much lower interest rates.

How are rates calculated?

By using a cocktail of reference rates,

including LIBOR (the London Interbank

Offered Rate), the Finance House Base

Rate and the Bank of England base rate.

To this, lenders add a risk premium and

a margin for profit, with the end result

being the advertised APR. Lombard told

MBY its rates ranged from less than 4%

for bigger loans, sometimes in the tens

of millions, to 8.25% for smaller loans

in the tens of thousands.

What are typical repayment terms?

Again, this varies from lender to lender,

but a ten-year mortgage seems to be

the most popular. According to

Lombard, the most common choice for

its clients is a ten-year, fixed-payment

package. This fixes your monthly

payment but the length of the

mortgage period extends or shortens

according to any changes in the base

rates used. If base rates rise, you will

have more to pay, but rather than your

monthly payments increasing, you’ll

just have to pay them for a longer

period. The converse is true if base

rates fall. But that’s not the only option

on the table – you can also select a

variable-rate mortgage or a fixed-rate

package with a balloon payment at

the end, or even an interest-only

mortgage where you don’t start paying

off the capital until after an agreed

period. Naturally, a larger deposit will

be required for this last option.

Can I increase payments?

Yes. Lenders are generally happy to let

you pay off the loan quicker than the

term dictates, but they might hit you

with a small penalty for doing so.

Promarine Finance said a 0.5% cost is

added if you opt for an early settlement,

while Lombard said there was no

financial penalty if you paid off the

mortgage after 12 months.

What kind of deposit do I need?

As a rule of thumb, at least 20% of the

value of the boat, but it’s usually more

like 30%. As a side note, no matter

what level of deposit, Close Brothers

said it was unable to finance vessels

used as a residence.

What security is provided?

The loan is generally secured against

the boat itself, but if you’re buying the

boat through a company the lender will

sometimes require further guarantees.

When applying for finance, the

company will take a long look at your

credit history and require proof of

income and expenditure in the shape of

bank statements. Proof of identification

such as a passport or driver’s licence

The bigger guys offer fi nance for anything up to superyachts running to many millions of pounds, with the bigger loans attracting lower interest rates

OCTOBER2013 109

BOAT MASTER KNOWHOW

Some lenders do not charge you should

you wish to increase your repayments or

pay off in full

A ten-year mortgage seems to be one of the most popular repayment contracts

With fi nance secured you can get on and buy your dream boat today

If buying, include a clause in your contract that states the boat is sold free of all mortgages and debts

BOAT MASTER KNOWHOW

110 OCTOBER2013

will also be required. If buying through

a company you’ll have to supply

company accounts and payslips.

What if I default?

If you default, you could lose your boat,

but most lenders will work with you to

find a solution. But it’s not a case of just

handing back the keys. Usually the loan

agreement provides that the borrower

is liable for any costs and/or expenses

which the lender incurs in taking

possession of and selling the boat and

that the lender can recover these,

together with the outstanding debt,

from the sale proceeds. If the sale

proceeds do not cover the outstanding

debt plus the lender’s costs/expenses,

the lender will look to the borrower for

the shortfall. Further, if the boat has

been purchased in the name of a

company and the directors/beneficial

owner has given a personal guarantee,

the lender can pursue the guarantor(s)

for any shortfall following sale.

How do I know if finance is

outstanding on a brokerage boat?

Part 1 of the UK Ships Registry is the

first port of call, since details of all

outstanding charges will be detailed

there. If the boat is not Part 1 registered,

it can be incredibly difficult to tell if

there’s an outstanding mortgage. The

broker should undertake checks to see

if there is a lien on the boat and whether

VAT has been paid, and some lenders

will also investigate, but the results are

not always conclusive.

How do I protect myself?

According to marine law experts at

Ashfords LLP, you should have a

contract with the seller which includes

a clause stating that the boat is sold

free of all mortgages and debts. If

subsequently a third party claims it

lent money to the seller, has a mortgage

over the boat and is now seekin;g to

take possession because the seller has

stopped repaying the loan, you have a

potential claim against the seller for

breach of contract. If the boat is taken

away you would have a claim for the

purchase price, less any surplus you

receive from a sale by the mortgage

holder. If you settle the seller’s debt you

can claim this amount and other

consequential losses. However, the

success of your claim depends on you

being able to locate the seller and the

seller having sufficient money or assets

to settle your claim. There is no

absolute protection.

How active is the market?

It appears to be picking up. Lombard

said funding for leisure boats was up

by 26% for the first half of 2013

compared to the same period of 2012.

Lombard is the only one of the lenders

mentioned exhibiting at the PSP

Southampton Boat Show, on stand

E046, so it’s worth taking a trip down

there to see what the firm is offering.

Is that it?

The lender will insist that the boat is

insured and that it joins Part 1 of the

UK Ship Register, where details of its

mortgage will be stored. Once title is

transferred to you, the lender will send

the money to the seller, and the boat is

yours to drive away.

Lombard said funding for leisure boats was up by 26% for the fi rst half of 2013 compared to the same period of 2012

LOMBARD FINANCE DEALS

Boat cost £143,000

Advance payment: £43,000

Amount borrowed: £100,000

Borrowing period: 120 months

Monthly payments: £1,035.49

Interest rate: 4.7% variable

Total amount payable: £167,907

Administration fee: £648

Boat cost £350,000






Total amount payable:

£406,286

Administration fee: £1,225

Boat cost £1 million






Total amount payable: £1.154m

Administration fee: £5,250

QUOTATIONS

112 OCTOBER2013

A real-life contentious dispute – how do you secure the best outcome?LEGALAID

Michael Bartlett had decided it was

time to upgrade his 38ft motor yacht,

Sea Hawk. He advertised her with the

local broker and after only a few

months was delighted when a potential

purchaser made a very reasonable

offer, which he readily accepted.

The broker provided his standard

contract, Michael and the buyer signed

it and the deposit was paid subject to

survey and sea trial. The buyer

instructed a surveyor, who found a few

minor defects while the boat was still on

the hard but nothing to affect the

seaworthiness of the yacht. However,

the buyer requested a £20,000 price

reduction or stated that Michael was to

repair the defects at his cost, failing

which he would reject the boat.

Michael did not want to lose the sale,

having found a buyer so quickly, but nor

did he want to accept such a big

reduction in the purchase price. He

agreed to rectify the defects at his own

cost and within two weeks the repairs

were done for just under £2,000 and

the sea trial could now go ahead.

Once the deposit has been paid, check the contract before you try and pull out of the deal

When can you reject a boat? The buyer’s surveyor took the boat

out and duly confirmed that everything

was okay. However, the buyer had been

unable to attend on the arranged date

and requested that he should also have

a sea trial. Michael agreed but

unfortunately, the second sea trial had

to be cut short due to a leak. Michael

had not been present but the broker

told him he did not think it was too

serious – the water had only gone into

the bilges – but they had returned to be

on the safe side.

Michael had an engineer inspect the

problem. It was found that the cause

was a jubilee clip that had not been

tightened sufficiently. However, it did

not affect the seaworthiness of his boat

and the engineer considered it was

unlikely to happen again.

The buyer did not accept this. He

claimed that the boat had been sinking,

it was unseaworthy and therefore

wanted to reject the boat and have his

deposit returned. Given what the

engineer had said, Michael did not

agree. He then received a solicitor’s

letter demanding the return of the

deposit. Michael contacted his broker

who confirmed that he would retain the

deposit until the dispute was resolved

but advised him to seek legal advice.

THE LAW

The contract stated that the buyer

could only reject if the sea trial

identified issues that affected the

seaworthiness of the boat. Michael was

lucky – some contracts will state that

the buyer can reject for any reason

following sea trial, whether or not it

affects the seaworthiness of the boat.

Also in Michael’s favour was the fact

that the buyer’s surveyor had signed

the boat off after his sea trial, and

Michael had his own engineer’s report

confirming the issues experienced

during the buyer’s sea trial did not

affect the seaworthiness of the boat.

The buyer could not therefore state that

the boat was unseaworthy and reject it.

THE OUTCOME

I wrote to the buyer’s solicitor setting

out why the buyer was not entitled to

reject the boat and claim the return of

his deposit, including a copy of the

report prepared by the surveyor

Michael had instructed. I also

highlighted other terms of the contract

that the buyer had breached. At the

same time I served notice on the buyer,

through his solicitors, to complete the

purchase within seven days, failing

which Michael would retain the deposit

and could re-advertise the boat for sale.

The contract provided that Michael

could serve such notice where the

buyer failed to validly complete. The

buyer then agreed to proceed and the

sale completed.

LESSONS LEARNED

You should always check a sale and

purchase contract, whether you are the

buyer or seller. Make sure you know

when the boat can be rejected and what

happens to the deposit. Check what

happens if defects are found on survey

and/or sea trial, and if you cannot agree

a reduction in the purchase price, who

is responsible for rectifying them. Other

obligations, rights and liabilities need to

be considered – for instance, if the

contract does not complete, will you be

liable for any losses that the seller/

buyer may have incurred?

It is often worth taking legal advice to

ensure that you understand the terms

of the contract, your rights and

obligations and to ensure that there are

no other terms that can be included to

give you better protection.

Rachel Addinall is a solicitor at

Ashfords LLP in Exeter. She

specialises in marine work including

contracts, collisions and

VAT advice. Contact +44

(0)1392 333985 Email

[email protected]

Illu

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Michael was lucky – some contracts state that the buyer can reject for any reason following sea trial, whether or not it affects its seaworthiness

*Names and boat details have been changed in this story

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THE COSTSServicing (inc labour & VAT)

Pair of Volvo KAD300s

£592 each

Pair of Volvo D6s £577 each

Replacement parts (inc VAT)

KAD300

Raw-water pump £421

Injectors £89 each

Oil cooler £921

Starter motor £721

Alternator £486

D6-310/350/370

Raw-water pump £395

Injectors £310 each (exchange)

Starter motor £655

Alternator £480

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The global economy may

have given a pounding

to the used-boat

marketplace, but one

consequence is that

it has become much

more competitive. These days value

for money is often the key factor

for used boat buyers and second-hand

sportscruisers from some of the

mainstream Italian yards look

exceptionally tempting.

With tantalisingly low prices even on

relatively recent models we decided to

pit two very appealing rivals against

each other.

Cranchi and Sessa combine Italian

style with sporty rides but where one

edges it in the performance stakes, the

other caters brilliantly for guests,

socialising and the odd blast too.

The Cranchi sports a deep-vee

stepped hull, a relatively narrow beam

but only one separate cabin. In

contrast, the beamier Sessa has two

ensuite cabins and more lounging

space. Both are solidly built craft with

more than their fair share of Italian style

even if they lack the prestige of the

better known British brands.

Back in 2004 you could buy a

Cranchi Endurance 41 for a touch over

£150,000 and a Sessa Oyster 42 for

£200,000. Nowadays you can pick up

an early example of these craft from as

little as £120,000.

Our Market Expert Greg CoppEmail: [email protected] to look for aboard the best used boats

USEDBOAT

Italian shoot-out Cranchi and Sessa Ð who wins for superior style and high performance?

Cranchi 41 Endurance

Oyster/C42Sessa

OCTOBER2013 115

BOAT MASTER USEDBOAT

The Cranchi 41 Endurance has a long

and successful history. Starting

production as the 39 Endurance in

1994, it was so popular that there was

an 18-month waiting list after it

launched. In 2004, with a reworked

radar arch and a longer bathing

platform, it became the 41 Endurance.

In total, an impressive 400 39s and 550

41s were built.

Engine configurations

The base engine option was twin 285hp

Volvo KAD300s on DPH sterndrives but

most buyers had the sense to choose

common-rail injected 310hp Volvo D6s.

This option pushed the Endurance to

39 knots when we tested it in

September 2004. From 2006, 330hp

and 350hp D6 engines were on offer

until 2008 when the 370hp D6 was

added until production ceased in 2010.

The Endurance 41 has a genuinely

deep-vee (23º transom deadrise angle)

stepped hull giving an impressive ride

in all but the worst conditions.

Sportsboat pedigree

We took a look at Chris Fleming’s 41 for

this article, on for sale with Salterns at

£169,950. It’s a rare example with the

most powerful 370hp D6s. The hull may

have originally been designed to take

lower-powered engines but it is more

than capable of dealing with the extra

power of the 370hp D6s. Chris says he

can get 41 knots from his boat and finds

that in choppy weather you get a softer

ride at 30 knots rather than at 25 knots.

“It feels faster than it is and you may

need to use the trim tabs to

compensate for uneven loading but it

runs beautifully at 30 knots,” he told us.

In the turns Chris loves the 41’s quick

response and true sportsboat nature.

It’s quite a different beast to the Sessa,

but being one tonne lighter and 1ft

slimmer, not to mention having a

deeper-vee hull and more powerful

engines, that’s hardly surprising.

The Cranchi may top the ride stakes,

but there is a price to pay below decks.

The Sessa’s saloon feels huge in

comparison to the Cranchi’s, and the

Sessa also boasts that second forward

cabin and heads as well as a more

impressive mid cabin. That said, the

Cranchi Endurance is a perfect couple’s

boat offering more than enough space

to relax below with a level of style, fit

and finish on a par with the Sessa. It

only has one heads, though.

The galley is compact but the

storage is more generous than the

Sessa. The cockpit is Med-style, with

wet-bar, griddle and a large sunpad

with garage beneath. Cranchi doesn’t

cut back on details and the garage has

a tender winch as standard.

Like the Sessa, the stainless work is

of a high standard. Guardrails are tall

and chunky yet strangely the spring

cleats are a bit puny and struggle to

cope with the size of warps needed for

an 8-tonne boat. Both boats we looked

at in this test are the same age and

both have untreated teak on the

bathing platform. However, the Cranchi

teak is in noticeably better nick today.

When pitting these two boats against

each other it really is a case of horses

for courses – performance over

accommodation or vice versa. The

Cranchi had an unnaturally low price

when new and that has carried through

to today’s prices, making the 41 one of

the best-value used sportscruisers on

the market – just be sure your needs

are more sports than cruiser.

Contact www.salterns.co.uk


BUILD QUALITY ★★★★

ACCOMMODATION ★★★

PERFORMANCE ★★★★★

OUR VERDICT 85%

BOW THRUSTER

These boats were built with QL

bow thrusters and are prone to

rapid bearing wear. It is worth

having this checked during a

survey. Consider a retro

replacement like Sleipner

STEERING RAMS

Like the Sessa 42, the Cranchi is

fitted with Volvo D6 engines

some early examples of which

suffered from corrosion on the

hydraulic steering rams. This

resulted in fluid loss and power

steering failure. Most will have

been sorted under warranty but

check to make sure

EXHAUST RISERS

Some boats fitted with D6 engines

were recalled to have the exhaust

risers replaced under warranty

due to corrosion. This seems to

have affected both the 350hp and

370hp versions of the engine.

MAIN CABIN DOOR LOCK

We found a boat with a loose

fitting cabin door lock. It can be

pushed snugly back into its

aluminium recess in the door

but ideally needs to be modified

by fitting a better quality lock

Cranchi 41 Endurance

2004 TO 2010 FROM £120,000

SURVEYOR SAIDWhile offering a competitively

priced product, Cranchi has

produced a well-built and

engineered sportscruiser with

attractive lines. The detailing

hasn’t been sacrificed for price

and the structure holds up well in

service. Those that I have surveyed

have come out well. With both the

Sessa Oyster 42 and Cranchi

Endurance 41, service records for

the engines and sterndrives will be

all-important if you are buying

second-hand. High hours on the

sterndrives or poor servicing can

spell trouble so bear this in mind

when making an offer.

Jim Pritchard, Yacht Surveyor

Tel +44 (0)23 8045 5544

Email [email protected]

Website www.jimpritchard.co.uk

INSIDE THE CRANCHI ENDURANCE 41

Plush and stylish but limited in terms of family accommodation below

Good helm and a great driver’s boat

Just one heads with the Cranchi and it’s a tad on the compact side

The mid cabin on the Cranchi will be more than adequate for most couples

Fairly compact below but with deceptively

spacious storage

Though a slimmer boat than the Sessa, the cockpit on the Endurance is still a sociable size

We bought our Cranchi 41 new in

2009 and have clocked up over

250 hours cruising from our berth

at Port Solent. We’ve enjoyed

exploring the South Coast as well

as completing several Channel

crossings to Cherbourg. She is a

great sea boat capable of dealing

with most weather. We have only

ever had to turn back once but

that day the Solent was atrocious.

If we do sell her we will probably

be looking to

buy a Sessa

C43 which will

give us a

second guest

cabin. Chris

Fleming

I BOUGHT ONE

DATA FILEModel Cranchi Endurance 41

Type Single-cabin

four-berth sportscruiser

In build 2004 to 2010

Berths Four

Cabins One

Hull type Planing

RCD category B (for 10 people)

Current value £120,000-plus

Length overall 42ft 6in (12.95m)

Beam 11ft 5in (3.48m)

Draught 2ft 3in (0.69m)

Displacement 6.9 tonnes (dry)

Fuel capacity 172 imp gal (782 litres)

Water capacity 51 imp gal

(230 litres)

Performance 39 knots with

310hp Volvo D6s (MBY test

September 2004)

Cruising range 316 miles at

23 knots with 20% reserve

OCTOBER2013 117


When launched in 2004, the Oyster 42

was one of the biggest sterndriven

sportscruisers money could buy. With

an overall length of 43ft and weighing

8 tonnes (dry) the Volvo DPH drives

have a lot to deal with but, as we found

when we tested it in November 2004, it

works surprisingly well. In 2007 it was

renamed the C42.

Sessa’s sturdy sterndrives

The idea that sticking sterndrives on a

long boat makes for an unresponsive

craft does not always apply. The Sessa

42 is a lively boat to drive, responding

rapidly to steering inputs and leaning

into the turns. Many helmsmen will

enjoy this sporty behaviour but not all.

If you want a more planted feeling,

especially in choppy weather, the

Cranchi may be the boat for you or

failing that a shaftdriven sportscruiser

such as the Fairline Targa 43.

Gary Obee, whose 2008 C42

hardtop is featured in this article, has

kept his boat for several years on the

exposed coast at Eastbourne. He has

made many passages into the

prevailing south westerlies and finds his

boat well suited for this, remarking on

how she rarely ever bangs or rattles.

Gary also finds that the 3.78m beam

gives good stability in beam seas.

When we tested the Oyster 42 we

found that it responds well to having

the legs trimmed in to -2 or -3. Anything

above zero gave a bouncy ride.

Gary’s boat, on sale for £195,000

with Ancasta, is powered by first-

generation common-rail injected 310hp

Volvo D6s, giving around 38 knots.

The first Oyster 42s built between

2004 and 2005 had 285hp Volvo

KAD300s, which were good for around

35 knots. However, it would be wise to

choose a D6 boat, as they offer better

economy. Like many boats with a

tender garage, engine access is less

than perfect. The deck hatch only really

gives you access to the batteries. The

tender has to be removed and the floor

lifted to do proper fluid and filter

checks, while you need to fold down a

panel in front of the engines to check

the belts. The rather crude battery

boxes and less than tidy wiring, on what

is otherwise a well engineered boat,

also smack of a lack of attention to

detail behind-the-scenes.

Accommodation and ergonomics

The cockpit is both stylish and modern-

looking for a boat that was designed a

decade ago. It only has a single helm

seat but the ergonomics are good and

scrimping on a second helm seat gives

more room for the crescent-shaped

seating area and sunpad.

Below decks the Sessa excels. The

joinery is of a high standard and very

sensibly the saloon floor is teak not

carpet. The galley tucked to starboard

looks the part but lacks storage. In

reality, though, does this really matter

in a 42ft sportscruiser primarily bought

for day or possibly weekend cruising?

The forward cabin, though blessed

with ensuite access to the day heads

and a great deal more privacy than the

Cranchi, barely has room for guests to

get dressed at the foot of the bed.

However, when you open the door to

the palatial mid cabin all is forgotten,

especially when you discover its ensuite

tucked discreetly in the port quarter.

The Oyster 42/C42 has a good turn

of pace and gives a lot more in

accommodation terms than most in

this class of sportscruiser. Add in a

good standard of fit and finish and

buyer-friendly price tag and you have

an exciting, practical and user-friendly

boat brimming with Italian style.

Contact www.ancasta.com

VALUE ★★★★

BUILD QUALITY ★★★★

ACCOMMODATION ★★★★★

PERFORMANCE ★★★★

OUR VERDICT 85%

TEAK DECKING

Teak decking has been a

problem on some early boats.

The black caulking can melt

which results in smears on the

teak and there have been cases

of long-term water ingress

TIRED BATTERIES

The Sessa OY42 has fairly small

batteries in relation to the size

of its engines. Consider the age

of the batteries and factor in the

cost of upgrading to bigger

batteries for peace of mind

STEERING RAMS

The boat we looked at had had its

steering rams replaced due to

faulty gaiters causing corrosion

and hydraulic fluid loss. Most

boats will have had this sorted

under warranty but check the

boat’s history

WATER INGRESS UNDER

BATHING PLATFORM

We heard of one boat suffering

mild water ingress under the

bathing platform due to a leak

between the hull and topside

moulding. This can be remedied

but should be looked at when

ashore for survey

Sessa Oyster 422004 TO 2008 FROM £140,000

SURVEYOR SAIDThe Sessa Oyster 42 is an

attractively finished sportscruiser,

offering comparatively big volume

accommodation. However, this

is achieved at the cost of reduced

performance and sea-riding

qualities compared with the

Cranchi Endurance 41. The

structure and glassfibre

mouldings are built to a good

standard, and the furniture is very

nicely made. However, some of

the out of sight detailing could

be improved. With regular

maintenance and care the Sessa

Oyster 42 should provide many

years of sound and reliable

service. Jim Pritchard

INSIDE THE SESSA 42

A well stacked helm with good ergonomics

but seating for just one

The galley, though not huge, is larger than on the Cranchi

The half-moon seating and teak-fronted wet-bar

are a neat Italian touch

In contrast to the Cranchi, the Sessa has plenty of headroom throughout the saloon

The berth is long enough for most but there is limited standing area

The impressively large mid cabin has an equally generous offset berth

One of two good-sized ensuite heads compartments

We bought our Sessa 42 back in

2010. Since then we have often

cruised from our berth at

Eastbourne to the Solent. We are

the second owners but might as

well be the first as she was, and

still is, like new. She is powered by

twin 310hp Volvo D6s with DPH

sterndrives, making her good for

38 knots with a clean bottom on a

good day. Normally we cruise at

22 knots at around 2,300rpm,

making for very economical

cruising. The only real problems

we have had were the gauge on

the grey water

tank getting

stuck and water

ingress under

the bathing

platform.

Gary Obee

I BOUGHT ONE

DATA FILEModel Sessa Oyster 42/C42

Type Twin-cabin four-berth

sportscruiser

In build 2004 to 2008

Berths 4 Cabins 2

Hull type Planing

RCD category B (for 12 people)

Current value from £140,000

Length overall 43ft 1in (13.12m)

Beam 12ft 5in (3.78m)

Draught 3ft 3in (1.0m)

Displacement 7.9 tonnes (dry)

Fuel capacity 154 imp gal

(700 litres)

Water capacity 51 imp gal

(230 litres)

Performance 34.8 knots with

285hp Volvo KAD300s

(MBY test November 2004)

Cruising range 210 miles at 25

knots with 20% reserve

OCTOBER2013 119


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150 OCTOBER2013

The Round Britain Powerboat Race

of 1984 was a significant event. It

pitched the top Italian

powerboaters against the might

of British racing. It turned out to

be a bit of a hare and tortoise race

with the fastest raceboats all

suffering from mechanical failure

of one sort or another while a certain big diesel-

powered boat just kept plugging away.

Offshore racer Fabio Buzzi was a late entry into the

race with sponsorship from Iveco, now FPT engines.

White Iveco was powered by four of Iveco’s new 6-litre

diesels and in the early stages of the race the nine-

tonne weight of this boat gave it an advantage in the

rough seas and it took the lead.

When conditions calmed down the more powerful

raceboats took over but White Iveco kept going with

no mechanical problems and by the time the racers

arrived in Ramsgate ready for the last leg back to

Portsmouth she had a lead of just over one hour. All

White Iveco and Buzzi needed to do was finish that

last leg and she had won the race overall.

It was standard practice to lift the boat from the

water at each stop to check the hull and drives, but

things did not go to plan. “I was busy changing my

trousers,” recalls Buzzi. “I heard a crashing sound and

DAG PIKE: My navigator duties in 1984’s Round Britain Race extended to include an all-night repair session after our boat was dropped on the harbour wall

A crane dropped our boat I’LL NEVER FORGET THE DAY...

Many racers would have taken it easy and just planned to reach the fi nish, but that wasn’t Buzzi’s style

White Iveco was dropped from a crane on Ramsgate’s sea wall

EMAIL US YOUR STORY. WE’LL PAY £100

FOR ANY WE USE! [email protected]

everybody yelling. I raced outside to see White Iveco

on the ground, teetering dangerously on the harbour

sea wall. It was hanging from a crane, the front wheels

of which were ten metres above the ground!

“The crane driver had extended the boom too far

and overloaded it. In some ways it was lucky that when

falling, the boat had impacted on a big quayside

bollard. This pierced the bottom of the boat and

prevented the whole lot – boat, crane and driver –

from falling in the water,” Buzzi remembers.

It looked like Buzzi’s race was run and the other

competitors were in agreement that White Iveco had

won overall at Ramsgate and the last leg would not

count. Buzzi and his team thought otherwise. With

help and support from everyone involved in the race,

White Iveco was taken to a shed, the front pair of

engines stripped out and repair work started.

The team worked all night, fitting metre-square

aluminium plates and fabrications inside and out and

holding it all together with 80 heavy-duty bolts and

lashings of extra laminate. By 8am the patched-up

boat was ready for a sea trial and Buzzi reported the

boat ready to race for the 10am start. Many racers

would have taken it easy, and just planned to reach the

finish line but that wasn’t Buzzi’s style.

“Once we started racing I threw caution to the wind,”

explains Buzzi. “In violation of every rule of logic we set

off at full throttle in 3-4ft seas checking for water

inside the boat all the time. We had one plan; to go out

and enjoy that last leg with fierce side-by-side racing,

reaching speeds of 87mph. To conduct this last leg at

anything less than full speed and without our usual

enthusiasm would have been unbearably boring.”

White Iveco crossed the finish line at Portsmouth six

minutes in front of the next boat and the race was won.

It was a triumph in the face of adversity and has gone

down in racing folklore. It also must count as one of the

best bits of short-term boat repair work ever done.

Buzzi was not quite so lucky on the third Round

Britain in 2008 when driving Red FPT. He hit the

underwater barrier off Portsmouth and damaged his

rudder and drives. He had to retire, leaving his

teammates in the slower Blue FPT to take the race.

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