SAILING TODAY PREVIEW

PRACTICAL BUYERS’ GUIDE

18 TENDERS 18 TENDERS 18 TENDERS TESTED TO NEAR DESTRUCTION

2.2 - 2.5M INFLATABLES2.22.2-2.2.55M M 5M 55M 5 IINNINIINI FFNFNNFN LLFLFFLF AATTAATATTAT BBLLBLBBLB EESSESEESE2.2 - 2.5M INFLATABLES

NAVIGATION APPS, DECK GEAR, VARNISH ALTERNATIVES, SAILING SHOES

SAILING TODAY ISSUE 171 JULY 2011 W

WW

.SAILINGTODAY.CO.UK HEAVING-TO • USED BOSTRÖ

M 31 • NEW

LEGEND e36 • 2.2-2.5M TENDERS REVIEW

ED • BUYERS’ GUIDE - AGM BATTERIES • M

Y MARINA - W

INDERMERE M

ARINA VILLAGE • 24 PAGES OF CRUISING

WWW.SAILINGTODAY.CO.UKJULY 2011 £4.10

STEP BY STEP GUIDE TO BEATING THE DREADED DROOP

THE MUST HAVE SKILL FOR ALL SAILORS

HEADLINING FIXESHEADLINING FIXESHEADLINING FIXESHEADLINING FIXES

HEAVING-TO

GROUP TEST

WHALE PUMPSWORTH £1000

GEAR ON TEST

CRUISING TALESFROM BRAZIL TO INDIAVIA GRANADA AND CUMBRIA

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PUBLISHING

WHALE PUMPSWORTH £1000

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AGM BATTERIESAGM BATTERIESAGM BATTERIESLOW MAINTENANCE

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USED BOSTRÖM 31NEW LEGEND e36

MELLOWUSED BOSTRÖM 31

MELLOWYELLOW

BOAT TESTS

ST171 COVER_FINAL_R.indd 1 17/05/2011 16:00

Contents

VASCO DA GAMA The final leg to Goa.76

july 2011 Issue 171

82GRENADA Chartering in the

Windward Islands.

Ph

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ja

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fu

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ng

24 pages of cruising

72 Windermere Marina Village.

My MARINA

Win Whale pumps! p106

www.sailingtoday.co.ukwww.sailingtoday.co.uk04 Sailing Today July 2011

90 TRANSATlANTIC TO BRAZIl with a 23-footer.

98 BENETEAU CRUISE Cross Channel tips.

July 2011 Sailing Today 05

This month

GROUP TEST 2.2-2.5m tenders.

32GEAR ON TEST Deck gear through to antifouling.

PRACTICAl Replacing a baggy headlining.

Missed a copy? Call 01442 820580

48

110

Books p24

News AND viewsSailing news 6

Readers’ letters 12

View from the RYA 16

Riding light 146

GeAR AND eQUiPMeNTBooks 24

Just in 26

Gear on test 32

Buyer’s guide: Batteries 42

Group test: 2.2-2.5m inflatable tenders 48

BOATsUsed boat test: Boström 31 58

New boat test: Legend e36 64

CRUisiNGMy MARINA Windermere Marina Village 72

Vasco Da Gama – The final chapter 76

Charter in Grenada 82

Yarmouth 23 to Brazil 90

Beneteau Cruise 98

seAMANsHiPHeaving To 102

Weatherclass 108

PRACTiCALRefurbish your headlining 110

Q&As with Nick Vass 114

WIN! WIN! WIN!Old Pulteney 12-year old whisky 12

Pair of Barton’s maxi ‘K’ cam cleats 14

Whale bilge pumps 106

sUBsCRiBe AND sAve! 70

www.sailingtoday.co.uk

SailingNEWS

06 Sailing Today July 2011

One of the truly iconic cruising yachts of the modern era will enter her fourth decade of production in style.

The Contessa 32 Association has a whole raft of events lined up in June to mark the progress of the elegant 32 into middle age.

Designed by David Sadler in collaboration with Jeremy Rogers, back in 1970, the first pair of 32s, Red Herring and

Contessa Catherine, were launched in 1971 and the pair proved an instant success, marrying sleek, seakindly lines with a good level of cruising comfort, and orders immediately came flooding in.

Since then, the boat has endured a bumpy ride at times,

with the company going into receivership in the 1980s, yet 40 years on, Rogers’ workshop continues to produce the 32, with the latest, Tehani, launched on 4 May.

To mark the occasion, the Contessa Association is running a range of different events over the weekend of 18 June in Lymington, the birthplace of the Contessa.

Highlights will include a dinner dance, hog roast and parade of sail. Any Contessas from outside the Solent area (Poole to Chichester) will be offered one night’s free berthing in Lymington.

The event has real significance

for Jeremy Rogers, who can reflect on 40 years of building what is now firmly established as a modern classic.

He said: “In 1971 when we built the first Contessa 32s it never occurred to us that we’d still be building them 40 years later. These beautiful boats

have never really gone out of fashion and we have two new ones in build right now, adding to the 650 or so already afloat.

“Contessa 32s have been everywhere and done everything and when they get a little tired we update them.

“They just get better and better, so there’s no reason to doubt that they’ll still be going strong in another 40 years.”

For further details and information, contact the Contessa 32 Class Association on: 07841 352938 or email [email protected].

Fantastic at 40: contessa 32 reaches middle age

BeachcomBers Find dangerous shellThe MCA has warned boaters in the Northeast to keep an eye out for unex-ploded ordnance after being called out to deal with an old WWII shell that was discovered on the beach at Goswick Sands, near Holy Island, on 1 May.

The shell was detonated by the Bomb Disposal team the following day. An MCA spokesman said: “If you find an object on the beach that you are not sure about, do not touch it. Make a mental note of where it is and contact the Coastguard on ‘999’ immediately.”

coastwatch changeoverIt’s all change at the National Coastwatch Institution (NCI) following the announcement that the voluntary organisation, dedicated to providing an eagle eye along the coastline, has appointed Alan Richards as Chairman.

Stepping in to the hot seat, Mr Richards said: “As a comparatively young organistion, the NCI has already come a long way since it was first established in 1994. We now operate 44 lookout stations with more in the pipeline and I am excited to be taking up the challenge of steering the charity forward at this stage of its development.”

twelve Fingers lost in winch accidentWinch manufacturer Lewmar has issued a warning over the dangers of using self-tailing winches to hoist people up the mast, after a winching accident caused carnage in Jolly Harbour, Antigua.The incident left a crew member with a severed hand, while a rescuer lost a further seven fingers. The accident seems to have initially stemmed from a riding turn on the winch. Lewmar’s notice states: “Under no circumstances should any self-tailing winch be used in self-tailing mode for any lifting operation; suitable and adequate manual tailing should be arranged.”

raiders oF the lost arcA multinational fleet has sailed from the Caribbean and USA to Bermuda, ready to sail across the Atlantic west to east with ARC Europe. 77 sailors on 19 yachts will be sailing to Bermuda, then cruising the Azores archipelago before heading for Lagos in Portugal.

The main fleet started from the British Virgin Islands and the second fleet started from Hampton, Virginia. The two fleets will rendezvous in Bermuda to prepare for the 1800nm mile Atlantic passage to the Azores.

News briefs

Send your stories to [email protected]


Bembridge Harbour Trust is looking to secure the future of the harbour for the local people after the current owners went into receivership.

The future of the pretty little harbour on the Isle of Wight has been the subject of much speculation since the previous owners, the Bembridge Harbour Inprovement Company went into receivership in April.

This has paved the way for a bid by the Trust, which has previously had three offers turned down after they fell short of the £3m asking price.

The Bembridge Harbour Improvement Company took ownership of the harbour in the 1960s and initially put it up for sale as a going concern in 2009. At the time, the agents in charge of the sale reported a ‘healthy profit’ on the £600,000 annual turnover.

Chairman of the Trustees, Michael MacInnes, said: “We now have a marvellous opportunity finally to buy the harbour and, if we are successful, put right years of neglect that threaten the future of the harbour as a ‘working’ harbour for sailors, fishermen and marine businesses alike.

“We are ready to take on this responsibility for the benefit of everybody who enjoys the harbour for its sailing, wildlife, angling, walking or

as one of the Isle of Wight’s major tourist and recreational amenities.”

Mr MacInnes believes that the new owner of the harbour will have to spend in the region of £0.5m for dredging the harbour, as this has not been done for eight years. He also stated that he believed other remedial work will have to be carried out on the pontoons, the quay walls and visiting sailors’ amenities, which he estimated would add considerable cost.

It may be warm out on the water, but the potential price you could pay by not bothering to put on your lifejacket has been underlined by an expert panel comprising the main maritime authorities.

According to their findings, 86 deaths at sea between 2007 and 2010 could have been avoided if the person or persons involved had been wearing a lifejacket or buoyancy aid.

The expert panel, consisting of experts from the MCA, RNLI, MAIB, academics from Portsmouth University and representatives from the lifejacket industry, said commercial fishermen, anglers and leisure boaters were at the top of the list of

people whose deaths could have been avoided.

In addition to this, the panel estimated that in 2010 alone, of the 35 maritime deaths where the wearing of lifejackets would have been appropriate, 21 deaths might have been prevented with the proper use

of lifejackets or buoyancy aids.The MCA’s Roly McKie

said: “I hope that this information will help to encourage more sea users to wear a lifejacket or buoyancy aid. As a result of this review, we are encouraging more commercial fishermen and other groups to wear personal flotation devices.

“A lifejacket is useless unless worn. Use your lifejacket’s crotch straps and, if possible, choose a lifejacket that has a spray hood, light and whistle. Remember to check your lifejackets regularly and make sure that they are functioning fully.”

For lifejacket maintenance advice, see the Sea Safety section of the RNLI website. www.rnli.org.uk.

rnli dinner rudely interrupted By Blaze Just as the great and the good of the RNLI were laying in to the port and cheese at Poole Lifeboat Station’s annual presentation dinner on 6 May, they were interrupted as the inshore and all-weather lifeboat crews were called to Poole Quay, where a 34m Sunseeker was on fire.

The crew of the all-weather lifeboat immediately attached a tow to another Sunseeker that was moored right alongside the boat on fire. They swiftly towed it clear to the safety of nearby Dolphin Haven.

Six fire engines and local all-weather and inshore RNLI lifeboats battled a blaze that engulfed the 34m £9 million Sunseeker, which was about to be delivered to Mexico.

trouBle oFF tarBertThe power and unpredictability of the Irish Sea was rammed home to a pair of sailors who had to be rescued from their yacht off the coast of Jura on 30 April.

The crew had lost their forward hatch and were experiencing strong winds and rough seas, which necessitated bailing water out of the forward cabin. The yacht was north of the entrance to Loch Tarbert and towed into port by an RNLI lifeboat.

An MCA spokesman said: “We were very fortunate to receive their mobile phone call as communications in this area are notoriously difficult.

“We would like to remind boat users to always ensure they are properly prepared when going out in their boat and to monitor the weather and not get caught out.”

grecian earnA number of government owned marinas in Greece are set to be included in a massive fire sale of state assets being prepared by the beleaguered Mediterranean country.

Greece hopes to raise £50 billion by selling state owned assets by 2015.

power to the people: locals Bid to Buy BemBridge harBour

lack of lifejackets leads to greater loss of life

News briefs


OriginsTogether with a rapidly expanding chunk of marine equipment manufacture, the majority of dinghies we tested were made in China. Not that this necessarily has

any significance for build quality any more, because many Chinese

manufacturing plants often equal or even exceed

the standards of

their European competitors these days. The reason their goods are usually marketed at a price some 30 per cent lower than EU built products is pretty much entirely down to lower labour costs, although their vast purchasing power also means they can buy the raw materials at extremely competitive prices to start with.

MaterialsThis must be the fifth or sixth time I have

taken a large number of inflatable dinghies out on the

water to test during the past 20 years, but this is the first time that the group hasn’t included one from UK company Avon. Since their purchase by ZMP (Zodiac Marine Pool), the Avon brand now only comprises RIBs, leaving the French arm, Zodiac, to carry on the tradition of producing ‘rubadubs’.

The closing of Dupont’s elastomer plant in the USA and the demise of the good old Redcrest, Redstart and other well loved Avon models means that there are now very few inflatable dinghies made from Hypalon (a superior, but expensive synthetic rubber

One of the most important pieces of equipment a cruising yacht will have on board is her tender and the most popular type is undoubtedly the ubiquitous inflatable dinghy. Duncan Kent and the ST team took 18 of the smaller – ‘pack into a cockpit locker’ – size inflatables between 2.2m and 2.5m in length and put them through their paces on the water.

grOup TeST

tenders on test

bombard • excel • honda • lodestar • plastimo • quicksilver • seaGo • sun sport • tetra • waveline • zodiac • bombard •

2.2m-2.5m inflatableSTTips

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STTips

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Oars and rowlocksI know that a large majority of dinghies will rarely ever be rowed these days, but one fairly universal complaint amongst our testers about pretty much all the dinghies in the trial was that their oars (paddles) were too short. While we understand the complexities of getting the ergonomics correct for it to be rowed and motored equally effectively, some have still got the basics wrong. The most common problem usually being that the rower cannot lift the blades out for the return stroke because his legs or knees are in the way. This, and ease of stowage, are probably the reason for the short oars – but some manage a better compromise than others.

The other problem that affects rowing ability is getting the distance from the thwart to the transom just right. Too short and the rower’s legs are too high and foul the oars. Too long and he can’t push against the transom to counter the

pull on the oars. Thankfully, some of manufacturers have come up with a moveable seat that can be adjusted to suit rowers of all sizes. Even the

older style inflatable seats perform better than a fixed position thwart, because they can be moved to suit.

Most dinghies now seem to incorporate fixed or ‘captive’ rowlocks, which hold the oar to the dinghy tubes – either by means of a large bolt attached to the dinghy or by a ‘twist-to-lock’ spigot

on the oar itself. While this forces you to row in an odd fashion, it does mean they don’t pop out and go overboard when

you’re docking. Annoyingly, though, it also means you have to sit on them if you’re motoring

and sitting out on the tubes, which is none too comfy.

Floors and keelsThere are two basic types of floor to be found on small inflatables these days. The roll-up type, slatted floors where the floor is stiffened by inserting ‘planks’ into slots in the floor moulding works well in most cases, but the inflatable floor is the way we believe most will go in the future. Slats

are cheaper for sure, but also heavier and more cumbersome, and make it a bit more difficult to clean.

Both save a great deal of faffing about

2.2-2.5m inflatable tenDers

bombard • excel • honda • lodestar • plastimo • quicksilver • seaGo • sun sport • tetra • waveline • zodiac • bombard •

features

compound) at all. Virtually all are now constructed using advanced plastics such as PVC and many are actually ‘heat welded’, rather than glued.

PVC and some of the other plastics used are not as resistant to the sun’s UV rays as was Hypalon, so unless you protect them

with a cover, or pack them away in a locker when you’re not using them, you’ll probably end up replacing them after five years or so – as opposed to the 20 years or more you could often get from a well cared for Hypalon-built tender.

The advantages of plastic tubes, however,

is that they’re quicker and easier to manufacture and thus considerably cheaper than their Hypalon equivalent.

STTips

STFacts

STTips

YourTips

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VideoST

10 tips on what to watch out for

floor type – flat or fat?

Flat floor/keel – easy storage, not so good handling. Inflatable floor – bulky, but better performance.

oars/paddles

Some are too short and badly positioned.

carrying handles

Look for positioning of carrying handles.

overall weight

Weight makes a difference for lifting and stowage.

lifelines

Does it have lifelines? The more the better!

painters

A small thing, but does it come with one?

towing rings

Are towing points well reinforced?

seating

Is it adjustable, if not can you row?

tubes

Bigger diameter tubes are better.

pumps

Does it come with a high volume pump?


Swedish boatbuilders have long garnered a reputation for producing high quality yachts at premium prices, but when it comes to cost, this Boström 31 breaks the mould. Sam Jefferson tests this obscure design to see if she measures up to her Scandinavian sisters.

Listing Scandinavian yachts can almost seem like reciting some kind of yachting roll of honour: Swan, Hallberg-Rassy, Najad, the very names ooze pedigree... But Boström? Drop that name into a conversation with most yachties and all you’re going to get is a blank look.

Though Boströms were not imported new into the UK, a cursory trawl of the web, reveals several of these boats up for sale on brokerage throughout Europe, all at very

tempting prices for a 31-footer. ‘A lot of boat for your money’ to use yacht brokers’ parlance. It was time to take a closer look.

The Boström 31 came from the design board of Bruno Boström in 1970, he had previously designed the smaller Minette and later developed the Boström 37. The 31 was a derivative of an earlier design called the Markant, which despite posessing sleek and elegant lines, apparently didn’t handle that well. A few tweaks were made to the

design and the underwater profile, which led to successes in local regattas and Bruno Boström was on to a winner. The boat went into production.

Aimed at the budget end of the market, it appears that the boats were designed to be fitted out at home, so there are many variants on the layout and also many different levels of finish. I believe that some of the later designs were fully fitted out by a professional boatbuilder, Lars Grandisson.

USED boaT TEST

Mellow Yellow


Boström 31

Over 1,000 Boströms were built in Sweden during the 70s and such was their success that Star Boats, a Danish Company, bought the mould and started building their own version, which was known as the B-31 In 1978 a variation, the B-31 MkII, was introduced, featuring more headroom and a roomier cockpit. Production ended in 1988.

This is only a potted history and if anyone has more on the Boström, we’d be happy hear from you.

Mellow Yellow

About the ownerJames Wilkinson is a police sergeant who works in the dog handling unit for Hampshire Constabulary. He got into sailing through his father, who has been pottering about on boats of all kinds for most of his life. He purchased Viktoria last autumn in lieu of his dream boat, a Westerly Fulmar, because she seemed like too good an opportunity to miss at the price. However, before he was even able to take her sailing, a suitably priced Fulmar came on to the market and Viktoria was back up for sale. You can find out more by going to Michael Schmidt and Partner www.michaelschmidt.co.uk 02380 455714.

Phot

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NEW boaT TEST

Sailplan and Layout

Boat tests rarely surprise. You look at the lines, glance at the rig, flick through the brochure and use your knowledge of a builder’s previous boats. It all gives you a good idea of what to expect when you get out on the water.

I thought I had the Legend e36 fairly well appraised from the dockside. She was another in the line of American designs built for the US market (and known as Hunter everywhere but the UK). That means a big cockpit with little or no wood – easy to clean and more resistant to the glare of the Florida sun than teak. The B&R rig with large spreaders and no backstay was similar to its predecessor, the 356. Down below there were plenty of creature comforts for the boat-proud owner.

‘People buy for the comfort,’ explained the dealer. ‘They’re also buying into the lifestyle.’ That lifestyle is epitomised by the Legend Owners Association, a passionate group of people who love

their boats and enjoy a busy sailing and social calendar. Legend owners are incredibly loyal to the brand, and while they’re far from unique in this, it is usually the more expensive yachts that command such loyalty.

It was when we hoisted sail that the surprise came: this beamy cruiser seemed to leap forward as the sails were sheeted in. I was genuinely astounded. She’s no speed machine but her response showed that the designers have succeeded in their goal of creating a faster hull. In fact they’ve gone as far as offering a heavier deep keel and larger sail plan as part of a Performance Package for those who really fancy life in the fast lane. The test boat was kitted out with what the majority of buyers will

opt for: in-mast furling and twin keels – making her turn of pace all the more admirable. There are further options for shoal and standard deep keels – but as the wind built to Force 6, I wondered how those twin keels would cope…

The American builder best known for comfy cruisers has gone for a new look,layout and even a performance version of its 36-footer. Miles Kendall wassurprised by what he found. Photos Rod Lewis

born in the USA

Caught on camera: Legend e36 boat testCreated by our media partners Yachting TV, this web video, and others like it coming soon, will give you a real insight into the sights and

sounds of an ST boat test.

Visit www.sailingtoday.co.uk to view this test.Visit www.yachtingtv.co.uk for this and more

sailing cruising videos.


Legend e36

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STTips

STFacts

STTips

YourTips

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With forks of lightning cutting jagged rips in the night we had nowhere to run. The dark clouds had built up quickly. Earlier in the day we had noticed far fewer fishing boats than usual. We checked the weather reports: no storms forecast. In these unpredictable waters it was too dark and dangerous to run for shelter. There was nothing for it but to

Pirates, gear failure and beautiful cruising: all of these have been part of Liz Cleere and Jamie Furlong’s tortuous trip from Turkey to India as part of the Vasco da Gama rally. Now they’ve reached the end of the line.


cruiSing

to paradise......the end of the line

Welcome


Vasco Da gama Rally

>>


Being able to stop our boat whenever we want is a very important skill to have under the belt. Duncan Wells takes us through heaving to.PHOTOS: Guy Foan and Duncan Wells

SeamanShip

The BeauTy of heaving to

WhaT iS heaving To?“To lay a sailing ship on the wind with her helm a-lee and her sails shortened and so trimmed that as she comes up to the wind she will fall off again on the same tack and thus make no headway.”

heaving to

When do We heave To? Any time we want to stop the boat in the water. Heaving to is also one of the tactics we can use in heavy weather. In fact in very strong winds it may be our survival strategy, but there are many other occasions when heaving to is very useful. As long as I am out of the way of traffic and with enough sea room, I will heave to and stop for lunch Pic 1. I will heave to if things are getting out of hand and I need to settle the boat down. Also, heaving to is step one in our man overboard recovery procedure. When the boat goes into the heave to position (lies hove to), much of the bustle and dramas of the moments before disappear. She settles and calm descends. It is the best thing to do to buy a little time and have a moment to think about things.

hoW do We heave To? You don’t need to shorten sail. If the wind is light, simply tack without touching the headsail sheets Pic 2. Leave the leeward sheet as is and, once the bow goes through the wind, the headsail will be backed Pic 3. With the helm 20 to 40° a’lee, depending on hull, rig and displacement, the mainsail will power up, the boat will try to drive to

windward and, as it does so, the backed headsail will turn the bow away again and the boat will remain stationary or very nearly so. Every boat will require adjustment of the sails, the amount of sail, the angle of the rudder and so forth to bring her to a stop. And if she does make any way while hove to, this is known as fore-reaching. Once we have balanced the boat in the heave to position we should lash the tiller Pic 4 or helm Pic 5, or lock it off.

In strong winds of 30kn or more, where one will probably have a triple reef in the main or a trysail and a storm jib set, the boat may well have sufficient windage in her topsides, furled headsail and the like, that one can heave to without any headsail set at all. We would drop the storm jib, then tack the boat and put the helm down about 20° and she should stop.

Boats with different hull and keel configurations heave to in different ways. At one end of the scale we have heavy displacement boats with long keels and a good deep forefoot (the point where the stem is joined to the forward end of the keel), which heave to in a very well mannered fashion. At the other end of the scale are some boats with a very shallow


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heaving to

3

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1: Hove to on a quiet stretch of water for a spot of lunch.

2 & 3: Different hull and keel configurations heave to in different ways. In the case of this Hallberg-Rassy 352, her displacement and underwater profile lend themselves to hassle free heaving to in most conditions.

4 & 5: Different methods for lashing your tiller or wheel.

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