Sie sind auf Seite 1von 154





It wins the space race but how does it perform?

IDE to the
best new b


We moved our Swift Trawler 34

from the Solent to Portugal

Dutch dream

Making the most of a two-season

stay in this boating paradise

Scilly Isles adventure

A late season dash to the UKs prettiest cruising ground

Marine mortgages

Does it make sense to buy now and pay later?



     #     !    $     
                          " " $   " 
"  "
 $           "  
    "    "
    $ !   



Magazine Office
Motor Boat & Yachting, iPc Media, Blue fin Building,
110 Southwark Street, London Se1 0SU.
iSSn: 770027 178204. Published monthly.
Tel: +44 (0)20 3148 4651 fax: +44 (0)20 3148 8127
email: Website:
Editor Hugo andreae +44 (0)20 3148 4651
Deputy Editor Stewart campbell +44 (0)20 3148 4647
Production Editor chantal Borciani +44 (0)20 3148 4646
Boat Test Editor Jack Haines +44 (0)20 3148 4648
Art Editor neil Singleton +44 (0)20 31484642
Technical Writer greg copp +44 (0)20 3148 4649
Chief Photographer Lester Mccarthy
Editorial Artist Maggie nelson
Technical Contributor David Marsh
Custom Yacht Contributor alan Harper

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

classied advertising
Private Craft for Sale
+44 (0)20 3148 2767
Advertising Manager
Paula-Jayne Mitchell +44 (0)20 3148 2512
Display advertising and Trade enquiries only
Tel: +44 (0)20 3148 4900 fax: +44 (0)20 3148 8523
Advertisement Manager Michael Wills
Senior Sales Executive Bess cullis
Senior Sales Executive Ben Leek
Sales Executive Robert Hudson
Production Supervisor Paul Quieros
+44 (0)20 3148 4903
Production Manager Becky Singleton
Leaets and inserts
Tel: +44 (0)20 3148 3710
cerie Mcgee Tel: +44 (0)20 3148 5476
Overseas advertisement Ofces
Italy: 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.
Publishing Team
Publishing Director Simon Owen +44 (0)20 3148 4280
Publisher Steve Kendall +44 (0)20 3148 4281
Head of Marketing Richard Shead
+44 (0)20 3148 4283
HOW TO SUBScRiBe see p66 for special offers
Subscription enquiries and overseas orders:
iPc Subscriptions, PO Box 272, Haywards Heath, West
Sussex RH16 3fS, UK. Tel: (0)330 333 0233.
email: 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 0848
Subscription 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 difculty 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.

On Twitter

On Facebook


Now & SAVe
see Page 66

To Europes best motor boat magazine

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 thats 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 theres no guarantee that Broom could have
cured Sealines woes (and Hanse may yet do a ne job of
it) but judging from what Brooms management team has
achieved over the last few years, im inclined to think it
might have. in 2010 Broom sold four new boats, this year
its on course to sell 25 thanks to a revitalised range of
coupes and aft-cabin cruisers in the crucial 30-40ft range.
its 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 cant 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 havent seen how radically the interiors of
Brooms boats have changed over the last few years, have
a look on board one at the forthcoming Southampton
Boat Show. and while youre there drop by the
MBY stand to pick up a discounted
subscription to the mag or turn to
p66 for the same great deal.

In 2010 Broom sold four

new boats, this year its on
course to sell 25 thanks to a
revitalised range of 30-40ft

the best videos with this issue

iPad & tablet subscriptions:

Back copies
Tel: +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 MBY
chris Lynn. Tel: +44 (0)20 3148 3498.
cover: Lester Mccarthy

PRinCEss V48 Jack Haines takes

the helm of Princesss latest
sensation and shows you around
that amazing new
interior the
owners cabin will
blow you away!

wiRElEss kill CORd Hugo

explains how Coast Keys clever new
remote control kill cord works and
puts it to the test by
falling overboard
with the engine

COnTEsT 52MC This yard makes

some of the best sailing yachts on
the planet and its rst ever motor
boat is pretty
special too check
out how it slices
through the chop!



The boats, the places, the people and their stories


The must-have guide to this years
Southampton show including Sunseekers 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.


The first Princess built from the hull up for IPS.
The installation is sublime, the finish
classically Princess, but how does she drive?


The first foray into motor boat manufacturing
for this legendary sailing marque, and what a
first impression it makes!


The floating tender dock that had our
writer cooing over this luxury cruiser

42 Princesss remarkable new V48 sets new standards for space and light and sublime master cabins

Want to know the best-riding hull in the
40-50ft range? Our experts have the answers

A review of Volvos new engines, nav systems
and interceptor trim tabs, plus small-scale
thrusters and Cabrio RIBs.


78 Ferretti: floating docks and more

58 Wow! Contests first motor boat

Russian sat nav setback; Navico vs

Raymarine; black-box Dragonfly


Sunglasses special plus Coast Key wireless
kill cord and Henri Lloyd Dri Holdall



Boat test editor Jack Haines finds cheaper

berths and sunny weather when his family
move their 34-footer from the UK to Portugal


68 Cruising to the Scillies in a 48-footer

All you need to know about boat mortgages

and financing your dream boat


When can you reject a boat?


Italian style and performance at its best:
Cranchi 41 Endurance and Sessas 42

115 Cranchi 41 Endurance vs Sessa 42

20 A look at all this years stars of Southampton


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


76 Chichester Marina: a South Coast gem

During this years 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!


Chichester Marina offers boat owners first-rate
facilities, a brand new boatyard complex and a
wealth of cruising options on the doorstep

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.

104 Jack Haines moves his Trawler 34 to Faro

92 Reviewing Volvos new nav systems


Big picture
MBY investigates... kill cords
Cumberlidge on cruising
Testing times
Postcards from a small island
Murphys Law
Your MBY
Ill never forget the day...

108 Finance explained

100 Top shades on test




$=,087 <$&+76 ,1752'8&(6 <28

72 7+( :25/' 2) 7+( 0$*(//$12 &2//(&7,21



!!& & *&*'    , &.  
* &   !'& +   $ % "/#,+ /(/ /(/  - % "/#,+ /(/ /(
&&$""$$ #!#'  !$ ""$$ #!#'   


The image that really rocked our boat this month

big picture

Driver walks away from hydroplane ip

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 wasnt
damaged in the crash. Ever wanted to experience taking off in
a powerboat? Take a look here:


photos: AP Photo/Bill Fundaro

Up, up
and away!

The key boating stories you need to read

Edited by
Stewart Campbell

Broom picks up Sealine T50

Norfolk companys 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 Richardsons Boating Holidays.
Sealines 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 Germanys
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 yards MD, Mark Garner, said he
attempted to buy the whole Sealine
operation with a view to running it as a

Brooms (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
UKs oldest motor boat builder.

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
Sealines 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

Broom MD Mark Garner bid for

the whole of Sealine

by Tridec Management, of which

Selwyn Isakow, founder and CEO of
Oxford, is the chairman.
At the time of Sealines collapse,
around 11 million remained owing
to the firms 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 MBYs requests for
further clarification.
Despite losing out on buying
Sealine, Brooms 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
Brooms Norfolk yard,
with an expected
launch in early 2015.
The Sealine T50 is now a Broom
50, but will look very different
when it emerges from the
Norfolk yards sheds in 2015


Back off Brussels!
UK government says
no to red diesel law P12

Teak price to rise
Burma bans all
exports of wood P14

Kill cords: part 2
What do the companies
say about safety? P16

MBY boat wins series!

Victory for MBY Allam Marine in Powerboat P1

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
weekends 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

Andy Biddle and Tracy Blumenstein

points clear at the top of the table.

It feels awesome to win, Biddle
told MBY. The competition is
intense in the UK. Its 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.


MBY Allam Marine in

action in Torquay


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.
Show is on from

September 24-29
Barcelona Boat
Show will have
even better
access to boats thanks to
the remodelling done at the
citys Port Vell.

Read the amazing rescue story in next months 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


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
running out of
fuel to PWCs
running too
close to
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.

Plucked from the sea

Andy Proudfoots
Gemini Waverider

the floor with the force. It was held in

with six steel dome-head bolts and
although the seat stayed in the boat, I
didnt, and hit the water hard.
Andy was eventually rescued by a
SAR helicopter out of RAF Chivenor.
Read the full story in Novembers MBY.


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.


It feels awesome to win. The competition is

intense in the UK Powerboat P1 series


Brighton and Swansea after
entering administration. The
Bnteau agent told IBI it hoped
to emerge from administration
and complete a restructuring
that could see a big investment
in Swanwick and Bangor.

OCTOBER2013 11


New Chichester
boatyard opens

The EC wants to
deny UK boaters
access to red diesel

Photo: Shotshop GmbH/Alamy

Boatshed, retail and storage

Back off Brussels!

UK Government to challenge Europes low-tax diesel sticklers
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 governments 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 Commissions reasoned opinion.

Chichester Marinas new state-of-theart 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 caf is also soon to open.
For more information on Chichester
Marina, turn to p76.
At the heart of the
new complex is a
large boatshed


Death of a boating legend


Founder of Freeman Cruisers and GRP pioneer dies aged 95

The number of boats that will be on

the water at the PSP Southampton
Boat Show (September 13-22).
Dont miss our special
Southampton preview on p20


The decline in Somali piracy in the

Indian Ocean in the rst six months
of the year compared to 2012, down
from 177 incidents to 138, the lowest
level since 2006.


The 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.

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

allowing designs to be standardised

than 6,500 Freeman cruisers, starting
and boats to be built from moulds.
with the iconic Freeman 22 in 1957.
He produced his first boat in 1957,
He began his career building
and soon his Freeman range became
caravans but in the 1950s started to
so successful all
see the potential of
John is survived
production of caravans
glassfibre in the
by his wife Judy
stopped and the business
construction of
was moved to Wolvey,
leisure boats,
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. Johns 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.


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

Photo: Malcolm Park English coastline/Alamy


GPS back-up rolled out

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 isnt GPss 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

navigation 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).

ThORNhAM MARINA at the top of

Chichester Harbour is offering a
50/50 chance of winning a fREE
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
Remember to
mention you saw this promotion in
MBY! And dont forget to turn to p66
to see our special boat show

Its 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 its the turn of the CANNES
BOAT ShOW (september 10-15)
BOAT ShOW (september 13-22).
Running over the same dates is the
now in its 34th year. The circus then
moves to Catalonia for the
(september 24-29), which overruns
with the MONACO YAChT ShOW
(september 25-28).

The stations will provide a reliable back-up to GPS

in the event of satellite navigation being jammed

Wales MCZs scrapped

Popular 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


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:

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

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.
OCTOBER2013 13

The superyacht that
was overpowered


sells Hatteras
Production will continue

Spoofing signals are

gradually made stronger
than satellite signals

Ghost location (in blue)

is where crew now think
ship actually is

Yacht spoofed in Med

University team trick GPS signal to misrepresent location of superyacht
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 universitys
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 ships heading and
send it off course. See a video of the
concept here:
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.

The ship actually turned and we could all feel it

but the chart display showed only a straight line


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 worlds freight
moving across the seas and a great deal
of the worlds 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.

14 OCTOBER2013

The Hatteras 80 will

still be built in the
North Carolina

Burma to ban all teak exports

Yacht decking to rise in price following Burmese ban

Photo: Eitan Simanor/Alamy

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.


worlds 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.

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 companys
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.

The country is by far the worlds

biggest exporter of teak accounting
for more than 70% of the global
market, earning it around $600
million in 2010-11 but unsustainable

Burma is currently
the worlds biggest
exporter of teak

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 worlds best teak, although
sustainable plantations are now
working hard to match the quality.
Its 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 governments
anti-export decree.





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 theyd 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.
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.

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.
A sprung or electronic throttle which
gradually returns to idle if pressure is
not continually applied to it.
Make wearing a kill cord a legal
requirement where fitted.
A widespread media campaign backed
up by RYA training and RNLI advice
encouraging people to use kill cords.

Is there a viable
alternative to the
kill cord?


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

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
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


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

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 havent been
considered yet and advancements in
outboard technology are certainly
getting us closer to the possibility of
having more workable alternatives.
Suzukis 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.




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.

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 dont 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 its
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

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.

We think the kill cord could be
improved. We like the idea of a sprung
throttle but were 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.


Foot pressure pad

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.

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
OCTOBER2013 17


inboards) and offering the option of a

manufacturer-approved wireless
system is a good way forward.
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 sprungthrottle 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.

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,

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.

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 individuals
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 doesnt 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

18 OCTOBER2013

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.

Full throttle
Spring returns
throttle to idle

Pivot point

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

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.

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.

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

Edited by
Jack Haines




Sunseeker 80 Sport Yacht

Sunseeker 68 Sport Yacht
Sunseeker 55 Manhattan
Princess 43
Princess 88 Motor Yacht
Princess V48
Monte Carlo Yachts 5 (berth tbc)
Fairline Targa 48 Open
Fairline Squadron 48
Hardy 62
ArtCat 46
Minor Offshore 36

Cranchi Endurance 33
XO 270 RS
Prestige 550
Greenline 40
Linssen Classic Sturdy 42 AC
Jetten 40 AC Classic
Interboat Intercruiser 31
English Harbour Yachts 16








14 16 12




When 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

Throughout the show we will be posting

the latest news, photos and videos on and through our social
media outlets. Follow us on Facebook
( and
Twitter (
for up-to-the-minute news from around
the show as it happens.


Have your
say throughout
using the PSP
Southampton Boat Show hashtag,
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 dont have a question,
please just feel free to stop by and say
hello, were always up for a chat about
your personal show experiences and
your boating.

Sunseeker 80 Sport Yacht

Stand CO80
What 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.
Without a doubt
one of the sexiest
ybridges on sale


Fabulous bow area

Stonking performance
Striking looks

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 teaktopped 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:


Length 81ft 8in (24.9m)

Beam 19ft 11in (6.1m)
Engines Twin MTU 1,550hp-2,640hp
Top speed 44 knots (twin 2,640hp)
Price from 2.9m ex VAT


Sunseeker 68 Sport Yacht


Smart use of glazing

Striking design
40-knot performance

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

What is it? Like its sibling on the
opposite page this is a mini-flybridge
version of a Predator sportscruiser, this
time its the 68.
Worth seeing because Its another

super-sexy flybridge from Sunseeker.

If you like to have your cake and eat
it then heres 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.


Length 71ft 2in (21.7m)

Beam 16ft 9in (5.1m)
Engines Twin CAT 1,150hp/MTU
Top speed 40 knots (twin 1,622hp)
Price from 1.6m ex VAT

Sunseeker 55 Manhattan


Fresh new looks

Three good cabins
Crew cabin aft

Z-shaped hull
glazing is quickly
becoming a

What 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 doesnt 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,
youll 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


Length 60ft 2in (18.4m)

Beam 15ft 5in (4.7m)
Engines Twin MAN 800hp
Top speed 32 knots
Price from 1.04m inc UK VAT
OCTOBER2013 21

Princess 43

What 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

Lighter woods and

larger windows make
for a bright and
welcoming saloon

to a formula that worked so well

for so many people.
Contact Princess Motor Yacht Sales.
Tel: +44 (0)1489 55775


Length 46ft 4in (13.3m)

Beam 13ft 6in (14.1m)
Engines Twin Volo Penta D6
Top speed 32 knots
Price from 456,060 inc UK VAT


Resin-infused hull
Brighter interior
Reworked flybridge

The ybridge
layout echoes that
of the larger 52

Princess 88 Motor Yacht

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


Superyacht flourishes
Four or five ensuites
Folding balcony

it is still under the yards flybridge

umbrella despite having an easycruising 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 dont 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.


Length 88ft (26.8m)

Beam 20ft 9in (6.3m)
Engines Twin MTU 1,822hp/CAT
Top speed 30 knots
Price from 3.86m ex VAT


Princess V48

What is it? Princesss 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 Mediterraneanstyle cockpit complete with tender
garage, sunpads and a larger canvas

sunroof in the hardtop. The owners

cabin is gobsmackingly huge for a
50-footer and theres 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.
Volvos IPS600 gives sensible
cruising performance and a
34-knot top speed


Length 49ft 1in (15.2m)

Beam 13ft 6in (4.1m)
Engines Volvo Penta IPS600
Top speed 34 knots
Price from 522,000
inc UK VAT

Open the upper saloon to

the elements instantly


First IPS-driven Princess

Brilliant living spaces
Staggering master cabin

The master cabin

feels a class above

Monte Carlo 5

What is it? The first in a new line-up
from the French giant, which blurs the
lines between Bnteau and the highclass Monte Carlo Yachts range.
Worth seeing because The MC5 has
been out for a while but a lengthy
We love the retro cool
teamed with a purposeful
hull on the MC5

pre-production process has meant that

not many people have actually been on
one. It will make its UK debut at
Southampton where its 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 months issue of MBY. Contact
Monte Carlo Yachts. See website for


Length 49ft 10im (15.2m)

Beam 14ft 1in (4.3m)
Engines Volvo Penta IPS500/600
Top speed 34 knots (MBY est)
Price from approx. 480,000
inc UK VAT

Bright saloon is nished

in classy materials


Funky design
IPS500 or 600
Three cabins, two heads

Funky portholes in
the spacious master

OCTOBER2013 23


Fairline Targa 48 Open

What 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, its 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:
Certainly one of the
more handsome recent
Fairline sportscruisers


Length 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

Entertaining space
aplenty in the cockpit


IPS pod drives

Spacious cockpit
Great master cabin

Master cabin lled with

light thanks to the six
square hull windows

Fairline Squadron 48

What 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


Length 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

Space around the

bed and plenty of
natural light

Two helm seats,

L-shaped seating
and a wet-bar on
the low-prole


Shares hull with Targa

Also uses IPS600
Replaces Phantom 48

24 OCTOBER2013



3(5U+KPI n n n n n n n P(: n





Hardy 62

What is it? The largest Hardy ever built
and a boat with the capability to take its
owner pretty much anywhere.
Worth seeing because Even Hardys
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

brands faithful. Contact Hardy.
Tel: +44 (0)1692 408700

Hull number one

inside the factory
in Norfolk


Length 62ft (18,9m)

Beam 18ft (5.5m)
Engines Twin MAN 1,200hp
Top speed 25 knots
Price from tbc


Go-anywhere capability
Versatile performance
Three cabins


ArtCat 46

What is it?
The first in a new range of power cats
from Estonian yard Arteran.
Worth seeing because Its 50/50 as
to whether the 46 will make it to the
show but if it does its definitely worth
a look. Its a properly good looking


power cat for a start and theres

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:
Striking looks and a
good turn of speed
set the 46 apart

Minor Offshore 36

What 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
Volvos lovely D6 400s on board it will
top 40 knots and give plenty of racey
The little 25 may be small
but it packs a punch

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


Length 38ft 7in (11.8m)

Beam 11ft 8in (3.6m)
Engines Twin Volvo Penta 300/400hp
Top speed 40 knots
Price from 301,000 inc UK VAT
Boundless all-weather
possibilities in the
Offshore 36


Length 46ft (14m)

Beam 23ft (7.5m)
Engines Twin Steyr 260hp
Top speed 28 knots
Price from tba

26 OCTOBER2013

68,7(6 726&$1$

33 Endurance



What is it? There arent many
sportscruisers of this size around any
more; its 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 its a
laugh a minute in the turns as well.
Its got a comfortable cockpit thats

XO 270 RS


begging to be used and theres

an open-plan convertible double
in the bow and a separate double
cabin amidships. Contact Salterns.
Tel: +44 (0)1202 707222.


Length 33ft 6in (10.3m)

Beam 11ft 5in (3.5m)
Engines Twin Volvo Penta
Top speed 38 knots (MBY est)
Price from 188,130 inc UK VAT

What is it? The flagship of XOs rocksolid, 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 Yanmars 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 theres 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


Length 27ft 6in (8.4m)

Beam 8ft 5in (2.6m)
Engines Single Yanmar 370hp
Top speed 40 knots
Price from 133,650 inc UK VAT

The 33 Endurance
will certainly cut a
dash in the marina

There wont
be many more
striking boats at
this years show


Prestige 550

What is it? The largest of Prestiges
flybridge line before youre into the
yards Yacht territory.
Worth seeing because Prestiges
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
theres no need to share a hallway with
guests when it comes to bedtime.
The galley aft means those in the
kitchen arent extradited from the
goings on in the saloon and its 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:


Length 58ft 9in (17.9m)

Beam 15ft 8in (4.8m)
Engines Twin Cummins 600hp
Top speed 30 knots
Price from 758,880 inc UK VAT

Greenline 40

What 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 its an excellent proposition.

A convincing
package which
looks great too

Solar panels can

be added to aid
battery charging

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


Length 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


Classic Sturdy 42 AC

40 AC Classic




What 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
theres a double VIP in the bow with its
own ensuite bathroom.
Contact Boat Showrooms.
Tel: +44 (0)1932 260260


Length 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


What is it? Like its rival from

Maasbracht opposite its 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 Jettens 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


Length 41ft (12.5m)

Beam 13ft 1in (4m)
Engines Deutz 114/170hp
Top speed 9 knots
Price from 229,950 inc UK VAT

Relaxed inland
cruising at its best

and a scarcely
believable price on
the 40 AC Classic


Intercruiser 31

What 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 theres the choice
of a split-vee berth or a 34 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


Length 31ft 2in (9.5m)

Beam 11ft 8in (3.6m)
Engines Twin 110-220hp diesels
Top speed 34 knots
Price from 150,333 inc UK VAT
Tough looks and a
turn of pace from
the Intercruiser 31

Harbour Yachts 16


16ft of delicious
English design

What is it? A
gorgeous inland
runaround from
ex-Fairline design
boss Adam
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 dont
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.


Length 16ft (4.9m)

Beam 6ft (1.8m)
Engines 10-21hp inboard diesel
Top speed 10 knots
Price from 21,000 inc UK VAT
OCTOBER2013 29

4+7 # ! 0 #!0 +# 0, +! , 0   #  ++ 70( , #!%0 , %+07  #!,0+0
7 0 !5  . 50 0, ,0#3!!7 ,%#3, 3,0 +, ! 3!%+!0 4, # )3% !0
%3, 0+, ! 3+!,!, +# 0 0#%! +!, # 0  ! 07 !  ! +!( 0#!7
0+ + 4 +!0 7#30, 30 3,! 0 #,0 !!#404 %+#30#! %+#,, ! 0 !3,0+7 &5#+5
4+  ! ! 0 ,! !  + +(
#!0 +# 0, 0 303+ ,,,( 6%0 !# ,,(




#!0 +# 0, %

 #!,# *3+#% "8
18- #!#! &
' 07
( 1" 8$ 21$$$
!# #!0+#70,(0


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


Prime boating
country at
Marthas Vineyard


Tall ships at
Vineyard Haven

The stars and

stripes y from
many a stern


32 OCTOBER2013

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 Marthas 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 boaters paradise, we headed out past
Newports legendary ocean-view mansions

Cape Cod


The boomerang-shaped
Cape Cod coast

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 Marthas
Vineyard have similar profiles, all caused by
the complex scouring flows around this




PETER CUMBERLIDGE: A delivery trip from Newport to Halifax affords a

wonderful opportunity to explore the New England coast




nautical miles

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 Marthas
Vineyard to Edgartown Harbour, a beautiful
curving strait inside Chappaquiddick Island.
Edgartowns 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.






Cape Cod




 !   '! $   $ 

 %  $) #*"  ' $!  
! #*"  $  #*  ! & !
'$ !$  !     ! ! 
! $! !  $($$ !
 &!& $! $  !  !  $ 
  !) !!  $!!) ! 



New markets have new aspirations.

For instance, its incomprehensible to
some Chinese boaters why anybody
would ever sleep on board



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

s 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
worlds wealth shifting inexorably east, the
worlds 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, its already
clear that, in some cases, their aspirations are
utterly different to the boats that suit
Europeans. For instance, Ive heard two big
European boatbuilders declare that if they
built boats without engines for one particular
market, nobody would notice!
Its 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

Markets in the east demand very

different interiors, from karaoke
lounges to mah-jong gaming tables

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 saloons seating, is not
earth-shattering. Upstream of this, the CAM
(computer aided manufacturing) aspect has
become so automated that its simply a
matter of a different joinery kit appearing,
complete and ready for installation.
Im 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 its better to replace the galley with a
giant bar. For the record, Ive never met a
soul who doesnt drink on board.

Will the
into different
mean more
interiors on

OCTOBER2013 35


It was love at rst sight. These must be

among the most scenic moorings in the UK
with views of the broad estuary and
picturesque towns from your cockpit

postcards FroM a


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

e were pretty set

on moving our
boat from the
very scenic
but slightly
and uneventful
River severn to a
possible new home in north Wales. our first
weekends 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 wasnt 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 didnt
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 didnt 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. Whats 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 straits 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
years 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!

Life doesnt get much

better than a berth in
the Conwy Estuary

OCTOBER2013 37


You cant teach an old
sea dog new tricks

Illustration: Pete Ellis

he 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 evenings 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 wed go
sailing, remember?
They came on board to refresh the majors
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 couldnt wait to pick up
some finer points of tjalk handling.
now it should be explained that the majors
natural habitat is dry land. He has, however,
adapted to life at sea with commendable
ability. But thats 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 isnt the majors 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 wounds
playing up. The bullets 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 majors foray into the
world of sail came to a close and he took up
lookout duties at the bow. Alan L Gough

OCTOBER2013 39


Have your say in print and online

Charter life

Edited by Hugo Andreae

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

The 11-RIB special in

our August 2013 issue

I really enjoyed Kieron Whites article in last

months 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
dont like the idea of some of the seasons
best weekends being taken up giving other
people a pleasant weekend on board as
opposed to me and my family!
Im not sure I could put up
with cleaning up after
guests as well as Kieron
seems to either!
Roger Smith, Surrey
Its a conundrum that a
lot of people face as its
The official rum of
not cheap to prep a boat
the Royal Navy Association
for charter and if you
and the Royal Navy
Sailors Fund
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. Youll be out on the water
most weekends introducing dozens of new
people to the pleasures of boating writing off
the costs of the boat against
Its a hard life in the Hot
the business is just an
Tug for IPCs marine writers
added bonus! Hugo

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.

And it
oats! The
hot tub
Someone should show
Jack what a spade is

The shots the MBY team
would rather you didnt see

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. Its 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 wed 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
hadnt been hijacked en route from France!) so
we could only give one page to each boat. Im
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.
Weve got a few back-to-back boat features
coming up, so keep a look out for them. Hugo
Whos up for the next
reader sea trial?

Take a punt which

art editor these
ippers belong to?


On Twitter

On Facebook


Does the matriculation tax

exemption for charter boats
make Spain more attractive?


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 days cruise from his home berth in Portsmouth

Sea trial success

I wanted to get in contact to let you know
what a great idea I thought your readers sea
trial was (MBY September 2013). Ive been to
countless boat shows both here and abroad
and, as enjoyable as they are to walk around,
what Id really like to do is take some of the
boats out on the water where theyre
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 were
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
Im glad you enjoyed the article. It was a great
day for us, the readers and of course the
dealers and were keen to repeat the exercise
with as many different types of boats as
possible. Watch this space! Hugo

wins a hand-held HX300E
VHF radio worth 140. Send
your best photo to us at

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
its still welcome news for boat buyers. 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

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

French air at its best

Bnteau Monte Carlo 5: Exclusive sea trial of the
boat thats 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


Did you use your boat more
this summer?

Trust in retro thrust?
gravygraham asks: Would anyone whos
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 days training its
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 dont 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 its 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 its
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 wouldnt be
without them.



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



OCTOBER2013 43

Splendid views out of the plush

upper saloon thanks to the
large, unencumbered windows

The 32in LED

television rises
electronically from
the sideboard

Open wide: within seconds the

forward part of the saloon can
be exposed to the elements

Plenty of room for

the stores needed
for a long cruise within
the full-height fridge/


The most remarkable sensation when

helming the V48 is just how easy the boat
is to drive and the helm ts like a glove

The cockpit table is xed as
standard but the test boat had
telescopic legs and an inll

olvo Pentas IPS

pod-drive system has
been available for over
a decade and its 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 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 rst production
boat from Princess that will be available with
pods only 435hp IPS600s to be exact.


So 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
youre there, all is forgiven. Theres 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 boats 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 Mayower 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 youre 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 highpower mode to give that extra bit of bite to
the helmsmans inputs, especially in the stiff
breeze we had on test.


The galley is lled with light

thanks to the void and there are
domestic-sized appliances

Up to speed and the most remarkable

sensation when helming the V48 is just how
easy the boat is to drive. The helm 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 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 cant think of any other ways this
helm position could be improved.
If the weather doesnt merit opening the
sliding GRP roof then the electric side window
is a great way to get some breeze owing and
communicate with crew during close-quarters
handling. Even with the roof shut the three
inset panes of glass ensure light oods in over
the helm station.


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 its never going to let you do
anything silly no matter how hard you turn
the wheel or how fast youre going.
Its 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 its
designed for fast passage-making.
The only part of the driving experience that
doesnt 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 V48s 50ft-plus shell. There were
also a number of interior squeaks and rattles
that were out of character with Princesss usual
high standards. Princess puts it down to the
fridge/freezer module, which has now been
amended and the measurements given more
OCTOBER2013 45

The accommodation beggars belief. The

master cabin especially looks to have been
plucked from a boat in the class above

tolerance to help deal with the problem. There

are a number of possible reasons why the
upwind ride isnt 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 V48s slightly bow-high
running attitude and means that the waves are
more prone to hitting the hulls wider, atter
mid sections than the sharp bow. The V48s
main rival, Fairlines 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 didnt notice a
signicant change in running attitude or ride
quality, and this was without a weighty jet-RIB
resting on the hydraulic bathing platform.


Princess 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 its
hard to avoid the effect this has on upwind
dynamics. The 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 oor-to-ceiling
double wardrobe) and a pair of gigantic
windows on the water to top it all off the
V48s master has it all. The ensuite heads is
suitably swish with high-class xtures and
ttings and lovely blue strip lighting, which
makes it feel like youve 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. Its also a step
away from the galley so the cook gets a table
to use as extra counter
Not quite as big as the windows on its ybridge siblings but
space. This dinette can
the hull glazing still affords wonderful views over the water
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 sacricing
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
Princesss fantastic long, oval-shaped ports,
which ensure theres 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 masters and has the same
luxurious feel.


On deck the cohesion between the cockpit

and upper saloon is whats 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 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 t into
its dedicated storage slot beneath the sink.
If you like the look of the V48, dont forget
that there is also an open version. The Open is
a classic sportscruiser were talking openbacked cockpit, tender garage, soft folding roof
and all of the accommodation below decks.
Its also around 5,000 less than its enclosed
sibling with the same engines and cabin set-up.

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 ash


If you dont 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.

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.

The dinette converts

but you can have a third
cabin here if you wish

It can be hard to
make a bathroom
feel special but the
V48s are. Familiar
Perrin & Rowe
fittings and blue
mood lighting add
the sparkle.

So spacious you may
even hear an echo.
Access to the
machinery couldnt
be better and theres
plenty of artificial
light to make the job
easier too. The
installation is also
top drawer.

OPEN Price from
There is a GT hardtop
version on the way but
for now this is the V48s
main rival. It also has

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 little touches

make both heads feel
that bit more special

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

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. Its a traditional
sportcruiser with aft sunpad, tender garage and lower saloon

The guardrails reach all

the way back to the end
of the side decks and theres
a prominent handrail on the
roof coaming to make using
the decks as safe as possible

LENGTH OVERALL 50ft 1in (15.49m)

264 imp gal (1,200 litres)
80 imp gal (364 litres)
3ft 9in (1.2m)
B (for 15 people)
17.4 tonnes (loaded)

13ft 6in

Spacious and endowed with lots

of headroom, the master cabin
feels a class above

If you envisage hosting lots of people

overnight then it would be worth
opting for the third cabin here

The Open version of the V48 has the

same layout down below with the
lower dinette being the only saloon


For those new to boating IPS

is a huge condence booster and
the V48 is extremely simple to use

If you want to stretch

out in the sun then
the plump cushions on the
bow are the place to do so


What the V48 showcases is a side of IPS that

often gets ignored in place of efciency and
handling headlines. For those new to boating
IPS is a huge condence booster and a way to
get into big boats more quickly. The V48 is
extremely simple to use, be that when youre
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 its 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 youre happy for your

cockpit cushions to take on a bit of water,
then you dont have to bother with them at all.
The upwind ride is a shame because the
seas we had on test should not 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


Add a small
handrail for
the navigator in this
position and you
have pretty much the
perfect helm position

ergonomically sound
helms are a pleasure
to use very classy

Few boats get

the relationship
between wheel,
throttles and joystick
so right



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

6-cylinder, 5.5-litre diesels.

Price from
522,000 (IPS600)
Price as tested
600,270, (IPS600)
Bow thruster
Steel grey hull colour (inc gunwales) 5,604
Scissor-action berths in VIP
7kW generator
Hi-lo bathing platform
Raymarine e125 chartplotter
Reverse-cycle air-con/heating
Underwater lights
Three-cabin layout
= Options on test boat

Speed 12.6
Range 208




Saloon 67
Cockpit 76











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, 25C air temp,
light chop, F3/4 for speed trials.


Europes 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 nd out why
we specialise in marine insurance.

Tel +44 (0)1752 223656


OCTOBER2013 49

Double Dutch
The 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



he Netherlands are a classic

cruising ground for boats
based around our southeast 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 Hollands boating treats.


There 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 Hollands 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 dont 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.

For 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 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 Europes 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
Hollands inland seas,
the IJsselmeer covers
700 square miles and

Monnickendam is
good option for a
for one or two sea

Approaching the colourful The old shermens

city of Amsterdam cottages at Durgerdam

Bustling ports, meandering

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

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 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 ooding, you
can easily imagine the precarious state of this watery nation when
the tidal Zuiderzee lapped at the fringes of Amsterdam and shing


The inland route takes you through

pretty villages, historic old towns and
lush open country dotted with windmills

Paying at one
of the bridges

gateway to
Vlissingen is the
boaters from the
ort and bustling
UK. The lively res
es east of Ostend
harbour is 30 mil











































The Hague

IJsselmeer Marinas

Nieuwe Maas


Hollands Diep



Noordzeekanaal Durgerdam 1







Stavoren 9

Den Helder











Hook of









1 Monnickendam Jachthaven Waterland

2 Enkhuizen Compagnieshaven
3 Lelystadhaven
4 Flevo Marina
5 Marina Muiderzand
6 Jachthaven Naarden
7 Jachthaven Huizen
8 Stavoren
9 Hindeloopen



nautical miles


Monnickendam Jachthaven Waterland

Friendly marina near Amsterdam.
Tel: +31 (0)299 652000.
Enkhuizen Compagnieshaven
700-berth marina in historic Enkhuizen,
just north of the barrage lock.
Tel: +31 (0)228 313353
Opposite Enkhuizen at the south end of
the inner barrage. Tel: +31 (0)320 260326
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
Marina Muiderzand
950-berth marina at the mouth of the
Randmeren channel. Tel: +31 (0)365
369151 Email:
Jachthaven Naarden
1,200-berth marina in a leafy basin.
Tel: +31 (0)356 956050
Jachthaven Huizen
Peaceful 870-berth marina just east of
Naarden. Tel: +31 (0)355 258622



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 ats and into shallow muddy creeks.


Vlissingen 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 ve day trip is more
comfortable Dunkerque and Ostend
are both interesting stops but the
Netherlands certainly arent 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
Texel is the larges
of the Frisian Isla
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
Flevo Marina
good sister ma ictured) also has
taste for large seaports.
rinas located
Stavoren and
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.


There are over two dozen harbours or marinas on the IJsselmeer,

with a wealth of interest even if you dont 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, its easy to come out into the
IJsselmeer to cruise north along this sinuous shore in leisurely stages.

Carnival time in
vibrant Edam

Durgerdam Once a coastal 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 ow of barge trafc, while inside the harbour all is
quiet. The rows of shermens 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 shermens 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
ofce like a chalet in the woods. The old shing harbour has
colourful barges around its quays and the towns 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 sh market. In midsummer many
residents wear traditional costume and barrel organs play in the
cobbled streets. A museum shows how this once prosperous 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. Theres an outer anchorage



Texel has a traditional

and peaceful feel and
boasts beautiful beaches
on its North Sea coast

Netherlands 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

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 IJsselmeers 23km inner barrage. This looks
daunting at 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 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

The bustling
entrance to the
old harbour of

harbour, just past the town lifting bridge in

Westerhaven marina, opposite manicured
lawns and old sycamores.


Flevoland 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 magnicently preserved.
A cruise around Flevoland is a must. Harderwijk and Elburg both
have charming berths near the heart of their old towns. Opposite the

The inland port of Sneek is a watery delight of

town canals, ornate bridges and old quays

Friesland has a remote

feel but its charming
towns and linking
waterways make for
pleasant cruising




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.


After 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 Texels south coast. Youll 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 Texels 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
ne old houses and many bars and restaurants.


Along 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, Frieslands provincial capital, lies at a crossroads on
the waterway route east to the River Eems, the border with Germany.
A summer passage of Leeuwardens 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.

Sheltered and with excellent

facilities, Jachthaven Naarden
has 1,200 berths in its leafy basin

Remote but be

Brian Navins 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
Peaceful surroundings of
a Frisian Island village

The Dutch waterways are

full of tradition and are
home to many beautifully
preserved towns

56 OCTOBER2013

"&  "

!# "&

$!" "!

" !"



" $   #  "  ! " #! ! &"  

 "! " !' "  $ # %" %  #" % " "!

!!" " " ' "! %' % # ' ! # #!" ! %" "'  #" #  !  % %   " $ "" 

  #"  " ) #"   #"   #!   ( " " !%  $!"    !


!#   !  " ! $     

"! "" %"   



  "   !" 
  !#"!      " !"    ! "   


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


utch yard Contest

has been building
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 Lloydsapproved shipbuilders in the Netherlands,
its 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

isnt 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
boats 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 yards 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.


The 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. Its one
of the safest boats that Ive 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 its a spacious and practical
wheelhouse cruiser it looks remarkably edgy
and stylish, and did a 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 52MCs 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 theyre 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

OCTOBER2013 59

This vessel would be a hugely impressive feat

if a revered motor boat producer had made it,
never mind a sailing yacht builder

with the decks, it is cleverly thought out and

built to an exacting standard. Light oak
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 ourish.
The galley is practical but has some notable
ashes such as the at tap, which raises out of
the edge of the sink, and the clever storage 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
navigators bench, while the bench itself is a
fantastic place to sit and watch the world go by
from its raised location. Contests yachtbuilding expertise shines once more with a
huge, at chart table ahead of the navigators
seat, which lifts to reveal a storage area big
enough for all the charts, books and other
navigation equipment you would ever need.


The 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 ne.
The mullions are thick but they are far enough
back not to impede the helmsmans view. Its a
shame that Contest hasnt been able to work in
some side windows to aid ventilation because
on hot but windy days, when you cant have the
large sunroof or side door open for fear of spray,
it could get stuffy.
Theres nothing stuffy about the sleeping
accommodation on the 52, thats 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 its 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 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 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.

The saloon layout is simple but quality is high

and the execution is awless. Everything from
the door handles to internal ooring feels
built to withstand a lifetime of abuse
The saloon table is xed but you could just
about sleep someone on the sofa


The helm position didnt strike me as

particularly good when I saw it at last years
Dsseldorf Boat Show but having spent a
great deal of time helming the boat I have to
admit that I was totally wrong. Its not perfect,
but for a boat where for the most part youll set
those chunky throttles and settle back into the
Besenzoni helm seat its pretty much spot on.
One change I would make would be to tilt
the chartplotter screen our boat had one,
theres 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 its
very easy to thread the Contest from side to
side. Its 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.

Plenty of oor space at

the foot of the bed to get
changed in comfort


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.

Not your average
anchor locker.
Fender baskets are
included plus the
excellent folding
anchor system
needed to keep that
uncluttered profile.

Guests will be happy with

their twin ensuite cabin

This is a cavernous
storage space
principally designed
for the tender. Hull
ones owner had
Contest make
custom slots for his
bikes though.

Its 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.

The bathrooms are
beautifully nished

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.

Single cabin has

more than enough
room for an adult

OCTOBER2013 61

Its hugely capable and turns swiftly but can

also hoover up the miles with a renement
and class rarely found elsewhere

Thanks 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 rst motor boat, this is an
impressive boat full stop. It would be a 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 renement and
class that long-distance cruising
becomes a joy rather than a chore.
From the amount of heavy-duty
soundproong in the engineroom
to the nish of the woodwork, the 52MC feels
every inch a quality piece of engineering. With
a 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
Contact Contest Yachts. Tel: +44
(0)1590 647422 Web:


Wheel looks
small but its
proportionally perfect
and great to use with
the light steering

Easier to use
than they look
but these controls
are still a little too
at for my liking

Plotter position
could be improved
by tilting it more towards
the helmsman


The 52MC is also available as a ybridge and the

factory currently has the rst one in build

These throttles
are so good. They
feel very high quality
and are wonderfully
smooth at slow speeds

LENGTH OVERALL 52ft 3in (15.9m)

15ft 1in

The interior can be customised

and there are also three cabin
layouts to choose from

This layout shows the two-cabin

version but this area can be tted with
a third single cabin a great addition

Twin double cabin has ensuite and

is spacious. The interior nish is of a
very high quality throughout

1,800 litres (396 imp gal)
154 imp gal (700 litres)
2ft 8in (0.85m)
A (for 10 people)
Georg Nissen and Contest
16.3 tonnes (light)
18.3 tonnes (loaded)


Dark windscreen tint

looks cool and was ne
on our bright test day but it
could be a different story on
gloomier days or at night

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.

Some extra cleats up

here would be good to
supplement the ones low
down on the bathing platform



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

6-cylinder, 8.3-litre diesels.
1,200 1,400 1,600 1,800 2,200 2,600 2,800 3,070
Speed 8.5
10.0 11.3
22.4 25.0 28.2
15.2 25.9 40.4 67.2 92
14.8 20.2 32.8 39.3 52.1
2.58 1.7
0.76 0.87 0.68 0.63 0.54
Range 816
539 356 241

Price from
994,504 (twin 305hp)
Price as tested
1,243,800 (twin 600hp)
Bow thruster
Synchronised bow/stern thruster
Seakeeper gyro stabiliser
Electric sunroof
Simrad navigation package
Folding anchor mechanism
Generator + energy pack
Flybridge option
= Options on test boat


Saloon 59
Cockpit 75






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, 17C air temp, 1ft
chop, F3/4 for speed trials.

Europes 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


OCTOBER2013 63

64 OCTOber2013


This years surprisingly settled summer leads two
readers to go for broke and head for the Scillies
Text & photos: Kevin Crane

OCTOBER2013 69

Photo: Robert Harding World Imagery / Alamy

Trescos tropical
Abbey Gardens...

St Marys was the

couples rst stop on
their Scilly adventure

ave 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
Intraventure on a buoy in
St Marys Harbour

...proved a great
day out for Rita

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

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.
Remarkably, given the UKs fickle
weather, hot sun and calm seas were
forecast to continue for a few more
weeks, so where to go? Dartmouth and

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 hadnt made it due to the
weather. Should we have another go
given the excellent forecast?
Out came the charts. From Lands
End to the main island, St Marys, is 26


St Marys 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 couldnt

Kevin wades through

the clear shallows

shake the feeling that we

would be setting off into
the Atlantic a proper
nautical miles
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
Falmouth St Mawes
expected to be moderate. If
Helford River
we didnt take this
opportunity we would
probably never
see the Scillies under
our own steam.
St Marys
On Monday morning
we refuelled in Plymouth.
as far in as we dared
Intraventure carries 1,800 litres and we
for a boat of our
go. They had been
filled her up. We didnt know how easily
size and that he
laid recently by a
we would find diesel in the Scillies but at
understood the
local diver who had
an average of 0.75mpg we now had a
other harbours
permission for the
safe range of 240 miles.
were also busy. His
buoys from the
only suggestion
Duchy of Cornwall.
was to try Porth
He had done a good
Cruising at a comfortable 25 knots the
Cressa. The main
job; there was a pick
first 50 miles passed easily. Our plan
built-up area is
up with a light line
took us well to the south of the Lizard
Hugh Town, which
leading to a heavy
despite the benign forecast. Though flat
is on a narrow spit
chain. It even had
calm until the Lizard there were some
of land between
login details for the Wi-Fi fastened to
white tops and a sloppy chop as we left
two bays, St Marys Harbour and Porth
the buoy! Truth be told we had a pretty
England behind but nothing to worry us
Cressa. One is sheltered and the other
uncomfortable and rocky night and
too much. As Lands End slipped out of
is open. You will have guessed that
the next morning we had a quick
sight in the haze we headed due west
Porth Cressa is the open one.
breakfast and moved Intraventure
into the Atlantic. Now it felt like a proper
Though the sea was calm a breeze
round to St Marys and straight on to
adventure. Fortunately the chop off the
had picked up and as mentioned in
its biggest visitors mooring. No more
mainland was the worst we
the pilot books there was a noticeable
rolling, hurray!
encountered and three and a half hours
ocean swell running. Once we entered
The arrival of our planing motor boat
after leaving Plymouth we entered St
the bay the combination of wind, swell
in St Marys Harbour seemed to be an
Marys Harbour feeling pretty pleased
and shallow water made slow-speed
unusual and noteworthy event. The
with ourselves.
handling somewhat interesting.
harbourmaster told us that several of
We called the harbourmaster to be
Thankfully though there were some
our neighbours had not seen a boat
told there were no moorings available
buoys laid nearby so we picked one up

It was 95 miles
harbour to harbour.
The sea was calm
and the sun was high,
if we didnt go now
wed never do it

OCTOBER2013 71



      #    #      

#        "        
  "#     !     !
# "   !       !  "  
#    "  "    " 
     " "      # 
   "    #    

7 Y^e_Y[ e\ Yel[h b[l[bi je ik_j oekh h[gk_h[c[dji

7mWhZ m_dd_d] _d#^eki[ YbW_ci i[hl_Y[
HO7 gkWb_[Z WZl_i[hi




!+%(  &*%  &  (%   ! !+%(  %+%(  %!*# ($
*(!%&   %*( , (    ! *( *(!%(,$ &(% %&&
!+%( !*& #& % (( !*% 
&(!   (
" ) $


Photo: Steve Taylor ARPS / Alamy

Winding along the country lanes

Bahamian blue sea ickers behind green
foliage and rocky outcrops

The view from Star

Fort on St Marys

with a garage before and motor boats

were outnumbered by sailboats by
quite a margin.
The mooring assistant couldnt 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 Bogarts 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.
It is when you get out of the mothership
and explore the clear waters and halfmoon 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 tropicalfeeling anchorages, relaxing on the
sweeping, almost empty beaches and
exploring the drying flats and charming

Kavorna Cafe in
Hugh Town was a
favourite dining spot

villages. By night we grabbed food

ashore and then returned to the boat
for nightcaps and star gazing the
sky extending like a black, diamondstudded 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 Trescos
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

Looking across to New

Grimsby from Tresco

OCTOBER2013 73

Photo: International Photobank / Alamy

Sweeping landscapes
and coastal walks were
the order of the day


The waters rivalled

the Caribbean

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 Marys 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 caf that
transforms into a bistro by night
isnt guaranteed to be a success but if
you look past the simple decor the food
was very enjoyable, as was the locally
brewed beer.
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

74 OCTOBER2013

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.

Kevin and Rita leaving St Marys

at the end of July. They are already
planning an extended trip for 2014




English Channel


ach ro

Chichester Marina

Restaurant/Bar, Chandlery
and Convenience Store


A beautiful setting with sandy beaches nearby, rst-class facilities on site

and an unrivalled range of services discover this South Coast haven
Chichester Marina is
tucked into the green
expanses of West Sussex


Chichester is one of the UKs

largest marinas yet retains an
air of peace and tranquility
The new 3.5 million
boatyard has attracted
a host of marine

specialist repair and
maintenance shops
for all boating needs

The marina is home to

a welcoming yacht club

heltered up the Chichester Channel and nestled within

green expanses of the West Sussex countryside is Premiers
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.


Premiers 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 UKs 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.


Chichester 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 cafs 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.


Premiers 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/caf. 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.


Chichester Marina is part of Premiers 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. Premiers annual
customers can transfer between Premiers marinas at any time with
fees adjusting up or down to reflect the location. Premier berthholder 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
OCTOBER2013 77

See the VIDeO

CusTom YaChTing

Ferrettis 960 boasts a genius oating dock and great
social spaces, but the fact it zips in under the 24m regs
may be the real pull for owner-drivers
Text: Alan Harper Photos: Ferretti

OCTOBER2013 79

ize can be deceptive. We have all encountered the

enthusiastic boat-show salesman who insists that
you will nd his boat much bigger than it looks, if
you will just step aboard and experience the Tardislike qualities of its interior. Yet Ferrettis salesmen
at this seasons shows will have the opposite problem
with their 960, the new company agship. Dont be
fooled, they will tell you it might look nearly 100ft
long, and it might say 960 on the side, but really its only a 79-footer.
And strictly speaking, theyll be right this is, in fact, the worlds
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 960s legal hull
length is 23.98m (78ft 6in). This means, of course, that most
international rules for both charter and private yachts simply dont
apply. To the MCA, its a small vessel. To the EU, its a recreational
craft. The benets are legion.
As sometimes happens during recessions, this new model is not as
new as it looks. Its based on the hull of Ferrettis previous agship,
the successful 881 RPH, but while it bears a strong family
resemblance in prole, 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.


The new yacht has much more of a superyacht layout than the 881.
The spacious saloon benets 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 owners 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
tted out with high-quality materials and plenty of designer
ourishes, from the Poltrona Frau sofa and 12-seat Bonaldo dining
table to the Antonio Lupi wash basins.
Outside, the 960 has inherited the 881s gigantic ybridge, but has
put it to much better use. Its 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 agship has a proper stern garage
and its one of those dening 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

Floating dock is a triumph. The sea oods

the dock and oats the tender making
boarding and disembarking simple and safe

A very capable helm with
commanding views. Theres
lots of space for multiple
screens and plotters

With the tender now stored in the superb

new garage the ybrdge is solely devoted
to relaxing, socialising and sunbathing


The new agship has more of a

superyacht layout and the spacious
saloon benets 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

descends into the water and as it does so, the sea 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 aoat. 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.
Its amazing a ooded dock in the stern of a 96ft motor yacht.
Its 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 sacrice, which such a spectacular tender-handling system
has imposed upon the 960, is in the engineroom. Its 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 ybridge
overhang to make it possible to remove an engine without having to
cut any breglass. There is even sufcient 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 960s engineroom lacks an engineers
technical area, which Ferretti would generally expect to 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.

The lower deck has

four guest cabins
all with ensuites


Ferrettis naval architects were very conscious of the fact that they
were building their new 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 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 theyve
based a new model on an old one. Its understandable. But with the
960, Ferrettis marketing people dont seem that worried. Its as if
they imagine that it will somehow contrive to get your attention
anyway for its performance, perhaps. For its great owners 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. Its a brave strategy, which seems
doomed to succeed.

with a view
Swish galley has
full-height appliances
and a great view out
thanks to the long

Capacious full-beam
master ensuite



78ft 8in (23.98m)
DRAUGHT 7ft 3in (2.20m)
1,980 gal (9,000 litres)
290 gal (1,320 litres)
(full load)
TEST ENGINES 2 x 2,638hp
MTU 16V 2000 M94
31.7 knots
19-27 knots
(range on 80% fuel)
1,500RPM 16.3 knots,
75.0gph, 0.22mpg, 344nm
1,750RPM 18.2 knots,
89.5gph, 0.20mpg, 321nm
2,000RPM 25.1 knots,
137.9gph, 0.18mpg, 288nm
2,250RPM 28.8 knots,
178.8gph, 0.16mpg, 255nm
2,450RPM 31.7 knots,
216.0gph, 0.15mpg, 233nm
PRICE FROM 7 million ex
VAT, ex shipyard (approx
5.99 million ex VAT)

LENGTH OVERALL 95ft 10in (29.20m)


BEAM 22ft 1in (6.72m)

Master cabin is light, spacious and

modern. Those big hull windows
make the most of sea views
On test we clocked 32 knots with
the gruntiest 2,638hp M94s

The ooded dock is the absolute opposite

of a gimmick because it works so well
its a spectacular feature

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


I was easing happily into life on the

water and Grand Journey was
becoming like an old friend

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.

Credit: Klas Stolpe

y 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.

Andy cruising
through Canada on
his Grand Banks 50

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.
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 fastattack 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


Fresh seafood
suppers were the
order of the day

Friendly marinas made

this region so inviting

Andys dad (pictured) and

mum joined him on the 200mile cruise to Vancouver

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.
Ive 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




nautical miles




Pacific Ocean





86 OCTOBER2013

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 wouldnt 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
The day of
departure and
the furnace
heater blows up

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.
I pulled into a small inlet called
Fishermans 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.

To my horror what looked

like smoke billowed furiously
from the exhaust



Theres all sorts of

trafc to look out
for in these parts

Credit: Klas Stolpe

Tender country: exploring

the magical Desolation
Sound on a tender and two

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.
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
The start of the hellish
trip across Queen
Charlotte Sound

88 OCTOBER2013

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 didnt
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.
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 Annas 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.
Andys journey continues
next month in MBY

Broad sweeping fjords were anked by dark

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




( as it sells a good

range of portholes, and finally you can
try IMP (,
which stocks anodised aluminium
varieties. Greg Copp

Volvos flush of new
products; compact
thrusters 92




Russian satellite
rocket crashes 98
Fast planing boats dont
get much better than the
Hunton XRS43

Sunglasses special;
MacWet gloves 100

No slams or rolls: the

Botnia 44s broad hull
bucks the trend and is
seaworthy and swift



Top hulls; purchasing portholes; shing tips

Our boat test editor

swaps the Solent
for Portugal 104

Funding the purchase
of your dream boat
can be achieved with
marine finance 108

What grounds
are needed for buyers
to reject a boat after
sea trial? 112

shoot-out: Cranchi 41
vs Sessa Oyster 42/
C42 115

Italian style and

performance on test

What 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, Im happy to buy
used and Im not particularly concerned
whether its 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
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 isnt that high on
your list of priorities then a semidisplacement 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.
Theres a long list of boats that meet
this criteria but builders such as Hardy,
Broom and even Bnteau with its
Swift Trawler range could be ideal. If
its a fast planing boat you want,
though, then in general the rule is the
narrower the better. Huntons 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

You 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 dont recall being told
who made these particular ones,
however you dont 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 ( at
Shamrock Quay in Southampton.
Alternatively, have a look at Vetus

I 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
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 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.
Its 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
Pick your spot and you
could land your supper

How something with such a broad hull

can provide such a reassuring and cosseting
ride is a marine miracle
OCTOBER2013 91

Volvos vault

Our Technical Guru

Greg Copp

The latest marine engines and innovations



New trim tabs, petrol engines, diesels and nav systems go on test
Text: Dave Marsh

Volvo 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 Volvos
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
theres something new for
everybody, it simply depends
whether your boat is little or large.
Volvos 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
Volvos greatly extended warranty
coverage. Covered in full in last
months 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 for more info.

Volvos new interceptor system

and its throttle-mounted controls

An Atlantis 55 was used

to demonstrate the GCS
and interceptor system

Volvos Glass Cockpit System (GCS)
is powered by Garmins latest range
of flush-fit multifunction plotters. It
brings together all your navigation
information with everything that
Volvos 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 boats functions.

Six screen sizes: 8in, 12in, 15in

integrated MFDs, plus 15in, 17in and 19in
monitors with separate processors

Our test boat on the press trip was an

Atlantis 55, which along with a glut of
other Volvo systems, had Volvos 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


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


and extremely fast acting. Although

there were no clues in our press packs,
Volvos interceptors look very similar to
Humphrees outstanding interceptors.
But Volvos system differs in two
fundamental ways.
Volvos offering has no separate
control panel, instead the manual
controls are built into Volvos
multifunction throttle, with the
monitoring interface pasted onto a
suitable display, for instance one of the
Garmin screens in Volvos GCS. And
whereas Humphrees 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 Volvos
Powertrim Assistant, which controls
the trim of the sterndrives.

Traditional tabs

Volvo 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, Im 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, Volvos 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
350s emissions are so
staggeringly low that its 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, Volvos 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 Princesss 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.

The principal advantage

that interceptors have over trim
tabs is speed of operation. For
instance, Humphrees 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, its
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
theyre set horizontally (for
instance, Ive personally
experienced an increase in a
boats dynamic stability with a
switch from interceptors to trim
tabs). This, and other dynamics
such as the way a boat turns when
its trimmed, can all be affected.

OCTOBER2013 93


Small-scale thrusters
Holland Marines Jet Thruster makes berthing easier for smaller vessels
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 threeway 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

Sun-tracking shade
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, semiautomatic and fully automatic control.

A bimini which
tracks the sun to
keep you shaded

94 OCTOBER2013

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.

The Jet Thrusters (bow,

stern or both) can easily
be tted to smaller boats

Cabrio compact RIBs

Folding transom makes bigger tenders an option for smaller garages
Ever wanted a bigger tender but just
cant 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 wellmade, 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 its 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.

Folding transom means the

whole engine stores within
the LOA of the tender

High power-to-weight ratio

and classy looks make the
Cabrio range a credible
alternative to jet tenders


The ve-cabin ISA

140 has a beach
club and plenty of
outside space

The ISA 140 a hybrid motor yacht

Could this be the most feasible dual-system motor yacht on the market?
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


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

96 OCTOBER2013

The Mono-Swath and its

centre hull should tackle
the roughest of weather
with ease

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.
For more info see

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 vacuumassisted resin infusion also helps
maximise its fuel efficiency.

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

The latest kit and navigational issues

Our Navigation Expert

Tim Bartlett

Russian GPS rocket crash

Glonass setback as Russian rocket carrying sat nav satellites plummets to earth
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 longterm 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

The Proton rocket


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.

The rocket veers

off to one side and
begins to plummet

The Proton rocket was carrying

three satellites which would
have been used in the Glonass

Navico takes on Raymarine

Company claims sonar patents infringed
Navico has begun legal proceedings
against Raymarine, claiming that its
DownVision sonars (see story opposite)
Raymarine DownVision uses
a fan-shaped beam similar to
Navicos DownScan to create high
quality images of the sea bed

infringe several patents that were

supposed to protect Navicos
DownScan technology.

It crashes into the

ground with its
engines still ring

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 Johnsons
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.


Dont 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,
its 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-todate weather reports. Free from


CP100 combines
dual channel chirp
technology with

Black box
Raymarine launches black-box photo-like sonar
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 Dragonflys
photo-like sonar-imaging capability to
any multifunction display that uses the
companys 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 Raymarines 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
Ironically, one
drawback of the hi-def
DownVision picture is
that fish dont 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 dualfunction 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 CP100s 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 Raymarines 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 transommount 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

The black-box
version brings
photo-like sonar
images to its

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



TIM BARTLETT: Finally the euro drops taxing

boaters into exile is not a very clever move
ost boat owners, I
think its 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 arent much of a
burden on the police or ambulance
services. In a time of global
recession, youd have thought that
any country would be pleased to
welcome such high-spending,
low-maintenance visitors.
Its 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 countrys
economy. So, at long last, hes 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 didnt 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 boats value. Many of these
boaters will likely feel its too risky to
return and may well have been put
off Spain altogether.
As mikef, writing on the
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. Theres no way
Im putting my boat back in that
country and the spending that goes
with it anytime soon.

OCTOBER2013 99


The best sunglasses for ships and shores
Photos: Neil Singleton


New Horizon 220

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 theyre
worth checking out. Chantal Borciani


Plaintiff Squared 170


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. Theyre a bit pricey, but a good accompaniment for your
Med boating. Stewart Campbell

Ray-Ban Polarized 130

Some people just cant do without a pair of Ray-Bans and the companys
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




Bolle Damone 60

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 40


Proof that you dont need to wince when buying a quality pair of
sunglasses. Admittedly, these Edge frames from Gill dont 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

Bolle Speed 80

If Im being honest I was a bit disappointed with the

Speeds from Bolle. Yes theyre light, protective and
comfortable thanks to the soft nose piece but I just think
theyre a bit, well, boring. There are no real distinguishing
features to make you coo with joy as you should when
youre 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

Maui Jim Makaha $179


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. Im 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
OCTOBER2013 101



The Coast Key

is pre-rigged
to plug into
the wiring
harness of
your engine,
so order the
right one

We put the latest kit through its paces

Coast Key kill cord

As part of MBYs 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 boats ignition system by a
competent engineer but its plug-andplay wiring meant it was only a
15-minute job to have it fitted to my
Suzuki outboard-powered Karnic.

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

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 youre back
in the marina. In the meantime, youre
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.
Its 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 helmmounted receiver. If you lose it or forget
it, you can key in a pin code to start the

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 its active
and it switches off with the engine so
you dont drain the battery, which
should last for 300 hours or three
years. Its not cheap but it is effective
and so far it has worked flawlessly. Hugo

Dri-Pac Holdall 55L

MacWet gloves




The MBY team does spend

a lot of time hooning
It will keep your kit dry
around on fast boats,
and the clear material
so maybe it was
increases visibility so
down to months
you can see the
of wind
outline of whats
between the
in your bag and
ears that led
locate items
us to be
much more
The detachable
by this dry bag This big waterproof holdall is easy to stow
padded shoulder
on first meeting.
strap is very comfortable too.
Rather than rolling the excess material
An air release valve as well as
and forming a loop and clipping the two
compression straps mean any excess
ends together to form a circle at the top
air trapped inside the bag can be
of the bag (like a conventional dry bag)
released to reduce that all important
the ends of the Dri-Pac roll down and
storage space on board. All seams are
clip to their respective sides.
welded and it also has reinforced grab
Once you get the gist of it, this holdall
handles. Probably one of the most
actually works very well and is 100%
functional kit bags weve come across
waterproof, very light, very large and
in a long time. Chantal Borciani
stuffable into any number of holds,
cupboards and holes on board.

102 OCTOBER2013

Grippy for
and wheels

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. Thats
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 closefitting 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

Top tips from real boat owners in the MBY eet



JACK HAINES, Portimao Marina, Portugal


BOB THOMAS, Port Solent, UK


MIKE ROTHERY, Sant Carles Marina,


KIM HOLLAMBY, Haslar Marina, UK





JOHN WOLF, Port Vauban, France



GREG COPP, Port Solent, UK



KIERON WHITE, Ocean Village, UK

HARRY METCALFE, Port Saint Jean,

MIKE CARTER, Port Vauban, France

DAVID ALLEN, Rossiters Quay, UK




Cruising Scotland


Port for

Our boat test editor bids farewell to drizzly days

and moves his Swift Trawler to Portugal
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 Blues Away,
our Bnteau Swift Trawler 34, from her
berth on the River Hamble down to
Portimao in Portugals 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
It was tting that it
drizzled the day Blues
Away left the Hamble

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 Algarve
Why Portugal? We, as a family, have
been holidaying there for years and
cant get enough of the rugged
coastline, sweeping, golden beaches
and stunning seafood. Its not as
popular as the South of France, Spain
and the Balearics, and no, it doesnt
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 its not just berthing and
maintenance thats 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).


Blues Away is lifted out

and on to the truck for the
drive to Portugal

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
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

A berth in Portimao was 4,693 compared

with 6,200 on the Hamble, and its not just
berthing and maintenance thats better value

Blues Away was expertly

loaded on to Boat Loads
Internationals trailer

OCtOBEr2013 105

The backdrop of blue skies

at Blues Aways 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 Blues 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 trucks 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
Blues Aways 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 didnt 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

The sunshine
puts everyone
in a good mood

Taking the tender

into town is a breeze

Exploring new waters

morning light when we were using the

double sofa bed in Blues Aways 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.

BOAT MASTER ourboats

Friends and family

have welcomed the
move to Portugal

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.

We slapped on some antifoul,

booked a service which she passed
without a hitch minus needing a new
domestic battery raised Blues Aways
Portuguese courtesy flag and that was
that, she was ready to take on her new
cruising grounds.

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
its really blowing you can see the
spume firing up into the air from the
marina. Its 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

Portimaos pull
One of the things that attracted us to
this part of the world was just how good
Portimao Marina is. Its a reasonably

The marina is a stones throw from charming

shing villages, fabulous sandy beaches, sheltered
basins and excellent restaurants

Far, Faro away

The fabulous beach at Praia da Rocha
is a ten-minute walk around the corner
so even if the weather isnt 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 stones 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 pictureperfect 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. Its 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 its
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

rugged coastline
is crying out to
be explored

oCtobEr2013 107

All the answers to the important questions

Lend a hand
Financing your dream purchase of a boat is more
straightforward than many realise, so how could
marine nance help you?
Text: Stewart Campbell

Its important to
thoroughly check
your prospective


What is marine finance?

Simply a loan taken out with a lender to
help with the purchase of a new or used
boat, although youll 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
todays 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.

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

Who offers it?

If you Google marine finance and boat
loans, youll find plenty of companies
offering finance for a boat purchase.
But were 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 lenders application
goes before the BMFs 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 its a
good starting point.

The bigger guys offer nance for anything up to

superyachts running to many millions of pounds,
with the bigger loans attracting lower interest rates
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.

Some lenders do not

charge you should
you wish to increase
your repayments or
pay off in full

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, youll
just have to pay them for a longer
period. The converse is true if base
rates fall. But thats 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 dont 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 its 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 youre 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 drivers licence
OCTOBER2013 109


With nance secured

you can get on and buy
your dream boat today

will also be required. If buying through

a company youll 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 its 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 lenders 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.

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

110 OCTOBER2013

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
theres 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 sellers 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 its 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 rst half of 2013 compared to the
same period of 2012

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
Advance payment: 105,000
Amount borrowed: 245,000
Borrowing period: 120 months
Monthly payments: 2,500.51
Interest rate: 4.4% variable
Total amount payable:
Administration fee: 1,225

Boat cost 1 million

Advance payment: 300,000
Amount borrowed: 700,000
Borrowing period: 120 months
Monthly payments: 7,077.61
Interest rate: 4.2% variable
Total amount payable: 1.154m
Administration fee: 5,250


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

When can you reject a boat?

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

The buyers 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 solicitors

Michael was lucky some contracts state that the

buyer can reject for any reason following sea trial,
whether or not it affects its seaworthiness
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 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 Michaels favour was the fact
that the buyers surveyor had signed
the boat off after his sea trial, and
Michael had his own engineers report
confirming the issues experienced
during the buyers sea trial did not
affect the seaworthiness of the boat.

The buyer could not therefore state that

the boat was unseaworthy and reject it.
I wrote to the buyers 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.
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.

Illustration: Jason Hardy

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
*Names and boat details have been changed in this story

112 OCTOBER2013



s  ! $$



s   "


 !  !






> > > : , ( 2 , , 7 , 9  * 6 4


What to look for aboard the best used boats

Our Market Expert

Greg Copp



Cranchi 41

Text: Greg Copp Photos: Lester McCarthy

Cranchi and Sessa who wins for superior style and high performance?
he 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.

Servicing (inc labour & VAT)
Pair of Volvo KAD300s
592 each
Pair of Volvo D6s 577 each
Replacement parts (inc VAT)
Raw-water pump 421
Injectors 89 each
Oil cooler 921
Starter motor 721
Alternator 486
Raw-water pump 395
Injectors 310 each (exchange)
Starter motor 655
Alternator 480

OCTOBER2013 115

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
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


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

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.

2004 TO 2010 FROM 120,000

Cranchi 41 Endurance
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 (23 transom deadrise angle)

stepped hull giving an impressive ride
in all but the worst conditions.
Sportsboat pedigree
We took a look at Chris Flemings 41 for
this article, on for sale with Salterns at
169,950. Its 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 41s quick
response and true sportsboat nature.
Its 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, thats hardly surprising.
The Cranchi may top the ride stakes,
but there is a price to pay below decks.
The Sessas saloon feels huge in
comparison to the Cranchis, 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 couples
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 doesnt
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 todays prices, making the 41 one of
the best-value used sportscruisers on
the market just be sure your needs
are more sports than cruiser.


Model 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


Though a slimmer boat than

the Sessa, the cockpit on the
Endurance is still a sociable size
Good helm and a
great drivers boat

While offering a competitively
priced product, Cranchi has
produced a well-built and
engineered sportscruiser with
attractive lines. The detailing
hasnt 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

Fairly compact below

but with deceptively
spacious storage
Plush and stylish but
limited in terms of family
accommodation below

We bought our Cranchi 41 new in
2009 and have clocked up over
250 hours cruising from our berth
at Port Solent. Weve 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

The mid cabin on

the Cranchi will be
more than adequate
for most couples

Just one heads with the Cranchi

and its a tad on the compact side

OCTOBER2013 117

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

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


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

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
boats history

2004 TO 2008 FROM 140,000

Sessa Oyster 42
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.
Sessas 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.
Garys boat, on sale for 195,000
with Ancasta, is powered by firstgeneration 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 modernlooking 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.


Model Sessa Oyster 42/C42
Type Twin-cabin four-berth
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


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 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

A well stacked helm

with good ergonomics
but seating for just one
The berth is long enough for most
but there is limited standing area

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
Gary Obee

The galley, though not huge, is

larger than on the Cranchi
The impressively large
mid cabin has an equally
generous offset berth

One of two
ensuite heads

OCTOBER2013 119

#%+  !$ 
! * $ !!) 

' %++  $! 
!( $ %  

 $ )  
!  !$!  &
 $! !(  

% % 

+.  1  #
 " -

'== B'=% =B'+ -)A- : >9E%/ '7) +$'+7 -+ -)A- 

"EE /- 6'A72 0'6 ?.E %-@67 @71 %'7 '7  7=@++'+$ -+
-B+6 )@ %@)) '6)'+ 6$ ##2 % %7 + )'$%=)D
@7 + C=6*)D B)) *'+='+2 +)@7 )77 )'+$
=@67 7@% 7 )=6' -(/'= 6=-/ + )=6'  =
@+  -+A67'-+2

'== B'=% B'+ -)A- : >9E%/ '7) +$'+7 0%-@67 #91

%'7 7=@++'+$ B%'= %@)) C*/) %7 + )--(  =6
7=''-@7)D '+ %6 -B+67%'/ + '7 !== B'=% )) =% C=67
D-@ -@) +2 + -B+6 6-* +B + 7@//)' D @7 6-*
+B2 %'7 A77) '7 6D =- $- +- + =- B'= =% )'A6D
='* -6  +B -+

  ( 0% +"'  1  #

 " '-

/ % '1 +..111  #

 " ((

=@++'+$ -+ -B+6 C*/)2 '== B'=% B'+ =6/'))6 >?E

0,EE1 +$'+72 B'=% -+)D ??E-@672 %'7 =B- '+ C*/)
%7 )-B %-@6 @7 + '7 /67+= '+ +=7=' -+'='-+ B'=%
 7/'!='-+ =%= '+)@78 6 @=- ')-= +6=-6
776)) '6 -+'='-+'+$ '*'+' + *@% *-62

+ -B+6 6-* +B 6D )-B +$'+ %-@67 '6 9" + 
>? .9E/ '7) +$'+ @)) 76A' %'7=-6D 66+=D
 A6D $-- 7' -= ') -6 $=='+$ -+ =% B=6 =%'7
77-+ B'=% =% 66 >? '7) +$'+ B'=% 7@% )-B
%-@672 -6 @6=%6 '+ -6*='-+ -6 -6 A'B'+$7 /)7 -+==
& 6== BD6 E.#, "9: 

% % .11"

+"  1  #
 " '.

'== B'=% ? C -)A-   9#  '7)7 B'=% #E%/ & .?EE
%-@67  +=7=' C*/) - =% A6 /-/@)6 '6)'+ 6$
#> =%+'))D  -7*='))D 6!== '+ ?E.. =% +B
-A' %6-) @/%-)7=6D2 % -*7 B'=%  @))  7/
6A67 D) '6 -+'='-+'+$ +B ++ 9 A $+6=-6
7/6= 67/%6 '7) %='+$ 7D7=* D*6'+
.?E  )-==6;6 D=%-+ @=-/')-= + 6'=2

% % 1  +'


111  #

 ( $* !
!$    ' *

  $  $ ! !
! ' 

& , %/&% +.  1  #

 " ''

% $/%! . +-(  1  #

 " "

% % -

+"'  1  #
 " (

'== B'=% -)A- += ..&:9E%/  +$'+7 0>, %-@671

@6 -B+ *-+7=6=-6 B'=% )) +B B66+='72 %'7 C/677
6@'76 B7 @')= -+ =% /6'+'/)7 - +- -*/6-*'72 =D)'7%
)$+ 7/'-@7 + /67+222
@7=  B B-67 =76' -+ - =% *-7= @=' @) 7/-6=7 6@'767 A6 @')=2
)) + 66+$  A'B'+$2

% $/%!  +  1  #

 " (

'   !$

) $ '  
   ' *

'== B'=%  +*6 ..E%/ '7) +$'+ B'=% -+)D ?>E %-@672
% B6&B'++'+$ 7)+ (=  6@'76 - 67 D6
6-@+ -='+$ -* -6= =6B)6&)'( )'A')'=D + *-=-6'+$
/6 -6*+ 7'*/) + A67'=') 7')'+$ + )$+6D 
3@)'=D + A)@2 *-+$ *+D @+'3@ =@67 6 =% 
6@'7657 =B'+ -(/'=72 +  = /)@7 -+ -6B62

/& -.1 !/#


+. 1  #
 " ..

'== B'=% =B'+ -)A- += #&?:E '7) +$'+72

)@ %@)) ?E4   6'- )@ )'$%=7 -+ 7' (7 +
-(/'= +'6= )'$%='+$ -6 '+7 ( -(/'= :%/ -B
=%6@7=6 -%6-- @7%'-+7 +A6=6 6%)'$%= --+
A+='+7  %D6@)' 776)) '6 -+'='-+ '+ 7)--+
B'=% '+)= =- -B+6 '+2

% % "

+"  1
 " 1

'== B'=% =B'+ -)A- .? 9."%/ '7) +$'+7 0#EE -@6712
'+$) -B+6 /6 = -+'='-+2 %'7 '6)'+ %7 + C=+7'A
7/'!='-+ '+)@'+$ =6+ %6@7=6 -B %6@7=6 ++
.92"  +6=-6 ?#E %-6 -B6 )-6'!6 -=  -)
677@6'7 =6 D7=* A67 D) '6 -+'='-+'+$
-)'+$ +( '=% @=)= =-  + ( )--+ ;'-;
 D7=* + *@% *-6

% % 
" '

+"  1  #
 " .

&$ !   ! 
$ ( !  

'== B'=% +*6 # & ?>E  '+-6 '7) +$'+

% '*@7 >?E -@/ '7  7=@6D 7*'&'7/)*+= *-=-6&
6@'76 + =%'7 /6='@)6 -= '7 '+ C))+= -+'='-+
-//6 -==-* '+ ?E.? + *'+=++ + /6- 77'-+)
+$'+ 76A' -+ =% +*6 '7)2 +A+=-6D '+)@7 
@))D '+=$6= ;/)-==6;66 + @=- /')-= -B =%6@7=6
6-/ @==6 %-)'+$ =+( )=6' B'+)77 '+ %='+$2

'== B'=% =B'+ -)A- +=  9>  '7)7 0#>E%/1

//6-C :"E %-@672 B =- =% *6(= =%'7 '6)'+ 6$ #>
6@'76 @+6B+=  @)) +$'+ + $+6=-6 76A' '+
?E.> 7 B)) 7 +B +=' -@)'+$ + /-)'7%'+$2 % %7 +
@))D /6/6 -6 =% 7@**6 77-+2 %'7 A77) -*7
B'=%  @)) '=66++ 7/'!='-+ '+)@'+$ 6A67
D) '6 -+'='-+'+$ + %D6@)' +-) /776))2

+=7=' )D-@= %+)'+$ +  =%6 '+ )D-@=2 '==

B'=% =B'+ >.?: '7)7 #?: +  %'$%  7/'!='-+
'+)@'+$ 6  +6=-6 '6 -+'='-+'+$ 776))
)=' B'+)772 -6 *-6 '+ -6*='-+ +-B /)7 )) 77C
-=D67 = -+ E.9E? ?""2

    ! "###"   ! "!$    ! "#
%&   '()*+& ,,,+()*+&
&(   - .)* . /  ,
, 0 1)&2)
34 !.
    #5 "!$###    #5 "#45 5
%&   ' 
+& ,,,+ 

& ! !$ $  $ $ 

/  # !  ,00

)+0  !

'<< A'<% <A',  -EE%0 '7* ,$',7 = ',73 , .A,6 6.+ ,A ,
!67< .++'77'., ', >EE-3 %'7 ',C " '7 <% 0'<.+ . *$, , ?*!*7
@6C B0<<'., .  %'$%&<% *?B?6C 6?'763 .6 <%, <%'7 <%.?$% <% "
B%''<7 0'*'<'7 , 06 .6+, <C0'**C .,*C .?, ', 7+**6 70.6<7
6?'7673 % ,A&$,6<'., 0& %?** '7 06 <*C +<% A'<% *'@*C %6&
A.6)',$ ,$',7 6.+  <. . 6 %'$% *@*7 . .+ .6< *.A *@*7 . ,.'7
, .,.+'* 6?,,',$3 6.+  *6$ 7  <%',$ 0*< .6+ 7<07 ., '<%6
7' * <. <%  < ) A'<% '<7 A' 7?, .6 7<',$ 66,$+,< A'<% *6$
&7%0 7. 3 ** <',<&$*77 7*'',$ ..67 .0, ',<.  @6C 70'.?7 )
7*.., A'<% $6'**3
#/ +& # ) &0  !

# # +

) 0  !

. $*#  &0 

,0 ,

) 0

# # 

)0  !

'2 (

 $6< .00.6<?,'<C <. 0?6%7 ., . <% 7< ),.A,

+'*C .7<* 6?'767 A'<% ** <% B<67 64?'6 <. 6?'7
', .+ .6< , 7 <C ', ** 77.,73 '<< A'<% >B 6)',7
6 >9" '7* ,$',73 ,*?7  ',',$ <* A'<%
.*',$ *@7 <%< 7<.A7 AC ?,6 <% 7<< ,  ,<6*
) 7*.., A'<% .+ .6<* 7<',$ .6 7'B .6 +.63

# * 0 )+0  !


'<< A'<% <A', .*@. /> 8/" '7* ,$',7 1=>E .?672
%'7 '6*', A7 7?00*' C 77B .<C67 < <. <%
?66,< .A,63 %'7 06<'?*6 %,<.+ "E ,!<7 6.+ 
%'$% 70'!<'., ',*?',$ ?** C+6', />E ,@'$<'.,
4?'0+,< ?<. 0'*.< 6 3 < *7. %7 670%6
%<',$ ,  /83"
 $,6<.6 <  , +?% +.63

# # +

000  !

 *.@*C B+0* >EE" '6*', 6$ =# 6, ,A <. <%

+6)< 0*3 ?**C 4?'00 A'<% *.<7 . B<657 *7. 6<
B%,$ @'**  66,<C3 '<< A'<% A', .*@. ,<

=EE '7* ,$',73

*? ?** > B .*@. 9 =8E  ,$',7 ?** 76@' %'7<.6C
6C ,<*C ?**C 76@' ,$',7 , 6'@7 ,<' .?*
, 0.*'7% , <% A<6 , 6C <.  ?7 , .A,6
6.+ ,A A%. '7 ?0$6',$ <.  '$$6 +.* 0$67
',*? )  7', ',  < ',  .,@67'., <. 7*..,
7<< 7*.., 7<..*7  7)C*'$%< <. $**C 6 +' ?<.+<'
,%.6 , .)0'< $6'* .A , <6, %6?7<63


) 0  !

    3 77B .<C67 *< 6 06.? <. . 6 <%'7

70<*?6 ,A .< 6.+ *7<6.,3 '<% 7<?,,',$ 6<6.
7C*',$ <% /9E '7 *') ,. .<%6 70.6<7 .< ., <% +6)<
'< 6**C %7 @6C<%',$ ',*?',$ <% *..)7 4?*'<C , $6<
06 .6+, 6.+ <% -E 6?6C ,$',3 ?00*' ., 
?7<.+ > A%* 
6) <6'*63 +.63

# "-# &

) 0

'<< A'<% <A', .*@. 9 #=" '7* ,$',7 006.B3 /#E

%.?67 ?73  +?% *.@ , %'$%*C 4?'00 #>:"3 % '7
!<< A'<% +,C ?7 ?* B<67 ',*?',$ .A <%6?7<6 %.*',$
<,) ?*<6 *<%6 ?0%.*7<6C <A', 7<<'., />E 6::
*.<<67 ?<.0'*.<   : ,6<.6 &+'7<67 ,
+?% +.63 , . <% 7< 067,< *', #>:"57 <%<
A %@ *'7< 

'<< A'<% <A',  ""E%0 '7* ,$',7 /"EE %.?67 ?73 ,

B0<'.,**C A** 4?'00 B+0* . <% '6*', 4?6.,
"9 A'<% ** <% <.C73 ?**C '6.,'<'., /E
A $,6<.6
B**,< ,@'$<'., )'< , ,$',7 ?**C 06. 77'.,**C
76@'3 ** A.6<% @'A',$ 7 A** 067,<3  @6C *6$
.< .6  .+0<'<'@ 06'3

/ ,0 -# ), 0  !


# # 0 )&0  !

,0 ,

'<< A'<%  7',$* 66?'76 "38 >9E%0 0<6.* ,$',

1'6 #"E %.?672 %'7 '7  $.. .,'<'.,  C >#E
?,,6 A'<% .,*C > .A,67 6.+ ,A3 **C <%'7 A.?*
+)  06 < !67< <'+ 0?6%73 ** 06< B%,$7 A'**

6 <. <% ?7 +6)< ?**C *. '6*', 6$

"E3 '<< A'<% A', .*@. // 98E ,$',7 A'<% '6
.,'<'.,',$ .)0'< 6'*  < ', '< ?< ?'.
0$6 ,6 ?,% %,'7+ ?** 6+', @ 7?'<
, +?% +.63

'<< A'<% <A',  =>E #="%0 '7*7 ,$',7 7% < 6'@
//EE %.?673 %'7 .< %7 (?7< , <), ', 06< B%,$3
% %7  $.. 7'D .6A6 ', .?* A'<% <A', 6<%
', <. 0.6< ,  .,@6<'* .?* ', +', 7*..,3
B**,< 7%.A6 , %73

# # %

)0  !

'<< A'<% <A', .*@. -&"8"%0 .*@. '7* ,$',7

1'6 /=E %.?672 %'7 7',$* .A,6 7<* *? 6$ #8
A7 7?00*' C ?7 ', >E//3 %'7 @77* %7 , ',6'*
'<66,, 70'!<'., ',*?',$ '6 .,'<'.,',$

7<**'<  7C7<+ 0776** $,6<.6 ?,6A<6 *'$%<7
 7.?, 7C7<+333<% *'7< (?7< )07 $.',$3

**#-$ #* 0


)%0  !

'$% 6 .6+, .<.6 %< !<< A'<% A', <60'**6

9"E%0 '7* ,$',7 , 7?6  0'6',$ 06.0**673
1'6 =EE %.?672 .< +?% ., <% A<6 , +<% <%'7 %'$%
06 .6+, 1=- ),.<2 *?B?6C +.<.6 C%<3 % A7.+
06 .6+, , 6 .< *..)7 +, <%'7 .< A'** <?6,
%7 ', ,C +6',3

. !
' )'
/ ,,,
 ) 0  ! 

  ,// +

),+ /  #
 " &

%'7 '7  @6C $.. .,'<'., B?+ >#DD= 70.6<7 ?C

0.A6 C  66?'76 =!D  0' A'<%  6@.
.?<6'@3 .+7 .,  # A%* 333 6'*6 , B<67 ',*?
 33 *C6 @+, B : 6'. 6+', .*.?6 
%6<0*.<<6 ,%.6 A'<% %', , *', ,67 7',) ..*
.B 7%.6 0.A6 <.'*< .< %..) '+',' <.0 <.,,? .@63
% .)0'< %7 > 6<% .++.<'.,3 ** A.6<%  *..)3

-%$ ** ' ),  /  #


$ $ &



 /  #
 " "

'<< A'<% <A', .*@. - !8!  '7* ,$',7 A'<%

.,*C >>D %.?67 ?73 16@' >D/>2 '<< A'<%  $6<
70' <'., ',*?',$ ,, $,6<.6 C+6', 6
C+6', ?<. '*.< 0776** <',$  +)63 %'7
>DD8 '6*', 6$ #8 *7. , <7 6.+ %@',$  .7+<'
.@6%?* ', >D/> % ',<6'.6 .)0'< ?0%.*7<6 , <%
7<6',$ A%* %,$3

!-$ % ,


)  /  #
 " ',


)+  /  #
 " "'

'<< A'<% <A', .*@. 9 & =8D%0 '7* ,$',73 1.?67 !D2
%'7 '7  *') ,A ., .A,6 6',77 #>3 ,*C ?7 .6 /
+.,<%7 .6 ',$ <6 ', <. +.@ <.  *6$6 C%<3 %'7
C%< '7 ', B**,< .,'<'., , .67 B**,< 7@',$
.@6  ,A 6',77 #>3 .6 +.6 ',.6+<'., .6 <. 66,$
 @'A',$ ** '6*', .?<%+0<., ., D/#- !894

$ $ +

)""  /
 " +"

'  1  203
(  ' 4) ' !  / 5) 
) 4 0  ! 

6 4 27 !  '2
! -- 4)  (( 1( '

'<< A'<% <A', , DD%0 '7* ,$',7 .+.<'.,

.6 9 ', = '6 .,'<'., ',73 %'7 ,<%<<, !9 '7
., . <% 7< B+0*7 ?66,<*C ., <% +6)<3 % %7
, 06.77'.,**C +',<', A'<% ,. B0,7 706
, 067,< ', ?<'?* .,'<'.,3 % '7 ., <% +6)<
< $6< @*? , A'** 00* <. +,C 0.<,<'* .A,673
67,<*C 7%.6 < 77B 6', 1,6 ,.< ',*?2 3

'<< A'<% <A', .*@. ,< #3= 9 >>!%0 0<6.* ,$',7

.,*C ! %.?67 ?7 %'7 '7  @6C *'$%<*C ?7 , @6C A**
*..) <6 B+0* , .+7 A'<%  %'$% 7<,6
70' <'., ',*?',$ '6., <',$ <.@ 6'$ **C
7',) :: 0*C63

$%* +' )"  /  #
 " ++

*! / ),,  /  #
 " ,'

'<< A'<% .*@. 9 =/D57 % 67<'$ =9 '7 , @6 0.0?*6

"C 6'$ 6?'76 <%< .67 <A. 70'.?7 ',7 , 0*,<C
. 6..+ ', <% 7*.., A'<% .+.6<* 7<',$ .6 3 % "C
6'$ %7 7<',$ , 7?, 66,$+,<73 A  7%<
7*7  06.0**67 <<3 ?**C 0.*'7% ,A ,.7 , ,<'
.?*3 'A',$ 6.++,3 6< B%,$7 A*.+ ,
',*?7 = +.,<%7 ,$', , 6'@ A66,<C

 ?<'?**C )0< , A** 067,< '6*', %,<.+ #D

A'<%  $.. 
70' <'.,3 %'7 .< %7 , <), ', 7
 06< B%,$ , A'** .+ A'<% '6 >8D %.?67 ., .*@.
9 =8D ,$',73 .A 66'@ , .?<%+0<., 7%.63 6<
B%,$ *.+ 66,<C ,*?

 ., .A,6 6$ =#  )0< ', <% 

3 '<% ., . <% 7<
66<'.,* %?**7 @6 + <% 6$ =# '7  *77'3 %'7
06<'?*6 6$ %7 % ., .A,6 6.+ ,A3 '<< A'<% <A',
## 1>!2 '7* ,$',7 A'<% '6 !>D %.?673
%'7 06<'?*6 +.* *7. %7 70' <'., <%< ',*?7
C+6',  C+6', 63

$.!$ ,"

),/  #
 " "

6  !  4 0 
   !   0 
9 ! !  0  4!
  - 8

$ $ +

)", /  #

!$ *

)&  /  #

'<< A'<%  7',$* /DD%0  '7* ,$', .,*C !DD %.?67

?73 0' <'., <. ',*? .6<%7<6 .*.?6 *<6.,'7
?* <<6'7 )&A7%  *C6 670%6 '7*
%<',$ +6 *<6' A',*77 ,. <6'+ <7 ?*

%*$!  "

),& /  #

&  )' -  * 2 !

* 0 )  4) -
4!   ,


'<< A'<% A', .*@. ,<

 =DD '7* ,$',73 %'7 .<
'7 ', B0<'.,* .,'<'., , %7 (?7< % 6, ,A %..7
<< 1 .@ />23 ? <. />#-!D   %@ (?7< <),
<%'7 .< ', 06< B%,$ 7 <% .A,6 ?0$67 <.  ,A
*6$6 '6*',3 ** 6< B%,$7 '**  .,7'63

%'7 '7  ,' B+0* A'<% , B**,< 70' <'., ',*?',$

C+6', ?<. 0'*.< 6  , 7<. %<',$3 %
 .,?7 .6 <%'7 *$,< '7 <%< '< '7 0.A6 C .*@.

 =DD57 ., %<73

'<< A'<% 66?'76 #3=  1>>D23  )$ <<

7 7<,6 ',*?7 <'*< 7<6',$ A%* ?** 7' $*77
A',7%'* .,@,', 0)$ "'0&?0 ?)< %*+ 7<
7,0&', 60< *?+','?+ 6?6'* <6'+ A'<% *) ',76< , 
%.' . '<%6  .**6 .6 ?,) > A%* 6) <6'*63

    ! "###"   ! "!$    ! "#
%&   '()*+& ,,,+()*+&
&(   - .)* . /  ,
, 0 1)&2)
34 !.
    #5 "!$###    #5 "#45 5
%&   ' 
+& ,,,+ 



)!1  "

)@@ E)@' BF 0,D0 .@ / .&).:5 '): ): @' #H!@ $&:')2 -0,
!09 @' 09, 9.5 CFC9G 9C):).& !09 . F,,.@ 29)5 2)"@)0.
).,C: 0E '9C:@9 0+2)@ @).& )9 0.)@)0.).& 0- '@9
G:@- ). ). ,00.  ,G9 B=7  ,@ 9.  ). ,00. 1%7 ,@
9.   ). :@9 @@900-  !@ ). . -C' -095  :@C..).&
0@ E)@'  @F 2)5 ,: ,, ::F 0@G9: @ 0. H1<HBB## !09
-09 @),:5
$ $ 1

)!1  "


)@@ E)@' @E). 0,D0 .@ = A1H ):, .&).: 3)9

ABH '0C9:45 ,C 'C,, F-2, 0! @' D9G 202C,9 )9,).
9& %H5 9:.@ ). &00 099 E)@'  ')&' :2)"@)0.
).,C).&; G-9). 1BH ,0@@9 G-9). =HH1 C@0
2),0@ .. &.9@09 D9: G, >'@).& ,C -00
,)&'@).& 0+2)@ &9), @+ 0+2)@5  . ::):@ E)@'
@9.:209@@)0. 0! @'): 9& @0 .GE'9 ). @' E09,5

$. $ ,!1

)!&1  /-


)@@ E)@'  :).&, 1HH'2  @C90 ):, AAA '0C9: C:5

'): 0@ 0-: E)@'  D9G &00 :2)"@)0. @0 ).,C
D-. ##H# >,0@@9 D-. %AH ):'".9 D-.
<1HH   + .': 0 0,9: 009).& 2+ .
@9)- @:5 09 -09 ).!09-@)0. 0. @'): BHH< 9D09 B1H5

/- +!11

),1  "


'): ):  @9C,,G F,,.@ F-2, 0!  FC- A1HH5

0E9 G @E). 0,D0 %% ):, .&).: E)@' 0.,G
B<# '0C9:5 '): ': &9@ 0-@)0. !09 ,, @' !-),)G
0-2,-.@ E)@'  &9@ :2)"@)0. ).,C).& 9-).
. 0E9. ,@90.):5 '): FC- ): ,:0 "@@ E)@' 
099@)0. :G:@- @0 +2 @' 0@ ,D, E'. C.9EG
'): FC- .: @0  :.

$ #-$  , )+1  "


$ #-$   ),!1  "


0$ ! ,)&'@ 9): )@)0.)!!1  "


)@@ E)@' E). 0,D0 = %A#  ):, .&).: E)@' B#H
0C9:5 '): :@C..).& ,C . E')@ 'C,, F-2, ': .
,00+ !@9 -@)C,0C:,G G @' C99.@ 0E.95 '): )9,).
6C90. %B ): "@@ E)@'  :2)"@)0. @'@ ).,C:;
9-). #H1B 9-).  9:2'9 '@).& .9
,C.' :G:@- 9. -):@9: ,G9)& E@9 +
,G9)& . :) +: ,00.  0.D9:)0.5

)@@ E)@' E). 0,D0   1BB 0,D0 .&).: 3)9 <AH

0C9: C:4 ' )9,). 6C90. ## 9-).: 0. 0! )9,).:
-0:@ :C::!C, . ')&',G 9:2@ ,CFC9G -0@09 G'@:5
'): D::, ): ). F,,.@ 0.)@)0. . : . D9G E,,
-).@). G @' C99.@ 0E.95 '): 0@ ): 29) @0 :,,
E)@' @' C99.@ 0E.9: +. @0 -0D 0. 0!!9: 9 ).D)@5

 E,, 29:.@ 0E9)9 ): 20E9 G  %5A = 1/H'2

99C):9 .&). E)@' . ,2' . ,& :@9.9)D5 @C9:
0,,2:), E+09 @0E9 F@. :E)- 2,@!09- :@9.
:: ,9 *C:@, )-).) @02 @90 :G:@- +(@0(
+ 0+2)@ :@).& !@ 09.9 *C-2 :@: "@@ 0+2)@
92@ ).($009 :@09& ,0+9  @),@>20E9 :@9).& ,,
:C22,) 0.  ,C.').& @9),95

- $%* +' )1  "


 D9G ,. . @)G F-2, 0! @' 202C,9 $G9)& 0@09

9C):9 !90-
..C5 '): A= ): "@@ E)@' E). %%
0,D0 .@ ):, .&).: E)@' )9 A#H '0C9: . ':
 :2)")@0. @'@ ).,C: @' !0,,0E).&; G-9). H
,0@@9: @ ,0E9 . C229 ',-: + 0+2)@ $G9)&
!C,, 0+2)@ .02G . @0..C 9:.@ F,,.@

$ $ +1

)',1  "


)@@ E)@' @E). 0,D0 AB8: %=H '0C9: '): E,, 29:.@
202C,9 % 9@' 9C):9 0-: "@@ E)@' G-9).>
G@'0. >,0@@9 9   0E@'9C:@9 3.E
BH114  0),@ E)@' '0,).& @.+ :@0 ):, '@).&
> 2,G95 9,). ': 9.@,G . 290!::)0.,,G
,. @0 ).,C !C,, 0@ 20,):' :@).,:: 20,):' .@)(
!0C, .E .0: !C,, 0+2)@>).@9., ,.5

$ $ +&


)1  "


'): )9,). 9& A< ):  :@G,):'  :2)0C: = 9@' :209@:

9C):9 ). &00 0.)@)0.5 ' ': . F@.:)D ,):@ 0!
!@C9: ).,C).& 0E  :@9. @'9C:@9: 99  2,0@@95
'): 9& A< ): "@@ E)@' @E). 0,D0  %B .&).: &)D).&
. )-29::)D @02 :2 0! A% +.0@:  9C):).& :2 0!
B%5 ' ): C@)!C,,G :@G, E)@' :209@G ,).: @'@ :@),, D9G

$ *  ' ),1  "


 @9C 9)@):' ,::)5)@@ E)@' E). 0,D0 / #HH .&).:5

)@'  :2)"@)0. @'@ ).,C:; G-9). H 
92@ @0 ,G9)& G-9). =HH1 C@02),0@ 92@
@0 ,G9)& .. /5# D )9 0.)@)0.).& @0 ,, ).: E
,G9)& 0D9 . 0+2)@ 0D95 E .@)!0C,).&5

 0 ,1

)!+1  "


)@@ E)@'  C--).: 99C):9 #5< @90, .&).5 

&9@ :@9@9 9C):9 !09 @' !-),G5 0-: E)@' . F@.:)D
:2)"@)0. ).,C).& C, @@9): @@9G '9&9
'09 0E9 ,@9) ),& C-2 0@  0, @9 G:@-
,@9) 0),@ .'09 ,@9) ).,:: 0..C 0D9
0+2)@ 0D9 .@&9@ ,@!09- E)@'  ,G9 . -C'

%*$  ,

)+1  "


 D9G @)G . E,, +2@ 9C):95 C22,) .E G C: @0 @'

C99.@ 0E.9 . -).@). @0  ')&' :@.95 )@@
E)@'  99C):9 A#H & 2@90, .&).53AHH4509@':@9
##H  ,0@@9 09@':@9 F2,099  9:2'9
'@).&E@ 9 '0,).& @.+5



Classied advertisements: Tel: +44 (0)20 3148 2767










Classied advertisements: Tel: +44 (0)20 3148 2767




Classied advertisements: Tel: +44 (0)20 3148 2767







Download digital issues of MBY














Published every month by Country & Leisure Media Group, a division of IPC Media, Blue Fin Building, 110 Southwark Street, London SE1 0SU. Origination by CCMEDIA GROUP & Rhapsody. Printed by
Wyndeham Heron Ltd. Distributed by Marketforce (UK) Ltd., Blue Fin Building, London SE1 0SU. . This periodical is sold subject to the following conditions, namely that it shall not without consent
of the publishers first given, be lent, re-sold, hired-out or otherwise disposed of by way of trade at a price in the UK in excess of the recommended maximum price shown on the cover, and that it shall not be
lent, re-sold-out or otherwise disposed of in a mutilated condition or in any unauthorised cover by way of trade, or affixed to or as part of any publication or advertising literary or pictorial matter whatsoever.
ISSN 0027-1780



A crane dropped our boat

DAG PIKE: My navigator duties in 1984s Round Britain Race extended to include
an all-night repair session after our boat was dropped on the harbour wall
White Iveco was dropped from a
crane on Ramsgates sea wall

he Round Britain Powerboat Race

of 1984 was a significant event. It
pitched the top Italian

Many racers would have taken it easy and just planned

to reach the nish, but that wasnt Buzzis style

powerboaters against the might

of British racing. It turned out to

everybody yelling. I raced outside to see White Iveco

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

be a bit of a hare and tortoise race

on the ground, teetering dangerously on the harbour

finish line but that wasnt Buzzis style.

with the fastest raceboats all

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

suffering from mechanical failure

of which were ten metres above the ground!

of one sort or another while a certain big diesel-

The crane driver had extended the boom too far

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

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

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

falling, the boat had impacted on a big quayside

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

race with sponsorship from Iveco, now FPT engines.

bollard. This pierced the bottom of the boat and

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

White Iveco was powered by four of Ivecos new 6-litre

prevented the whole lot boat, crane and driver

anything less than full speed and without our usual

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

from falling in the water, Buzzi remembers.

enthusiasm would have been unbearably boring.

powered boat just kept plugging away.

Offshore racer Fabio Buzzi was a late entry into the

tonne weight of this boat gave it an advantage in the

rough seas and it took the lead.

It looked like Buzzis race was run and the other

White Iveco crossed the finish line at Portsmouth six

competitors were in agreement that White Iveco had

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

won overall at Ramsgate and the last leg would not

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

raceboats took over but White Iveco kept going with

count. Buzzi and his team thought otherwise. With

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

no mechanical problems and by the time the racers

help and support from everyone involved in the race,

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

arrived in Ramsgate ready for the last leg back to

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

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

engines stripped out and repair work started.

When conditions calmed down the more powerful

White Iveco and Buzzi needed to do was finish that

The team worked all night, fitting metre-square

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

aluminium plates and fabrications inside and out and

rudder and drives. He had to retire, leaving his

It was standard practice to lift the boat from the

holding it all together with 80 heavy-duty bolts and

teammates in the slower Blue FPT to take the race.

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

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

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

boat was ready for a sea trial and Buzzi reported the

trousers, recalls Buzzi. I heard a crashing sound and

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

last leg and she had won the race overall.

150 OCTOBER2013



!  ' ( ' ! & 

# $ # % %'  
(, (  )- 
3  ,(& '  , 3 ' 1(  0' 4 3 '(
 2 ' , ' (  , (, %/ ,3  (, '( ,  ',(


 ,(  ''  ,( 0    ,  ',#

3 (  0 
2, ' /, , ' (   %/ ,3  /  '(/  0 /(#




,  '   ' 
 $ !4"4 *).)   13 ',##/

6 3 , 5 , 7 2 ) 6 & $ 1 ' , 1 $9 , $



 ! ! 



%                   !  % " " "             ! 



     %   !       %  #   !  %        %               %           #
!    # %  "  $       %        %        %    $  %     %    !