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Strap book Contents

Regulars 8 newS

RORC transat, Clipper goes to Oz, Gust data in forecasts, Lw interruption

14 ReadeRS’ LetteRS 16 what’S On 19 bROadSide dag Pike is amazed by the Rib

70 bOOkS 78 RidinG LiGht 102 diSPatCheS ellen Leonard admires sunsets in Maine

Cruising

20 anniveRSaRy how sailing has changed over 200 issues according to the experts

32 beSt eveR new bOat

46

34 GuLL’S eye Peel harbour, isle of Man

40 Guyana-bOund

PauL bROwn

vote for your favourite St new boat!

56-69

amazon cruising in a yarmouth 23

46 SeCRet PLaCeS Île de batz, north brittany

boats 27 pages and kit

76 CRuiSinG CLiniC

Boats

48 dehLeR 38 eye-pleasing lines and nippy

54 weSteRLy fuLMaR 80 SwaLLOw CRuiSeR 20 a british boat for small adventures

Gear

56 wind GeneRatORS nine new wind gennies on test

48

66 teSt tank Go-cycle, water bottle, kid's lifejackets

68 new GeaR Marine PC, jacket, blow-up tank

80

Practical

72 heavinG-tO Lin Pardey explains how to 'park' at sea how to make your boat self-sufficient COveR iMaGe: teStinG the dehLeR 38 – jOe McCaRthy

jOe McCaRthy

84 keeP GOinG and GOinG

may 2013 sailingtoday.co.uk

05


Strap book

Middle Sea Photo by Kurt Arrigo Under the ramparts of Valetta, Russia’s Knyaz sets off on the Coastal Race with Croatian-owned Dustom, a Salona 37, blowing out her spinnaker astern. The race is the curtain-raiser for the Rolex Middle Sea Race, which takes yachts anticlockwise around Sicily. In the course of 606nM, crews pass the steaming crater of Stromboli and through the fearsome Strait of Messina. Germany’s Maxi Morning Glory took line honours in 2 days 16 hours.

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sailingtoday.co.uk may 2013


Strap book

may 2013 sailingtoday.co.uk

23


Ebb and flow

Pirates still active

EvEnts | gossip | nEws from thE sailing community

JAmES mITChELL

TransaTlanTic Traffic

A recent exPlosion of transatlantic rallies, all offering various routes, styles and timing differences, is to continue, as the Royal Ocean Racing Club (RORC) has announced a race across the Atlantic starting in 2014. The RORC Transatlantic Race will set off from Lanzarote, Canary Islands, and finish somewhere in the Caribbean – though an actual finish destination is yet to be confirmed. The 2,800nM

east-to-west race will act as a feeder for yachts participating in the 2015 RORC Caribbean 600, held annually in February from Antigua. “In the past [we have] been involved with the Atlantic Rally for Cruisers (ARC) who have a racing division, but with increasing interest in the RORC Caribbean 600 every February, the number and quality of serious race boats making the crossing has required a specialist RORC

Puerto Calero, the port from which the new RORC Transatlantic race will start

event,” explained RORC Commodore, Mike Greville. It is expected that the racecourse will meander throughout the Canary Islands at the start, before venturing into the Atlantic. The RORC Transatlantic Race is due to depart on 29 November 2014, just one week after the ARC departs Las Palmas.

Flares follow-up in lAst month’s news pages we reported on advice sent out by the RYA regarding Electronic Visual Display Signals (EVDS / laser flares). This month sees the RYA go one step further, calling for the Maritime and Coastguard Agency (MCA) to review the carriage requirement for pyrotechnic flares. The association is also calling for 8

sailingtoday.co.uk December 2013

recognition that modern technologies are now suitable for distress alerting and locating. “In today’s modern age, there is no compelling case to support the mandatory requirement of flares as a

practical and useful method of initiating a distress alert and location,” commented RYA cruising manager, Stuart Carruthers. “The RYA has been shown no persuasive evidence flares have search and rescue benefits that cannot be provided by modern technology.”

The EU Naval Force in Somalia is strongly advising recreational boaters to keep avoiding the danger areas of the southern Red Sea, Gulf of Aden and western Indian Ocean, following recent attempts by pirates to board a fully laden supertanker. The tanker was attacked by eight armed men some 230 miles from the Somali coast on 11 October, although the pirates were thwarted by the on board armed security team. In a similar incident, two skiffs in the same area approached a large fishing vessel, but backed off when the crew fired warning shots. The Royal Navy believes that a similar attack on a vessel not able to protect itself, such as a sailing yacht or pleasure-craft, would have resulted in the vessel being pirated and the crew taken for ransom. Although piracy levels have dropped in the past 18 months, all sailing yachts under their own passage are highly recommended to remain out of the high-risk area. This advice has been echoed by other bodies, including the Cruising Association’s Regulations and Technical Services team (RATS). “Some skippers feel the area is safer now as there has not been an attack on a yacht for a while,” says RATS member, Ted Osbourne, “but the reality is that yachts have stopped sailing in the area because of piracy. Let’s keep it that way.”

Sad LoSS The man who was the driving force behind the Gipsy Moth IV restoration has been found hanged in his garden. David Green was being investigated regarding £115,000 of public money missing from his company, EchoIsland.


JOE vINENT

GOING Up Dyson AwArD A new lifejacket/safety harness designed by TeamO has been selected as one of the 20 shortlisted products for the James Dyson award 2013. The jacket/harness combo ensures that a MOB would be towed on their back reducing the chance of drowning.

The City of Adelaide has slowly been rotting in Scotland for many years

Shipping out at last the worlD’s olDest clipper ship, the City of Adelaide, has finally begun her journey to Australia after more than a decade of politicking and campaigning from various groups to either restore or destroy her. The boat had been lying in Scotland, slowly rotting away while a number of funding appeals failed to raise sufficient sums to see her restored. Built in 1864, she is registered as an ‘A-listed structure’ meaning she may not be destroyed, though the cost of keeping her had become too high for then

owners, the Scottish Maritime Museum to justify. After much back and forth, including permission to destroy the vessel being awarded, she was finally saved and in September began the journey on a transport ship. She was first moved to Greenwich, where she was officially re-named the City of Adelaide (her name was changed to HMS Carrick in 1923). However, it does not look like the story of this ship is likely to end any time soon as there has now been some further controversy regarding

her final resting location when she gets to Australia. There have been rumblings that the selected position in Port Adelaide is out of the way and may see her continuing to rot, just as she had been in Scotland, out of sight of the public. With funding not secured for her restoration and the Australian government providing AU$850,000 (c £500,000) to ship her to Australia only on the proviso that they are not approached for more money, the future for this ship seems as uncertain as ever.

AZAb first The Azores and Back Race (AZAB) has secured a title sponsor for the first time ever. Yacht brokerage Red Ensign is now on board to support the 2015 edition of this popular event.

A titAnic Price The violin that was apparently played to calm passengers on the Titanic as it sank has been sold for £900,000 in just 10 minutes of bidding at auction in Wiltshire.

Waving waves away A new boAt is under construction in South Korea that uses an internal wavetank to counteract the rolling effect from the high seas. The ship has been designed for use as a stationary accommodation vessel for offshore workers, which reduces the effectiveness of traditional stabilisers, which require forward motion.

The ‘offshore accommodation ship’ achieves stability through a U-shaped water tank within its hull. The tank is only partly filled with water, and internal waves are created by controlling the amount of air pumped into either side of it. This makes it able to counteract ocean waves. The ship has been designed by Salt Ship Design and

exclusion Protrusion Alongside plans for building a new breakwater in the mouth of Cowes Harbour, so an updated exclusion zone around the building area has been announced. Work is due to begin in February 2014.

Marintek has carried out the model tests. See some footage of the testing at: www.sailingtoday. co.uk/videos.

GOING DOwN December 2013 sailingtoday.co.uk

9


Ebb and flow

Coastguard timetable the timetAble for completing the controversial modernisation of Her Majesty’s Coastguard has been announced. The new network system involves closing down some smaller operational bases in favour of 10 large Coastguard

Operation Centres (CGOC), which will work together to manage the workload. The new national network is scheduled for completion by the end of 2015, with the National Maritime Operations Centre (NMOC) operating from autumn 2014.

The Coastguard says that there will be no reduction in rescue resources, which remain unchanged by the planned modernisation. However, there have been rumblings about unhappy folk within the Coastguard. Sir Alan Massey, chief executive of the Maritime and Coastguard Agency (MCA) said: “We realise this whole change programme will be tough for some of our people, particularly those who feel they have no future with HM Coastguard. We recognise that, and will do our very best to work with every individual to ensure that they are properly equipped and supported in making the best decision for them.”

Don’T aDjusT ThaT Dial the 12:01 Shipping Forecast from the bbc is likely to be transmitted at a lower power from April to mid-August, 2014 and may be totally inaudible on long wave (lw) frequency broadcasts. maintenance work taking place on the bbc’s Droitwich transmitter means it will be shut down during the daytime from monday to friday. only the midday forecast should be disrupted, but signal loss may also occur outside working hours. the burghead and westerglen lw transmitters will be unaffected, so the effect may also be quite localised.

Hot air from the Met office five DAy weAther forecasts from the Met Office will now only include information on gusts of wind if they are above 20mph, or 10mph above the day’s average. The RYA took up the cudgels on behalf of an angry member, but has made little

progress. Laura Young at the Met Office had this to say: “Our five-day forecast table is meant to offer information for those onshore at a glance. “Therefore we only show gusts that would have an effect on people’s everyday lives when going about their

daily business. We would not recommend using this service if you are planning on going sailing. “On our website we have a separate marine forecast section that provides more detailed information and for those planning a trip.”

phOTOS: wmRT/ONEDITION

The Bermuda GoLd Cup match racing regatta has come to a close with Italy’s Fransesco Bruni beating Britain’s Ben Ainslie in the final

An Auction with proceeds going to the Andrew Simpson Memorial Fund was held in honour of the recently deceased sailor the toP match racers in the World attend the event each year

10

sailingtoday.co.uk December 2013

frAnsesco bruni and his team celebrate their narrow victory in traditional style

The Dog anD The chemisT A russian billionaire is suing paint giant Dulux for £62m following problems with the interior paint on his £200m motor-yacht A. Andrey melnichenko’s claim includes £15m to cover the cost of repainting the 394ft (120m) vessel, alongside a monthly sum of £2.5m to pay for a temporary replacement yacht.

rAcing takes place in the classic International One Design class


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New boats DESIGNS | LAUNCHES | PROJECTS

THRILLS NOT SPILLS Wind Hunter 19

from £21,500

Built in Poland and inspired by the Bristol Channel Cutter, this traditional-looking gaff-rigged sloop is classed as a coastal daysailer, and features a shallow draught 2ft-long keel. Despite this, the low centre of effort and the shape of the hull with the narrow transom makes her quite stable – even in big seas. Two models are available – a three-berth version with heads, or four berths without. There’s also a small galley below and stowage for useful items. The boat can have an outboard engine in a well aft, ensuring the prop stays in the water, even when heeled.  

Corsair Dash 750 MkII

from £51,000

The New Corsair Dash 750 Mk II trimaran is a trailerable weekender that is fun to sail and has a basic, but comfortable interior. Developed from the well-proven Corsair 24 Mk II and incorporating the same folding outrigger system and rotating wing section mast, the 750 is tough, lightweight, fast and exceptionally responsive. Features include plumb bows, larger volume floats for improved buoyancy, a retractable alloy bowsprit and a modern alloy daggerboard and rudder. Below is an open-plan cabin with optional cruising amenities including a sea toilet, cooker, sink etc.

Maxi 1300

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sailingtoday.co.uk DECEMBER 2013

from £355,000

Not a brand-new design, but great to see this stunningly beautiful Pelle Petterson performance cruiser back after the sad demise of Maxi Yachts last year. The moulds have been bought by Poland’s Delphia Yachts – an increasingly successful yard producing cruisers from 24ft to 47ft LOA. The Maxi 1300 is a top-of-the-range, Swedish-designed cruising yacht that has been fully updated to include twin helms, spacious cockpit and an easy-handling sail system. Below she has the traditional warm, woody feel of many Scandinavian boats and the standard of woodwork and joinery appears to be first-class. 

Builder: Corsair Marine, www.corsairmarine.com  UK dealer: Multihull World, +44 (0)1243 377333, www.multihullworld.co.uk 

Builder: Szkuner Ket, www.szkuner-ket.pl UK dealer: TBA

Builder: Delphia Yachts, www.delphia-yachts.eu UK dealer: SD Marine +44 (0)23 8045 7278 www.sdmarine.co.uk


Nautitech 542

from £1,026,000

Another giant cruising catamaran from French builder, Nautitech, with up to six cabins if required. The 542 has a rigid bimini and super-comfortable cockpit, although unusually for her size she has twin helms at cockpit level rather than the flybridge style command centre. Below, her deck-level saloon features panoramic seating for 6-8 persons at the large saloon table, a big forward-facing navigation station and a well-equipped galley. The hulls contain four cabins, with the forward berths lying athwartships for additional space.  

Builder: Nautitech Catamarans, www.nautitech.fr UK dealer: Key Yachting +44 (0)23 8045 455669, www.keyyachting.com

Solaris One 37

from £206,550

The Italian-built Solaris One 37 is a thoroughbred cruiser-racer with stunning looks and a 35-year pedigree to die for. Her vacuum-infused hull is top quality and enables precise weight calculation, as well as giving her the smooth, clean lines that help create her contemporary styling. Thanks to a generous 78m2 sail plan, her sailing performance is said to be outstanding. However, she also has a sumptuous, six-berth interior with all the comforts of home for luxurious offshore cruising.  

Builder: Solaris Yachts, www.solarisyachts.com UK agent: Richard Baldwin Yachts www.richardbaldwinyachts.com

Oceanis 55

from £350,000

The new flagship of Beneteau’s cruising fleet, the Oceanis 55 is incredibly spacious and modern, both above and below decks. She has twin wheels, chines, drop-down transom and an arch for the mainsheet. This serves to keep the lines out of the middle of the cockpit and provides an attachment point for a bimini or full cockpit tent if required. The wide decks are clear and uncluttered, thanks to her flush hatches and hidden sail control lines, giving her a sleek, streamlined look overall. Her interior is very bright, thanks to large topside windows, and her accommodation options include a luxurious en suite owner’s cabin forward.  

Builder: Beneteau Yachts UK agent: see www.beneteau.com DECEMBER 2013 sailingtoday.co.uk

13


Word of mouth Letters | twitter | facebook | emaiL comment of the month Anchoring in Falmouth I enjoyed your article on Falmouth [Gull’s Eye ST199] but is it a sign of the times that you didn’t mention the anchorage area? Not everyone wants to part with £36 a night for the doubtful benefits of going alongside a pontoon, hostage to your neighbours’ taste in music, and the joys of getting a long keel boat into a tight berth in a windy day. Having been critical, I think this was your best issue yet. When it comes to cruising articles and kit reviews, the more UK-based the better. They resonate far more with average sailors/cruisers than reports on expensive superyachts. Terry Bailey, by email

Double broadside Sir Robin has at last voiced what I, and very many others, think about the dreadful lack of media coverage of sailing and, indeed, of all things maritime [ST198]. The BBC was rightly condemned for the appalling programme covering the Jubilee River Pageant. Cowes Week and the Fastnet Race seemed to go almost completely ignored by the media and the America’s Cup, which started in this country, has hardly been mentioned. I run the Kimpton Yacht Club [south of Stevenage] - arguably the yacht

club furthest from the sea! Yet we have members who travel considerable distances to go sailing, most on very meagre resources. I regularly have full groups for the RYA shorebased courses I provide. Don’t tell me that there is no interest in sailing in the country! The United Kingdom is a highly successful nation for Olympic sailing. Indeed, medal for medal, our sailors have consistently secured the greatest proportion of glory of any sport. Yet the country barely knows about it, nor celebrates it.

Your photographs

HArry CluBB sent in the above with the sage advice: ‘just because you’ve got a bilge keeler, it doesn’t mean it can’t misbehave when left alone’

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sailingtoday.co.uk December 2013

prize CoMMenT Each month our star letter wins a bottle of Old Pulteney Whisky, the genuine maritime malt distilled in the fishing town of Wick. www.inverhouse.com

If we treat sailing in the patronising and dismissive way the media currently do, it is no wonder our top sailors move overseas, where they know the value of sailing! Andrew Morton, Heron Sailing By email

Tame a Dragon Just read your test on the Rustler 24 [Pint-sized, ST199]. I too fell in love with one at the Southampton Boat Show, but it was way out of my budget. So I started to look at similar but older boats made in GRP and there was really only one option for me: a Dragon!

THe SwAn 60 ClASS sent in this image of Team GBR onboard Swan 60 Tsaar Peter, who won the Nord Stream Race 2013

CAnoe pr sent in this photo of ST testing next spring’s Crocs


Paul Gyurgyak’s second-hand Dragon rigged and ready to sail on a sea of green.

plus a friend of theirs aged 15. My wife could not make it. From the Solent to the Channel Isles, then to Dartmouth and on to the Fal and Helford. Two watches - two lads in each - and the Skipper around as required. Looking back at the day of fog midEnglish Channel I wonder how wise it was. But they are all good sailors and learnt much from that cruise. They loved the responsibility and rose to it! David Griffiths, by email

Southerly’s response! Same elegant and arguably better lines (you can never have too much overhang), same weight and can be towed by a 4x4. Quicksilver now lives in my front garden, overhanging my neighbours, on her custom trailer. I am in the process of simplifying the control lines and moving the mainsheet to a rear horse and out of the cockpit. They were designed for weekend sailing so it should work. I plan to launch her in the spring. But the best bit is the cost: £4k instead of £39k. Old dragons which are no longer race competitive are relatively cheap but are still in good condition for daysailing. PS Really enjoy your magazine. paul Gyurgyak, by email

Children on watch! As always, I enjoyed Colin Jarman’s Riding Light in the last issue [ST199]. His piece about letting the children take the watch reminded me of a cruise some years ago when there was me, my three sons (aged 16, 14 and 10)

Please forgive the exclamation mark in my subject line. It should rarely be used, I am told, yet the marketing director of the new Southerly company felt it was appropriate to use one in a response about a customer complaint, and about the customer [Word of mouth, ST199]. I sympathise with any company director in the UK , but you have to make your own luck and writing such a defensive letter, for publication of all things, is not the best way to win new customers. I think we all agree that Mr Caroen deserves new seacocks amongst other things in his new boat. I understand the new company has no legal duty to fix anything, but there are precious few people who can buy such a yacht and those people rightly expect to be treated with respect. We all want Southerly to succeed, I hope they do, and I hope they resolve Mr Caroen’s problem and that we all get to hear how wonderful they have been, as it has not been an impressive start to their communication. Jonathan Foreman, by email

ST eDMunDSBury Sailing and Canoeing Association took this shot of a contingent of Explorer Scouts

retweet There have been quite a few responses to posts on our Facebook page this month. Firstly our review of the Vavuud iphone anemometer (ST199 and online) sparked some interest: Have you tried other windmeter apps? They rely on the wind passing the microphone on the iPhone and then using algorithms, work out the wind speed and direction. Most are free and the one I use, I have found to be very accurate even in fairly low wind speeds of 3-5 knots. David Holbourn - Facebook But how do you put it at the top of the mast? nautica escapes - Facebook in this issue’s news (ppxx) you can read the story of the internal ballast boat. we posted video of the design being tested on www. SailingToday.co.uk, prompting this from Chris: Could have done with this at anchor in Lyme Regis this summer. No wind and a glassy sea, but rolled like a pig on wet grass Chris Burton - Twitter Finally the praise for Colin Jarman’s Riding Light continues: Colin’s Riding Light on charts brought a broad smile [ST198]. But on serious side how many of us use paper charts when we have electronic charts on board? I know we should all look and understand them during our voyage, but how many of us do? Jim Hepburn – Facebook

Get in touch Send your letters to: editor@sailingtoday.co.uk Sailing Today, Jubilee House, 2 Jubilee Place, London SW3 3TQ Tel: 020 7349 3700

inTrepiD and regualr reporter of cruising exploits, Jim Hepburn sends us this as he finally lays-up for the winter

www.facebook.com/ SailingToday twitter.com/ SailingTodayMag editor@sailingtoday.co.uk

December 2013 sailingtoday.co.uk

15


What’s on EVENTS | DIARY DATES | PLACES TO VISIT ROLEX SYDNEY HOBART 2013 / 26 DEC

Christmas Day swims

Perhaps the two most famous are the Peter Pan Swim in the Serpentine Lake in Hyde Park and the Christmas Day Swim from Brighton beach Drunken Sailor: History, Music and Rum

CHRISTMAS CARIBBEAN RALLY The first edition of this rally from new-boy on the market, Sailing Rallies. Leaves Lanzarote 16 Dec

ROLEX/CARLO BORLENGHI

The two most popular offshore races are, by a long way, the Fastnet Race in the UK and the Sydney Hobart in Australia. Both are always well attended by amateurs and professionals alike. The race sets off on Boxing Day

PARIS BOAT SHOW / 6 - 15 DEC

A season of rousing, traditional maritime music events co-curated with the National Maritime Museum, Greenwich. www.rmg.co.uk

The French being the French, this show is packed with multihulls – from cruising cats to ultra high-performance, foiling, carbon-fibre speedsters

Child of the sea

Doina Cornell (daughter of Jimmy) talks about her childhood at sea. www.henleyoffshore.org

NEXT MONTH IN SAILING TODAY

ST NICK The sailing goodies that should be on your Christmas list this year

ON SALE 28 NOVEMBER

16

sailingtoday.co.uk DECEMBER 2013

www.yachtsaNdyachtINg.cO.uk

PREMIER 45 Bling carbon-fibre cruiser on test

11

9 770044 000205

Yachting on the Cote d’Azur

GL Watson World’s finest designer? Restoring a Fife Step-by-step guide

TECHNIQUE

Winning teamwork

Iain Percy

We sail J-boats' all-new 29ft speedster

WintEr saiLing Get kitted out, plus our winter events calendar

CHELSEA ARINE M MAGAZINES

YACHTS YACHTING

CHELSEA ARINE M MAGAZINES

FamiLy hoLiday

The ultimate guide to family sailing holidays

hadron dinghy 14ft home-build singlehander put to the test

Tommy Trinder’s Dunkirker

Mercury rising

YACHTS YACHTING CHELSEA ARINE M MAGAZINES

26/09/2013 11:30

PLUS

Sam CroCker’S maSterpieCe

Lessons from the Extreme 40s

What next for the Cup?

J/88 on tEst

1667 Cover (1)6.indd 1

£4.50 Us$12.50

T h e W o r l d’ s M o s T B e A U T I F U l B o A T s

how Ben ainslie made the difference

EXCLUSIVE INTERVIEW

Classic Boat Classic Boat  GL Watson – was he Monaco & more the world’s finest yacht designer?  CB’s guide to the season’s best regatta, the Monaco Classics  On board Mercury at the Puig Vela Classica in Barcelona  Preview to the Turner and the Sea exhibition at the NMM NoVeMBer 2013

£4.30 Issue #1667 | November 2013 www.yachtsandyachting.co.uk

AMERICA'S CUP SoUVENIR SPECIAL

stuNNINg aMERIca's cuP FINaLE | FastNEt VIctORy | ExtREME actION | J/88 ON tEst

SAILING KNIVES Our technical consultant Duncan Kent cuts to the chase in this group gear test

Yachts & Yachting  America’s Cup: top USA come from behind moments from Oracle’s impressive win  Iain Percy exclusive: the director of Artemis Racing on what’s next  Teamwork helped The Wave, Muscat ride out a tough Extreme 40 season  Make the most of winter to get ahead NOVEMBER 2013 | IssuE #1667

MALABAR TO THE MALDIVES Part I of an ambitious cruising tale in the Indian Ocean

DON’T MISS OUR SISTER TITLES IN NOVEMBER i

ROUND BRITAIN Squaddies sail round Britain in a Nic 55 in the depths of winter

CHELSEA ARINE M MAGAZINES

NeW exhibitioN at GreeNWiCh

Turner and the sea

maSt maker to the StarS

Gilbert Pasqui


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Broadside When Dag Pike helped create the first rigid inflatable boat 50 years ago, he had no idea hoW ubiquitous they Would become

T

he RIB started life 50 years ago as a development aimed at trying to improve the capabilities of the pure inflatable. The RNLI was operating a big fleet of inflatable rescue boats at that time and my job was to try to keep these operational by repairing them and developing the design. These inflatables were being operated from open beaches in many cases and one of the major problems we experienced was the wear and tear on the bottom fabric as they were dragged across these beaches. So the solution was found by taking out the fabric bottom and replacing it with a rigid plywood structure roughly the same shape. That worked in calm water but when we hit waves we ended up with a load of firewood and wet backsides! The development persevered until it was found that a deep-V hull could be attached with enough strength to stand the strain. So the RIB was born, trying to solve a wear and tear problem and it went on to become one of the most seaworthy boats for its size anywhere in the world. It was the perfect inshore rescue boat, tough, seaworthy and able to go to places the others could not reach. Yacht clubs started to follow the same route, and, with many of them using inflatables as rescue boats or escorts for their dinghy fleets, they were quick to recognise the benefits of the RIB. The built-in fendering was a bonus for going alongside at sea and the good stability was great when helping to right a capsized dingy, although the inflatable offered these benefits anyway. The big advance with a RIB rescue boat was the deep-V hull which gave the boat a ‘grip’ on the water and made it a much better towing boat to get a line of dinghies back to base. Today you see RIBs as yacht club rescue boats in every corner of the world, and it does the job incredibly well. They are also probably the most abused boats in the world. Out at sea they seem able to take any punishment that you can throw at the boat and this attitude is often reflected in the way the boat is treated when it gets back into harbour. It tends to be the same with RIB yacht tenders. When we developed those early RIB rescue boats we found they were much more durable than an inflatable,

but there are limits and even a RIB needs maintenance if it is going to survive for a season on the water. Those wonderful Avon Seariders that were the backbone of the RIB market for years have survived the test of time, but they do need regular work to keep them going. It’s not just the dinghy fleets that are escorted by RIBs these days. The America’s Cup racing is awash with RIB support boats and some of these are huge – 50ft to 65ft (15-20m) long. I remember forecasting a few years back that RIBs would not work in sizes above 32ft (10m or so). How wrong can you get? The largest RIB on the water today is 80ft (24m) long and equipped with three bathrooms – the first RIB superyacht! Watch any major yachting event these days and you will see RIBs everywhere acting as support boats, spectator boats, photographers’ boats and as boats for sponsors. Most of these are RIBs in the 15ft to 25ft (4.6m-7.6m) category which are also the popular sizes for the sports RIB owners. There is a huge market out there for RIBs and they have an important role to play in sailing. As a dinghy sailor you probably welcome the idea of having a RIB rescue boat around when you are sailing. As a cruising sailor you probably hate the RIBs that go powering past you at high speed when you are quietly cruising along but you have a RIB as a tender. As a competitive sailor you probably tolerate the RIB because of its important support role. So love them or hate them, the RIB is now an essential part of sailing and they are an essential part of the sailing scene for most sailors. They are great sea boats and very versatile in how they can be used to support sailing but at the end of the day a RIB is only as good as its driver. A badly driven RIB can be a menace on the water. A well driven RIB can be a great asset to sailing, so like every aspect of boating; training and understanding are important elements.

‘Love them or hate them, the RIB is now an essential part of modern sailing’

Your view are RiBs manna from heaven or a menace? Have your say www.facebook.com/ SailingToday www.twitter.com/ SailingTodayMag editor@sailingtoday. co.uk

Dag Pike did his first ocean race in 1948 at the age of 14. After a career at sea where he became captain, and later an inspector of lifeboats for the RNLI, he resumed sailing December 2013 sailingtoday.co.uk

19


iSSu

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John Goode’s chart plotter came free with the first issue. It was an enhanced version of the popular Breton Plotter boasting a big orange course arrow

iSSu

iSSu

Issue 1 First issue launched with Philip Dunn as editor

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11

Techno gains! Raytheon launched the Pathfinder – introducing ‘modern’ radar with automatic gain, tuning and sea clutter settings

Plotting success

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Issue 15 Digby Fox takes over as editor for a year, before leaving to set up sailing.net

4

radio wrong ST’s technical consultant Basil d’Oliveira predicts the end of Channel 16 by 2003

1997

Bag lady ST’s first Southampton Boat Show was notable for the popularity of its specially designed blue and yellow bags, which made a good outfit

navtex We review the weather-byfax technology in new gear as it becomes state-of-the-art for smaller yachts

2

life saver

1998

Pete Goss awarded the French Legion d’Honneur for rescuing Raphael Dinelli in the South Atlantic

Sailing Today then EVENTS / GEAR / SAILING FIGURES - OVER 200 ISSUES

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sailingtoday.co.uk December 2013

end of a legend Breton sailing legend Eric Tabarly fell from his 100-yearold yacht Pen Duick in the irish Sea, en route to the first Fife Regatta on the Clyde.

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Sailing through 200 issues

uffa shindig A centenary regatta in Cowes marks the 100th anniversary of maverick boat designer Uffa Fox

en

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NOTORIOus Gale-force winds cost the lives of six sailors in the Sydney Hobart Race

Flying High! Our Gull’s Eye harbour feature is first published as a fold out aerial guide.

1999

atlantic pioneers Jason Gilbert and a team of three become the first to windsurf across the Atlantic

19

east coast fame Sailing Today sponsors the Island Point north cardinal in the Walton Backwaters

Brain teaser iSSue

ST’s nautical crossword is introduced no

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Sailing Today asks Selway Fisher to design an 11ft ST dinghy for readers to build at a cost of less than £450

December 2013 sailingtoday.co.uk

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iSSu

COMBINeD First ever combined ISAF World Championship for Olympic classes

Fire sale Spitbank Fort in the Solent goes on sale for just £385,000

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The patriarch

Sir Robin Knox-Johnston

The UK’s last marine radio beacon on the Lizard is turned off, marking the end for RDF

It was hard work, made more so by my appalling electronics and computer-led communication systems. Wiring up the autopilots with small wire so that the rams could not draw enough power under load led to a crash gybe and the loss of all the mainsail battens before I had even crossed the equator; being given the wrong PIN number for the satellite phone; being given the wrong instructions as to how to connect for live TV; all left me with a cynicism about the modern computer and electronics industry which has not faded with time. But there were pleasures such as surfing down the big waves of the Southern Ocean and appreciating how far round-the-world racing had advanced since I made the first circumnavigation in Suhaili 44 years ago.

Multifunction Simrad launches its Corus instruments, connecting GPS, actuals and autopilot

Top girl Ellen MacArthur is voted Yachtswoman of the Year after coming second in the Vendée Globe iSSue

lookinG Back oVer the past 16 years, the biggest noticeable change is the much greater use of carbon fibre in boat and spar construction. As a material carbon has been around for 50 years but it took time to establish itself and even today, its use is still limited largely to the expensive racing end of our sport. However we can expect to see more of it as its cost drops and its advantages of lightness and great strength in tension become more widely used in general boatbuilding. For myself, I suppose the most memorable event was participating in the Velux Five Oceans solo around the world race in 2006/7. I did it for a number of reasons, not least being told by Alex Thomson and Mike Golding that I was too old to make the voyage and handle an Open 60 – a point disproved because I finished and neither of them did.

radio silence

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sailingtoday.co.uk December 2013

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2000

Issue 27 John Kendall takes over as editor


Scaling down

Banana boat Dole America collides with Nab Tower in the Solent, avoiding a sinking only because it had run aground

Imray launches its first small format chart folio, covering the east coast from Burnham to Southwold

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Sailing through 200 issues

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new marque

37

Raytheon marine division management buyout changes its name to Raymarine

Portable power More than a close shave Pete Goss’ state-of-the-art composite catamaran (Team Philips) breaks up in the North Atlantic – at 120ft long, it was the world’s largest carbon structure at the time

iSSu

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Simrad’s HD52 is the first handheld VHF to include a distress button

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another first! Raychart 530 is launched – the first colour chartplotter

2001

Blunder-prone Eric Abbott, aka Captain Calamity, is rescued by the lifeboat for the 11th time that year – missing the difficult entrance to the River Clywd at Rhyl, using only a roadmap to navigate

round Britain

iSSue

Peter Keig races RKJ to become the first to sail non-stop solo round Britain in a home-built, steel-hulled 38-footer. ST contributor Jake Frith also attempts the record in a £1800 Hurley 22

Original J-Class Shamrock V is relaunched in Falmouth after a painstaking three-year refit at the Pendennis yard iSSue

Westerly launches its last new boat - the Ocean 37

J-class rebirth

no

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no

42 December 2013 sailingtoday.co.uk

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Issue 51 John Goode takes over as editor

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Garmin The GPS specialists launch BlueChart marine cartography

The designer

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charter

51

all change

The Moorings opens a base in Belize

ST bought by madforsport.com

i STarTeD oFF wanting to design race winners – Olin Stephens and Alan Buchanan were gods to me. We just wanted to win the major offshore trophies. Originally the Admiral’s Cup was the testing ground for yachts, but that’s now been replaced by the superyacht industry. Drawing production yachts [such as Westerly, see pp50-51] gave you an income through the royalties – it was the oil in the machine. But the thing was to get the machine right. These days I try to design boats that let you stay out at sea, go anywhere and are nice to live on. It sounds pretentious, but it’s about architecture on water. Looking back, my best sailing moment of the last 20 years must have been in Drumbeat [174ft/53m Dubois ketch], when we took on the Rolex Transatlantic Challenge in 2005, 100 years after Atlantic had set the record, and won it! We had dreadful weather, but a wonderful weather router in Adrienne Cahalan. She put us in exactly the right spot. It was 4°C with horizontal hail – horrible. After a four-hour stint on watch, I went below and there was a three-course meal cooked by a Michelin-starred chef, and everyone was sitting down to watch the latest Keira Knightley film on a 60in plasma. From the ridiculous to the sublime!

“Mini” epirb Kannad launches what by the standards of the time was a mini EPIRB

colin Jarman Riding Light feature moves to the back page iSSue

Ed Dubois

no

52

Warm & dry

J-class jubilee

Musto’s Carbon HPX Gore-Tex claimed to be 16 per cent more breathable than the existing range

iSSue

The 50th America’s Cup Jubilee brings Endeavour, Velsheda and Shamrock V back to Cowes

24

sailingtoday.co.uk December 2013

no

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issues

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Sailing through 200 issues

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Whitbread to Volvo End of the 2001-02 Round the World Race – sponsored for the first time by Volvo after nearly 30 years under the Whitbread flag. The boats remained Whitbread 60s for this campaign, though. John Kostecki was the winning skipper in the German boat Illbruck Challenge

GPS / Phone New gear features all-in-one phone and navigation kit

Issue 58 goes to the Med for a winter charter

The outfitter

Nick Gill

Death of a legend Legendary racing skipper Sir Peter Blake was shot by pirates while monitoring environmental damage in the Amazon River

60

Wind farms

iSSue

2002

Crown Estate gives permission for 18 wind farm developments off the British coast

no

63

British brands Rustler buys the rights to Bowman and Starlight yachts

62

Free parking ST launches its ‘right to anchor campaign’, insisting that sailors were not obliged to pay dues to anchor

Back in 1997, breathable fabrics were only available at the higher end of product ranges. Today everything is breathable and different high-tech material options that are lighter, more supple and more durable are everywhere. Back then, there were really only a few proprietary brands of high-tech, breathable fabric. In 2001, Gill ceased using high-profile brands and segmented fabric by use and performance instead. It reduced the prices of garments considerably. Looking back at old marine clothing catalogues you can see the basic offshore, inshore and dinghy categories, but as technology has developed, so diversity has increased – in part from customers overseas and from the general public sailing further afield.

Softshell fabrics started becoming popular in the early 2000s, which added a new dimension of comfort to sailing clothing, making it more wearable ashore – though we have always maintained a marine technical focus. Most recently, lightweight clothing specifically designed for warm weather and summer sailing has been one of the biggest talking points. Clothes that are quick drying, wicking perspiration away from the body, and garments with SPF 50 treatment to protect the wearer from sun damage are all very much at the forefront. Today, clothing is much better value than it was in 1997, particularly at the higher end. There has been a big improvement in thermal and mid-layer garments, which mean there is no reason to be cold on board – extending the sailing season. On the horizon, I see smart fibres, which detect body temperature and react accordingly; there are also heating elements that might well be introduced in the coming years.

December 2013 sailingtoday.co.uk

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ISSU

ISSUE 66 Former ST editor Digby Fox becomes the first to sail around Ireland on a beach cat

EN

The cruiser

Rod Heikell Pilot guide author

O

65

New rules

ISSU

SOLAS V regulations on radar reflectors and other safety gear are applied to sailing boats for the first time

EN

Boy racer Seb Clover becomes the youngest sailor to cross the Atlantic at the age of 15 years and 362 days – in a Contessa 32

O

68

New hazard

BOAT DESIGN AND gear has always followed developments made in racing boats. Some of these changes have made good cruising boats, some have not. Think of those distorted hull shapes during the IOR era, and the trend towards broad sterns borrowed from off-the-wind flyers. Good for space below, not so good for windward ability as those broad hips drag through the water. Modern yachts offer levels of comfort undreamt of 20 years ago, and coupled with the simplification of navigation offered by GPS, have opened

the cruising door to many who may not have felt keen or competent enough before. It is difficult to overlook the impact that chartplotters, electronic charts, and more recently, phones and tablets have had. For us, the next big thing will be to offer apps for our pilot books, so that users can download them to mobile devices rather than carry a pile of books around with them. With the huge increase in the numbers of boats out and about on the world’s oceans, it is time to spread awareness of the environmental impact of our presence. We need to do more to protect both the seas, and the communities that we visit. Sailing Today’s editors have never been afraid of taking on diverse issues and pursuing them with a vigour, humour and intelligence that should be admired. Congratulations on reaching your 200th edition!

The UK’s first offshore wind farm is completed at Scroby Sands, 2½ miles off Great Yarmouth

Cornish museum The National Maritime Museum Cornwall opens in Falmouth after a multimillion pound development plan

2003

Hamble hoo-ha

26

sailingtoday.co.uk DECEMBER 2013

ISSUE

The price of a mid-stream pontoon mooring on the Hamble rises from £4 to £10 per night

Car crash

AIS appears

NO

70

SOLAS makes the Automatic Identification System (AIS) mandatory on vessels above 300 tonnes. It doesn’t take long before the technology finds its way onto yachts

MV Tricolor sinks off the French coast with 3,000 new Saabs, Volvos and BMWs aboard

71

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Sailing through 200 issues

82

The big move The London Boat Show moves from Earl’s Court to the Excel centre in the Docklands

GB sea power International Fleet Review at Spithead in the Solent for the 200th anniversary of Nelson’s victory at Trafalgar

84

ensign rage

JACQUES VAPILLON

Sir Francis Chichester’s son Giles protests in Brussels at rumours that the red ensign will be forced to carry the EU stars

Switching off The BBC’s TV weather forecast loses isobars and wind information

86

Fastest solo sailor

Dibden Bay

Ellen MacArthur set off aboard B&Q/Castorama on her record-breaking solo circumnavigation, here demonstrating the full complement of B&G equipment on board

Proposals to develop a massive new container terminal at Dibden Bay on Southampton Water were finally thrown out by the Government

100

Flying High! ST’s 100th issue 2005

2004

2006

Second outing Wireless

iSSue

no

Sadler launches its new 290 from the pen of designer Stephen Jones. It was the brand’s last boat and only around 50 were ever built

Tacktick sailing instruments become wireless iSSue

Sadler 290

no

Sir Alec Rose’s 36ft (11m) Lively Lady – made famous when he sailed her to Australia and back - prepares to go to sea again

101

73

December 2013 sailingtoday.co.uk

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Issue 127 Duncan Kent takes over as ST editor

Issue 112 Dee Caffari becomes the first woman to sail solo, singlehanded and unassisted around the world ‘the wrong way’ in the Open 60 Aviva

121

10 years ST celebrates 10 years with its 121st issue

119

The racer

red alert Red diesel for leisure craft propulsion is taxed

Mike Slade owner of the Maxi Leopard 3

28

sailingtoday.co.uk December 2013

2007

114

cruising queens

Ouzo sinking 25ft (7.6m) Sailfish Ouzo is lost off the Isle of Wight, suspected to have collided in the night with the P&O ferry Pride of Bilbao

40 Contessa 26s celebrate the model’s 40th anniversary in Lymington 108

coribee cruise Katie Miller sails solo around Britain at the age of 19 in a 21ft (6.4m) Coribee iSSue

carBon really caMe in in the early-90s and boat design picked up then. Nowadays we can build in high modulus carbon which is 30 per cent lighter than standard carbon. That means you can have a 100-footer that weighs 22 tonnes instead of 28. We’ve seen two other wonderful things recently. The foiling cats we saw in San Francisco with the AC72s, and the associated development of complex controls for the foils – that’s where Oracle’s victory came from. Leopard already does 38 to 40 knots in a good blow, but monohulls will just keep getting lighter and faster, though the gains will get smaller. Exciting new technology emerging now includes Wild Oats, where a sliding foil on the leeward side gives lift – we’re going to see more of that sort of thing. Then there’s top-down furling for asymmetrics, which has only emerged in the last 1½ years. It allows you to fly a huge kite with a foot that comes almost back to the stern. But the pro sailors will struggle a bit after the America’s Cup – I worry a bit about them. The Volvo Ocean Race is really the only outlet for them. As for me, I’m happy just to watch the changes. I’m getting to the age with Leopard when improvements would only be a case of making the boat lighter and faster. She charters extraordinarily well – 1,000 people per year – and I won’t throw away a £15m boat. She will stay competitive for a very long time.

no

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Sailing through 200 issues

issues

The dinghy man

John Derbyshire rya racing manager / performance director

exciting new look!

may 2013 sailingtoday.co.uk £4.20

Sailing TodaY

gO FurTHer I SaIl beTTer I be InSpIred now

maY 2013 – iSSue no 193 The BahamaS •

WhiSkY CruiSe •

SouTherlY 47

BiggeR BRighteR BetteR

Bahamian Rhapsody We reveal the best kept secret in the Caribbean gull’s eye RetuRns

Delightful Dart Your handy guide to the gateway to the West Country

darTmouTh •

CloThing guide

Back in 1997 we had just won two silver medals at the Olympics with John Merricks and Ian Walker in the 470 and a certain Ben Ainslie [then just 19] in the Laser class. To a degree that was the start of the professional era. Kids growing up enjoying sailing now look at it as a viable career. That is also thanks to national

lottery funding, but there has been something bigger at play. I think worldwide there has been an acceptance that for people to become truly great at sport they have to be doing it full time day-in, day-out. When I first started coaching at the RYA we employed four or five coaches. Now we have literally hundreds. Interestingly keelboat racing has gone in a slightly different direction. Today there are less opportunities for sponsorship, and big teams like those competing in the AC require fewer crew. The main difference in Olympic classes is that they are exclusively dinghies – the final keelboat, the Star has been removed for the 2016 Games.

YACHTS YACHTING

CHELSEA ARINE M MAGAZINES

From Wales to Skye on the whisky trail

The cruising legends on ‘real’ adventure at sea

clothing guide

Our picks of the top gear for this season

CHELSEA ARINE M MAGAZINES

downwind tricks

How to get the best from your spinnaker

18/03/2013 15:56 19/03/2013 10:01

Issue 193 Sailing Today relaunched in Chelsea Magazine colours

Issue 158 Jake Frith becomes ST editor

icon’s end

CHELSEA ARINE M MAGAZINES

turkish sailing holiday for four

rod & lu heikell

ST193 Untitled-1 CoverV9 .indd 1 1

ST sponsors the Beneteau Cup

140

YACHTS YACHTING

win!

Southerly’s new 47 can cross oceans and dry out cruise to the isles

Solent sailing

CHELSEA ARINE M MAGAZINES

exclusive test

Bluewater, lifting keel

187

Milestone 2,000th Swan is launched by Nautor’s Swan

Revered US yacht designer Olin Stephens dies

2008

2010 2012

2011

2009

internet age

2013

142

184

Reeds Almanac goes online for the first time

Falmouth Four J-Class yachts race together - the first time so many have been seen in British waters since the 1930s

rTir 2008

136

olympic haul British sailors bring a record 6 medals back from the Beijing Games, including 4 golds

Paul larsen

new marque

Vestas Sailrocket I sets a 500m average of 47.36 knots, becoming the ‘fastest boat’ on the planet - it will soon go on to shatter the 50 kn barrier

Opening of newlyestablished Gunfleet Marine’s 5.5-acre factory in Colchester iSSue

ST comes in a glorious 688th in the 77th Round the Island Race

no

174

December 2013 sailingtoday.co.uk

29


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Southerly 47 Boat test

Clockwise from top left: Rustler 44DS, Elan 310, Malo 37 and the Discovery 50

Allures 39.9 boat test

I’m a big fan of aluminium boats, not just for their strength and resilience to flotsam, but also because the hulls are usually strong enough without additional support from bulkheads. This then offers much more flexibility to the layout below. Allures’ hulls are very well made and the precision of the welding is top notch. i like the detailed design process and the way each yacht has its own team of craftsmen who take more pride in their work than those on a production chain. The experience of naval architect olivier Racoupeau shines through in her exhilarating performance under sail, and yet she remains a very practical cruiser that will take you safely and comfortably to distant shores. The Allures 39.9 is close to my ideal cruising yacht and not badly priced when compared to similar gRp offerings.

1

her L-shaped galley offers good support to the cook as well as plenty of work surface, stowage, a decent size cooker and a large drawer-type fridge/freezer

1 2

Lifting centreboard Impressive stowage

An essential ingredient for an good offshore cruising yacht is plenty of easily-accessed stowage for odds and ends. The numerous trays all around the chart table are great for plotting kit, handhelds etc

2

The centreboard mechanism fits very neatly and unnoticeably into the saloon table. inside the table is a stowage bin, beneath which is a removable see-through acrylic inspection window. side and end panels offer further access for maintenance

Our test boat, hull no.3, had a small ensuite heads in the forecabin with a loo and basin, but no shower. The alternative is a roomier cabin with more stowage. Either way the berth is a good size, as is the one aft, which gives a generous double without ‘poking’ the inboard berth under the cockpit sole. The main heads is a very roomy compartment with separate shower stall and removable bar for hanging wet oilies. Although there is a small opening port in the heads, there was no vent or hatch in the shower on our boat, but I’m sure one could be added without too much difficulty.

Headroom and views

Headroom is good throughout the boat, but not excessive, so loftier owners may want to drop the sole in a few critical places. There is no standing headroom in the workshop/ tech room, though there is a small

On test 42

PrICe from c£260,000 loA: 41ft 6in (12.7m) lwl: 36ft 10in (11.2m) beam: 13ft 7in (4.2m) Draught options: 1.1m-2.8m (3ft 6in-9ft) ballast: 4,200kg (9,260lb)

over the past couple of decades, Duncan’s verDict Northshore’s southerly yachts have moved up the scale in I’m a bigoffan of aluminium boats, terms design flair, innovation not for their andjust overall buildstrength quality. and While resilience to flotsam, but also they’ve always been well put because the hulls are usually together in the past, they have strong enough without additional never been quite so beautifully support from bulkheads. This crafted and downright desirable then offers much more flexibility as they are today. to the layout below. Designer stephen Jones has Allures’ hulls are very well made an eye for what works and what and the precision of the welding is doesn’t. Not being one to let the top notch. i like the detailed design CAD software hisyacht style or process and the dictate way each ambition, instinctively has its ownJones team of craftsmen knows function who takewhat morewill pride in theirwell workat sea and goes building than those on aabout production chain. these qualities into every yacht The experience of naval he creates. architect olivier Racoupeau Thethrough southerly 47exhilarating is an shines in her impressive performer withyet performance under sail, and unquestionable she remains a verybluewater practical cruising potential greatly cruiser that will take–you safely enhanced by her balance and comfortably tosuperb distant shores. Theprecision Allures 39.9 is close to my and under sail, and her ideal cruising yacht and not badly shallow water capabilities. priced when compared to similar gRp offerings. Sailing aBility: HHHH H

1

her L-shaped galley offers good support to the cook as well as plenty of work surface, stowage, a decent size cooker and a large drawer-type fridge/freezer

sail Area: 881sqft (82m²) fuel: 350lt (77gal) water: 330lt (73gal) berths: 4, 6 or 8 inc saloon engine: 55hp Volvo D2-55 with saildrive Designer: berret-Racoupeau Yacht Design builder: Allures Yachting +33 (0)2 33 43 22 20, www.allures.fr

sAIlIng AbIlIty: HHHH H Comfort: HHHHH bluewAter: HHHHH

inboard port for air and a portlight in the topsides for natural light. The cabin sole is raised in the galley, aft head and navigation areas, but then drops around 8in (20cm) in the saloon and forecabin. While it’s great to have a panoramic view from the galley and chart table, it’s a shame the seating area doesn’t share the view. The raised cabin sole takes a little getting used to, but enables the fuel, water, batteries and ballast to be kept low in the hull and close to the centre of the yacht. This is very important for a sailing yacht that has no ballast keel. It goes without saying that thought must be given to any weighty kit carried on board – particularly above decks or up the mast. This is one reason the yard doesn’t favour in-mast furling. Standard is a full battened, slab-reefed mainsail with lazyjacks and zip bag, although a few owners have chosen to fit a furling boom. The 39.9 is a beamy boat for sure, but this doesn’t just provide bags of interior volume for an airy and bright accommodation, it also does a fine job of increasing her overall stability and her resistance to initial heel.

L-shaped galley

Displacement: 10,300kg (22,700lb)

1 2

1

uK agent: Williams & smithells 01329 827053, williamsandsmithells.co.uk

2

performance Displ/lwl ratio: 218 sail area/Displ ratio: 16.95

Weight Weight

Well organised electrics All the electricalcentreboard systems and controls are Lifting to particular attention being paid to insulation and tight sealsstowage on all the Impressive engine panels. She cruised quietly An essential ingredient for anat 8 knots and A bowyacht thruster good2,200rpm. offshore cruising is adequate to getof her pointing where is plenty easily-accessed you want,stowage but ourfor boat hadand a skegodds ends. numerous all around mountedThe stern thrustertrays as well!

Speed Speed

For a fuller explanation of stability and performance figures see Weight Speed Weight Speed www.sailingtoday.co.uk Weight Weight

Speed Speed

If the ALLUReS 39.9’S not RIght foR yoU...

the chart table are great for

kit, handhelds etc Belowplotting decks

Ovni 395

Bavaria visiOn 42

Oceanis 41

from £225,000 Easily recognised by their hard chine construction, French yard Alubat’s Ovni 395 is more of a production boat (see pp22-31). It shares the variable draught, but uses hydraulics to lift the keel and rudder. Designed for offshore cruising, the Ovni 395 is avaialble with two or three double cabins. uK dealer: www.northseamaritime.com

from £156,000 The Farr-designed Vision 42 has been created for offshore cruising and ease of handling. It has a raised coachroof for extra light and volume, and is well equipped for long-term sailing. Features include an offset companionway for extra cockpit seating and a large, drop-down transom platform. uK dealer: www.clippermarine.co.uk

from £177,400 The new Oceanis 41 is beamier than ever, which gives her improved form stability and added stiffness under sail. The extra width also makes room for a generous, light and airy interior that has been designed specifically for luxurious family cruising. Check the website www.beneteau.com for K dealer your nearest uK

sailingtoday.co.uk August 2013

On test

August 2013 sailingtoday.co.uk

43

As you descend the angled, solid wooden companionway steps, you are immediately struck by the quality of the finish. Solid wood trim abounds and thought has been put into how one gets around safely below on a lumpy passage, with deep fiddles and handholds in the right places. To port is a well-appointed, U-shaped galley with well thought out supports for the cook. Everything is within easy reach, enabling meals to be prepared underway in all conditions. The Corian worksurface has high fiddles to prevent stuff flying off at sea and all lockers have double-locking catches. Up a step is the navigation area. The chart table isn’t full Admiralty size, surprisingly, but then with chart plotters in the cockpit as well as on 38

2 2

mounted in the settee return. A very The centreboard mechanism fits very neatly comprehensive electrical distribution panel is and unnoticeably into the saloon table. inside clearly visible behind an acrylic door and allthe thetable a stowageand bin,switches beneath which is a removable mainisbreakers are inside, accessed acrylic inspection window. side and via asee-through side panel for security. end panels offer further access for maintenance

the console, I guess the saloon table is fine for browsing passage charts. Our test boat, hull no.3, had a small What would win many over is the ensuite heads in the forecabin with a superb saloon seating, which is loo and basin, but no shower. The raised for a clear view out. After all, alternative is a roomier cabin with more what’s the point of goingstowage. to the Either way the berth is a good world’s most desirable anchorages if one aft, which gives a size, as is the you can’t see them over breakfast? generous double without ‘poking’ the In standard form she has threeberth under the cockpit sole. inboard cabins – owner’s suite aft, VIP guestheads is a very roomy The main suite forward and a crewcompartment cabin with with separate shower bunks. The two suites arestall plush, and removable bar for hanging inviting and bright with wet sensible oilies. Although there is a small stowage. Headroom is generous opening and port in the heads, there was small things like magnetic no door vent or hatch in the shower on our catches help to make lifeboat, easier a sure one could be added butonI’m without too much difficulty. tradewind run. Being a semi-custom yacht, Southerly allows you to alter and views the interior layout to suitHeadroom your own Headroom is good throughout the preferences – moving lockers, boat, but not excessive, so loftier drawers and panels to suit. owners may want to drop the sole in a critical  watch w exclusive video few of our test places. There is no standing headroom in the workshop/ online at www.sailingtoday.co.uk tech room, though there is a small

U-shaped galley

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sailingtoday.co.uk August 2013

Designer: engine: 55hp Volvo D2-55 with saildrive stephenberret-Racoupeau Jones/NorthshoreYacht Design Designer: Design Builder/Sales agent: Northshore yachts builder: Allures Yachting Tel:(0)2 +4433 (0)1243 512611, www.southerly.com +33 43 22 20, www.allures.fr uK agent: Williams & smithells 01329 827053, williamsandsmithells.co.uk

performance Displ/lwl ratio: 218 sail area/Displ ratio: 16.95

Weight Weight

Speed Speed

For a fuller explanation of stability and performance figures see Weight Speed Weight Speed www.sailingtoday.co.uk

If the Southerly 47’S not rIght for you... If the ALLUReS 39.9’S not RIght foR yoU... Weight Weight

Allures Ovni 39545

Speed Speed

Ovni 495 42 Bavaria visiOn

from £225,000 Aluminium-hulled cruising centerboarder with recognised by their solar hard chine highEasily capacity tanks, integral panels, sail construction, French yard Alubat’s Ovnia395 locker and machinery room. Sporting beamy is more a production (see It hull, longofwaterline and boat tall rig forpp22-31). performance. shares the variable draught, hydraulics Accommodation for fourbut or uses six people in a to lift the keel and Designed for offshore two orrudder. three cabin layout. cruising, the 395 is +44 avaialble with827053, two or williams & Ovni Smithells, (0)1329 three double cabins. www.williamsandsmithells.co.uk uK dealer: www.northseamaritime.com

Feeling Cruiser 48 Oceanis 41

from £156,000 from £177,400 Another French-built aluminium lift-keel An unusual, lifting keel GRP yacht from the The Farr-designed Vision haschines been and The newly-revived new Oceanis 41Feeling is beamier thanThe ever, cruising yacht, only with42 hard brand. Feeling created for offshore andwell-known ease of which gives48 herhas improved formand stability and bare topsides. Thecruising Ovnis are Cruiser twin helms sail controls at handling. It has a raised coachroof extra added stiffnessend under sail.cockpit, The extra width a wide world-girdlers, offering a good for open ocean the forward of the leaving light and volume, equipped thought for alsoarea makes room a generous, light and airy performance as and wellisaswell intelligently at the aftfor end open for boarding, lounging, long-term sailing. include an offset interior that has been designed specifically for out Features accommodation. sunbathing and showering. companionway for extra cockpit seating584821, and a luxurious family cruising. north Sea maritime, +44 (0)1702 north Sea maritime, +44 (0)1702 584821, large, www.northseamaritime.com drop-down transom platform. Check the website www.beneteau.com for www.northseamaritime.com uK dealer: www.clippermarine.co.uk your nearest uK dealer 39

Bluewater lifting keel The new Southerly 47 could be this renowned British marque’s finest bluewater cruiser yet. Duncan Kent has the exclusive report.

S

There’s also a large area behind the engine, which will house a good size generator, watermaker, extra fuel tank or anything else for long periods offshore. Access to both areas is very good. A plethora of panels in the sole gives excellent access to all areas of the bilge for regular inspection and there are no no-go areas hidden behind mouldings where problems might arise. This is particularly important with an aluminium hull, as a metallic object dropped into the bilges can cause serious corrosion problems.

“Slutter” rig

A mixture of cutter and sloop, the Allures’ sail plan has two headsails for ease of sail handling: an overlapping genoa is on the foremost stay with a smaller working jib on the inner. They are not intended to be hoisted together

August 2013 sailingtoday.co.uk

fuel: 660lt (145gal) ballast: 4,200kg (9,260lb) water: (107gal) sail Area:488lt 881sqft (82m²) Berths: fuel: 350lt6/8 (77gal) engine: 75hp yanmar diesel water: 330lt (73gal) transmission: shaft drive, folding prop berths: 4, 6 or 8 inc saloon

may 2013 sailingtoday.co.uk August 2013 sailingtoday.co.uk 43

Emily HArris

Jump to the voting page by scanning this QR code with a smartphone or see www.sailingtoday.co.uk

phoTos: AnToine soubigou

A

lwl:from 42ft 10in (13.1m) PrICe c£260,000 Beam: 8in (4.5m) loA: 41ft14ft 6in (12.7m) Draught (keel(11.2m) up/down): lwl: 36ft 10in 3ft 3in/10ft 3in (1.0m/3.1m) beam: 13ft 7in (4.2m)

Displacement Draught options: 17,256kg (38,043 lb) Sail area(3ft (main/jib/genoa) 1.1m-2.8m 6in-9ft) 625/490/780sqft (58.1/45.6/72.5m²) Displacement: 10,300kg (22,700lb)

sailingtoday.co.uk may 2013 42 sailingtoday.co.uk August 2013

French-built Allures cruising yachts simply bristle with clever features. Duncan Kent reports on the newly launched 39.9 Allures craftsmen then put the whole lot together, knowing exactly what fits where and how, thanks to the precision of the 3D design images, which can be rotated through every angle. The 39.9 is designed as a bluewater cruising yacht, although some have bought her for local sailing as well. She can be quite heavily customised – especially in the starboard quarter, which can be a cabin, technical room, workshop, or a clever combination of all three by using the workbench as a berth and the space below for storage.

PriCe from £609,242 loa: 47ft 4in (14.4m ) specification

Comfort: HHHH H sAIlIng AbIlIty: HHHH H Bluewater: HHHH H Comfort: HHHHH bluewAter: HHHHH

The well-appointed, U-shaped galley has forand theacook inboard portareas for air portlight in to topsides support themselves on the for natural light. either tack sole and everything is galley, The cabin is raised in the immediately to hand, enabling aft head and navigation areas, but a fulldrops mealaround to be prepared andin the then 8in (20cm) cooked underway safely. saloon and forecabin. While it’s great to have a panoramic view from the galley and chart table, it’s a shame the seating area doesn’t share the view. The raised cabin sole takes a little getting used to, but enables the fuel, water, batteries and ballast to be kept low in the hull and close to the centre of the yacht. This is very important for a sailing yacht that has no ballast keel. It goes without saying that thought must be given to any weighty kit carried on board – particularly above decks or up the mast. This is one reason the yard doesn’t favour in-mast furling. Standard is a full battened, slab-reefed mainsail with lazyjacks and zip bag, although a few owners have chosen to fit a furling boom. The 39.9 is a beamy boat for sure, but this doesn’t just provide bags of interior volume for an airy and bright accommodation, it also does a fine job of increasing her overall stability and her resistance to initial heel.

Aluminium attraction llures Yachting has been building aluminium cruisers for 10 years and has so far launched over 100 boats. The 39.9 is its latest design created by Berret Racoupeau, after taking the many existing Allures owners’ experiences and wishes into account. Allures owns two other boatyards, including Caen-based Garcia Yachting, where its hulls are built. Garcia is expert at alloy fabrication and its hulls are phenomenally strong, yet comparatively light. Once complete, the bare, round-bilge aluminium hulls are delivered to the Allures yard in Cherbourg, where they are burnished, painted and insulated before fitting out. Unlike her bigger sisters, the 39.9 has a GRP deck and superstructure, giving less weight, more headroom below and a smoother, warmer finish. The interior joinery is outsourced, but built to CAD drawings created by Allures’ own layout team, so no further sawing, planing or sanding is needed. If any custom parts are required, they will be put through the same design process and the drawings supplied.

the spec

Duncan’s verDict

1

The real eye-catcher in this beautiful boat is the raised saloon seating area, with its panoramic views through large windows all round. No less than six overhead hatches and a decklight ensure the area is always bright and airy.

39

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sailingtoday.co.uk may 2013

outherly’s new 47ft aft-cockpit, swing keel cruiser is designed and built to an extremely high specification, but with easy handling uppermost on the priority list. Designer, Stephen Jones’ main ask was to ensure that not only is she capable of being sailed on long ocean passages by just two people, but also that she should have enough space and facilities for another couple to stay on board without compromising the owner’s own accommodation. Although not defined specifically as a raised saloon model like some of the yard’s other yachts, the S47 still boasts magnificent panoramic views from its raised seating area – one of the most called-for features of bluewater cruisers these days. Her interior has been designed for ultimate comfort, but not at the expense of practicality. So, she has all the mod cons expected of a world cruiser, such as high-capacity fuel and water tanks, easy access skin fittings and plumbing connections, space for a generator, watermaker and dive tank compressor, vibration-

proof padded and insulated sole boards, and much more. Interior styling is contemporary to the point where the latest materials and systems are always offered to the prospective owner, but Southerly hasn’t let the style merchants get too carried away. Utilising the skills of renowned superyacht stylist, Rhoades Young, it has created an opulent, yet tasteful interior that undoubtedly bestows an up-market feel to the accommodation. Southerly is also happy to customise the

interior for each owner – in many cases, where it’s just an alternative to the standard, at no cost.

Solid construction

As with all Southerly yachts, the 47 is built using the latest techniques and materials, with each hull guaranteed against osmosis for five years from the date of manufacture. The moulds are laminated by hand, using Northshore’s Nordseal system, which incorporates multi-axial and unidirectional fibre reinforcement

Broad stern

A wide stern means more room below and more lounging space in the cockpit. However, good handholds, high coamings and deep seating ensure the cockpit is both practical and secure under way. Emily HArris

Duncan’s verDict

L-shaped galley

Allures 39.9 boat test

Raised saloon

specification

may 2013 sailingtoday.co.uk

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November 2013 sailingtoday.co.uk

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GULL’S IN ASSOCIATION EYE CorkWITH

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PEEL HARBOUR

P

eel is sometimes (often by the locals) referred to as the only ‘city’ on the Isle of Man thanks to its being home to the island’s only cathedrals. In fact, it is the third largest town on the island after Douglas and Ramsey. To those from the mainland, even the word town seems to be stretching things somewhat. Small though Peel may be, it is exceedingly pretty with an almost Mediterranean feel in the sun,

though the surrounding green hills and fast-moving weather patterns serve as a constant reminder of its proximity to Ireland – and location in the middle of the Irish Sea. Although much of the industry around the town seems to be in decline, there is still a strong fishing fleet that operates out of the port. However, the levels of traffic pale in comparison to many other marinas, particularly Douglas, the island’s main commercial port where the ferry to the mainland berths.

Local berth holder Pam Moxon – Seaward 35

Based in Peel for many years, Pam is a avid member of the cruising community. “Peel is an

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sailingtoday.co.uk DECEMBER 2013

amazing harbour with a fantastic community of people and loads to see and do. The House of Manannan recounts the history of the Isle of Man and is worth a visit. The sea deity Manannan is said to guard the island from invaders with a special shroud – that is fog to you and I.

The Sailing and Cruising Club is the friendliest club ever. How would you want to be anywhere else? As soon as you’re outside the breakwater you are into the sea, but the harbour remains well sheltered and quiet. The coast itself is quite dark so it is always a great feeling when you see Peel’s lights.”

PHOTOS: EMILY HARRIS

Toby Heppell visits an idyllic safe-haven on the Isle of Man

Main: Peel Harbour is dominated by the impressive ruins of Peel Castle

RUN ASHORE Peel remains the most active fishing port on the Isle of Man and is home to traditional herring smoking (kippers). Guided tours of Moore’s kipper house can be organised for visitors throughout the summer – this plant lies at the far end of the marina. We visited just out of season so no tours, nor hot food. Happily, we were directed to the harbour wall where a small kiosk sells kipper baps year round. Outstanding. A stroll around the remains of Peel Castle is interesting (if not entirely worth the £4.50 entry). There are also a number of exceptional pubs along the front of the marina selling a wide array of local ales. We particularly enjoyed the Manx Pale Ale being served at the Creek Inn at the far end of the marina.


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Chimney lining up the Groyne Beacon and the conspicuous power station chimney at 207º provides a safe approach

Peel sC located on the beachfront this friendly cruising and racing club welcomes visitors

Gull’S eYe

PEEL HARBOUR 54° 13’ 33N, 004° 41’ 50W

NEW! sCAN HERE OR sEE OuR WEBsITE FOR A VIDEO GuIDE 36

sailingtoday.co.uk December 2013


Kippers Moore’s Kipper Smokehouse (they also do bacon) offer tours and tasty, hot fresh kipper baps in the summer months. The ultimate Isle of Man experience

Peel Castle Peel Castle – or what remains of it – dominates Peel Harbour. There really is very little left of the structure so it doesn’t provide much of a landmark

FACTFILE PEEL HARBOUR Contact: +44(0)1624 842 338 www.gov.im/harbours Berths: 121 Facilities: Water, electricity (included), toilets, showers, fuel VHF: Channel 12 Costs: £2.22 per metre (daily); £13.12 per metre or part thereof (monthly); £131.21 per metre or part thereof (annual)

AERIAL PHOTO: PATRICK ROACH

Tides: Dover +0005

DECEMBER 2013 sailingtoday.co.uk

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Gull’s EyE Pwllheli

Passage planning

O

nce you’re in the vicinity of the Isle of Man, making your way into Peel could not be easier. Although there is very little buoyage to guide the vising yachtsman into the harbour, there hardly needs to be thanks to the ease of entry and lack of hazards.

‘you can make out the coasts of England, Ireland, Scotland and Wales’

Fl.R.5s Oc.R.7s 207

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Marina Entrance D

traffic sigs tide gate & swing bridge Fl.R.5s

Shore Road

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Above: The headland offers good protection but can mean a gusty entrance Above right: Big seas are not uncommon

C D E

SAILING

LMANAC

PEEL MARINA 38

sailingtoday.co.uk December 2013

Photos: Emily harris

Peel Harbour: 54° 13’ 33N, 004°41’ 58W

If approaching from the south, a good offing is recommended from the end of the breakwater, until the transit of the Groyne Beacon and the conspicuous power station chimney which can be opened 2½ hours either are in line at 207°. At night, the side of high water – note these leading line is marked by two timings are just a guide and can vary, synchronised Fl.R.5s lights. Entry is particularly during neaps. There are then between the breakwater and the visitor moorings in the bay during Groyne Beacon. summer but they can be an If any significant sea is running uncomfortable ride, particularly – as it often is – the entrance can be when the wind is in the north to more challenging, however. If the western quarter. wind has a fair amount of north in it, To an extent, the decision whether particularly if it is blowing hard from to make your way into Peel harbour NW to NE and you are entering from a N or NW direction, heavy seas at the entrance are sAVE 10% on IMRAy charts and pilots extremely likely. ● Admiralty: 1971, 1512 Access to the ● Imray: C61 inner harbour to Peel is restricted by ● Irish Sea Pilot – David both a waterRainsbury retaining gate and ● Price £29.95 pedestrian swing bridge, both of

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0

070

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270

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Small Craft Moorings

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or to one of the other three harbours around the Isle of Man will mainly depend on wind direction and sea state. This is in part due to the small scale of the island – a 20-minute, £20 cab journey will get you pretty much anywhere you want to go. It helps that all marinas on the island are run by the Manx government, so prices are the same throughout. This also means that

2

NOT TO SCALE

Inner Hr

Wes

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Fl.R.5s

Costs BERTHING CHARGES Duration 12 months Monthly Daily

Per metre LOA £131.21 £13.12 £2.22

Manx pounds It’s worth noting that Manx sterling looks different but is legal tender on the mainland and vice-versa.

DAVE SOULTER

Below right: The beach next to the harbour is a glorious sandy affair Below: The ruins of Peel Castle offer great views

4º42'·0W

0 23

Cruising from Peel and indeed many of the harbours in the Isle of Man seems to be a somewhat bipolar experience. On the one hand it is a great port to call at for a short stay on the way to somewhere else and many of the visitors we met were there for this reason, taking advantage of the Island’s useful mid-Irish sea location. On the other hand, options are limited for those who want a day or weekend sail from Man; you either go for a jolly with no real destination in mind or head off on a much longer jaunt. On a clear day from the Isle of Man you can make out the coasts of England, Ireland, Scotland and Wales (so I am told; it was not all that clear when we visited). The island, then, makes a fantastic staging point for cruising to any one of the nations which form the United Kingdom. Of course this does not preclude cruising around the island itself, and there are any number of pretty river mouths and natural harbours. Castletown harbour, on the southern tip of the island, is in a beautiful cove. Port St Mary is just next door. It is worth noting that pretty much everywhere bar Douglas is a drying harbour.

06

CRUISING GROUNDS

although the marina at Peel is not manned 24 hours a day it does have a remote connection to Douglas – which is always manned 24/7 – so the bridge can be operated by VHF request at any time of the day or night. Douglas opperates on VHF channel 12, just like Peel, making contact easy. DECEMBER 2013 sailingtoday.co.uk

39


‘Besides, how long can you live off fresh fish, coconut and mango?’

40


Guyana

Carnival Breeze David Matelicani discovers the frontier towns of Guyana and Suriname make beautiful hurricane season alternatives

i Main: Anchored off the wreck of the Edith Cavell in Saint Laurent du Maroni Left from top: Carnival in Gamboa Brazil; Eileen motor-sailing off Guyana; carnival in French Guiana; sailing through “The Boca” Trinidad

nspired by six months cruising the northeast coast of Brazil, I was more than willing to extend my stay another six, but all too soon I was obliged to weigh anchor and set my sights on new destinations. Regrettably, my visa was due to expire. Despite feeling at the time, that my departure was somewhat premature, I harbour no regrets. Sailing in Brazil was, and will always be, a wonderfully exotic adventure. Besides, aren’t good times, by definition ephemeral? I do, however, get to take with me a few lasting impressions: there is a plethora of white sandy beaches and remote island getaways to discover here – specifically south of Salvador, near Morro de Sao Paulo. Gamboa was my favourite island anchorage, and the closest I’ve come (in Brazil) to finding my ‘cruiser’s paradise’. Approximately one thousand sea miles, (or 10 days sailing) separate Fortaleza (my Brazilian point of departure), from the Iles du Salut in French Guiana. Reportedly it’s a comfortable sail with both favourable current and winds. Provided you stay in deeper water, say 100 nautical miles out from the coast. At this distance, no yacht is likely to hit stray tree trunks or other jungle debris and solo sailors need only worry about the occasional squall or cargo vessel. I had weathered a couple of

uncomfortable days (with gusts to Force 7), but was generally pleased with my progress. Especially after logging 120nM daily runs (a new record for Eileen). This was sufficient motivation to tolerate any discomfort and, while the distances travelled were admirable (for a small boat under stay-sail alone), in future I’ll think twice before running before the wind without a mainsail. The incessant rolling can turn the stomach of the hardiest sailor, and I’m hardly hardy! What followed were three days of gentle breeze so I opted to hoist the ‘iron topsail’ and maintain my 100nM average to day five. The boat can easily manage 100nM in a 24hr period when motor sailing, and since Eileen consumes just over half a litre of diesel an hour, I rarely feel compelled to wallow about for days-on-end in the tropical heat, waiting for a favourable wind. Switching from my Aries wind vane to my electric autopilot, I passed the time profitably trolling for supper. On day seven an all-too-favourable wind made its appearance in the form of a short-lived gale. Well, I assume it was a gale, though I did little to verify this empirically. I’m not too fond of braving a drenching to measure wind speed with my handheld anemometer. I did at least make the effort of noting my remarkable speed (8 knots over ground), but only from the December 2013 sailingtoday.co.uk

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Guyana

GU IAN A SU RIN AM FR E EN CH K GU our St. IAN ou Lau A ren Ille t

sd uS alu t

CARIBBEAN SEA

VENEZUELA

COLOMBIA

ATLANTIC OCEAN

Fortaleza Joao Pessoa

BRAZIL Salvador

ST. LUCIA ST. VINCENT

CARIBBEAN SEA

GRENADA

Store Bay

Chaguaramas

TOBAGO TRINIDAD

VENEZUELA

eILeeN oF AVoCA’S route CARIBBEAN

Salvation Islands

The anchorage at Ile Royale looks the part, but isn’t as protected as one might expect. Two days of bouncing about and several episodes of “Sorry, my anchor dragged” (by others), were enough for me to forgo my new life as a hunter-gatherer. Besides, how long can you live off fresh fish, coconut and mango? The novelty wears off. Many find solace in these islands through quiet meditation and inner contemplation. It’s undeniably pretty, but that didn’t stop me racing the five miles to reach a different kind of solace in Kourou. For yachtsmen en route to the Caribbean from Brazil, Kourou provides a welcome oasis of European living in a convenient, if unexpected, location. As I’m a man of simple tastes, (I’m told it compliments my simple mind), European living means access to the culinary delicacies I’ve craved since setting sail from the Canary Islands. Not that I’ve disliked the staple Brazilian diet of black beans with lumps of various meat served on a 42

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GU Kour IAN ou A CH

Fortaleza

EN

Main: Sunset on the Maroni River

Joao Pessoa Top: Statue of a BRAZIL prisoner in Saint Laurent du Maroni Salvador warrant mention in my guides. Above: Eileen takes on extra crew Especially when St Laurent can boast FR

VENEZUELA

ATLANTIC OCEAN

GU IAN A RIN AM E

bed of white rice. It’s just that I do so enjoy a varied diet, and wandering COLOMBIA about a rocket launch complex all day (Kourou’s claim to fame), does little to appease the appetite! The ultimate stopover for hardy sailors seeking refuge from the torturous seas and tempests of South America was to be found further north. A fact only revealed to me in a chance encounter with a French yachtsman who, more than 20 years earlier, had been posted to this idyllic site as part of his military service. It’s the penal colony of St Laurent that sits on the Maroni river. No prisoners these days, but how curious such a pleasant anchorage didn’t

SU

comfort of my bunk. Not surprisingly I exceeded my daily average of 100nM for the remainder of the journey, making short-shrift of the passage to French Guiana.

St. Lau ren Ille t sd uS alu t

SEA

Opposite: The stranded Golden Harvest now a popular restaurant called La Goelette

Passage tips Heading south from the Caribbean Heading south from Trinidad and Tobago isn’t as hard as it’s been made out to be. Yes, you may have days where the wind is on the nose and yes, there are places where you will battle up to half knot of current. The best departure point is Store Bay in Tobago. Head past Toco, Trinidad, and take a direct bearing from there. The only obstacles you will encounter are Trinidad’s oil platforms to the southeast of the island. A more coastal route follows the 20m contour along the coasts of Guyana and Suriname, but only advisable with crew.

the safest, most sheltered anchorage in French Guiana; easy access even at low tide along a buoyed, lit channel; great provisioning (and free Wi-Fi); and plenty to do within walking distance. I had expected a town packed with sailors, but for some reason St Laurent hosts only a trickle of French and Dutch visitors. Why the secrecy? I didn’t stay long enough to find out. Much as I would have liked to linger, Caribbean waters beckoned.

Eileen in the Caribbean

A gentle breeze whisked me toward the Caribbean. I would have set more sail, if only I didn’t have to worry about unexpected squalls. One minute I’d be motoring at a steady 4 knots and the next I’d find myself running before a squall at 7 knots, desperately trying to tie a third reef in the mainsail. How undignified! The good news was, after six days I arrived unscathed in Store Bay, Tobago. Yet another splendid


Guyana

‘Little did I know that my one-year stint aboard Eileen was about to stretch to three’

anchorage. It had taken some 7,000nM of sailing and almost one year (since leaving Yarmouth) of living aboard a 23ft (7m) boat, but I was finally in the Caribbean. A celebratory drink was the order of the day. Little did I know then that my one year stint living aboard Eileen was about to stretch to three.

Stalled journey

September arrived hot, too hot. I’ve never been anywhere the heat bothered me as it did in

Chaguaramas, Trinidad, and that includes deserts of Egypt and Oz. The sultry air sapped my strength and just walking between the yard and the ship chandler was exhausting work. With the many facilities at hand I was still expecting a speedy conclusion to my annual maintenance on Eileen, but nobody in their right mind hustles here! Obsessed with the idea of escaping Trinidad’s muggy heat, the concept for a marina and yacht maintenance complex back in St Laurent du Maroni was born. With a little help from some friends, the idea became a proposal, duly submitted to council. The response was swift and positive, so as soon as Eileen was back in the water I pointed south and sailed back to French Guiana. Time to turn the proposal into a project. Would this spell the end of my sailing adventures? Not likely. If anything, it added a new impetus and served to ensure my exploits

continued. My little blue Yarmouth 23 had simply found a new home in the jungles of French Guiana, and if all went well, St Laurent would soon offer the maintenance alternative I had so eagerly sought. In theory.

Back and forth!

GET IN TOUCH Tell us your favourite far-flung destination

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In practice, the task I had set myself was herculean, but a man of constant leisure has time for chipping away at logistical and administrative hurdles. Having gained strong support from the local authorities all I really needed to do was convince sailors to brave the passage south. This sent me scurrying back and forth between French Guiana and Martinique on what might be called fact-finding missions. Of course, it was never all work and no play.

Discovery of Guyana

It was on just one such fact-finding tour I discovered the vital missing link (in the form of an intermediate December 2013 sailingtoday.co.uk

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Guyana

Laurent, I went in search of fuel at nearby Guyana with a small degree of trepidation.

What about pirates?

Well what do you know, it’s evidently no more than a wild rumour. No pirates waiting to pounce on unsuspecting single-handed yachtsmen in Guyanese waters after all. What I found instead was a unique cruising destination full of rather pleasant surprises. Bartica services the burgeoning gold mining industry in Guyana, so it’s not your average tourist destination, but if you want to see what a frontier town looks like you need go no further. I revelled in the raw abrasiveness of the place. It permeated authenticity. No prettily painted Disneyland fruit stalls to appease the tourist psyche, just functionally brute reality.

A rally is born!

port), that would trivialise the journey south from the Caribbean. It was supposed to be a quick sail back to French Guiana from Martinique, but two weeks later I found myself battling thunderstorms, drifting to southeastern Venezuela.

Top: Beached for boat maintenance in Ribeira Salvador

EilEEn of AvocA Yarmouth 23 LOA: 23ft 2in (7.1m) Beam: 7ft 6in (2.3m) Draught: 2ft 11in (90cm) Builder: Neil Marine, Sri Lanka Designer: Wyatt and Freeman

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Progress at 1 knot was frustratingly slow, but despite this I might have arrived with time to spare if I hadn’t been swamped by a rogue wave! I was dozing on my bunk when, without warning, Eileen was knocked sideways in a rush of noisy whitewater which instantly drenched everything in the cabin. It appears that a Yarmouth 23 isn’t troubled by the extra weight of a temporary aft jacuzzi. I wish the same could be said for the captain who was slowly coming to realise that everything that hadn’t been tied down was now adrift, including Eileen’s precious fuel reserves. Without enough diesel to reach Saint

Above: Gold prospecting on the Maroni River

Not even a handful of yachts could be found south of Trinidad. Where was everyone? Apart from hiding from hurricanes up north, I suspect they were all sweltering through boat maintenance in Chaguaramas. As I had discovered such splendid alternatives, it was time to share the experience with other sailors, tempting them further south with a rally. Teaming up with others, a new annual event, the Nereid’s Rally was born (see marinaslm.com/rally). Now, rather than hunker down for six months waiting for the next sailing season, you can visit some of the least known anchorages in the Atlantic. Leaving Trinidad around the start of September, the rally lasts three weeks with stops in Guyana, French Guiana and in Suriname. Organisers hope that the rally will be instrumental in dispelling some of the myths that surround sailing south of Trinidad and Tobago.

About the Author David Matelicani got into sailing in Mauritius at the age of six, where he hired a dinghy with his brother for the day with the proceeds of their exploits on the one armed bandits.


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Batz does attract day-trippers, but there are plenty of sparsely populated beaches and the island offers lots of exploring

I

t was shaping up to be one of those days... For a variety of reasons we left Trebeurden later than planned, which meant the tide would most likely be too low for us to enter the drying harbour of Porz Kernock on Île de Batz by the time we arrived. And whilst a steady northeasterly meant we were having a good sail, the fishing wasn’t going quite so well. Within an hour of our departure we’d lost one paravane, two complete sets of feathers and my favourite Dexter lure. Even at eBay prices this was starting to annoy. With fishing activities on hold, we made a swift passage under full genoa on a fair tide. The huge Ar Chaden cardinal marks the entrance to the Chenal de l’Île de Batz, flowing between the island and the mainland. And while the channel was well explained in the pilots, almanacs and charts we had on board, Batz itself barely got a mention, so we weren’t entirely sure what the entrance to Porz Kernock would bring. By the time we arrived at the ferry pier at Porz Kernock and the white pyramid marking the shallow entrance, the tide was over half way out. Even in an Ovni, we wouldn’t make it far before running aground, so we turned back towards Roscoff and picked up one of the waiting buoys off the Vieux Port. On the way down the channel we noticed several small bays on Batz that didn’t merit any mention in the on board library, but looked like peaceful anchorages if you carefully checked the sea bed for rocks. That evening, with the tide on the rise and dinner in the oven, we slipped back towards Porz Kernock and picked up a local mooring buoy by the ferry pier, where we could keep an eye on

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Secret placeS

Île de Batz Fearless mudlark Paul Brown explores a drying anchorage off Roscoff little used by British cruisers

the increasing depth between the white entrance pyramid and the shore. All of a sudden, a dark shadow loomed, and one of the many vedettes (ferry boats) was almost on top of us, only inches away. This was his not so subtle way of telling us we had borrowed his mooring. We only had another 30 minutes to wait, and as soon as a small local RIB slipped over the entrance and out into the channel, we followed a reciprocal course and headed into Kernock. Being the first boat in on this tide, we picked a clear space and dropped the anchor just south of the church, in 0.5m of water. Having rowed ashore the following morning, we hired bikes and set about thoroughly exploring the island. Batz is full of local, lively character, and the town was lovely. Residents sold homegrown produce outside their doors, a fishmonger offered a huge variety of local catch, and the cafés filled as day progressed in tandem with the chime of the church bells.


Secret Places

pOrz Odet kerNOck: river: 47º56’.29N 48º44’.26N, 004º06’.16W 004º00’.60W Pilotage The main harbour of Porz Kernock, and several other anchorages, all lie in the Chenal de l’Île de Batz, the channel between Roscoff on the mainland and the Île de Batz. Tides run hard in this narrow passage, which has frequent, well marked rocky dangers, so approaching with the tide in your favour is advisable.

Into Porz Kernock

All PicTureS: PAul Brown

Whilst there is a marked channel to the commercial quay, visiting yachts tend to enter between the white pyramid marker on Île Kernock and the ferry quay. Beware of the long stone spit that comes all the way out from the quay to the S cardinal mark - don’t take a shortcut unless you know there’s enough water! The bottom is mainly mud, with sand right at the top of the beach, so there are plenty of places to anchor - just keep clear of the very heavy ground chains of the ferry moorings.

Heading west took us through a wonderful campsite right on the beach, with stunning views over the channel to the mainland. We climbed the lighthouse immediately north and took a mid-morning break in the café beneath. The track along the northern side of the island meanders past farms and smallholdings which are actively worked. From the mainly rocky shore we could see the occasional yacht on passage further west. At the eastern end of the island, the Jardin Georges Delaselle offered a peaceful afternoon walk amongst many exotic plants and trees, and the 19th century fort and bunker offered clear views towards Roscoff and the Brittany coast. As our time on Ile de Batz drew to a close, we were sad to depart such a lovely island with its friendly inhabitants and their bustling village. With the tide on the rise, we weighed anchor and crept slowly out, enjoying our last glimpses of the island as we continued on our Brittany cruise.

Ashore Being only a stone’s throw from the mainland, Batz hums with day visitors, but has the charming, vibrant atmosphere of a working island. Hiring a bike is the best way to explore the island and its plethora of tracks, which you can comfortably do in a day. The village shops offer a range of supplies, with additional homegrown produce available directly from local houses. The botanical gardens on the eastern end are well worth a visit, with some historical forts and bunkers close by.

Nightlife A variety of cafés and restaurants can be found on the quay, which is a great location to watch the evening slowly ebb. Despite being an island, prices seemed entirely reasonable. The island holds several events - we were lucky enough to be there on Bastille Day with live music in the evening and fireworks - so check the calendar if you plan to visit.

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December 2013 sailingtoday.co.uk

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On test

A crowd pleaser Under new management – does the new Dehler 38 live up to its respected name? Duncan Kent thinks she does

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of the well respected brand, such as the lightweight balsa sandwich for her hull and deck, a keel-stepped mast and a mainsheet track across the cockpit – to name but a few. She now not only sports twin wheels and drop-down transom platform (both almost mandatory nowadays), but also bristles with numerous other smart ideas and pragmatic solutions. In a Hamble marina filled with beamy new cruising yachts she looks somewhat waif-like, sporting a fine bow and conservative beam (by today’s standards). While this gives her an arrow-like overall appearance, it consequently also reduces the amount of interior volume – albeit not by a massive amount. Near vertical ends make the most of her waterline length and give her a powerful demeanour, while her sleek superstructure, flush hatches and gently rising sheerline combine to produce a look that demands a second glance. Her decks are easy to negotiate and clear of any toe-stubbing obstructions. The cockpit-adjustable genoa tracks are tucked well inboard, giving her

Cockpit

Not as ludicrously wide as some modern cockpits, the Dehler’s has everything to hand for the short-handed sailer, but enough space to relax too

All pictures: Joe MccArthy

D

ehler yachts have always been designed to satisfy a yearning for speed and performance under sail – and the new 38 is definitely no exception. The German company has had its fair share of financial ups and downs over the past decade, but now, as part of the giant Hanse Yachts group, the brand appears to have steadied itself once again and is back to producing top-class sailing cruisers. The Dehler 38 first appeared at the 2013 Düsseldorf boat show, where she attracted a swarm of enthusiastic sailors keen to see if the new ownership had produced results. It appears that it has. This brand-new design by renowned naval architects, Judel/Vrolijk, certainly fits the design brief for a comfortable and fast offshore cruising yacht. Despite the J/V team also being the creators of the new, and slightly more sedate Hanse cruising range, the two are by no means clones. Plenty of input and advice from the brand’s founder, Karl Dehler, has ensured that this yacht has retained many of the finer points


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2

Woody & warm

Narrower than some, however there’s still plenty of room in the forecabin

headsail a nice tight sheeting angle as well as keeping the side decks free from trip or snagging hazards. Her foredeck is spacious and the coachroof melds into it with just the slightest step down, so headsail and ground tackle handling is both safe and easy. Her cockpit is pragmatically arranged and is likely to appeal to sailors and cruising passengers alike. Most of the sail controls are easily within reach from the helms, while still giving clear access aft to the large transom platform for accessing the water or dinghy. Two lockers beneath the sole behind the wheels provide some useful stowage for deck gear and a liferaft. If you choose the twin aft cabins, then you have to settle for two shallow cockpit seat lockers, but in the single cabin model the portside locker is full depth. She has a 9/10ths fractional rig with a keel-stepped, tapered alloy (carbon option) mast incorporating a fair bit of pre-bend and twin swept spreaders. The mast is supported by discontinuous cap, lower and intermediate shrouds and a bifurcated, fibre backstay with powerful 48:1 mechanical tensioner. A gas-sprung vang supports the boom without a topping lift. The standard suite of Elvstrøm cruising sails includes a fully battened mainsail with Dehler’s own Maindrop sailboat/lazy jack system 50

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and a 105 per cent tri-radial genoa on an above-deck Furlex 200 furler. For speed freaks, options include carbon spars and performance laminate sails, including a large gennaker and/or spinnaker.

Quality accommodation

As I descended the companionway steps I was expecting a rather stark, ‘stripped out’ interior that many of the more performance-orientated yachts often have. I was pleasantly surprised. One of the Hanse yard’s finer points is its quality and choice of interior design options and this has clearly been transferred across to its sister range. Rather than the acres of white, hose-down plastic I’d been expecting, there were nice, traditional wooden bulkheads and lockers, teak and holly sole boards, and pleasant off-white upholstery with all the trimmings. Two models are available – with one or two aft cabins. Ours was the former, but basically all it meant was that the second cabin to port had no upholstery and you had to walk through the heads to reach it! This made the loo/shower area fairly compact with the door shut. Apparently the plan for future boats is to make a proper, deep cockpit locker with a good size wet locker in the two-cabin model, but the owners of our test boat seemed perfectly happy with this compromise, using the bare cabin and bunk base for general stowage, while retaining the option to make up a further double berth if required.

Fridges galore

1

her galley is surprisingly well equipped and includes two fridges, one front loading for drinks and snacks, the other top-loader has lift-out baskets for easy access


Dehler 38 Boat test

2

Luxurious layout

For a fast boat that is likely to be regularly raced, she has a surprisingly comfortable interior, ideal for longer cruises

in port and keeps young fingers away from the switch panel! Other than that it’s a very pleasant environment to be at sea in as the interior exudes a warm and ‘woody’ feel, which is further enhanced by cleverly-concealed LED lighting. While she’s not as beamy as some, apparent in the slightly smaller berth dimensions both forward and aft, who needs acres of space to be thrown around in under way? Headroom, at over 6ft (1.8m), is perfectly reasonable throughout. The berths are comfortably dimensioned, without excessive ‘roll about’ space, and the galley is well equipped with plenty of stowage for food and crockery, as well as both top- and front-loading fridges. Ventilation is also surprisingly good all round, with every portlight opening and a large hatch above the saloon table bringing in light and air.

1

Getting under way

Well finished

left: her heads compartment is a little odd in this boat, but could be much better in the standard twocabin model right: the chart table is compact and slides across to improve seating around the saloon table

‘‘She simply dug her heels in during the gusts and powered ahead regardless”

The chart table is just large enough to hold a cruising folio and slides aft to increase seating space. I’m not sure I favour having to leave locker door lids open to read the instruments or operate the VHF, but it does tidy things away neatly when

We were keen to get on the water to see if she would perform as well as her looks suggested. We hoisted full main and genoa in around 15 knots of wind and were very quickly beam-reaching down Southampton Water 8.2 knots. She felt beautifully balanced with no more than fingertips required on the helm. Once we were into the more open waters of the Solent we flipped her through a couple of effortless tacks, losing very little momentum through the manoeuvres. Tacking angle was an impressive 74° and, close-hauled, she pointed up to 28° off the apparent wind when pushed. Even then she was still flying along at 5.8 knots! During the occasional strong gusts as the sea breeze filled, she simply dug her heels in and translated the extra wind into sheer forward power. Despite my slowness at de-powering the German mainsheet, not once did she hint at rounding up or straying off course to any degree. Letting the traveller down the track a little December 2013 sailingtoday.co.uk

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Dehler 38 Boat test

Balanced

1

she’s a powerful performer to windward, pointing up to 28° off the apparent wind

1

2

Nice lines allowed us to de-power her while retaining optimum mainsail trim more effectively. Off the wind, she cried out for the extra sail area we didn’t have on board as, having only been commissioned the previous day, our test boat had just the standard wardrobe. With her large main sheltering the conservative genoa our downwind speed was far less than it could have been, but nevertheless we still managed a healthy 5.8 knots in 12 knots of true wind.

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2

Not only does she have a sprightly performance under sail, but she looks pretty good on the water too!

For video of this test, scan the QR code with a smartphone or see www.sailingtoday.co.uk

Top speed of the day was 8.4 knots at between 70° and 80° off the apparent wind but, so well is she set up that you don’t really notice how quickly she’s moving until you suddenly find yourself right beside what was a distant mark a few minutes earlier! To sum up her performance – she’s an absolute delight to sail. Well balanced, sprightly through tacks, light on the helm, tracks as if she’s on rails and generally feels like a fully-spec’d racing machine – but without the twitchiness of a thoroughbred racer. Under engine she’s a cinch to manoeuvre, spinning in her own length and cruising along at a quiet and effortless 6 knots at an economical 2,000rpm in calm waters. Pushed to 2,500rpm nudged the log to just over 7 knots, and flat-out she made 8.2 knots at 2,800rpm – while remaining surprisingly quiet and vibration-free.

Foldaway cleats

on a yacht that is likely to be raced competitively as well as cruised it’s good to reduce the number of possible decks snags

Deck stowage

stowage for deck items and sails is remarkably good for a modern performance yacht and there’s a dedicated liferaft locker as well


Duncan’s verDict As one might have expected knowing that Karl Dehler himself had a hand in the design of this new 38, her sailing credentials are unquestionable. What is surprising – and clearly this is where hanse’s influence has dominated – is the quality of fit-out in the accommodation. this is a sailor’s yacht, which, with the addition of a few more performance options, can be raced competitively if desired. however, she will perform equally well as a comfortable and safe offshore cruiser for less ambitious family holidays. the basic price is very competitive, given how much good quality gear comes with her in the standard package, but if you get carried away and add too many of the highly desirable options you will soon see the end price escalate to a rather more disconcerting level! SAilinG Ability: HHHH H Comfort: HHHHH bluewAter: HHHHH

specification PriCe: from £155,148 (BAsic sAil-AWAy) loA: 37ft 1in (11.3m) lwl: 34ft 1in (10.4m) beam: 12ft 4in (3.8m) Draught: 6ft 7in (2m) Displacement: 7,100kg (15,620lb) ballast: 2,250kg (4,950lb) Sail Area: 852sqft (79.3m²) fuel: 160lt (35gal) water: 300lt (66gal) berths: 4/6 engine: 28hp Volvo D1-30 diesel transmission: saildrive/2-blade folding prop Designer: Judel / Vrolijk builder: hanse yachts/Dehler www.dehler.com uK agent: inspiration Marine Group, 023 8045 7008, www.inspirationmarine.co.uk

performance AVS: 135° Speed Weight Sail area/Displ ratio: 21.8 Displ/lwl ratio: 176 Weight

Speed

Weight Weight

Speed Speed

For a fuller explanation of stability and performance figures see Weight Speed www.sailingtoday.co.uk Weight

Speed

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53


Main: Sailing schools loved the go-anywhere Fulmar 32 Nick Day

Opposite: The accommodation could sleep seven in comfort

Full marks to Westerly The Fulmar was one of the first family-sized yachts to combine responsive sailing with heavy weather ability as Jake Frith recalls

The spec (Fulmar 32) LOA: 31ft 10in (9.7m)

FR

LWL: 26ft (7.9m) Draught (fin keel): 5ft 3in (1.6m) Displacement: 4,490kg (9,900lb) Windward sail area: 566sqft (52.6m²) Designer: Ed Dubois No built : 435

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FR

Beam: 10ft 11in (3.3m)

T

he first modern glassfibre yacht I sailed on a ‘proper overnight passage’ was Menai II, a Westerly Fulmar, out of Plas Menai sailing school in North Wales. It does not make my first tentative steps into cruising particularly unique, as in the 1980s many sailing schools bought into the package the Fulmar offered. Sailing school boats need big cockpits and plenty of berths, for obvious commercial reasons, but they also need to be safe in poor conditions as courses still run when most owner/ sailors would remain snugged down in the pub. Additionally though, instructors also benefit from boats with fairly direct, even dinghy-like reactions, so beginners can learn more easily.


Westerly Fulmar 32

The Designer Sam PEaRcE

Ed Dubois

“I love the Fulmar. She’s my favourite of all the boats i designed for Westerly. “i first got the job to design the Griffon for David Sanders when a little half-tonner i’d designed called Santa Evita

won the Nab Tower Race by overtaking the others upwind in a 30-knot blow. “For the Fulmar, my second Westerly commission, David wanted a fractional rigged boat, which was quite advanced at the time. i was asked to produce a boat that was seaworthy, easy to handle, good to windward and stable downwind. “i realised that a broad stern was the way to go - she

The Surveyor Nick Vass, Omega Yacht services The Fulmar is a sound yacht, but the bilge is shallow, and the transverse floor beams that support the keel on fin keelers are not high enough. They can either crack, bend or break away. The bondings/tabbings of resin and matting that attach interior bulkheads to the hull can break away if the boat has had a hard life, as many have. check the gearbox for wear, and the exhaust manifold elbow. Westerlys had two layers of gelcoat which are prone to osmotic blistering between the layers and they can suffer from crazing on the cockpit coamings. 

Contact: www.omega-yachtservices.co.uk

looks narrow by today’s market - but it gave her more sea legs and better accommodation. The bow was fine enough that she would go well to windward. “i also pulled the centre of buoyancy back. People stow so much clobber that boats can be weighed down aft. With that and her higher prismatic co-efficient, the Fulmar was easier to sail downwind in a blow.”

This was the real selling point of the 32ft (9.7m) Fulmar; it was a reactive living thing under sail. After all, there are any number of boats that can look after their crews in a blow just because they have a titchy rig, but there are only a few seriously seaworthy boats that can put a smile on their helmsmens’ faces in light airs too. But it was not just sailing schools that bought Fulmars. With over 450 32 and 33 foot Fulmars sold, this was one of the more successful designs of its size for the Waterlooville builders. Matched Fulmars were even selected for use in the prestigious Royal Lymington Cup match racing series. Stepping aboard Richard and Christine Spencer’s well travelled 1985 Fulmar Inadee, I’m struck by the

size of the cockpit. Richard confirms: “We’ve had 19 aboard and 11 to dinner; she’s a fantastic party boat.” The Spencers are real sailors, though, who dismiss Inadee’s summers in the Med, heavy weather Biscay crossings and Baltic explorations with a wave of the hand. Sailing Today’s Rupert Holmes test sailed a well-used sailing school Fulmar back in our September 2001 issue. Close hauled in a Force 4 with one reef in the main and four rolls in the genoa she tacked through 85°, making up to 5.5 knots at less than 20° of heel. The fin keel test boat was responsive to sail trim, too, thanks to her fractional rig. She was fun to sail and finger light on the helm throughout. The boat was also offered as a bilge keeler, but like her older and smaller sister, the Griffon, these were not bilge keels as the 1970s designs had known them. Ed Dubois’ Westerly bilge keels were much thinner foils than many that had gone before, with slightly deeper draught, too. It would take an experienced sailor to tell by sailing her whether a Fulmar had the bilge keels or a fin. The design received a makeover in 1992 with the Fulmar 33, sporting reshaped windows, updated joinery and a sugar scoop stern. The Fulmar 33 then had its last hurrah as the internally updated Ocean Edition but despite the introduction of more modern designs like the Storm 33 back in 1986, customer demand kept the Fulmar in production right through until 1997.

The broker Ross Farncombe, sunbird Yachts Viewed by many as Westerly’s most successful yacht, 435 Fulmar 32s were made between 1980 and 1992. There are 15 boats of all ages on the market at present, ThANks TO The Owners ranging in price from £22,500 to £32,500.Westerly Association is the in the last year, six boats were sold – from a 1986 world’s biggest boat owner group and has model achieving £52,750 to a 1984 for around £25,500. an active forum for average sale prices of £36,000 against an exchange averageof technical information on the 70 asking price of £46,500, though the cheaper boat did different models and require some work. asking prices have dropped more than 12,000 boats that came out considerably over the last year or so, meaning that there of the Westerly yard. could be some excellent buys to be had. www.westerlyowners.co.uk

Contact: www.sunbirdyachts.eu

December 2013 sailingtoday.co.uk

55


On test

‘Some form of natural power resource is essential for bluewater cruising’

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Above: We decided the best way to test the turbines was to mount them on poles in an open field. The outputs were logged using a Datacell and laptops

THE BIG TEST: WIND TURBINES NOT ENOUGH POWER TO RUN ALL YOUR FANCY ELECTRONICS? DUNCAN KENT TESTS NINE DIFFERENT WIND TURBINES TO SEE WHICH PERFORMS BEST

P THANKS TO Merlin Equipment Ltd (merlinequipment. com), for supplying the batteries, cables and Datacell power logging equipment. Orolia Ltd (www. mcmurdolimited. com) for supplying the Davis Instruments Vantage Vue weather station and WeatherLink logging software

ower, or the lack of it, is fast becoming quite a problem for the modern cruising yachtsman. Never before have sailing yachts carried so much electrical and electronic equipment – all of which requires a huge amount of electrical power to support when away from the grid. For this reason, pretty much every yacht equipped for long offshore passages or extended stays away from a marina will have some means of charging its battery banks using the power of nature wherever possible. The humble marine wind generator has been around for a few decades now and has been refined to a high degree of efficiency. Better alternators, CAD-designed blades and smart charge controllers all play their part in making the latest devices extremely powerful, yet as quiet as possible.

How many blades?

The most noticeable difference between the batch of turbines we tested were the number and size of

their blades. There appear to be two schools of thought here, with some having six blades and others just three. Since the introduction of the more powerful types a decade or so ago, three-bladed models have become increasingly popular. One of the first, the Air-X, worked very well as a generator, especially in high winds, but was so noisy that neighbouring boats would either complain loudly, or move away as far as possible in an anchorage. Not the best way to meet friendly cruising folk! Since then three blades are still found on many of the high-power turbines, but the latest CAD blade design technology has helped considerably in reducing noise levels while retaining their electrical ‘grunt’. Saying that, they are still louder than the shorter, multi-bladed models in a strong blow.

installation

If you plan to install the turbine yourself, we would suggest you ask your supplier what items will be necessary for your installation. Otherwise you’ll probably spend December 2013 sailingtoday.co.uk

57


more time and money having special poles fabricated and drilled to suit. For the common three-pole tower mount at the pushpit of a sailing vessel, the turbine will require a central mast (through which the cables are usually fed) that is strong enough to support the weight of the unit and of thick enough section to resist the side forces produced under strong wind conditions. This pole must also be long enough to place the blades well above the crew’s heads – usually 3m (10ft) or more above deck level. Alternative mounting positions are at the head of a mizzen mast on a ketch. Masthead mounting on a sloop, however, is not recommended for two reasons: top hamper (too much weight at the top of the mast) and distance from the batteries (too high a voltage drop). Having had several turbines on my last three yachts I would also recommend you try to include some form of ‘damping’ between the support poles and the deck, to reduce vibration noise below decks. A heavy rubber insulator between the main

Right: The turbines were mounted on scaffold poles attached to well buried fence posts Below: The Vantage Vue sytem enabled us to record wind speed every second

support tower and deck will make a world of difference if you have to leave it running while you’re asleep! One other thing – we suggest you put a dab of Loctite or similar on all the bolts during assembly, to prevent them vibrating loose. Alternatively, use Nyloc nuts.

charge control

At some point your battery bank is likely to become fully charged and any further energy being produced by the wind turbine is no longer

CABLING SiZE – The size (or, more accurately, the cross-sectional area) of the cable required depends on the distance from the turbine to the batteries. Too small a cable will increase resistance and voltage drop and can also create a fire risk at full power. Consult your turbine supplier for specific recommendations, but the table below gives a rough guide to safe cable sizes.

wiRE SiZES (cROSS-SEcTiONAL AREA iN MM2) Max current

Total circuit distance (turbine to battery and back) <9m

<15m

<18m

<21m

10A

2.5mm2

4mm2

6mm2

6mm2

20A

4mm2

6mm2

10mm2

10mm2

30A

6mm2

10mm2

16mm2

16mm2

40A

10mm2

16mm2

16mm2

25mm2

TYPE – Always use tinned, multi-stranded marine cable to ensure best performance. Solid conductors should not be used as they are more likely to break if subjected to continuous movement. PROTEcTiON – All suppliers will recommend the minimum fuse or circuit breaker size required for the output cabling. It must always be installed before any other device is encountered. REcTiFiER – Wind turbines initially produce AC current, but most convert this to DC with a rectifier inside the housing. This leaves just a positive and negative wire to be connected. A few have three AC wires, which have to be connected through a diode rectifier to convert to DC. This can be installed separately or fitted inside the charge controller. AC cabling suffers less voltage drop than DC.

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required. In very high winds this excess charge current could well damage your batteries, unless they are protected in some way. Turbine manufacturers do this in several different ways, but they all offer some sort of charge controller or regulator, usually as an optional extra. For example, the regulator for the Ampair 300 came in a large blue metal box containing a complex arrangement of useful instruments including an on/off switch, circuit breakers and volt and ampere meters. The Silentwind also has a smart box with on/off controls and an LCD display for performance monitoring. But the simplest form of electrical regulation is for the skipper to simply switch the turbine off when no further charge is needed. Most turbines can be electrically ‘braked’ by shorting their output wires immediately after the turbine and before any external regulation equipment. A high-current (50A-plus) two-pole switch is used for this and a suitable model can normally be ordered as an optional extra. This action usually slows the blade

Charge controllers or regulators usually come as an optional extra


On test

rotation to a crawl, making it safer to approach and tie off if necessary. You could make this function automatic by including a voltagesensitive on/off switch that would trigger at a pre-set threshold. One turbine – the Air Breeze – has this system built-in. It isn’t an ideal long-term or storm-force wind solution, however, so the most commonly used regulatory system for wind turbines is, in fact, the use of ‘dump’ load resistors. These are very high-load (usually around 500W/0.5 ohm) and burn off unwanted charge by heating up to dissipate the energy. While this method works well, it isn’t ideal in hot climates where any additional heat below decks is not appreciated. Another alternative is to automatically switch the turbine’s output to open circuit – ie. disconnect it from the batteries. While this won’t damage the turbine, it will often allow the blades to rotate even faster than normal, resulting in increased noise levels.

Storm conditions

Leaving a turbine spinning in seriously high winds (Force 8 or higher) risks it flying apart, burning out the cabling or destroying your battery banks. Some models incorporate a thermal cut-out,

which disconnects the generator from the batteries if it overheats. Others have feathering blades that either flatten out or turn edge into the wind to regulate turning speed at wind speeds over 25 knots or so. This is a simple and effective method of slowing the blades, although it can be noisy unless you also turn the turbine out of the wind and tie the blades off. Be sure that when you tie a line around the blade and mounting pole, that it can’t simply drop down with the force of the wind or movement of the blade as it tries to rotate, or you’ll be back to square one very quickly! Taking a turn or two around the blade itself before tying it off will help.

costs

In addition to the cost of the turbine, you will need to consider the cost of installation hardware, charge control, cabling and instrumentation. All of these can add a considerable amount to the bill – often equivalent to the cost of the turbine itself! Do not be tempted to save on cable size, however, as this will adversely affect the performance of your turbine and present a fire risk.

TesT condiTions After consulting the manufacturers and other experts we decided to set the turbines up on a north-south line across an open field, 400m clear of any tall trees or buildings. This is considered a better option than roof-top testing or wind-tunnel testing, which fails to replicate the gusty nature of the wind. The results capture the turbines’ performance in typical UK weather conditions. Readings taken when the wind blew within 10° of the N-S line were ignored in case any turbine was adversely affected by turbulence from another. We wired the turbines to a test rig containing 90Ah AGM batteries and a Merlin Datacell power-logger that measured amps, volts , amp-hours and state of charge of each battery/ turbine combination over two, 24-hour test periods in winds varying from 3 knots to 24 knots. Unusually for October, there were no gales during our tests, so we couldn’t log performance in very high winds. Wind measurements were logged using a Davis Instruments’ Vantage Vue weather station with accompanying WeatherLink PC logging software. No form of regulation or charge control was used during the trials. The batteries were kept at 50 per cent charge at all times so that the turbines would perform to their maximum.

TesTed

AEROGEN 6 This is the largest and most powerful turbine in the Aerogen family, which includes the Aerogen 2 and 4, as well as the Aquagen wind/water combi unit. It is quite a bulky unit that is probably best suited to larger cruising yachts of 45ft-plus LOA, although if it’s bang for buck that you are looking for this model is one of the more powerful of the units tested, despite rotating quietly at moderately low speeds. Output is 12V or 24V DC and a dump load regulator is optional. The charge controller has two outputs, separated by diodes, to feed into two different batteries, one of which (engine start battery usually) will be given charge priority.

Assembly Assembly requires you to set the pitch of the blades

from £1,363 by aligning the marks on the blades with those on the hub. We weren’t keen on the way it attached to the pole as there is a risk of chafing the wires as you slide the clamp over the yaw shaft.

Trials This is a very quiet model that starts to spin in the slightest of breeze and produces decent power from 7 knots upwards. The multiple blades and large tail fin manage to keep the turbine from yawing wildly in the gusts, which helps to improve its overall efficiency. Apparently the output is able to rise steadily all the way up to 40 knots of wind, when the specs say it will produce an impressive 28A. vERdicT: HHHHH Quiet when running and quick to start and output is well above average at all wind speeds. it looks very well made, though wouldn’t win any prizes for styling.  www.xylemflowcontrol. com

December 2013 sailingtoday.co.uk

59


AMPAiR PAciFic 300 Ampair has been making turbines for over 25 years and now produces 100W, 300W and 600W models in 12V, 24V and 48V guises. The Pacific 300 model utilises 12 rare-earth (neodymium) permanent magnets on its shaft rotor, with a three-phase AC stator, all installed within a tough and waterproof, powder-coated cast aluminium casing with sealed shaft bearings. The unit delivers AC power, which is converted to DC by fitting the rectifier supplied as standard, or using the one built into the optional charge controller. The latter is a large, 10kg blue metal box that contains a rectifier, dump load resistor, parking switch, circuit breakers, ammeter and voltmeter. It also has an input for solar panel(s). Storm protection is provided by a PowerFurl system, which flattens the pitch of the blades in winds over 25 knots, using a centrifugal governor.

Assembly This model proved a little tricky to assemble as the pre-drilled mounting holes in the blades needed reaming out to size before the bolts would fit.

Trials The Pacific 300’s steep blade

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from £1,594 root pitch allows it to start rotating at around 6 knots – slightly better than some three-bladed models. The stiffness of the GRP blades reduced flexing at high speed, with a positive effect on noise. Its performance in our trials was as reliable as expected, with outputs close to the manufacturer’s stated performance in all winds. vERdicT: HHH HH Ruggedly built, solid technology and above average performance. Although not particularly competitively priced the Ampair is a genuine fit-andforget device, thanks to its blade furling system, and the whole unit has been designed to withstand the corrosive marine environment.  www.ampair.com

ANAKATA A-007 Brand new to the market, this strange-looking beast appears to have been designed primarily for the terrestrial turbine market. The blades are joined with an outer ring and it is designed to work downwind, having no tail fin – only a cowl over the support pole. This seems to put a lot of weight/strain on the pole and the bulky blade arrangement looks likely to fall away to leeward on a heavily heeled yacht. Our test unit was a prototype, so wasn’t made from the same non-corrosive materials as the final production model will be, but the generator and blades are the same. Anakata claims the rotor design forces wind to accelerate through it, yielding greater rotation speed and power than other devices on the market.

Assembly There’s no need to assemble the blades as the rotor comes as one moulded unit. Assembly is simply a case of bolting on the rotor blade, screwing up the cowling, then mounting. At 17kg, it ties with

from £1,000 the flexible Duogen as the heaviest unit we tested.

Trials In high winds, this turbine looks rather like the forward fan of a jet engine and makes a strange whining sound, but its output is pretty impressive. It’s also very stable, even in gusty winds, despite us forgetting to put the cowl on first time. Output is in AC, so a small external rectifier is supplied to convert it to DC before

connecting it up to your batteries. The turbine relies on an external charge controller and dump load resistor. vERdicT: HHH HH Reasonably productive electrically and stable, but none of our testers wanted one on their boat – for reasons of aesthetics and practicality.  www.anakatawindpower. com


On test

TOP HiGH wiNd PERFORMANcE

BUdGET BUY

dUOGEN d400 Available in 12V, 24V and 48V versions, this unit is incredibly heavy so it will need to be mounted using a very stout tower. I suspect this is designed more as a terrestrial unit, although it is fully waterproof, corrosion resistant and probably bombproof too! The D400 has been designed as a slow running device in order to keep noise to a minimum. The camber of Its carefully-designed aerofoil blades vary continually from root to tip, making for a low speed start-up and quieter running in high winds. It also incorporates a highefficiency, 12-pole, 3-phase alternator with twin stators for high output.

Its regulator utilises a resistive load to dump unwanted power and it can also be braked using an optional park switch, although being so powerful it can often

from £1,250 overcome the brake and keep turning. Tying off in high winds is therefore highly recommended!

Assembly Fairly straightforward to assemble, although not the quickest and made more awkward by the sheer weight of the generator.

Trials The five-bladed D400 was one of the quietest on test and started rotating very quickly, putting out an increasingly progressive rate of charge. It also appeared far less prone to yaw from side to side than many of the others, keeping its head into the wind and ensuring a more stable output. Its sturdy build allows it to continue operating in very high winds, where it would be in its element producing a staggering 50A-plus in a strong gale! vERdicT: HHH HH Good output in high winds and quiet and steady in operation. it is, though, extremely heavy so you wouldn’t want to mount it too high off the deck. it’s also close to the top of the price range, but represents good value for money in the bang-for-buck stakes.  www.duogen.co.uk

LEAdiNG EdGE LE-300 Fairly recent to the marine market, Leading Edge is a UK company that supplies wind turbines for both marine and terrestrial installation. The LE-300 is available in 12V, 24V and 48V versions and remarkably light (6kg), making it ideal for sailing yacht installation – even at the spreaders. It is also very competitively priced. A run/stop switch is supplied that brakes the turbine by shorting the output. The unit can also be supplied with a charge controller (DL-300), which is a dump load style regulator that allows you to leave the turbine on 24/7 without fear of the batteries overcharging.

from £480

wind, which was towards the better end of the performance spectrum. vERdicT: HH HH inexpensive, but comparatively poor performance in terms of amps.  www.leturbines.com

The LE-300’s dump load resistor is housed in a box

Assembly Very easy to assemble and light enough to carry or hold in one hand. Output is simply via two DC wires.

Trials The LE-300 is very light compared to all the other turbines we tested and one of the quietest of the threebladed models. Its blades are shorter than most, which means less noise at high speeds, though this appears to reduce its power output as well. However, it started up in only 6 knots of

December 2013 sailingtoday.co.uk

61


On test

TOP LOw wiNdE PERFORMANc

PRiMUS AiR BREEZE This 12v/24v unit has an all-in-one cast aluminium housing and internal regulation, with an LED on the bottom to indicate which mode it is in. When charging, the LED is permanently on. An electrical brake cuts in at wind speeds of 45 knots and slows the blades to tickover speed until the wind drops. In this mode the LED flashes once per second. The regulator also monitors battery voltage, going into braking mode at a preprogrammed voltage (Range 13.6-17.0V, default 13.6V), set by the user by turning an adjuster screw on the unit.

Assembly A doddle to assemble as everything is in one casing, requiring a simple and quick blade assembly before being ready to mount.

Trials This derivative of the original Air-X turbine has had its blades cropped to reduce noise, but it was still the noisiest unit on test by far. Worth noting it is compatible with the quieter Silentwind blades (cost c£400) It was a little slow to start, as were many of the other threeblade models, but was soon charging at a reasonable, if not spectacular rate – maxing out

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sailingtoday.co.uk December 2013

from £1,135 at around 13A in 24 knots of wind. Nice not to have dump resistors to mount somewhere as well. vERdicT: HHH HH Popular with the testers for its simplicity and internal regulator, but not as productive as some at higher wind levels. if it is sheer grunt in a gale you’re after, this wouldn’t be your first choice, but in the average UK conditions it should be very good – if a tad noisy! Good value too, considering the regulator is included.  www.barden-uk.com

RUTLANd 914i This is the most powerful of the UK-built Rutland range of marine wind generators, which also includes the popular 913 and 504 models. They have all proven reliable over many years of operation on both leisure craft and in commercial applications (channel light markers, railway signalling equipment etc.) and this latest version should be no different. Rutland’s 914i has the same physical attributes and dimensions as its earlier 913, only it features so-called ‘maximum power point tracking’. This is a technology that makes the most of the turbine’s generating power by matching voltage and rotation speed, smoothing its output and giving 30 per cent more power than its predecessor. Two multi-stage charge regulators are available, including one with dual outputs for start and service battery banks. Both will also accept an input for a solar panel array of up to 160W. These regulators work electronically to gradually brake the turbine in high winds or as the batteries near full

from £630 charge situations, rather than using resistive dump loads.

Assembly Slightly more fiddly to assemble than some of the others, and the blades, which slot in at an angle, are a tight fit.

Trials Very quiet in operation and the quickest off the mark in light winds. Well made, its heavy metal hub acts as a flywheel, giving it enough momentum to smooth out the pauses during brief lulls in the wind. Not a particularly high output, though, even in a good blow. vERdicT: HHH HH Quiet and probably ideal to keep the start battery topped up on a mooring, but the unit is not really powerful enough for serious offshore cruising. Suitably priced, however, for a mid-range battery maintenance turbine.  www.marlec.co.uk


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TOP OvERALL E PERFORMANc

SiLENTwiNd 400 Another three-bladed model with moulded tail fin, the Silentwind turbine is heavier than it first looks because it has a higher-power generator than similar look-alikes - up to 420W, in fact. Available in 12V, 24V and 48V versions, it has a threewire AC output designed to be connected to a proprietary smart charge controller with LCD display and integral brake switch, although you could just run it through a rectifier for a direct DC connection to a large battery bank.

Assembly As with most of the threeblade turbines, this was an easy model to assemble – helped by the no-hassle integral tail fin and a single bolt for each blade.

The Silentwind caused much mirth at first as it resolutely refused to start spinning – causing us to assume it was silent because it never did anything! However, once the wind rose above 10 knots it finally started turning and immediately began pumping out a useful amount of power. After its various bearings had been ‘run in’ for a while it managed to start at around 7-8 knots.

vERdicT: HHH HH despite taking a while to start, it produces some serious amps, making it the fourth most effective at 12 knots and the second most powerful in winds over Force 6. Pricey, though.  www.barden-uk.com

Assembly Not difficult, despite its unusual diameter shaft. With the nylon bush in place (glued on in our

PRiciNG

case) your tower pole needs an internal diameter of 55mm; otherwise it is 44mm.

Trials Certainly one of the quieter three-bladers, although we didn’t run it in a gale. Slow to start, but when it did the charge output rose pretty quickly to a useable level. At higher winds it just seem to keep going up, giving us the highest recorded charge current of any tested in 24 knots of wind. Its larger than most high aspect tail fin kept it facing the right way. vERdicT: HHHHH Simple, well made, not too heavy, reasonably quiet and a good output at both low and high wind levels. what more could you want?  www.mactrashop.com

BLAdES

MOdEL

w'NTY

TURBiNE

REGULATOR

MOUNT KiT

NO.

MATERiAL

diA

A6

1yr

£1,363

£218

£395

6

GRP/nylon

1.20m

Pacific 300

2yrs

£1,594

£456

£320

3

GRP

1.20m

ANAKATA

A007

5yrs

£1,000

£195

n/a

8

ABS

1.08m

dUOGEN

D400

2yrs

£1,250

£219

n/a

5

GRP/nylon

1.10m

LE-300

5yrs

£480

£120

£400

3

GRP/nylon

1.00m

Air Breeze

5yrs

£1,135

inc

£510

3

Composite

1.17m

RUTLANd

914i

2yrs

£630

£75

£120

6

Nylon

0.91m

SiLENTwiNd

400

3yrs

£1,306

inc

£510

3

GRP/carbon

1.15m

SUPERwiNd

350

3yrs

£1,376

£318

£309

3

ABS/carbon

1.20m

AEROGEN AMPAiR

LEAdiNG EdGE PRiMUS

64

from £1,376

The redesigned blades are very steeply pitched towards the hub, for an earlier start speed, and now have tiny fins along their length to make them much quieter at high speeds. The blades incorporate a similar kinetic rotor control system to those on the Ampair. And they are designed to feather in very high winds, so with a charge controller in the circuit, the turbine can be left spinning in all weathers. The SCR Marine controller supplied with the Superwind has two independent outputs, for start and service banks, and dissipates unwanted energy as heat via two dump loads.

Trials

MOdEL dETAiLS

Make

SUPERwiNd 350

from £1,306

sailingtoday.co.uk December 2013


On test

CONCLUSION For UK cruising, where the wind usually blows between 8 and 15 knots, the quickest off the mark was the Air Breeze, which gave an impressive 1.8-8.4A between 7 and 15 knots of wind. The next nearest was the duogen d400, giving 1.9-7.1A in the same conditions, followed closely by the Silentwind. The latter two were definitely the quietest, while the Air Breeze was easily the loudest of all. For trade-wind destinations such as the caribbean, i would opt for a turbine that can use the extra wind strength. The duogen is the most powerful we tested and, with a charge controller fitted, should cope with near hurricane blows. it is closely followed by the Silentwind, although output is limited to 35A. All the turbines offer safe regulation in strong winds, provided you fit a suitable charge controller. The final factor is build quality and maintenance. Turbines such as the Ampair, Aerogen and duogen all have well-established pedigrees and withstand the harsh marine environment with little care. The others may well be just as good, but they’ve just not been in production long enough to be sure. Going by the figures alone, the best all-round performance in all winds came from the Silentwind, closely followed by the Aerogen 6 and the Ampair 300.

SUPPLiERS’ cONTAcTS

Test results

Aerogen 6 – Xylem, 01992 450145 www.xylemflowcontrol.com

25.0

20.0

Aerogen 6 Air Breeze Ampair 300

15.0

Amps

Anakata A007 Duogen D400 10.0

L Edge LE300 Rutland 914i Silentwind

5.0

Superwind

0.0 7kn

9kn

12kn

15kn

18kn

21kn

Ampair A300 – Ampair Energy 01258 837266 www.ampair.com Anakata A700 – Anakata Wind Power +44 (0) 1865 236242 www.anakatawindpower.com duogen d400 – Eclectic Energy 01623 835400 www.duogen.co.uk LE300 – Leading Edge Turbines 0845 652 0396 www.leturbines.com Rutland 914i – Marlec Engineering 01536 201588 www.marlec.co.uk Silentwind 400 – Barden UK 01489 570770 www.barden-uk.com

24kn

Although the turbines’ claimed output ran as high as 55A for the Duogen, our top wind speed of 24 knots did not allow this to be tested

AS TESTEd

Air Breeze – Barden UK 01489 570770 www.barden-uk.com

Superwind 350 – Mactra Marine 01934 517288 www.mactrashop.com

MANUFAcTURERS’ FiGURES

START SPd

NOiSE

A @ 12KT

A @ 24KT

MAX PwR

wEiGHT

OUTPUT

REGULATOR

BRAKE

POLE diA

6.5kn

Low

4.3

16.4

360W (30A)

15.1kg

DC

Resistive

No

38mm

6.0kn

Med

3.8

17.3

300W (25A)

10.5kg

AC

Resistive

Opt

40mm

6.5kn

Med

2.8

16.0

300W (25A)

17.0kg

AC

Resistive

Opt

48mm

5.0kn

Low

4.9

19.2

600W (55A)

17.0kg

DC

Resistive

Opt

50mm

6.0kn

Low

2.1

11.6

300W (25A)

6.0kg

DC

Resistive

Yes

50mm

5.5kn

High

5.1

13.7

160W (15A)

6.0kg

DC

Braked

Yes

48mm

5.0kn

Low

2.2

10.6

260W (18A)

12.0kg

DC

Braked

Yes

41mm

7.0kn

Low

4.2

19.7

420W (35A)

12.0kg

AC

Braked

Yes

48mm

7.5kn

Med

3.2

22.3

350W (30A)

11.5kg

DC

Resistive

Opt

44/55mm

December 2013 sailingtoday.co.uk

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TEST TANK SAM FORTESCUE, JAKE FRITH AND GUY FOAN PUT THE LATEST GEAR THROUGH ITS PACES

Gocycle G2 The British manufacturers of this bike are trying to get into the sailing market and on one level, they’re probably right. The bike looks great with its sleek design, moulded magnesium body, single sided forks and oversized tyres. It is a guaranteed way to meet people, and makes the going very easy with a 250W motor capable of speeds up to 25mph. The GoCycle will certainly appeal to less athletic cyclists who want a bit of help up the hill from the marina or coming home with their shopping. The lithium-ion battery stores 10.75aH and has a range of up to 40 miles (64km). The charge seems to last about a week with moderate use of an hour per day, and it can be recharged from the mains. It has a slightly 1980s LED panel on the handlebars which tells you how much juice is left, how fast you’re going,

£2,799

and which of the three gears you’re in. There’s even a smartphone app which allows you to calibrate the bike so that the motor kicks in at a higher or lower rate of pedal effort, and to varies the top speed (legally 15.5mph in the UK). Turn the power off, though, and the electronic gear shift ceases to function, making the bike a heavy single-speeder.

Above: The styling could grace the wall of any loft apartment Above left: Folded size is fairly compact Below: The handlebar houses LED status indicators

Spinlock EJB tiller extension We’ve had this small tiller extension aboard for the whole of this season. The Isle-of-Wight-based deck hardware company provides a whole range of extensions – from this one at the dinghy or small cruiser end of the market to more hefty versions with stainless articulated joints and asymmetric handles. I opted for the smallest I could get away with, as I find a long extension with a bulky handle can get in the way on a small cruiser. The EJB range has a fairly rigid flexible joint, which holds the extension 30° above the horizontal when

66

sailingtoday.co.uk DECEMBER 2013

The elastomer universal joint is usefully rigid, unlike some other brands

£26 unclipped and unattended. This helps prevent the handle dropping down and jamming into the cockpit coaming when going about. This is a small touch but very useful. The product is light, strong and has performed its rather simple role admirably. The only negative I would point out is that in just six months, the anodising has already faded from its original black to a bronze. It’s quite a nice bronze, and I actually prefer it, as it better matches my homemade leather tiller grip, but the anodising was clearly below par in terms of its UV resistance. JF VERDICT: ★ ★ ★ ★ ★ www.spinlock.co.uk

And herein lies the crux of the issue for me. I cycle because I relish the exercise, and this bike seems designed to chip away at that. Not strictly a folding bike, it dismantles and packs away into a bag measuring 60cm by 76cm by 30cm (an extra £120). With ‘pit stop’ wheels that clip off the hubs and a pivoting frame, a honed user can get this process down to about two minutes, but it’s not as fast, light or flexible as true folder. Cleverly designed, beautifully styled and definitely a talking point, this bike could find a place on board a larger yacht with AC power. You will either love or hate its smooth power function, but it is not for the light of wallet! SF VERDICT: ★ ★ ★ ★ ★ www.gocycle.com


Crewsaver Spiral 100N baby lifejacket Not a test dummy in sight, it was down to my brave 11-month-old son Hugo to step forward and put two baby lifejackets through a vigorous testing! Crewsaver’s entry level product is very competitively priced, and buying such a recognisable brand does bring some reassurance. Fitting the jacket isn’t enjoyable and I would suggest some practice prior to your baby’s maiden voyage. The 30N minimum foam buoyancy providing the flotation is bulky and restricts head movement. Once we had the chest panels velcroed, zipped up and clipped together we could understand Hugo’s dislike of the new garment. There is a small back panel integrated with the belt and crutch straps that helped keep him in a flat position when on his back in the water,

£35

Right: Hugo safely rolled onto the back position but with little protection from wind and chop Below: The jacket is fitted with SOLAS retro-reflective tape

Water-to-Go £25 however this provides little insulation, so it is suitable only for warmish waters. It does perform its main role adequately, but sailing with an unhappy baby might defeat the point. GF VERDICT: ★ ★ ★ ★ ★ www.force4.co.uk

Regatta Thermo Cruise Baby Norwegian company Regatta designed this jacket initially for the commercial sector and in 2002 it was approved to IMO requirements for passenger vessels. Like the Crewsaver it is

Perhaps a little commercial-looking in its labelling, but designed to fit superbly well. The baby’s head is kept well above the waterline and free from the elements

£68 certified as a 100N jacket but provides a minumum of 30N of foam buoyancy.The lifejacket provides insulation to vital body parts and is equipped with reflective hood, zip fastener, click belt, adjustable crotch panel as well as mother’s line and whistle. The jacket was easily put on and the foam panels were thin and flexible. In the water the hood not only cocooned the head, it considerably improved visibility. GF

We were going to try this portable water filter in the Thames – surely the ultimate test. But though the Waterto-Go claims to remove cysts, viruses, bacteria and heavy metals with NASA technology, it cannot remove salt. So we opted instead for Essex lake water. The filter seems to work well as long as a few rules are observed: the filter must be wet before use and the cap needs to be tightly fitted to form a seal. You must also keep the mouthpiece well clear of the raw water when filling up. The chief cost is fresh filters, which are £15 a pair, and should last for 200lt each. Just a shame that the lid has to be discarded each time. And annoying that you can’t quite drain every drop from the bottle before the filter starts sucking air. SF VERDICT: ★ ★ ★ ★ ★ www.watertogo.eu

TotalforSolutions electricity on board VERDICT: ★ ★ ★ ★ ★ www.don-mor.co.uk

Our innovative systems thinking offers a total solution for your on-board electrical systems – contact us or go online for the full VETUS catalogue

% 023 8045 4507

| sales@vetus.co.uk | www.vetus.com

ENGINES | EXHAUST | FUEL | PROPULSION | STEERING | WASTE WATER | DRINKING WATER | VENTILATION | MANOEUVRING | ANCHORING

DECEMBER 2013 sailingtoday.co.uk

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Weems and Plath protractor This Weems and Plath professional protractor triangle is a new addition to its collection of navigation tools. This triangle with its clean, uncluttered design has both 320mm and 1:80,000 scales and is constructed of heavy duty 5 mm-thick Acrylic for durability with a handle for ease of use.  Contact: www.weems-plath.com

Warm Gill gloves

 Price: c £12.50

Ask many sailors what is needed in a glove and they will reply, thin but grippy and without fingers (for undoing knots etc). This is all true, until you find yourself holding the wheel in a Force 5 northerly in late September, at night. At that point most would give their right arm for something full-fingered, waterproof and warm, as these toasty looking ‘helmsman gloves’ from Gill are.  Contact: www.gillmarine.com  Price: £40

NEW GEAR TOBY HEPPELL BROWSES THE BOATING MARKET FOR THE LATEST GOODIES EchoMax waterproof control box The Active-XS is a masthead antenna that amplifies and returns a strong signal to both X- and S-band radar. The unit offers more than 10 times the response required by ISO standards, making it much more likely that radar operators will spot your boat. The new control box can be mounted on deck in view of the person on watch.  Contact: www. echomax.co.uk  Price: £160

Inflatable water tank Dutch company, Inno Designs, has come up with this ‘inflatable’ fresh or wastewater tank. The InnoTank is meant for people with on board storage problems. Often, adding extra water storage requires building a custom tank. With this, the deflated tank is posted into the planned space, inflated and finally cured into a rigid glass fibre-reinforced storage tank, using a UV light.  Contact: www.sea-sure.co.uk  Price: From c £500

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Wooden iPhone case Let’s face it: many of us sailors tend to be traditionalists. The lure of wind and sea often seems to be strongest in those who eschew unnecessary digital gizmos. Still, smartphones are now somewhat ubiquitous. If we are going to have them, we might as well encase them in nature’s original boatbuilding material!  Contact: www.miniot.com  Price: c £72

Sharp & Tappin marine PC Assembled in Devon, this range of rugged PCs feature waterproofing which can be complemented with daylightreadable monitors and waterproof keyboards. The PC cases are fully sealed and include a slot-in silicon gland system allowing the use of conventional PC connectors and peripherals whilst maintaining a splashproof connection. They are also suitable for connection straight into the on-board DC supply without the need for inverters or regulators. As used by the Clipper Round the World Race.  Contact: www.sharpandtappin.com  Price: from £1,400

Grid-It We were unconvinced about this product’s, usefulness until we played with one. A unique weave of rubberised bands made specifically to hold personal objects firmly in place and designed to provide endless configurations of objects, digital devices and personal effects, makes this oddly usefull (and satisfying) to use. We imagined it could be particularly handy in the nav station.  Contact: cocooninnovations.com  Price: c £15

Arctic Down Jacket Despite looking more suitable for skiing or exploring, than sailing, the Swedish makers of this Arctic Down Jacket are a specific sailing brand. The jacket is filled with goosedown for warmth and flexibility and the shell fabric has been specially treated for water repellency. Of course, water repellent does not mean waterproof, and though this looks very warm we only really see it as a winter coastal jacket.  Contact: www.sailracing.com  Price: c£270

DECEMBER 2013 sailingtoday.co.uk

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Books & apps

Nautical Chart Symbols & Abbreviations This is one of three apps produced for the boating market by Top Hat Productions. It aims to provide quick reference to the symbols specified by the International Hydrographic Organisation (IHO) for use on marine charts. The app is easy to navigate and makes a useful tool. Probably the best feature is the quick and easy to use index and abbreviations section, which allows you to type any abbreviation into the search box for an instant explanation of the feature. TH Verdict: A useful app that really stands out thanks to the easy-to-use, searchable index.  Publisher: Top Hat Productions  Price: £1.99

TIME OUT OUR PICKS OF THE BEST NEW BUNKSIDE READING, FILM AND SMARTPHONE APPS RAIN LATER, GOOD PAINTING THE SHIPPING FORECAST Guaranteed to appeal to insomniacs, farmers and sailors alike, this large format paperback absolutely twangs with the outlandish and evocative names of the BBC’s Shipping Forecast. Author and illustrator Peter Collyer has followed the soothing rhythm of the broadcast around the British Isles, from Viking to Trafalgar and back up to SE Iceland. There’s a painting of each sea area, accurately reflecting the sea state and visibility at the time, and often a prominent landmark. Meandering text provides a slightly eccentric view of the lie of the land and the story behind each picture. Updated in 2002 to reflect the switch from Finisterre to FitzRoy. Charming. SF Our favourite bit: [of Sole] “He’s painting the fog!” “Surely not.” “He is, you know.” He certainly was… Verdict: Beautifully painted, engagingly written and ever so slightly forlorn in its celebration of a diminishing but much-loved national institution.  Publisher: Bloomsbury  Author: Peter Collyer  Price: £14.99

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Haynes Sailing Boat Manual Now available in paperback and slightly extended, the Sailing Boat Manual comes from the Haynes stable – famous for its practical car manuals, but branching out into other fields in recent years. The book is squarely aimed at the beginner, covering all you might need to know from buying a boat onwards. With its practical reference manual base, the book contains very little advice about actual sailing here, preferring to focus on the practical aspects of repairing, inspecting and maintaining boats. Happily, this focus makes its appeal broader than other beginner’s guides with handy information on outboard maintenance, recognising and treating osmosis and much more besides. TH Our favourite bit: “Although it might seem strange to some people, handling ropes of different types can provide a pleasant sensation…” Verdict: Everything you would hope for from a Haynes manual on sailing boats. Concise, easy to follow and thorough.  Publisher: Haynes Publishing  Author: Dennis Watts  Price: £12.99


Seamanship

stopping in a storm

1

veteran storm chaser lin pardey gives a masterclass on the ancient sea-dog’s trick of ‘parking’ at sea and looks at different techniques on different boats

I

f you sail long enough, the timelessness of the sea ensures you will someday need to bring your boat and crew safely through the winds and waves of a storm. There are various tactics available, but only heaving-to provides a level of comfort, safety and flexibility. The cut away underbodies and spade-type rudders of many modern boats means that they may not lie quietly hove-to using the sail combinations that worked for their older cousins. But with the addition of a sea-anchor or drogue, it is possible to make any boat heave-to effectively. Heaving-to means your boat is no longer sailing forward. It is stopped and making leeway with its bow about 50° from the wind. The boat then begins to drift almost directly downwind, creating a protective slick which saps the power of breaking seas. Since all sail plans have a different fore-and-aft balance and all hulls have a different centre of lateral resistance, you must experiment with your own boat and find out how to hold its bow into the wind. The most erroneous thing I have read about heaving-to is “Simply back the staysail and set a reefed main.” This does work on some boats in some conditions. But in strong winds with heavy seas, the bow on most boats will be forced off by the backed staysail, and the boat will usually end up slowly sailing along the trough of the waves. If the boat is making headway, you are not hove-to, you are sailing!

Practicing in moderate to heavy winds and seas will give you an idea as to what to expect in stronger storm conditions. I have lain hove-to quite happily in our cutter with reefed mainsail only. Two of the ketches we delivered lay hove-to in Force 10 winds with just their mizzens sheeted in flat. Some fin and skeg boats heave-to nicely with a storm trysail set; others need a sea anchor or drogue to hold their bow up near the wind. See over the page for some successful combinations on different yachts.

Backed jib

This is what most will think of when discussing heaving-to. However, some designs of boat will not need a foresail at all to heave-to

Fresh winds

Heaving-to in moderately fresh winds (up to 25 knots) is done by trimming your rudder and sails so that your boat is heading into the wind and sea as though close-hauled. In the gusts, the mainsail luffs a bit but still does not have enough power to tack the boat through the eye of the wind. This is the stall point you want to achieve.

Reefed main

sailingtoday.co.uk DECEMBER 2013

Some fin and skeg sloops are so lively that they will tack in the lightest winds if you set just the full mainsail. To combat this, try two reefs, adjust the helm more amidships, or back a staysail or small jib. In medium winds it is not vital to have the bow of the boat pointing close to the wind, but your motion

1

You will have to experiment to find the correct balance for your boat: some will need reefing, others not

‘We lay hove-to using a trysail for two days [with] winds above 85 knots, yet not once did green water break on deck’

72

2

through the water should cease. Preventing this forward motion becomes very important when you are hove-to in breaking seas, as we shall see.

Breaking seas

Heaving-to in heavy winds (gale to storm force – 37 knots plus), when the seas start to build and the waves form dangerous overhanging crests, differs from heaving-to in moderate winds, because this is a tactic that uses the wake or slick of your boat to de-power breaking seas. The key to heaving-to in


Para-anchor

There are many types of para-anchor for yachts, from the parachute type (below) to the Seabrake from Sea Teach

2

southern ocean revenge

3

Mainsheet control

3

It’s important to keep the mainsail under control and to trim it to find the right balance

these conditions is to get your boat to make a square drift, 90° to the waves. This way you stay directly behind your amazingly protective slick. We lay hove-to in Taleisin using just a storm trysail for two and a half days about 140 miles off the coast of Patagonia after rounding Cape Horn. Winds, according to shore stations, reached above 85 knots and averaged 70 and waves lived up to their legendary ‘grey beard’ status, yet not once did any green water break on deck. Similarly, Australian circumnavigator Jon Saunders used a

Rudder angle No matter what type of boat you are trying to get to lie hove-to, be sure to adjust your tiller at least a bit to leeward. If the tiller is tied to weather at all, an increase in wind strength could bear the boat off and cause a crash gybe

tall, narrow trysail to heave to in a light displacement fin and skeg S&S 34. If you find you are dangerously forereaching in breaking seas, try tying the tiller more to leeward. The force of the wave action on the angled rudder pushes the stern of your boat down, the bow up. That is why tying the tiller to leeward helps stop the forward motion of your boat.

Para-anchor

If your boat is determined to forereach in these conditions, a common reaction with fin keelers,

Tuesday, 29 March. Left Ushuaia and headed east down the Beagle Channel, we turned north through the Estrecho de le Maire. During the night the winds started building and veering to NE. Wednesday. Winds stayed at 20 knots N to NE until about 4pm, when a sudden change came at us. I dumped the main as quick as I could and the wind backed rapidly to the west. It started coming at us beam-on at about 45 knots. The waters started to boil as two different wave patterns fought. We couldn’t bear away and run, because we had West Falkland Island less than a 100nM away, so I decided to heave-to. We now had 20ft breaking waves. It took us half an hour but we finally got her balanced and our speed was down to 1-2 knots – acceptable. It is a remarkable sensation, sitting having a cup of tea in a severe gale, absolutely pitch black outside, in the middle of the South Atlantic. You’re still rolling quite a bit but nothing like the hammering we were getting. I never believed heaving-to could really work like that, but it does. Thursday. About 5am, still dark outside, we got hit by a breaking wave, soaking our 12V electrics panel, blowing all the breakers. As it started to get dark Chris and I once again heaved-to, the boat rising 30ft to 40ft in the air. Steve Powell, Uhuru

DECEMBER 2013 sailingtoday.co.uk

73


Oversized swivel snatch block, 4” dia with needle bearings secured to take heavy side loads

WIND

WIND Protective Slick

Pennant line on sheet winch. Adjusted to bring the bow up into wind or let it fall off

Para-anchor line led to anchor windlass

Hove-To Protective 50° to the Slick Wind 50°

Hove-To 50° to the Wind

Pennant line on sheet winch. Adjusted to bring the bow up into wind or let it fall off

50°

All lines are of equal strength to bow anchor gear. All blocks equall in strength to genoa fairlead blocks

Pennant line on sheet winch. Adjusted to bring the bow up into wind or let it fall off

All lines are of equal strength to bow anchor gear. All blocks equall in strength to genoa fairlead blocks

All lines are of equal strength to bow anchor gear. All blocks equall in strength to genoa fairlead blocks

Different hull shapes and rig set-ups mean that every boat heaves-to using a different combination of tiller, mizzen, main and foresail

Drift of Yacht

Drift of Yacht

WIND

WIND

Flat bottomed fin keel yacht

Ketch yacht

Drift of Yacht

Drift of Yacht

WIND

Drift of Yacht

Drift of Yacht

Drift of Yacht

the bow. You can even use gear you have on board to create a temporary sea-anchor. During the infamous 1979 Fastnet disaster, the crew of the fin-keeled,

get in touch Have you had to heave-to - what worked best for your boat?

with or without a sea anchor This list includes drift rates for boats of different types, to show the contrast between heaving-to under sails alone and heaving-to with a sea anchor. Drift rates were confirmed both by classic and electronic navigation measurements. estimateD winD sPeeD (kt)

DRiFt Rate HoVE-To SAILS

DRiFt Rate SEA ANCHor

Taleisin 29ft classic cutter

75-80

1.1 knots

0.6 knots (8ft para-anchor)

seraffyn 24ft classic utter

gusts to 80

1.2 knots

0.6 knots (8ft para-anchor)

LavRanos 36 ioR Racing sloop similar to s&s 36

45

2.0 knots

0.6 knots (8ft para-anchor)

chaRgeR 33 ioR 3545 type sloop similar to Peterson 33

35-45

1.2 knots

0.7 knots (5ft diameter sea anchor, cone type)

hunteR 40 modern racing sloop similar to Peterson 33

up to 45

2.0 knots

0.8 knots (12ft para-anchor)

J-30, ultra light race boat

above 55

4.0 knots

0.6 knots (8ft para-anchor)

sailingtoday.co.uk DECEMBER 2013

WIND

WIND

Flat bottomedFlat bottomed fin keel yacht fin keel yacht

DrIft SpeeD

Boat

Drift of Yacht

WIND

WIND

Long keel Long keel heavy heavy displacement displacement yacht yacht

Drift of Yacht

you should set a sea anchor along with your storm trysail to keep the boat hove-to. We prefer a small para-anchor, but other folks have used gale riders or series drogues off

74

Para-anchor line led to anchor windlass

Oversized swivel snatch Oversized swivel snatch Pennant line secured to Pennant line secured toblock, 4” dia with needle block, 4” dia with needle normal sized snatch normal sized snatch bearings secured to take bearings secured to take block. Block rides on the block. Block rides on theheavy side loads heavy side loads main line. Little chafe main line. Little chafe here, but care needed to here, but care needed to protect the pennant line protect the pennant line where its attached to the where its attached to the snatch block (thimble or snatch block (thimble or double turn) and also double turn) and also where it leads through where it leads through or over the toe rail or over the toe rail

horSeS for courSeS

Hove-To 50° to the Wind 50°

Para Anchor

250ft

Pennant line secured to normal sized snatch block. Block rides on the main line. Little chafe here, but care needed to protect the pennant line where its attached to the snatch block (thimble or double turn) and also where it leads through or over the toe rail

250ft

rotective ick

Para Anchor

Para-anchor line led to anchor windlass

250ft

Para Anchor

facebook.com/ sailingtoday twitter.com/ sailingtodaymag sailingtoday. co.uk

WIND

Ketch yacht Ketch yacht

Drift of Yacht

Drift of Yacht

Drift of Yacht

45ft (13.7m) Marionette of Wight tied two anchor lines and three genoa sheets together to form a warp almost 1,000ft (300m) long. They led this over their bow and the boat then lay about 40° off the wind. The object is to use any method to stop your forward motion, so that you drift directly behind your protective slick. The first time we hove-to with a para-anchor and triple reefed mainsail was in the Gulf of Papaguyo on our 24ft (7.3m) cutter Seraffyn. But the motion was most unpleasant and we were continuously woken up when the mainsail luffed violently as the para-anchor jerked us head to wind. This stopped the boat creating a wide, protective slick and made the rudder vulnerable to damage. So next time, we rigged an adjustable fairlead or pennant line (see over), using gear we already had on board. This fairlead let us adjust where the para-anchor’s force was exerted on the boat, and controlled the angle she lay to the wind. Not only was this far more comfortable but, if a breaking wave

25 PeR cent oFF Storm Tactics handbook (£10.95) and DVD set (£17.95) when you order online from www.bookharbour.com using code ST200


Seamanship

did sneak into our slick area, its force would be spent on the para-anchor, not the rudder. For modern boats this is very important, as rudder failure is one of the most frequent storm induced problems.

Snatch block The pennant line is secured to a snatch block which rides on the para-anchor line with little chafe

slow the drift

The other important use of a paraanchor is to cut your rate of drift. A boat running toward a lee shore, even if it is trailing warps, will be losing valuable sea room at the rate of 5 knots or more. A boat lying hove-to will lose between 2 and 3 knots, but once you set a sea-anchor, the drift drops dramatically (see table opposite). David Armstrong and his crew set off from New Zealand on board Secret Affair a Hauraki Gulf 44, a decidedly light displacement modern vessel. Four days out things “turned to custard” when running winds became headwinds and increased to Force 9. They hove-to using just a storm trysail and the boat lay well. But forecasts were for the wind to increase further. David resented being blown back toward New Zealand, so he deployed his para-anchor. This held them well for four days, during which they lost only 55 of their hard earned miles.

Pulpit chafe

An oversized swivel snatch block does the job here - well secured for side loads and leading onto the windlass/capstan

Pennant line

Bring the pennant line back to a sheet winch; adjusting this line brings the bow up or lets it fall off

Fair weather

Heaving-to is not just for extreme storm situations. It is a vital addition to your cruising skills because it is the only way you can steady your boat in a seaway to make repairs. Should your rudder fail, what you learned about your boat’s balance might let you heave-to using sails alone, or you can set a para-anchor and in the steadier conditions, either figure out a way to

Below: A breaking wave the same height as the beam of the boat can cause a knock-down Below right: Hove-to in a storm, with a para-anchor, the boat’s slick can disarm waves and keep the decks dry

repair the damage or create an emergency steering system. Heaving-to is a way to literally ‘park’ your boat at sea if you or your crew needs to get some rest. When I became seasick on our very first ocean passage, Larry decided to heave-to. The change in motion worked wonders. Within an hour I was able to fall asleep. Even more important, knowing how comfortably the boat could be made to lie encouraged me to continue our voyaging life together (47 years in all). If you know how to heave to, you might be less tempted to sail into a new port at night. Instead you can stop your boat and then take turns getting

the extra rest that will ensure you make good decisions as you wait until daylight for a foolproof entry. Learning to heave-to is not easy. You can’t just buy another item, store it on board and forget about the problem. Like learning to sail, it requires understanding the problem, then working to solve it. But one thing we know: with a combination of sails and sea-anchor, any boat can take advantage of this vital safety valve.

Lin & LaRRY PaRDeY have encouraged sailors of all ages to stop dreaming and start doing. They have delivered more than 25 boats across oceans and raced many others, covering 200,000nM to date

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Cruising clinic Plastic seacocks Simon Watkins We all know that brass seacocks are no good, but is a plastic seacock as strong as a proper bronze one? By email

GENNAKER TRICKS

In your article ‘Snuff or furl’ (ST199), you seem to launch the spinnaker from the cockpit but how do you fix the tack? Also, have you any experience of the little spikes I’ve noticed on the asymmetrics of some racing yachts which seem to hold up the lazy sheet from falling over the bows and disappearing under the boat? Brian O’Connor, by email Firstly make sure the boat is sailing a low course of 155-175°, pull the halyard up, then pull the tack line on; as the sail is all the way up the rig it should be easy to pull the tack to the front of the boat or the end of the pole. The little spike you describe is what’s known at North Sails as a “gybeulator” – apologies for the Americanism. This should be made out of semi-flexible material and fitted at a 40° angle from the luff of the gennaker. James Knight, sail consultant, North Sails UK

Question? Arriving in Braye, Alderney over the summer, my husband and I were told to strike the yellow Q flag when the harbour staff came round – before we’d been ashore. When is it appropriate to use a Q flag – is it any use in EU waters? Stephanie Baker, by email The Channel Islands are outside the EU, and the Bailiwick of Guernsey (for Guernsey, Alderney,

Herm and Sark) requires you to clear customs on arrival. Therefore it is technically correct to fly your Q flag. You should complete and return the customs form supplied to you at your port of entry. Once you have posted your form in the customs box or have been instructed to do so you may take your Q flag down. Carol Paddison, RYA cruising advisor

YOUR QUESTIONS ANSWERED get in touch with our experts! facebook.com/ SailingToday twitter.com/ SailingTodayMag editor@sailing today.co.uk

OUR EXPERT PANEL THIS MONTH

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JAMES KNIGHT

CAROL PADDISON

NICK VASS

Sail consultant, North Sails UK

RYA cruising advisor

Omega Yacht Services

sailingtoday.co.uk DECEMBER 2013

Plastic seacocks have been popular with American sailors for a long time and have been used for heads outlets on Beneteau yachts for around 15 years. They are useful for this as they turn easily allowing for wide-bore hoses to be used. These seacocks are not simply plain nylon, but are reinforced with carbon fibre to make them less susceptible to freeze cracking and UV. The most common American brand is Marelon Forespar and I would have no hesitation at all in fitting these to my yacht. However, they are considerably more expensive than ordinary metal seacocks and tend to come with American NPT thread, although they can be ordered with BSP. Metal seacocks should be made of DZR brass or bronze and not plain brass, as is the case with domestic plumbing items from a DIY shop. Bronze is more resistant to electrolytic and galvanic corrosion, which is a major problem on boats. Nick Vass, Omega Yacht Services


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Riding Light Should we encourage people to wear a lifejacket aS a matter of courSe, wonderS colin jarman, or Should we take a more Self-reliant approach? Don’t go overboard – simples

also keep you attached to the boat, making location easier. It is, by its nature, a strong device by which to lift a person back on board. I concede that moving about and working on deck wearing a harness does take practice, but with modern boats being so big, with such spacious decks, I don’t think it is too difficult. My opinion is that there is a time for wearing a lifejacket, a time for a deck harness and a time for using neither. This last requires you to be conscious of the fact that you are ‘naked’ and exposed to danger, which is actually a good condition, because your sense of self-preservation kicks in and helps you to move from handhold to handhold or to wrap an arm round a shroud. With or without a lifejacket or harness you must always be conscious that guardrails are as likely to trip you and send you overboard as they are to keep you safe. Finally, if you are going to shoot me down and declare the ‘authorities’ right, please help yourself by looking after your lifejacket. It must be serviced and it must be checked every time it’s put on. It’s all too easy for it to fail when most needed, because of corrosion, chafe, damaged firing system and so on. If it doesn’t inflate, it’s useless. Sailing schools must also go beyond teaching ways to return to a floating fender and teach methods of recovering a panicking person in heavy, soaked clothing, who is only able to float on his back. colin jaRMan

There has been a campaign for a while now to persuade us to wear lifejackets at all times and, in principle, there is nothing wrong with the idea. However, to my mind it is not a fully thought through campaign. To begin with, it’s a ridiculous suggestion that we should wear lifejackets at all times. There is no need when below decks; when using the heads; when sitting in the cockpit reading a book with the vessel riding quietly to anchor. A child playing on deck when the boat’s at anchor – perhaps. When faced with fog in a busy channel or when crossing a shipping lane – yes. When rowing ashore in the dinghy – certainly. If the boat’s holed and flooding – definitely. If you reply that I’m being silly; that ‘all the time’ doesn’t mean you have to sleep in a lifejacket (mind you, I’ve done that on a couple of occasions), but to wear it when there’s a danger of your going into the water, then you should be campaigning for thoughtful and informed, not automatic, use. Sailing schools, the RNLI and the RYA should all be encouraging people to think for themselves and make an informed decision whether (or not) to wear a lifejacket. Otherwise, it just becomes habit and fosters the belief that it will singlehandedly save your life, regardless of cold shock, hypothermia or inhalation of water while floating. A far better campaign (in my opinion) is to stop people going overboard; after all, a lifejacket is only of any benefit at all once you are in the water. For the rest of the time it is an uncomfortable, occasionally dangerous (it snags on many items) hindrance. I would dearly like to see a campaign for the sensible use of deck harnesses rather than lifejackets. A lifejacket helps the wearer to stay afloat once overboard, but does nothing to help the crew left on board to locate, secure or recover the wearer. A light or beacon on the jacket helps location, but is often not standard; a securing line can only be attached to a conscious person; a lifejacket can have lifting points, which may help in recovery. A deck harness may stop you going overboard at all, which must be the ideal in all of this, surely? It will

“Real coastal cruising. Creeping round a headland, out of the tide with inches under the keel”

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Happy birthday!

Your view Do you wear a lifejacket at all times? www.facebook.com/ SailingToday

Happy birthday to Sailing Today – 200 issues and still as spritely as a spring lamb! When we started we barely thought past the first issue. It’s been a rough passage at times, but here we are with the rig still intact. May the fickle winds of publishing blow fair for many seasons to come.

www.twitter.com/ SailingTodayMag editor@sailing today.co.uk

Colin Jarman helped launch Sailing Today in 1997 and lives and sails on the east coast. Read his Riding Light blog online at www.sailingtoday.co.uk


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Pint sized

Bending tradition Swallow Boats’ Bay Raider Expedition marries exciting performance with traditional looks, Jake Frith finds

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reminded of the inherent balance of the yawl sailplan. If the wind gets up suddenly, the yawl sailor has the option of simply taking down the main and continuing under fore and aft canvas. She’s predictably not hugely close-winded in this mode, with no slot effect between jib and main, but it’s most convenient.

Into the breach

We entered the main harbour and the wind piped up a few more knots as we filled the water ballast tank and then hoisted the main. The tank filler is a tap in the hull reached through an inspection hatch in the cockpit sole. It’s simple technology but with very little to go wrong compared with the bilge pumps and divert valves often associated with water ballast. It took a couple of minutes for the tank to fill and the boat didn’t feel much different when sailing upright off the wind. The real difference comes once the boat is heeling, when this 300-odd kilos of weight keeps her on a surprisingly even keel. As the wind continued to build into the high teens (knots) I was struck by the stiffness of this little yawl. I’ve sailed a lot of trailer sailers around the 20ft (6m)-mark and own one too, so I’ve come to learn that most of them need a wary hand ready to release the mainsheet in the gusts. The boat did

The yawl rig is a powerful performer, especially on a reach and provides plenty of bits of string to tweak

all pictures: Guy Foan

S

wallow Boats has been around for a few years now and I’ve long admired from afar this clever west Wales based range of traditional looking craft with contemporary performance. The Bay Raider in its open boat format has sold nearly 100 boats since its launch in 2008. Customer demand prompted the launch of this cabin version in 2011 and number 22 is currently in build. As well as the cosy two berth cuddy, the Expedition has a Bermudan rig in lieu of the open Bay Raider’s gunter main. The boat relies on a lightweight centreboard for lateral resistance and seawater for ballast. The centreboard fully retracts into the hull and two shallow bilge runners ensure she dries out flat on the mud. With the ballast water drained out, she is a lightweight, one-man launch and recovery prospect. It was clear from the 10 minutes we took to launch and rig her that a great deal of thought has gone into making this a trailer-sailer that actually deserves the name (many don’t), but would her convenience compromise her sailing abilities? Heading down Chichester Harbour’s Sweare Deep under mizzen and jib in 12 knots of breeze but no water ballast in, I was


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Bay raider expedition

indeed need the mainsheet easing at times, but we were hustling her under full sail and any rounding up was perfectly steady and progressive. In fact, so confidence-inspiring was she, we headed out of the entrance to see how she would cope with the longer swells of the English Channel. I was very impressed by the dryness and comfort aboard and I felt that a cross-Channel trip would be an attainable goal. She’s only certified to CE category C, but I suspect this is more due to the absence of lifelines and stanchions than to her seakeeping abilities. Of equal impact was her fun factor. Some small boats are fun because they are frightening, but not so the Bay Raider Expedition. On our way back into the harbour we sought out the largest, steepest waves to attempt some surfing. While she can pick up the odd wave in open water, her run aft is neither flat nor wide enough to allow sustained planing, even with her optional asymmetric spinnaker. She’s a quick boat though, Swallow claim she will give a Hawk 20 a run for her money, and having sailed both I see no reason to dispute this.

Camper cruiser

favour of a flowcoated deckhead, but at least it’s easy to keep clean. The biggest selling point for me, though, is the price; Swallow offer a sailaway Bay Raider Expedition for a whisker under £20,000. Okay, unless

‘Some small boats are fun because they are frightening, but not so the Bay Raider’

The interior accommodation is compromised by the retention of a large portion of the Bay Raider’s long cockpit which makes her an ideal daysailer for an extended family, but an overnighter for only two. The berths are long enough for tall sleepers, and the layout below sensible with optional clip-in fabric organisers and single burner Camping Gaz stove. Some might find it a little spartan, for instance it eschews a headlining in

Swallow BoatS bay raiDer expeDition LOA: 20ft (6.1m) Beam: 6ft 10in (2.1m) Draught up/down: 10in (25cm) / 4ft 8in (1.4m) Weight: 992lb (450kg) Sail area: 190sqft (17.7m2) Price: £19,995 inc Vat Builder: swallow Boats Contact: www.swallowboats.com

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Above: All sail controls can be reached from the companionway Below: Some may find her interior a little basic but there’s been little scrimping on her deck gear

you are insane you’d need a trailer and engine on top of that price, plus the other unavoidable extras giving you little change from £25k, but still a bargain compared with some of the other craft in the same category. It’s not obviously cost engineered to make that pricepoint either. Swallow outsources the easy bit; (the mouldings come in from Poland), to concentrate on the quality fit-out. Everywhere I looked on the boat, clever ideas abounded. The outboard well is shrouded beneath a cover made up of flexible fingers. When the engine is tilted up the fingers flick back leaving a faired-off well. The pin for the centreboard fits in a recess beneath the hull so there is no leaky hinge bolt in the cabin. The rudder blade has a step moulded into its trailing edge to make climbing aboard from the water easier. These are all simple touches, but there are examples everywhere and I suspect they would add up to give real pride of ownership.

verdict A clever design that marries surprising seakeeping with excellent performance. a great family daysailer or occasional weekender. PerfOrmAnCe: HHHHH ACCOmmODAtIOn: HHHHH LOOkS: HHHHH


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Technical

The selfsusTaining yachT on a long passage or a remote cruise, a boat’s ability to set out and stay out is critical. Jake kavanagh looks at practical ideas to increase your range from hybrid power to workshops

B

lue water cruising has never been more popular, largely thanks to the ‘you’re only here once’ mindset and the keenly-priced availability of solid seaboats and user-friendly equipment. Charter holidays in idyllic locations give a taste of just how enjoyable a life afloat can be. Such is the demand for a yacht that can take you anywhere, even if those plans are some way into the future, that production builders are creating configurations for large, comfortable boats than can be easily sailed by unathletic couples. Owners of dated but proven yachts are also able to make a few simple alterations to the equipment to ensure that their vessel is pretty much “unstoppable”, a phrase coined by the well-known cruising couple Lin and Larry Pardey (see pp68-71). Their prolific writings about voyaging in their engineless 27-footer Taleisin have inspired many an escapist to follow in their footsteps – although nearly all of them thought that carrying an engine was still a good idea. The key element to a successful cruise is the ability to be as independent as possible when it comes to consumables such as energy and water. This means that a stay at a marina becomes an occasional luxury, rather than a regular necessity. Electrical energy can be created on board without recourse to

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shore power, and anchoring is made easy with a rugged, electricallyoperated windlass and plenty of scope. Water, expensive in the Caribbean and of varying quality in other parts of the world, can be caught and filtered from passing rain showers, or made on board with a DC-operated watermaker. When it comes to running repairs, owners are also gaining hands-on experience by enrolling in evening courses for wide-ranging topics from welding and electrics to machining and joinery. Not only does this give them more confidence to fix the yacht when resources are scarce, they may even be able to earn some money on the side. Even the smallest voyaging yachts will have an area that can convert into a mini-workshop. Then there is propulsion, increasingly a game changer. When Sir Alec Rose’s Lively Lady completed

Insulation

Rarely a priority in a cruising yacht, good insulation will greatly reduce your energy demands.

Hybrid: A parallel hybrid harnesses an electric motor to the engine via a belt or clutch. The motor can propel the boat, or act as a generator under sail or power

her second circumnavigation between 2006 and 2008, she crossed the Pacific Ocean almost entirely on her 25hp Beta diesel. With no wind for weeks, skipper Alan Priddy ran the boat at 4 knots to eke out her fuel supply, and proved that sailing boats can’t always depend on the wind. With diesel becoming more costly, and electrical propulsion becoming more efficient, we’re seeing hybrids offered as an option by mainstream boatbuilders.


CreaTe your own power 2

More long-range yachts are becoming increasingly electrically efficient by fitting multiple means of power generation, including converting car alternators to be spun by a towed outboard prop on a long length of torsion-resistant rope. apparently, 5 knots will generate a steady 5 amps, and a plastic funnel sent down the rope will stall the prop for recovery. For the less heath Robinson amongst us, there are several commercially available towed generators, as well as gantries that can support wind generators (see our group gear test pp52-61) and arrays of solar panels. Recent developments in panel technology have boosted efficiency by about 25 per cent, and it’s a continually evolving science. hand-inhand with generating renewable energy goes more efficient equipment – LeD lights being a prime example. . For those that want to avoid running a generator in a peaceful anchorage, the hydrogen fuel cell is also gaining in popularity.

1 Go hybrid

We covered the principles of hybrid propulsion is some depth in June (ST194) but in essence a ‘parallel’ system has the main engine clutchharnessed to a powerful electric motor, usually up to 9kW (13hp). Under diesel power, the motor is spun by a belt (or by a direct gearbox coupling) and becomes a generator, topping up a large bank of batteries. When the diesel is declutched, the

‘A key element is to be as independent as possible with consumables’ motor can provide about four hours of drive at 5 to 6 knots in calm water on a full charge. There is also some regeneration possible from the freewheeling propeller when the yacht is sailing, although this is limited by the low revs involved.

The ‘serial’ hybrid uses a separate generator within the boat that is not connected to the drive shaft. Instead, it supplies current to the electric motor via a battery bank (and sometimes directly) as well as servicing all the domestic AC loads through an inverter. This opens up all sorts of design possibilities by dispensing with a main engine installation. “We’re already seeing quite a take-up of hybrids by bluewater sailors,” says Graeme Hawksley of Isle-of-Wight-based Hybrid Marine. “Manoeuvring is very easy, you don’t have the expense – and plumbing – of a separate generator, plus you have a spare motor if the diesel folds.” Taking the concept a stage further, Hawksley, who has sailed a 26ft (7.9m) wooden Stella from the UK to New Zealand, is working with experienced yachtsman and author Steve Sleight to create the Wylo 35.5. This 35ft 6in (10.8m) steel-hulled gaffer uses thin-plate Odyssey batteries in the long box-section keel as ballast. With her economical diesel-electric drive, a tabernaclestepped mast and a shallow draught, December 2013 sailingtoday.co.uk

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this is as close to a go-anywhere yacht as you’re likely to meet. The battery bank on the Wylo, as with any other hybrid, can be charged with a mix of solar, wind and towed generator arrays to pump renewable energy back into storage when you are on passage. If correctly sized, and if there is enough redundancy to

‘some yachts are now fully electric throughout’

Maximise storage 4 Independence means carrying as many spares and as much food

as possible, and this requires cunning use of storage. Bluewater yachtsmen will tell you that the smallest practical yacht to live aboard in comfort is usually at least 35ft (10.7m), with 40ft-45ft (12.2m-13.7m) being more desirable, and a lot of this is due to the need to store things. Have a look at your own boat, and see where you can squeeze in extra storage. You’ll be surprised at the amount of dead space you’ll find behind partitions, under bunks and in the bilge

allow for windless, sunless or motionless days, the renewables should be able to supply all your domestic energy needs. There should also be enough energy in reserve to propel the boat electrically in and out of port – or out of the way of an oncoming ship – without needing to use a drop of diesel. You can also dispense with gas in the galley. Some cruising yachts are now configuring the systems to be fully electric throughout, with cooking done in small microwaves and on induction hobs, all powered through an inverter.

3 Make your own water

Water, water everywhere, and (almost) every drop can be drunk, with the right equipment. Watermakers are complex (see ST195) and – initially – expensive, and they also need relatively constant use to prevent problems, but the dividends are enormous. Available in a range of sizes and

Discovery Yachts has built a divertable drain into the deck behind a tall bulwark. Rain can be guided into a dedicated tank and filtered for domestic use

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Can you fix it...

In its larger yachts, hallberg-Rassy makes a small workshop and tool locker a standard part of the layout

types, and constantly being improved thanks to the needs of the military and disaster relief, the various components are relatively easy to fit into the average boat. As always, keeping them fed with enough amps is the biggest challenge, and some yachtsmen dedicate a large solar panel array to the task. Another advantage is that you can dispense with long-range water tanks and significantly lighten the boat, providing you carry enough spare cans for a long passage. Yachtsmen who have fitted

Want to Be self-sustaInInG? Get in touch with our experts! facebook.com/ SailingToday twitter.com/ SailingTodayMag editor@sailing today.co.uk

watermakers absolutely love the freedom they bring, especially if cruising with a young family. However, it’s important to fit a brand that has good global coverage for spares, and to ensure the machinery is regularly checked and cleaned. If watermakers will bust the budget, then how about a simple rain-catching system? Some owners harness the bimini with drains, or have temporary gutters along the cabin top, feeding the water into a dedicated tank that in turn runs through a large filter. The best


Technical

systems are those that can be operated from inside the cabin during a downpour. Discovery Yachts, for example, has developed a system that catches rain as it runs down the side decks. Moving an internal valve diverts the water from the scupper and into a tank with an overflow. The ability to catch rain on passage can greatly enhance your range, as proved by the British yacht Norwegian Blue. In 2003, she sailed non-stop from New Zealand to Dutch Harbour in the Aleutian Islands, a distance of 6,000 miles. Her fresh water supplies were replenished along the way entirely from rain.

5 fitted workshop

We’ve seen some intriguing modifications to a yacht’s accommodation over the years, but the swing-out workshop must be one

top Heavy insulation each side of this bulkhead reduced the the load on the air conditioning unit aBove Carrying additional chain in a partitioned locker is Discovery Yachts’ solution to ‘deep anchoring’ capability

of the most practical. The top of an engine box can be flipped over to reveal a wooden workbench, complete with low fiddles and an attached vice. Alternatively, lockers have also been known to hide a fold-out workbench braced by a temporary leg that rests on the bunk beneath, with all the tools laid out in clips on the doors and inner lining. In one aft-cabin Moody 44, the owner had built a workshop in the passage between the galley and the cabin, and even installed a drill stand and small lathe. Supplementing the workshop is a long list of spares, and tools you may think you’ll never need, such as a tap and die set or pop riveter. Builders like Hallberg-Rassy make a point of providing their voyaging yachts with tool racks in the engine room, and items like an electric oil-changer all set up for immediate use.

6 ‘Man up’ the tender

JeT power Powered by a lightweight inboard engine, a RIB-style performance tender can become a fast and efficient workboat that can be carried on deck

8

The humble tender is more important than you would think. Yachtsmen that have started with a simple inflatable or a rigid tender have often moved up to small RIB with a 10-15hp engine, because despite its bulk, this type of craft is more versatile. For bigger boats with hefty davits, Williams Performance Tenders powered by their built-in waterjet are very popular for this purpose. A powerful tender allows for proper exploration of a shallow coastline, where the yacht can’t venture, and has a bigger and faster load-carrying capacity for victualling

trips ashore. It is also relatively easy to stow on deck with the tubes deflated, and that 15hp motor is man enough to side-tow the yacht if the main diesel breaks down. Finally, apart from greatly enhancing the fun factor of cruising, the small RIB also doubles as a lifeboat, and several designs have been modified to carry a sail. If you want an electrically –powered tender, then some Torqeedo electric outboards are adapted to be able to recharge from the yacht’s own batteries.

7 anchor anywhere

Independence means being able to anchor, but idyllic anchorages tend to attract the crowds, so finding a spot where you have room to swing can be a challenge. One solution is to carry a selection of anchors, and a very long rode, so you can use the deeper water further out. After all, your RIB will make getting ashore a breeze. Discovery Yachts adapted its first 67 by partitioning the chain locker and putting an additional 20m of chain in the forward section so the majority of the weight remained further back. Under normal conditions, the first part of the chain is used, but to anchor in deep water, the second section is deployed as well. An alterative is to carry a large drum of three-plait nylon, which can be assembled on a fold-down bracket on deck and attached to a few metres of chain for day anchoring. Either way, you’ll be able to find a nice spot a little further back from the madding crowd.

Make iT easy To sail

a cardiologist in southampton General Hospital once said: “I reckon that around half the heart attacks we see in here are from middle-aged yachtsmen winding their winches in the solent.” With rigs becoming ever more powerful, it can make sense to delegate the sailhandling to some electro-mechanical assistance. electric winches are easy to retrofit, and some self-tailing winches, such as Lewmar’s evo range, are ‘electrically ready’ so a 12v-24v motor can be added later. Motorising the winches makes sailing a doddle, especially if all the halyards have been led back to the cockpit, and the energy can be replaced from your renewables when sailing. December 2013 sailingtoday.co.uk

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Hythe HytheMarina, Marina,Southampton Southampton Hythe Marina, Southampton www.jamesdickensmarine.com Hythe Marina, Southampton www.jamesdickensmarine.com www.jamesdickensmarine.com

KM KMElect Elec KM Elect shore

www.jamesdickensmarine.com www.jamesdickensmarine.com www.jamesdickensmarine.com www.jamesdickensmarine.com

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RetreatBoatyard Boatyard Retreat Boatyard Retreat Retreat RetreatBoatyard Boatyard

GDA-498_ST-

GDA-498_ST-Nov2013. GDA-498_ST-Nov2013 GDA-498_ST-Nov2013.

Retreat Boatyard Retreat Boatyard Boatyard

James Dickens Marine Ltd

KM KMElectro Electr KM Electro Electro KM Electroni

RETREAT DRIVE, TOPSHAM, EXETER EX3 0LS

GDA-498_ST-Nov2013.in RETREAT DRIVE, TOPSHAM, EXETER EX3 0LS GDA-498_ST-Nov2013.ind GDA-498_ST-Nov2013.in GDA-498_ST-Nov2013.ind RETREAT DRIVE, TOPSHAM,EXETER EXETEREX3 EX30LS 0LSGDA-498_ST-Nov2013.ind RETREAT DRIVE, TOPSHAM, Email: lynn@retreatboatyard.co.uk Email: lynn@retreatboatyard.co.uk RETREAT DRIVE, TOPSHAM, EXETER EX3 0LS RETREAT DRIVE, TOPSHAM, EXETER EX3 0LS RETREAT DRIVE, TOPSHAM, EXETEREX3 EX30LS 0LS RETREAT DRIVE, TOPSHAM,EXETER RETREAT DRIVE, TOPSHAM, Email: lynn@retreatboatyard.co.uk Email: lynn@retreatboatyard.co.uk RETREAT DRIVE, TOPSHAM, Web: www.retreatboatyard.co.uk Moody Web: www.retreatboatyard.co.uk MoodyM Moody M Web: www.retreatboatyard.co.uk Email: lynn@retreatboatyard.co.uk Email: lynn@retreatboatyard.co.uk Web: www.retreatboatyard.co.uk Email: lynn@retreatboatyard.co.uk Email: lynn@retreatboatyard.co.uk Email: lynn@retreatboatyard.co.uk lynn@retreatboatyard.co.uk Tel: 01392 874 720 / 875 934 Email: lynn@retreatboatyard.co.uk Tel: 01392 874 720 / 875 934 Moody MK Moody MK Moody MK MK Web: www.retreatboatyard.co.uk Web: www.retreatboatyard.co.uk Tel: 01392 874876 720/182 /875 875934 934 Tel: 01392 874 720 Web: www.retreatboatyard.co.uk Web: www.retreatboatyard.co.uk Web: www.retreatboatyard.co.uk www.retreatboatyard.co.uk Fax: 01392 Web: www.retreatboatyard.com Fax: 01392 876 182 Tel: 01392 01392 874 Tel: 01392 874 720 875 934 Tel: 01392 874 Tel: 01392 874 720 875 934 Tel: 01392 874 720////875 875934 934 Fax: 01392 876 182 Fax: 876 182 874 720

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Tel: 01392 874 720 / 875 934 Fax: 01392 01392876 876 Fax: Fax: 01392 876 Fax: 01392 876 182 Fax: 01392 876 182 182 Fax: 01392 876 182 R REERDEU

Halberg Rassy 31 1995

Nauticat 42 1997 Huge spec.

Excellent specification. VIDEOWALK on website. £65,850

See website. Ashore Southampton. £199,950. Similar Boat

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Moody 41 1983 fin Moody 41 Moody 411983 1983 Moody 41 fi1983 nfifinn fin Moody 41 1983 keel £54,950 Moody 41 1983 Moody 41 1983 Moody 41 1983 fififinnfifinfinnn Moody 41 1983 Moody 41 1983 Moody 41 1983 keel £54,950 keel £54,950 keel £54,950 keel keel£54,950 £54,950 keel £54,950 keel £54,950 keel £54,950 keel £54,950 keel £54,950

AMPLE FREE PARKING AMPLE FREE PARKING AMPLE FREE PARKING AMPLE FREE PARKING AMPLE FREE PARKING AMPLE FREE PARKING AMPLE FREE PARKING AMPLE FREE PARKING AMPLE FREE PARKING

1968 Twister 28 Uphams built, Tyler GRP hull, 2008 Beta engine, Classic. Ahsore Hythe. £14,000

Jeanneau 42 DS 2007 Little used, popular twin wheel set-up. VIDEOWALK on website. £124,000

Chandlery Chandlery Chandlery Chandlery Chandlery Chandlery Chandlery Chandlery Chandlery Chandlery Shipwrights Shipwrights Shipwrights Shipwrights Shipwrights Shipwrights Shipwrights Shipwrights Shipwrights Shipwrights Engineering Engineering Engineering Engineering Engineering Engineering Engineering Engineering Engineering Engineering Electronics Electronics Electronics Electronics Electronics Electronics Electronics Electronics Electronics Cranage Cranage Electronics Cranage Cranage Cranage Cranage Cranage Cranage Cranage Moorings Moorings Cranage Moorings Moorings Moorings Moorings Moorings Moorings Moorings Storage Storage Storage Storage Moorings Storage Storage Storage Storage Storage Brokerage Brokerage Brokerage Brokerage Brokerage Brokerage Brokerage Storage Brokerage Brokerage Osmosis Treatments Osmosis Treatments Osmosis Treatments Osmosis Treatments Osmosis Treatments Osmosis Treatments Osmosis Treatments Osmosis Treatments Osmosis Treatments Interspray Centre Brokerage Interspray Centre Interspray Centre Interspray Centre Interspray Centre Interspray Centre Interspray Centre Interspray Centre Interspray Centre Osmosis MainTreatments Dealer: Main Dealer: Main Dealer: Main Dealer: Main Dealer: Main Dealer: Main Dealer: Interspray Centre MainDealer: Dealer: Main

Main Dealer: Agent:

1990 Moody Eclipse 43

2000 Bavaria 34

Superb pilothouse cruiser. BIG spec. Hythe. £149,850

In super order. Just serviced. Ashore Hythe. See website. £46,500

SEE “VIDEOWALKS” ON WEBSITE

Tel: + 44 (0) 2380 841100 Mobile: 07733 886018 Email: sales@jamesdickensmarine.com Hythe Marina, Southampton

www.jamesdickensmarine.com

Agent: Agent: Agent: Agent: Agent: Agent: Agent: Agent:

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Engine 2012 £19,995 Engine 2012 £19,995 Engine 2012 £19,995 Engine 2012 £19,995 £17,950

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86 sailingtoday.co.uk OCTOBER 2013 82 times sailingtoday.co.uk OCTOBER 2013 Opening Mon-Fri 8am ~ 5pm: Sat 9am2013 to 1pm 82 sailingtoday.co.uk OCTOBER 82 82 sailingtoday.co.uk sailingtoday.co.uk OCTOBER OCTOBER2013 2013

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82 sailingtoday.co.uk OCTOBER 2013 82 sailingtoday.co.uk sailingtoday.co.uk OCTOBER OCTOBER2013 2013 82 ST_198_082.indd 86

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OCTOBER 2013

Reuben’s childhood arthritis left him struggling to walk, play sport or keep up with friends. Sparks’ research is helping to ensure children like Reuben achieve their full potential. Sparks, improving quality of life today and diagnosis and treatment in the future. Find out how you can support Sparks at www.sparks.org.uk/fundraising

sailingtoday.co.uk DECEMBER 2013

Dufour3 Dufour

WINTER WINTERSTORAGE STORAGEBOOKINGS BOOKINGSFOR FOR2013/14 2013/14NOW NOWOPEN OPEN

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Colvic 29 1976 Westerly Konsort 28’ Wheel steering, High Colvic 1976 Colvic 2929 1976 Launched 1980, Bilge28’ Keel Westerly Konsort 28’ Mediterranean Barracuda 41ft Westerly Konsort Colvic 29 1976 Wheel Colvic 29 Barracuda 41ft Westerly Konsort 28’ Colvic 29 1976 Colvic 1976 Barracuda 41ft Westerly Konsort 28’ Colvic 291976 1976 Barracuda 41ft hull, £11,500 ono Westerly Konsort 28’ Westerly Konsort 28’Keel volume Wheel steering, High Barracuda 41ft Barracuda 41ft Westerly Konsort 28’ Wheel steering, High £19,950 Barracuda 41ft 1990 £40,000 Launched 1980, Bilge Mediterranean Launched 1980, Bilge steering, High volume Mediterranean Wheel steering, High Launched 1980, Bilge Keel Wheel steering, High RE Centurion Wheel steering, High Colvic 291976 1976 Mediterranean Colvic 29£11,500 Launched 1980, Bilge Keel Wheel steering, High Mediterranean Launched 1980, Bilge Keel Launched 1980, Bilge Keel volume Westerly Konsort 28’ Westerly Konsort 28’ volume hull, ono Mediterranean Mediterranean Barracuda 41ft Barracuda 41ft Launched 1980, Bilge Keel DU Centurion hull, £11,500 ono Mediterranean £19,950 Centurion 1990 £35,000 Keel £19,950 hull £11,500 ono Centurion 1990 £40,000 volume hull, £11,500 ono £19,950 volume hull, £11,500 ono volume hull, £11,500 ono 1990 £40,000 Wheel steering, High Wheel steering, High £19,950 CMediterranean Centurion 1990 £40,000 volume hull, £11,500 ono £19,950 £19,950 Launched 1980, Bilge Keel Centurion 1990 £40,000 Centurion 1990 £40,000 Launched£19,950 1980, Bilge Keel EDMediterranean Centurion 1990 £40,000

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Our research saves lives…

See website for latest offers and to order online www.allGadgets.co.uk

Cornish Yawl,

Westerly Centaur 26ft 1984

EDTarga Hardy 3351987 1987 Westerly Centaur 26ft 1984 Hardy 335 1987 Cornish Ya Westerly Centaur 26ft 1984 32 1980 twin in/b Volvo Hardy 335 1987 Cornish Westerly Centaur 26ft 1984 Targa 1980 twin in/b Volvo bilge keel 26ft Volvo 230hp engines Cornish Yaw Hardy 335 22x2x2x xx Westerly Centaur 1984 Targa 32 1980 twin in/b Volvo diesel engines. Targa 32 1980 twin in/b Volvo U32 Hardy 335 1987 Hardy 335 1987 Westerly Centaur 26ft 1984 Westerly Centaur 26ft 1984 Cornish Yaw Cornish Ya4Y engine, Targa 32 1980 twin in/b Volvo Targa 32 1980 twin in/b Volvo diesel CE1980 Hardy 335 1987 Westerly Centaur 26ft 1984 Hardy 335 1987 22engines Regal 1800 LSR 2000 Hardy 335 1987 2x2 xx Westerly Centaur 26ft Westerly Centaur 26ft 1984 Cornish Cornish Y Targa 32 1980 twin in/b Volvo bilge diesel Volvo 230hp Targa 32 twin in/b Volvo diesel engines. bilge keel diesel Volvo 230hp engines bilge keel diesel Volvo 230hp £8,500 £39,950 diesel engines. diesel engines. bilge keel diesel Volvo 230hp engines Ddiesel engin P/X considered. £19,950 engines. bilge keel diesel Volvo 230hp engines bilge keel diesel Volvo 230hp engines 1984 bilge eng diesel engines. diesel engines. engine Volvo penta petrol c/w diesel diesel Volvo 230hp ver engine engin bilge keel diesel Volvo 230hp engines keel £8,500 bilge keel Volvo 230hp engines £8,500 £39,950 diesel engines. diesel engines. P/X considered. £19,950 £8,500 £39,950 £8,500 £39,950 en P/X considered. £19,950 eng P/XP/X considered. £19,950 £8,500 £39,950 considered. £19,950 £8,500 £39,950 £8,500 £39,950 P/X considered. £19,950 P/X considered. £19,950 Hardy 335 1987 2 x Westerly Centaur 26ft 1984 trailer engines £35,000 v Targa 32 1980 twin in/b Volvo £8,500 £39,950 £8,500 £39,950 P/Xconsidered. considered.£19,950 £19,950 P/X

Cygnus Cyfish 33 1985 2 Volvo AQAD41 diesel ...... £78,000 WINTER STORAGE BOOKINGS FOR 2013/14 NOW OPEN CygnusCyfi Cyfi 19852 2Volvo VolvoAQAD41 AQAD41diesel diesel...... ......£78,000 £78,000 Skimmer X79 26ft ........................................................ £4,500 WINTER Slender 20’ 2004 Honda 4,FOR fin 2013/14 keel c/wNOW trailer .......... £4,750 Cygnus shsh 33331985 WINTER STORAGE BOOKINGS FOR 2013/14 NOWOPEN OPEN STORAGE BOOKINGS Opening times Mon-Fri 8am ~ 5pm: Sat 9am to 1pm Out of hours brokerage by appointment only. Motor cruiser 18ft c/w Suzki 60 & trailer .................... £2,950 Tamarisk 1983 24’/30’ with bow sprit ...................... £11,500 Opening times Mon-Fri 8am ~ 5pm: Sat 9am to 1pm Out of hours brokerage by appointment only. Opening times Mon-Fri 8am ~ 5pm: Sat 9am to 1pm Out of hours brokerage by appointment only. Opening Out Opening times Mon-Fri 8am 5pm: Sat 9am toto1pm 1pm Out ofofhours hours brokerage bybyappointment appointment only. Openingtimes timesMon-Fri Mon-Fri8am 8am~~~5pm: 5pm:Sat Sat9am 9amto 1pm Outof hoursbrokerage brokerageby appointmentonly. only. Cygnus Cyfish 33 1985 2 Volvo ......to£78,000 WINTER BOOKINGS FOR 2013/14only. NOW OPEN Opening times Mon-Fri 8amAQAD41 ~ 5pm: diesel Sat 9am 1pm Out of STORAGE hours brokerage by appointment

ST_198_082.indd 82 ST_199_083.indd 83 Helpful service, sensible prices. Order online or by phoneST_198_082.indd ST_198_082.indd 82 82 ST_199_083.indd 83 ST_199_083.indd 83 Prompt despatch for wide range of stock items Non-stock items usually available on short lead timesST_198_082.indd 82 ST_199_083.indd 83

Westerl Westerly Westerly 44 Westerly 49 Westerly 49 Westerly

£9,995

volume hull,£11,500 £11,500 ono hull, ono £19,950 £19,950 Skimmercruiser X79 26ft ........................................................ Slender 20’ 2004 Honda 4, fin keel c/w volume trailer .......... £4,750 Motor 18ft c/w Suzki 60 &Centurion trailer£4,500 ................................................................................ £2,950 Centurion 1990£40,000 £40,000 1990 Colvic 29 1976 Westerly Konsort 28’ trailer .......... Barracuda 41ft Skimmer X79 26ft ........................................................ £4,500 Slender 20’ 2004 Honda 4, fikeel nkeel keelc/w c/w £4,750 Cygnus Cyfish 33 1985 2trailer Volvo AQAD41 diesel .................................................................. £78,000 Skimmer X79 26ft ........................................................ £4,500 Slender 20’ 2004 Honda 4, fi n c/w trailer .......... £4,750 Motor cruiser 18ft c/w Suzki 60 & .................... £2,950 Tamarisk 1983 24’/30’ with bow sprit ...................... £11,500 Wheel steering, High Skimmer X79 26ft ........................................................ £4,500 Slender 20’ 2004 Honda 4, fi n trailer .......... £4,750 Skimmer X79 £4,500 Slender 20’ 2004 Honda 4,4,1980, fifinnfinkeel c/w trailer Skimmer X7926ft 26ft........................................................ ........................................................ £4,500 Slender Slender 20’ 2004 Honda4, keel c/wKeel trailer.......... ..........£4,750 £4,750 Launched Bilge Mediterranean Skimmer X79cruiser 26ft ........................................................ £4,500 20’ 2004 Honda keel c/w trailer .......... £4,750 Slender 20’ 2004 Honda 4, fi.................... n.................... keel c/w trailer ...................................................................... £4,750 volume hull, £11,500 ono Motor 18ft c/w Suzki 60 &trailer trailer £2,950 Tamarisk 1983 24’/30’ with bow sprit ...................... £11,500 Motor cruiser 18ft c/w Suzki 60 &&trailer £2,950 Tamarisk 1983 24’/30’ with bow sprit ...................... £11,500 Cygnus Cyfi........................................................ sh 33 1985 2 Volvo AQAD41 diesel ...... £78,000 £19,950 Skimmer X79 26ft ........................................................ £4,500 Slender 20’ 2004 Honda 4,fibow fibow nkeel keel c/w trailer .......... £4,750 Skimmer X79 26ft £4,500 Slender 20’ 2004 Honda 4, n c/w trailer .......... £4,750 Centurion 1990 £40,000 WINTER STORAGE BOOKINGS FOR 2013/14 NOW OPEN Motor cruiser 18ft c/w Suzki 60 & .................... £2,950 Tamarisk 1983 24’/30’ with sprit ...................... £11,500 Motor cruiser 18ft c/w Suzki 60 & trailer .................... £2,950 Tamarisk 1983 24’/30’ with bow sprit ...................... £11,500 Motor cruiser 18ft c/w Suzki 60 trailer .................... £2,950 Tamarisk 1983 24’/30’ with sprit ...................... £11,500 Tamarisk 1983 24’/30’ with bow sprit£2,950 .................................................................................. £11,500 Motor cruiser 18ft c/w Suzki &Volvo trailer .................... 1983 24’/30’ with bow sprit ...................... £11,500 Cygnus Cyfi sh 33 198560 2Volvo AQAD41 diesel ...... £78,000 Tamarisk WINTER STORAGE BOOKINGS FOR2013/14 2013/14NOW NOW OPEN Cygnus Cyfi sh 33 1985 AQAD41 diesel ...... £78,000 WINTER STORAGE BOOKINGS FOR 2013/14 NOW OPEN Cygnus Cyfi sh 33 1985 Volvo AQAD41 diesel ...... £78,000 Motor cruiser 18ft c/w Suzki &trailer trailer .................... £2,950 Tamarisk 1983 24’/30’ with bowsprit sprit ...................... £11,500 Motor cruiser 18ft c/w Suzki &Volvo .................... £2,950 Tamarisk 1983 24’/30’ with bow ...................... £11,500 COMING SOON RIB @ £6,250 VICACITY & FAIRLINE WINTER STORAGE BOOKINGS FOR OPEN Cygnus Cyfi sh 33 1985 22260 Volvo AQAD41 diesel ...... £78,000 Cygnus Cyfi sh 33 1985260 AQAD41 diesel ...... £78,000

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Ba

B Ba Bavaria Bava Bavar Bava Bava Volvo Volvo eng Vol Volvo Volvo Volvo en Volvo ee Volvo Light Li Westerly Lig Lig Li

DD ED 2025 1999 Orkney 20 2003Mariner Mariner Bayliner Cornish Crabber 24’24’2002 Bayliner Trophy Orkney 20 20 2003 Cornish Crabber 2002 Trophy 2025 19991999 Orkney 2003 Mariner Bayliner Cornish Crabber 24’ 2002 Orkney Bayliner Trophy Orkney 20 2003 Mariner Cornish Crabber 24’ 2002 20 2003 Mariner Bayliner Trophy 2025 1999 Cornish Crabber 24’ 2002 Orkney 20 2003 Mariner Bayliner Trophy 2025 1999 Orkney 20 2003 Mariner Cornish Crabber 24’ 2002 Cornish Crabber Bayliner Trophy 2025 1999 Trophy 2025 1999 Orkney 20 2003 Mariner Orkney 20 2003 Mariner Cornish Crabber 24’ 2002 Cornish Crabber 24’ 2002 Bayliner Trophy 2025 1999 Bayliner Trophy 2025 1999 75hp o/b c/w trailer launched 2003 in/d £45,000 75hp c/w trailer launched 2003 in/d £45,000 190 Mercruiser c/w trailer 190 Mercruiser c/w trailer Shakespeare Rib 6.2 Mariner West Wight Potter 2008 Orkney 20 2003 75hp o/b c/w trailer Cornish Crabber 24’ 2002 launched 2003 in/d £45,000 Bayliner Trophy 75hp o/b c/w trailer 75hp o/b c/w trailer 75hp o/b c/w trailer 75hp o/b c/w launched 2003 in/d £45,000 190 Mercruiser c/w trailer launched 2003 in/d £45,000 launched 2003 in/d £45,000 launched 2003 in/d £45,000 75hp o/b c/w trailer 75hp o/b c/w trailer 190 Mercruiser c/w trailer 2025 1999 190 Mercruiser c/w trailer launched 2003 launched 2003in/d in/d£45,000 £45,000 2007 Tohatsu 190 Mercruiser c/w trailer 190 Mercruiser c/w trailer £19,500 £19,500 190 Mercruiser c/w trailer 190 Mercruiser c/w trailer 2002 launched 2003 90hp lift c/w engine & trailer £9,995 £19,500 £9,995 75hp o/b c/w trailer £19,500 £19,500 £19,500 launched 2003 in/d £45,000 £19,500 £19,500 £19,500 £9,995 190 Mercruiser c/w trailer £9,995 £9,995 £9,995 £9,995 £9,995 £9,995 in/d £45,000 £8,950 £9,750

Openingtimes timesMon-Fri Mon-Fri8am 8am~~5pm: 5pm:Sat Sat9am 9amtoto1pm 1pm Opening

Sales & service telephone

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www.facebook.com/sparkspage Registered charity number 1003825 (England and Wales), SCO39482 (Scotland)

GDA-498_ST


Beneteau First 30 2011 model year, Cruiser/ Beneteau Oceanis 440 Racer, 6 Berths, Fin440 Keel, Sloop Beneteau Oceanis 1991 Year Model, Wheel 1991 Year Model, Rig, Yanmar Diesel Wheel Engine, Steering, Winged Fin Keel, Beneteau Oceanis 440 Steering, Winged Fin Keel, Raymarine A70 GPS Chart Perkins Prima Diesel Beneteau Oceanis 440 1991 Year Model, Wheel Perkins Prima 5050hphp Diesel Plotter, Tacktic Instruments, Icom Engine, B & G Tri Data 1991 Year Model, Wheel Steering, Winged Fin Keel, Beneteau Oceanis 440 Engine, B &Ultimate G Tri Data VHF Radio, Carbon Beneteau Oceanis 440 Instruments, Phillips & Garmin Steering, Winged Fin Keel, Perkins Prima 50 hp Diesel 1991 Year Model, Wheel Instruments, Phillips & Garmin Aramid Sails & Spinnakers. 1991 Year Model, Wheel GPS, Furuno Radar, Simrad Auto Perkins Prima 50 Diesel Engine, B &Winged G Tri hp Data Steering, Fin Keel, Beneteau Oceanis 440 GPS, Furuno Radar, Simrad Auto Steering, Fin Keel, Lying Eastbourne Engine, B &Winged G Tri Data Pilot, AIS,Navtex, Navtex, Panda Instruments, Phillips &Diesel Garmin Perkins Prima 50 hpWheel 1991 Year Model, Pilot, AIS, Panda Perkins Prima 50 hp Diesel £79,950 Instruments, Phillips & Garmin Generator, Heating, GPS, Furuno Radar, Simrad Steering, Winged Fin Keel,Auto Engine, BEberspacher & G Tri Data

teau Oceanis 440 Year Model, Wheel ing, Winged Fin Keel, ns Prima 50 hp Diesel ne, B & G Tri Data uments, Phillips & Garmin Furuno Radar, Simrad Auto AIS, Navtex, Panda rator, Eberspacher Heating, ing Chute & Snuffer. Lying ourne £75,000

Generator, Eberspacher Heating, Engine, B &Radar, G Tri Data GPS, Furuno Simrad Auto Cruising Chute &Snuffer. Snuffer. Lying Perkins Prima 50 hp Pilot, AIS, Navtex, Panda Instruments, &Diesel Garmin Cruising Chute &Phillips Instruments, Phillips &Lying Garmin Pilot, AIS, Navtex, Engine, B & Radar, G TriPanda Data Eastbourne GPS, Furuno Simrad Auto Generator, Eberspacher Heating, Eastbourne GPS, Furuno Radar, Simrad Auto Generator, Eberspacher Heating, Instruments, Phillips & Garmin Pilot, Navtex, Panda £75,000 Cruising Chute & Snuffer. Lying Pilot,AIS, AIS, Navtex, Panda £75,000 Cruising Chute & Snuffer. Lying GPS, Furuno Radar, Simrad Auto Generator, Eberspacher Heating, Eastbourne Generator, Eberspacher Heating, Eastbourne Pilot, AIS, Navtex, Panda Cruising Lying £75,000 CruisingChute Chute&&Snuffer. Snuffer. Lying £75,000 Generator, Eberspacher Heating, Eastbourne. Eastbourne Beneteau Oceanis Bavaria 36,Oceanis Beneteau 4646 Cruising Chute & Snuffer. Lying £75,000 £75,000 2008 Year Model,Deep DeepFin Fin Keel Eastbourne 2008 Year Model, Keel 2003 Year Model, Shallow Fin Beneteau Oceanis 46 Yanmar , Twin Wheel Steering, £75,000 , Twin WheelSteering, Steering, Yanmar Keel, Wheel Volvo Beneteau Oceanis 46 2008 Year Model, Deep FinHull, Keel 4JH4TE 75hp Engine, Blue Beneteau 4JH4TE 75hp Engine, Blue Hull, Year Model, Fin Keel Penta Sail Drive 29hpDeep Engine, 3 Oceanis 323, 2006 Beneteau Oceanis 46 ,2008 Twin Wheel Steering, Yanmar Teak Decks, Furling Genoa & Teak Decks, Furling Genoa & , Twin Wheel Steering, Yanmar Year Model, Owner’s Two Double Cabin Version, 1 Heads, 2008 Year Model, Deep Fin Keel 4JH4TE 75hp Engine, Blue Hull, Mainsail, 3Cabin Cabin Exclusive Beneteau Oceanis 46 4JH4TE 75hp Engine, Blue Hull, Mainsail, 3 Exclusive cabin Version, Deep Fin Keel, Raymarine C70 Chart Plotter, ,2008 Twin Wheel Steering, Yanmar Teak Decks, Furling Genoa & Keel Version, 2Heads, Heads, Electric Year Model, Deep Fin Teak Decks, Furling Genoa & Wheel Steering, Yanmar 19hp Version, 2 Electric 4JH4TE 75hp Engine, Blue Hull, Raymarine 2KW Radar, Raymarine Mainsail, 3 Cabin Exclusive , Twin Wheel Steering, Yanmar Anchor Windlass, Bow Thruster, Mainsail, 3 Cabin Exclusive Engine, Slab Reefed Mainsail, Anchor Windlass, Bow Thruster, Teak Decks, Furling Genoa & Version, 2Pilot, Heads, Electric ST4000 Auto Raymarine Tri in 4JH4TE 75hp Engine, Blue Hull, Raymarine Chart Plotter Raymarine GPS Chart Plotter, Tri Version, 2E80 Heads, Electric Raymarine E80 Chart Plotter in Mainsail, 3 Cabin Exclusive Anchor Windlass, Bow Thruster, TeakCockpit Decks, Furling Genoa & Data Instruments, Simrad RD68 VHF Pivoting Navpod, Data, Autohelm, JRC Radar & Anchor Windlass, Bow Thruster, Pivoting Cockpit Navpod, Version, 2E80 Heads, Electric Raymarine Chart Plotter in Mainsail, 3Heating. Cabin Exclusive Radio, Electric Anchor Windlass, Raymarine VHF Radio, Eberspacher Raymarine E80 Chart Plotter in Anchor Windlass, Bow Thruster, Raymarine VHF Radio, Version, 2 Heads, Electric Pivoting Navpod, Webasto D4 Cockpit Heating. Lying Brighton Raymarine Radar, Eberspacher £59,950 Pivoting Cockpit Navpod, Raymarine E80 Chart Plotter in Raymarine Radar, Eberspacher Anchor Windlass, Bow Thruster, Raymarine VHF Radio, £59,950 D5 Heating. Lying Eastbourne. Raymarine VHF Radio, Pivoting Cockpit Navpod, D5 Heating. Lying Eastbourne. Raymarine E80 Chart Plotter in Raymarine Radar, Eberspacher Raymarine Radar, Eberspacher £139,950. Raymarine VHF Radio, £139,950. Pivoting Cockpit Navpod, D5 Heating. Eastbourne. D5Raymarine Heating. Lying Lying Eastbourne. Radar, Eberspacher Raymarine VHF Radio, £139,950. £139,950. D5 Heating. Lying Eastbourne. Raymarine Radar, Eberspacher Island Packet440 440 Island Packet £139,950. D5 Heating. Lying Eastbourne. Sadler Starlight 35 A Luxury Blue Water Cruiser, Beneteau Oceanis 323 A Luxury Blue Water Cruiser, Island Packet 440 £139,950. Island Packet 440 1992 year model, 6Long Berths, 2007 Year Model, Keel, 2004 Year Model, Owner’s 2007 Year Model, Long Keel, AALuxury Blue Water Cruiser, Island Packet 440 Luxury Blue Water Cruiser, Volvo Penta 29hp Diesel Engine, Wheel Steering, In-mast Cabin Version, Shallow  Two Wheel Steering, In-mast 2007 Year Model, Long Keel, AIsland Luxury BlueLowrance Water 2007 Year Model, LongCruiser, Keel, Packet 440 Electric Windlass, Fin Keel, Wheel Steering, Volvo Mainsail Furling, Yanmar 4JH4 Mainsail Furling, Yanmar 4JH4 Wheel Steering, In-mast 2007 Year Blue Model, Long Keel, Wheel Steering, In-mast ADiesel Luxury Water Cruiser, Penta 19hp Engine, Slab Reefed GPS Chart Plotter, Furuno 75hp Engine, Bow 75hp Diesel Engine, Bow Mainsail Furling, Yanmar 4JH4 Wheel Steering, In-mast Mainsail Furling, Yanmar 2007 Year Model, Long Keel, Mainsail, Raymarine GPS4JH4 Chart Thruster, Electric Windlass, Radar, Tac Tik Wind Instrument, Thruster, Electric Windlass, 75hp Diesel Engine, Bow Mainsail Furling, Yanmar 4JH4 75hp Diesel Engine, BowPilot, Wheel In-mast Plotter, TriSteering, Data, Wheel Raymarine Auto Helm, Autohelm, DSC VHF Radio, 75hp Diesel Engine, Bow 4JH4 Thruster, Electric Windlass, Raymarine Auto Helm, Mainsail Furling, Yanmar Thruster, Electric Windlass, Simrad VHF Radio, Electric Raymarine E80 Dual Station Navtex, Mukuni Cabin Heating, Thruster, Electric Windlass, Raymarine Auto Helm, Raymarine Dual Station 75hp E80 Diesel Engine, Bow Raymarine Auto Helm, Anchor Windlass & Wind £299,950 Raymarine Auto Helm, EPIRB, Life raft, Avon Dinghy. Raymarine E80 Dual Station Thruster, Electric Windlass, £299,950 Raymarine E80 Dual Turbine. Raymarine E80 Station £299,950 Raymarine AutoDual Helm, Preveza - Greece £52,950

eau Oceanis 46 Year Model, Deep Fin Keel n Wheel Steering, Yanmar TE 75hp Engine, Blue Hull, Decks, Furling Genoa & sail, 3 Cabin Exclusive on, 2 Heads, Electric or Windlass, Bow Thruster, arine E80 Chart Plotter in ng Cockpit Navpod, arine VHF Radio, arine Radar, Eberspacher eating. Lying Eastbourne. £139,950.

d Packet 440 xury Blue Water Cruiser, Year Model, Long Keel, el Steering, In-mast sail Furling, Yanmar 4JH4 Diesel Engine, Bow ster, Electric Windlass, marine Auto Helm, marine E80 Dual Station £299,950

www.bateswharf.com www.bateswharf.com BATES WHARF BATES WHARF SOUTHERN, SOUTHERN, £299,950 Raymarine E80 Dual£49,500 Station £299,950

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Beneteau 2010 Year Model, Luxury First Class 7.5 Southerly 38 Southerly 38 2010 Year Model, AALuxury Beneteau First Class 7.5 Southerly 38year 2005 model First Blue Water Cruiser, Electrically 2010 Year Model, A Luxury 2010 Year Model, ABeneteau Luxury Blue Water Cruiser, Electrically 2005 model year First 2010 Year Model, A Luxury Southerly 38Beneteau Class 7.5 racing yacht. inventory Operated Swing Keel, Twin Blue Water Cruiser, Electrically Blue Water Cruiser, Electrically Operated Swing Keel, Twin Blue Water Cruiser, Electrically Class 7.5 racing yacht. 2010 Year Model, Ainventory Luxury includes outboard engine two Operated Swing Keel, Operated Swing Keel, Twin Wheel Steering & Rudders, Wheel Steering &Cruiser, Rudders, Operated Swing Keel, Twin Blue Water Electrically includes outboard engine two and mainsails, two roller genoas Wheel Steering & Rudders, Wheel Steering & Rudders, In-mast Mainsail Furling, In-mast Mainsail Furling, Wheel Steering & Rudders, Operated Swing Keel, Twin mainsails, two roller genoas and an assymetric spinnaker. In-mast Mainsail Furling, In-mast Mainsail Furling, Yanmar 3JH3-E 40hp Diesel Yanmar 3JH3-E 40hp Diesel In-mast Mainsail&Furling, Wheel Steering Rudders, Lying Eastbourne. an Engine, assymetric spinnaker. Yanmar 3JH3-E 40hp Yanmar 3JH3-E 40hp Diesel Bow Thruster, Electric Yanmar 3JH3-E 40hp Diesel Engine, Bow Thruster, Electric In-mast Mainsail Furling, £16,000 Lying Brighton. Engine, Bow Thruster, Electric Engine, Bow Thruster, Windlass, Raymarine Auto Pilot, Engine, Bow Thruster, Electric Yanmar 3JH3-E 40hp Diesel Windlass, Raymarine Auto Pilot, Windlass, Raymarine £16,000 Windlass, Raymarine Auto Pilot, Raymarine E90W Chart Plotter Windlass, Raymarine Auto Pilot, Engine, Bow Thruster, Electric Raymarine E90W Chart Plotter

herly 38 Year Model, A Luxury Water Cruiser, Electrically ated Swing Keel, Twin el Steering & Rudders, ast Mainsail Furling, ar 3JH3-E 40hp Diesel e, Bow Thruster, Electric lass, Raymarine Auto Pilot, marine E90W Chart Plotter £295,000

BATES WHARF BATES WHARF BATES WHARF BATES WHARF BATES WHARF BATES WHARF SOUTHERN, SOUTHERN, SOUTHERN, SOUTHERN, SOUTHERN, BATES WHARF SOUTHERN,

Bates Wharf Southern Ltd Raymarine E90W Chart Raymarine E90W Chart Plotter Raymarine E90W Chart Plotter Windlass, Raymarine Auto Pilot, £295,000

£295,000 £295,000 £295,000 Raymarine E90W Chart Plotter Bates Southern Ltd 3AWharf Harbour Quay, £295,000 3A Harbour Quay, Freedom3030 Sovereign Harbour, Freedom Freedom 3030 Freedom Freedom 30 Freedom 30 Long 1990 Year Model, Long Shallow 1990 Year Model, Shallow 1990 Year Model, Long Shallow Freedom 30 1990 Year Model, Long Shallow Bavaria 300 1990 Year Shallow 1990 YearModel, Model,Long Long Shallow Sovereign Harbour, Keel, Wheel steering, Cat Ketch Keel, Wheel steering, Cat Ketch Eastbourne, Keel, Wheel steering, Cat Ketch 1990 Year Model, Long Shallow Keel, Wheel steering, Cat Ketch Keel, Wheel steering, Cat Ketch Keel, Wheel steering, Cat Ketch 1990 Year Model Shallow Fin Rigged with Carbon Fibre Masts, Rigged with Carbon Fibre Masts, Keel, Wheel steering, Cat Ketch Rigged with Carbon Fibre Masts, Rigged with Carbon Fibre Masts, Rigged with Carbon Fibre Masts, Rigged with Carbon Fibre Masts, Keel, Wheel Steering, Volvo Nanni N2 14hp diesel Engine Nanni N2 14hp diesel Engine Rigged with Carbon Fibre Masts, Nanni N2 14hp diesel Engine Nanni N2 14hp diesel Engine Eastbourne, Nanni N2 14hp diesel Engine Nanni N2 14hp diesel Engine East Sussex BN23 5QF Penta Sail Drive 18hp Engine, (New 2012), 4 Berths, Stowe Tri Nanni N2 14hp diesel Engine (New 2012), 4 Berths, Stowe Tri (New 2012), 4 Berths, Stowe Tri (New 2012), 4 Berths, Stowe Tri (New 2012),4 4Berths, Berths, StoweTri Tri (New 2012), Stowe 6Data Berths, Garmin Chart Plotter Data Instruments, Garmin GPS, (New 2012), 4 Berths, Stowe Tri Data Instruments, Garmin GPS, Instruments, Garmin GPS, Data Instruments, Garmin GPS, Data Instruments,Garmin GarminGPS, GPS, Data Instruments, East Sussex BN23 5QF &Icom GPS, Raytheaon Tri Data Data Instruments, Garmin GPS, Icom VHF Radio, Auto Pilot, Icom VHF Radio, Auto Pilot, Icom VHF Radio, Auto Pilot, VHF Radio, Auto Pilot, Icom VHF Radio, Auto Pilot, Icom VHF Radio, Auto Pilot,

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YOUR PERFECT BOAT. Wheel steering, Cat Ketch d with Carbon Fibre Masts, YOUR PERFECT BOAT. ni N2 14hp diesel Engine Bates Wharf Southern Ltd Bates Wharf Southern Ltd Bates Wharf Southern Ltd Bates Wharf Southern Ltd 2012), 4 Berths, Stowe Tri Bates Wharf Southern Ltd Bates Instruments, Garmin GPS,Wharf Southern Ltd 3A Harbour Quay, 3A Harbour Quay, 3A Harbour Quay, VHF3A Radio, Auto Pilot, Harbour Quay, 3A Harbour Quay, 3A Harbour Quay, Ltd Wharf Southern ders Main Bates Sail & Mizzen. Sovereign Harbour, Sovereign Harbour, Eastbourne Sovereign Harbour, Sovereign Harbour, Sovereign Harbour, Harbour, 3ASovereign Harbour Quay, £27,950 Eastbourne, Eastbourne, Eastbourne, Eastbourne, Eastbourne, Eastbourne, Sovereign Harbour, East Sussex BN23 5QF essa 35 East Sussex BN23 5QF East Sussex 5QF East Sussex BN23 5QF East Sussex BN23 5QF East SussexBN23 BN23 5QF Eastbourne,

Call: 01323 470 066

IcomMain VHF Radio, Auto Pilot, Instruments, Autohelm Auto Saunders Main Sail & Mizzen. Saunders Main Sail && Mizzen. Saunders Main Sail & Mizzen. Saunders Sail & Mizzen. Saunders Main Sail & Mizzen. Saunders Main Sail Mizzen. Saunders Main Sail & Mizzen. Lying Eastbourne Lying Eastbourne Pilot, Webasto Heating. Lying Lying Eastbourne Lying Eastbourne Lying Eastbourne. Lying Eastbourne Lying Eastbourne £27,950 £27,950 £27,950 Brighton £27,950 £27,950 £27,950 £27,950 £29,950

Call: 01323 470 066

boatsales@bateswharfsouthern.co.uk Contessa Contessa 3535

boatsales@bateswharfsouthern.co.uk

Year Model, Fin & Skeg Tiller Steering, Nanni 6) 37hp Diesel Engine, marine S2 Auto Pilot, min 128 GPS, Icom DSC AIS Transponder & boatsales@bateswharfsouthern.co.uk boatsales@bateswharfsouthern.co.uk mer Headboatsales@bateswharfsouthern.co.uk Tablet PC. boatsales@bateswharfsouthern.co.uk boatsales@bateswharfsouthern.co.uk boatsales@bateswharfsouthern.co.uk Eastbourne £27,500

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Chichester Harbour to Dover

agents from Chichester Harbour Dover agentstofrom Autohelm Wheel Pilot, Without Doubt The Best Example On The Market. Lying Eastbourne £37,500. Oyster 26 Oyster 26 year, Bermuda Oyster 26 1980 model Oyster 26 year, Oyster 26model Oyster 26 1980 year, Bermuda Oyster 26model 1980 Bermuda

Chichester Harbour to Dover Sloop Cruiser/Racer, 5 Berths,

agents from agents from agents from agents from agents from agents from Chichester Harbour to Dover Chichester Harbour Dover Chichester Harbour toto Dover agents from Chichester Harbour Dover Chichester Harbour totoDover Dover Chichester Harbour to

er 26 model year, Bermuda p Cruiser/Racer, 5 Berths, eel, Tiller Steering, Volvo Sail Drive, Autohelm Auto Magellan GPS & VHF o. Lying Eastbourne £14,500

Contessa 35 Contessa 35 Contessa 35 35 Contessa 1976 Year Model,Fin Fin&&Skeg Skeg 1976 Year Model, Contessa 35 1976 Year Model, Fin & Skeg 1976 Year Model, Fin &Fin Skeg 1976 Year Model, & Skeg 1976 Year Model, Fin & Skeg Keel, Tiller Steering, Nanni Keel, Tiller Steering, Nanni 1976 Year Model, Fin & Skeg Keel, Tiller Steering, Nanni Keel, Tiller Steering, Nanni Keel, Tiller Steering, Nanni Keel, Tiller Steering, Nanni (2006) 37hpDiesel DieselEngine, Engine, (2006) 37hp Keel, Tiller Steering, Nanni (2006) 37hp Diesel Engine, (2006) 37hp Diesel Engine, (2006) 37hp Diesel Engine, (2006) 37hp Diesel Engine, Raymarine Auto Pilot, Fisher 25 Raymarine S2S2 Auto Pilot, (2006) 37hp Diesel Engine, Raymarine Auto Pilot, Raymarine S2 Auto Pilot,DSC Raymarine S2S2 Auto Pilot, Raymarine S2 Auto Pilot, Garmin 128 GPS, Icom 1987 Year Model Pilothouse, Garmin 128 GPS, Icom DSC Raymarine S2 Auto Pilot, Garmin 128 GPS, Icom DSC Garmin 128 GPS, Icom DSC Garmin 128 GPS, Icom DSC VHF, AIS Transponder Garmin 128 GPS, Icom DSC Long Keel, Tiller steering, VHF, AIS Transponder && Garmin 128 GPS, Icom VHF, AIS Transponder &DSC VHF, AIS Transponder Hammer Head Tablet VHF, AIS Transponder && VHF, AIS Transponder &PC. Hammer Head Tablet PC. Yanmar YM30 (Only 54 hrs – VHF, AIS Transponder & Hammer Head Tablet PC. Lying Eastbourne Hammer Head Tablet PC. Hammer Head Tablet PC. Hammer Head Tablet PC. Lying Eastbourne Hammer Head Tablet PC.£27,500 Fitted 2012), Stowe Tri Data Lying Eastbourne Lying Eastbourne Lying Eastbourne Lying Eastbourne £27,500 Lying Eastbourne. £27,500 Instruments, Furuno GPS, £27,500 £27,500 £27,500 £27,500

1980 model year, Bermuda 1980 model year, Bermuda Sloop Cruiser/Racer, 5 Berths, 1980 model year, Bermuda Sloop Cruiser/Racer, 5 Berths, 1980 model year, Bermuda Fin keel, Tiller Steering, Volvo Sloop Cruiser/Racer, Berths, Sloop Cruiser/Racer, 55Berths, Berths, Fin keel, Tiller Steering, Volvo Sloop Cruiser/Racer, 5Berths, Fin keel, Tiller Steering, Volvo Sloop Cruiser/Racer, 5Autohelm Penta Sail Drive, Auto Fin keel, Tiller Steering, Volvo Penta Sail Drive, Autohelm Auto Fin keel, Tiller Steering, Volvo Penta Sail Drive, Autohelm Auto Fin keel, Tiller Steering, Fin keel, Tiller Steering, Volvo Pilot, Magellan GPS &Volvo VHF Penta Sail Drive, Autohelm Auto Pilot, Magellan GPS & VHF Westerly Griffin Penta Sail Drive, Autohelm Auto Pilot, Magellan GPS & VHF Penta Sail Drive, Autohelm Auto Radio. Lying Autohelm Eastbourne Penta Sail Drive, Auto Pilot, Magellan GPS & VHF Radio. Lying Eastbourne Pilot, Magellan GPS &VHF VHF 1979 Year Model, Fin&Keel, Radio. Lying Eastbourne £14,500 Pilot, Magellan GPS & Pilot, Magellan GPS VHF Radio. LyingEastbourne Eastbourne. £14,500 Radio. Lying £14,500 Tiller Steering, Mitsubishi Radio. Lying Eastbourne 17hp Radio. Lying Eastbourne £14,500 £14,500 Engine (Replaced 2008),£14,500 6£14,500

Berths, Standard Horizon 300 Chart Plotter, Icom DSC VHF Radio, Navman Wind BatesWharf_FP_SEP_13 .indd& Tri 1 Data Instruments. Lying Eastbourne £16,000

Engine, B& G Tri Simrad Data Auto GPS, Furuno Radar, Instruments, Phillips & Garmin Pilot, AIS, Navtex, Panda GPS, Furuno Radar, Simrad Auto Generator, Eberspacher Heating, Pilot, AIS, Navtex, Panda Cruising ChuteEberspacher & Snuffer. Lying Generator, Heating, Eastbourne Cruising Chute & Snuffer. Lying £75,000 Eastbourne

£75,000 Beneteau First 30 Beneteau First 30 2011 model46 year, Cruiser/ Beneteau 2011Oceanis model year, Cruiser/ Racer, 6 First Berths, Fin Keel, Sloop Beneteau 30 2008 Year Model, Deep Fin Keel Racer, 6Oceanis Berths, Fin Sloop Beneteau 46 Keel, Rig, Yanmar Diesel Engine, Beneteau First 30Deep 2011 model year, Cruiser/ , Twin Wheel Steering, Yanmar Rig, Yanmar Diesel Engine, 2008 Year Model, Fin Keel Raymarine A70 GPS Chart 2011 model year, Cruiser/ Racer, 6 Engine, Berths, Fin Keel, Sloop Raymarine A70 GPS Chart , Twin Wheel Steering, Yanmar 4JH4TE 75hp Blue Hull, Beneteau First 30Fin Plotter, Tacktic Instruments, Icom Oyster 56Diesel Racer, 6Tacktic Berths, Keel, Sloop Rig, Yanmar Engine, Plotter, Instruments, Icom 75hp Engine, Blue Hull, Teak4JH4TE Decks, Furling Genoa & 2011 model Cruiser/ 1998 Year year, Model. A Superb Blue VHF Radio, Ultimate Carbon Rig, Yanmar Diesel Engine, Raymarine A70 GPS Chart Beneteau First 30 VHF Radio, Ultimate Carbon Teak Decks, Furling Genoa & Mainsail, 3 Cabin Exclusive Racer, 6 Berths, Fin Keel, Sloop Water Cruiser, Yanmar 4JH4-THE Raymarine A70 GPS Chart Aramid Sails & Spinnakers. Plotter, Tacktic Instruments, Icom 2011 model year, Cruiser/ Aramid Sails & Spinnakers. Mainsail, 3(2008). Cabin Exclusive Version, 2Yanmar Heads, Electric Rig, Diesel Engine, 110hp New Standing & Plotter, Instruments, Icom Lying Eastbourne VHF Radio, Ultimate Carbon Racer, 62Tacktic Berths, Fin Keel, Sloop Lying Eastbourne Version, Heads, Electric Raymarine A70 GPS Chart Running Rigging, New Kemp Anchor Windlass, Bow Thruster, VHF Radio, Ultimate Carbon £79,950 Aramid Sails & Spinnakers. Rig, Yanmar Diesel Engine,£79,950 Anchor Windlass, Bow Thruster, Plotter, Tacktic Icom Sails, Raymarine P70 & i70 Raymarine E80 Chart Plotter in Aramid Sails &Instruments, Spinnakers. Raymarine A70 GPS Chart Lying Eastbourne VHF Radio, Ultimate Carbonin Raymarine E80 Chart Plotter Displays, Garmin GPSMAP 5015 Lying Eastbourne Pivoting Cockpit Navpod, Plotter, Tacktic Instruments, Icom £79,950 Aramid Sails & HD Spinnakers. Pivoting Cockpit Navpod, & Integrated Radar, Raymarine £79,950 VHF Radio, Raymarine VHF Ultimate Radio, Carbon Lying Eastbourne Satellite TV Receiver, Selden Raymarine VHF Radio, AramidRadar, Sails &Eberspacher Spinnakers. Raymarine £79,950 Hydraulic Operated Headsail, Raymarine Radar, Eberspacher Lying Eastbourne D5 Heating. Lying Eastbourne. Staysail, Gooseneck Drive & D5 Heating. Lying Eastbourne. £79,950 £139,950. Bavaria 36, Backstay. Lying Eastbourne. £139,950. Bavaria 36, £485,000 2003 Year Model, Shallow 2003 Year Model, Shallow FinFin Bavaria 36, Steering, Volvo Keel, Wheel Keel, Wheel Steering, Volvo Bavaria 36, Island Packet 440 Island Packet 440 2003 Year Model, Shallow Fin Island Packet 440 Penta Sail Drive 29hp Engine, Penta Sail Drive 29hp Engine, 2003 Year Model, Shallow Fin 3 3 A Luxury Blue Water Cruiser, Bavaria 36, A Luxury Blue Water Cruiser, A Luxury Blue Water Cruiser, Keel, Wheel Steering, Volvo Double Cabin Version, 1 Heads, Keel, Wheel Steering, Volvo Double Cabin Version, 1 Keel, Heads, 2007 Year Model, Long Keel, 2003 Year Model, Shallow Fin 2007 Year Model, Long Penta Sail Drive 29hp Engine, 2007 Year Model, Long Keel, Raymarine C70 Chart Plotter, 3 3 Bavaria 36,Drive Penta Sail 29hp Engine, Raymarine C70 Chart Plotter, Keel, Wheel Steering, Volvo Wheel Steering, In-mast Wheel Steering, In-mast Version, 1Raymarine Heads, Double Cabin Wheel Steering, In-mast 2003 Year Model, Shallow Fin Raymarine 2KW Radar, Double Cabin Version, 1 Heads, Raymarine 2KW Radar, Raymarine Penta Sail Drive 29hp Engine, 3 Mainsail Furling, Yanmar 4JH4 Raymarine C70 Chart Plotter, Mainsail Furling, Yanmar 4JH4 Mainsail Furling, Yanmar 4JH4 Keel, Wheel Steering, Volvo ST4000 Auto Pilot, Raymarine Raymarine C70 Chart Plotter, ST4000 Auto Pilot, Raymarine TriTri Version, 1 Heads, Double Cabin 75hp Diesel Engine, Bow Raymarine 2KW29hp Radar, Raymarine Penta Sail Drive Engine, 3 75hp Diesel Engine, Bow 75hp Diesel Engine, Bow Data Instruments, Simrad RD68 VHF Raymarine 2KW Radar, Raymarine Data Instruments, Simrad RD68TriVHF Raymarine C70 Chart Plotter, Thruster, Electric Windlass, ST4000 Auto Pilot, Raymarine Version, 1 Windlass, Heads, Double Cabin Thruster, Electric Windlass, Thruster, Electric Windlass, Radio, Electric Anchor ST4000 Auto Pilot, Raymarine Tri Raymarine 2KW Radar, Raymarine Radio, Electric Anchor Windlass, Raymarine Auto Helm, Data Instruments, Simrad RD68 VHF Raymarine C70 Chart Plotter, Raymarine Auto Helm, Raymarine Auto Helm, Webasto D4 Heating. Lying Data Instruments, Simrad RD68 VHF ST4000 Auto Pilot, Raymarine TriBrighton Raymarine E80 Dual Station. Webasto D4 Heating. Lying Brighton Raymarine 2KW Radar, Raymarine Radio, Electric Anchor Windlass, Raymarine E80 Dual Station £59,950 Radio, Electric Anchor Windlass, Raymarine E80 Dual Station Data Instruments, Simrad RD68 VHF Lying Eastbourne. £59,950 ST4000 Auto Pilot, Raymarine Tri Webasto D4 Heating. Lying Brighton £299,950 Webasto D4 Heating. Lying Brighton Radio, Electric Anchor Windlass, £299,950 £299,950 Data Instruments, Simrad RD68 VHF £59,950 £59,950 Webasto D4 Heating. Brighton Radio, Electric Anchor Lying Windlass, Webasto D4 Heating. Lying £59,950 Brighton Sadler Starlight 35 Sadler Starlight 35 £59,950

Southerly 38 1992 year model, 6 Berths, Southerly 38 1992 model, Sadler Starlight 356ABerths, Southerly 38year Sadler Starlight 2010 Year Model, LuxuryEngine, Volvo Penta 29hp Diesel 2010 YearPenta Model, A35Luxury Volvo 29hp Diesel Engine, 1992 year model, 6Berths, Berths, Sadler Starlight 35 2010 Year Model, A Luxury 1992 year model, 6 Blue Water Cruiser, Electrically Electric Windlass, Lowrance Blue Water Cruiser, Electrically Electric Windlass, Lowrance Volvo Penta 29hp Diesel Engine, 1992 year model, 6Keel, Berths, Volvo Penta 29hp Diesel Engine, Operated Swing Twin BlueOperated Water Cruiser, Electrically Sadler Starlight 35 GPS Chart Plotter, Furuno Swing Keel, Twin GPS Chart Plotter, Furuno Electric Windlass, Lowrance Volvo Penta 29hp 6 Diesel Engine, Electric Windlass, Lowrance Wheel Steering & Rudders, 1992 year model, Berths, Operated Swing Keel, Twin Radar, Tac Tik Wind Instrument, Wheel Steering & Rudders, Radar, Tac Tik Wind Instrument, GPS Chart Plotter, Furuno Electric Windlass, Lowrance GPS Chart Plotter, Furuno In-mast Mainsail Furling, Volvo Penta 29hp Diesel Engine, Wheel Steering & Rudders, Autohelm, DSC VHF Radio, In-mast Mainsail Furling, Autohelm, DSC VHF Radio, Radar, Tac Tik Wind Instrument, GPS Chart Plotter, Furuno Radar, Tac Tik Wind Instrument, Electric Windlass, Lowrance Yanmar 3JH3-E 40hp Diesel In-mast Mainsail Furling, Navtex, Mukuni Cabin Heating, Yanmar 3JH3-E 40hp Diesel Radar, TacMukuni Tik Wind Instrument, Autohelm, DSC VHF Radio, Navtex, Cabin Heating, GPS Chart Plotter, Furuno Autohelm, DSC VHF Radio, Engine, Bow Thruster, Electric EPIRB, Life raft, Avon Dinghy. Yanmar 3JH3-E 40hp Diesel Autohelm, DSC VHF Radio, Engine, Bow Thruster, Electric Navtex, Mukuni Cabin Heating, EPIRB, Life raft, Avon Dinghy. Radar, Tac Tik Wind Instrument, Navtex, Mukuni Cabin Heating, Windlass, Raymarine Auto Pilot, Preveza -Greece Greece Engine, Bow Thruster, Electric Navtex, Mukuni Cabin Heating, EPIRB, Life raft, Avon Dinghy. Windlass, Raymarine Auto Pilot, Autohelm, VHF Radio, Preveza - DSC Raymarine E90W Chart Plotter. EPIRB, Life raft, Avon Dinghy. £49,500 EPIRB, Life raft, Avon Dinghy. Windlass, Raymarine Auto Pilot, Preveza Greece Navtex, Mukuni Cabin Heating, Raymarine E90W Chart Plotter £49,500 Lying Eastbourne. Preveza - Greece Preveza - Greece EPIRB, Life raft, AvonPlotter Dinghy. £49,500 Raymarine E90W Chart £275,000 £295,000 £49,500 £49,500 Preveza - Greece £295,000 £49,500 Beneteau First Class Beneteau First Class 7.57.5 Southerly 110 2005 model year Beneteau First Beneteau First Class 7.5 Beneteau First Class 7.5 2005 model year Beneteau First Beneteau First ClassBeneteau 7.5 2010 Year Model, Lifting Freedom 30 Class 7.5 racing yacht. inventory 2005 model year First 2005 model year Beneteau First Class 7.5 racing yacht. inventory 2005 model year Beneteau First Beneteau First Class 7.5engine Keel, Wheel Steering & Twin 1990 Year Model, Long Shallow includes outboard two Class 7.5 racing yacht. inventory Class 7.5 racing yacht. inventory Freedom 30 includes outboard engine two Class 7.5 racing inventory 2005 model yearyacht. Beneteau First Rudders, Yanmar 39hp Sail includes outboard engine two includes outboard engine two and Keel, Wheel steering, Cat Ketch mainsails, two roller genoas mainsails, two roller genoas 1990 Year Model, Long Shallow includes outboard engine two and Class 7.5Engine, racing yacht. inventory Drive In-Mast Mainsail mainsails, two roller genoas and mainsails, two roller genoas and Rigged with Carbon Fibre Masts, an assymetric spinnaker. anFurling, assymetric spinnaker. mainsails, two roller genoas Keel, Wheel steering, Cat Ketch includes outboard engine twoand Self-Tacking Furling an assymetric spinnaker. an assymetric spinnaker. Nanni N2 14hp diesel Engine Lying Brighton. Lying Brighton. an assymetric spinnaker. mainsails, two roller genoas and Rigged with Carbon Fibre Masts, Genoa, Bow Thruster, Electric Lying Brighton. Lying Brighton. £16,000 (New 2012), 4 Berths, Stowe Tri Lying Brighton. £16,000 assymetric spinnaker. Nannian N2 14hp diesel Engine Anchor Windlass, Raymarine £16,000 £16,000 Data Instruments, Garmin GPS, £16,000 Lying Brighton. Chart Plotters, Autopilot, Wind (New 2012), 4 Berths, Stowe Tri IcomGenerator VHF Radio, Auto Pilot, £16,000 &Garmin Coppercoat. Data Instruments, GPS, Saunders Main Sail & Mizzen. Icom VHFEastbourne Radio, Auto Pilot,£180,000 Lying Saunders Main Sail & Mizzen. £27,950 Lying Eastbourne Bavaria 300 Bavaria 300 Bavaria 300 Bavaria 300 Bavaria 300Model£27,950 1990 Year Shallow 1990 Year Model Shallow FinFin Hunter Pilot 27 1990 Year Model Shallow Fin Bavaria 300 1990 Year Model Shallow Fin 1990 Year Model Shallow Fin Contessa 35 Keel, Wheel Steering, Volvo 2002 Year Model, Bilge Keel, Keel, Wheel Steering, Volvo Keel, Wheel Steering, Volvo 1990 Year Model Shallow Fin Keel, Wheel Steering, Volvo Keel, Wheel Steering, Volvo 1976 Year Model, Fin & Skeg Penta Sail Drive 18hp Engine, Hull Epoxy Treated When new, Penta Sail Drive 18hp Engine, Penta Sail Drive 18hp Engine, Keel, Wheel Steering, Volvo Penta Sail Drive 18hp Engine, Penta Sail Drive 18hp Engine, Contessa 35 Keel, Tiller Steering, Nanni 6 Berths, Garmin Chart Plotter Nanni 250HE 14.5 hp Diesel 66Berths, Berths, Garmin Chart Plotter Penta SailGarmin Drive 18hp Engine, Berths, Garmin Chart Plotter 6 Chart Plotter Berths, Garmin Chart Plotter (2006) 37hp Diesel Engine, 1976 Year Model, Fin & Skeg Engine, Slab Reefing Mainsail, & GPS, Raytheaon Tri Data GPS, Raytheaon Tri Data 6 Garmin Chart Plotter GPS, Raytheaon Tri Data &&Berths, GPS, Tri Data GPS,Raytheaon Raytheaon Tri Data Raymarine S2 Auto Pilot, Furling Genoa, Garmin 750 Instruments, Autohelm Auto Keel, Tiller Steering, Nanni & GPS, Raytheaon Tri Data Instruments, Autohelm Auto Instruments, Autohelm Auto Instruments, Autohelm Auto Instruments, Autohelm Auto GPS Chart Plotter, Raymarine Garmin 128 GPS, Icom DSC Pilot, Webasto Heating. Lying Instruments, Autohelm Auto (2006) 37hp Diesel Engine, Pilot, Webasto Heating. Lying Webasto Heating. Lying Pilot, Webasto Heating. Lying Pilot, Webasto Heating. Lying ST2000 Tiller Pilot, Simrad Pilot, Webasto Heating. Lying VHF, AIS Transponder & Brighton Brighton Brighton Raymarine S2 Auto Pilot, Brighton Brighton VHF Head Radio,Tablet ST40 Wind, Speed Brighton £29,950 Hammer PC. £29,950 £29,950 £29,950 Garmin &128 GPS, Icom DSC £29,950 Echosounder Instruments & £29,950 Lying Eastbourne VHF, AISNavtex. Transponder & Lying Eastbourne. Hammer Head Tablet PC. £27,500

Lying Eastbourne

£36,950

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Boats For Sale

NAUTICAT 33 1975 1GM Yanmar diesel. Survey Report available with full set of sails. Moored at Fareham, Hants.  For full specification telephone 01329 282820

Motor sailer, long-keel ketch. Sleeps 6, 2 heads. Spacious wheelhouse. 4 sails, covers, legs. 70+HP Ford Diesel: 2X 300lt tanks. Autopilot. 2012 survey available. Registered. Ipswich. chris-john.harvey@tiscali.co.uk. AT EXCEL LONDON  Price: £34,000 4-12 JANUARY 2014 londonboatshow.com  Tel: 01508 558446

JAVELIN 30 5 BERTH CRUISER

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2003 JEANNEAU SUN ODYSSEY 37

Incredibly spacious 8 berth cruiser / racer (1981) - Beta 30hp engine fitted in 2011 Furuno colour radar plotter - GPS - Navtex - Eberspacher - Life raft - Hot water system - Electric windlass and lot’s more.  Price: £25,000  Contact: 07976898187 or 07789641793

Lightly used and an excellent example of this popular fast cruiser. 3 cabins, very comprehensive inventory includes safety equipment, dinghy etc. Berthed on the Turquoise Coast with idyllic cruising grounds.  PRICE: £49,500  Contact for full details: 01923 262212 / design@barrykemp.co.uk Boats For Sale

YARMOUTH 23 GAFF RIGGED CUTTER

1986 MOODY 34 NAUTICAT 33Bilge 1975keels, new rigging 2007. Copperbotted, built-in Autohelm 5000, Centre Cockpit,

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BENETEAU FIRST 35 Incredibly spacious 8 berth cruiser / racer (1981) - Beta 30hp engine fitted in 2011 NICHOLSON 32 MK XI (1981)

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Motor sailer, long-keel ketch. Sleeps 2 heads. Spacious wheelhouse. 4 sails, mains covers, Thorneycroft 35hp diesel engine, hot6, water via engine calorfier, Mikuni heater, legs. 70+HP Ford Diesel: 2X 300lt tanks. Autopilot. 2012 survey available. Registered. wired. Ipswich. chris-john.harvey@tiscali.co.uk.  Price: £44,500  Price: £34,000  Contact: 01252 852564  Tel: 01508 558446

2003 JEANNEAU SUN ODYSSEY 37 ATLANTICA 375 DUTCH BUILT 1988. Lightly used and an excellent example of this popular fast cruiser. 3 cabins, very Based Levkas Greece comprehensive inventory includes safety equipment, dinghy etc. Berthed on the 7 berth, fully equipped, professionally maintained Turquoise Coast with idyllic cruising grounds. 5 share syndicate bargain  PRICE: £49,500 Price: £6000 share  Contact full details: 01923 262212 / design@barrykemp.co.uk Tel for fullfor details 07941331690

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Dispatches Maine | Nahma

Although work kept us from making many long cruises this July, sunset sails on the coast of Maine can’t be beaten.

Nahma L. francis herreshoff ketch LOA: 34ft (10.4m) LWL: 29ft (8.8m) Beam: 10ft (3m)

Our Herreshoff ketch Nahma lives in Brooklin, Maine among the wild islands and inlets that make up the northeastern cruising grounds so many yachtsmen love. Despite the fact that we could only take her on one week-long trip around Penobscot Bay, the long summer days meant we could knock off work at four and still have time for a sail, often under spinnaker, before the wind died at sunset. Under the lingering pink and orange light, we’d eat dinner in the cockpit letting the tide take us past spruce-clad islands and inviting coves. Porpoises swam by nightly and sometimes we heard the mournful call of a Great Northern Diver. We drifted alone, all other sailors long gone ashore for cocktails. But this was a beautiful, almost meditative time to be out on the water. The stresses of the day washed away; it’s hard to remember them when the tiller is under my fingers, my eyes on the fluttering tell-tales of the jib. Darkness would force us to start the diesel and putter back to our mooring. These evenings were almost distressingly idyllic for sailors used to ocean crossings: we worried we might be growing soft!

Draught: 4ft 6in (1.4m) Year built: 1966 Owners: Ellen and Seton Leonard

102 sailingtoday.co.uk December 2013

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Sailing Today December 2013  
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