Pacific Passage Maker March April 2018

2018 ANNUAL

DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

ANCHORING IN BIG SEAS How to hold fast

SETTING NEW

STANDARDS HORIZON FD87 SKYLINE

LIVING ABOARD All you need to know

ALSO REVIEWED:

GRAND BANKS GB60

TWIN OR SINGLE ENGINES The pros & cons of each

N E W L AU N C H I N G S: H U D S O N B AY - C L I P P E R & N O R D H AV N

SIMPLICITY.

CLARITY. CONTROL.

NSS EVO3 NAVIGATION SYSTEMS Discover exceptional clarity, wide viewing angles, and enhanced controls for easier display operation in all conditions. Cruise, fish, and experience an unprecedented level of built-in functionality on the all-new NSS evo3.

AVAILABLE IN 7, 9, 12 AND 16 INCH DISPLAYS.

SIMRAD-YACHTING.COM/NSSEVO3

LEADING THE LONG RANGE Over 1,000 nautical miles at 21 knots, up to 2,500 nautical miles at 10 knots, and top speeds in the 30s.

A true ocean-taming 60 foot cruiser, the GB60 has set the new benchmark in efficient long range cruising.

1,000 NM 2,500 NM

THE OCEAN IS YOUR PLAYGROUND.

W W W.G R A N D B A N K S.CO M / LO N G R A N G E

P A C I F I C

P A S S A G E M A K E R

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A N N U A L

C O N T E N T S

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NEW LAUNCHINGS We check out the very latest Nordhavn 475, the new baby of the fleet, plus get the first glimpse of the latest Explorer 62/63 and 46 Pilothouse.

Clipper will be releasing a new range of motor yachts at SCIBS such as the Hudson Bay 54.

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ANCHORING IN HEAVY WEATHER Anchoring in heavy weather can be fraught with issues if you don’t get the basics right. Laurie Cranfield gives us an insight into how to handle the situation.

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REVIEW: HORIZON FD87 SKYLINE A brand new addition to Horizon’s Fast Displacement series, the new FD87 Skyline is notable for its avant-garde outline appearance and multi-functional design.

Barry Thompson went to Taiwan to check it out.

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SINGLE OR TWIN ENGINE POWER We look at the issues of maintenance, fuel consumption, costs and other considerations between a single or twin engine trawler.

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REVIEW: GRAND BANKS GB60

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Grand Banks redefines gold-plated boatbuilding with an innovatively-designed, 60-foot beauty that’s as singularly fast and fashionable as she is efficient at displacement speeds! Text by Capt. Bill Pike.

Laurie and Diane purchased their Nordhavn 46 passagemaker, Envoy, in 2006 and have spent most of eight years living aboard in the Mediterranean. They offer up some handy tips if you are planning to get into live-aboard cruising.

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HOW MANY SUMMERS DO YOU HAVE LEFT?

THE MYSTERIOUS DISAPPEARANCE OF UNDERWATER METAL Mike Telleria looks at the problem of corrosion on boats and offers some advise on how to protect yoboat from being eaten away.

2018 ANNUAL

DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

ANCHORING IN BIG SEAS How to hold fast

SETTING NEW

STANDARDS HORIZON FD87 SKYLINE

LIVING ABOARD All you need to know

C O V E R ALSO REVIEWED:

Horizon FD87 Skyline.

See Page 132 GRAND BANKS GB60

TWIN OR SINGLE ENGINES The pros & cons of each

N E W L AU N C H I N G S: H U D S O N B AY - C L I P P E R & N O R D H AV N

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NEW L AUNCHINGS

The new Hudson Bay 54

New range of Clipper Motor Yachts for SCIBS W

Thurley said SCIBS would mark the world premiere of the Hudson Bay 540 sedan, 470 sedan and 390. The HB 540 is valued at $1.6 million, the HB 470 at $1.2 million and the HB 390 at $600,000.

He said the new generation of motor yachts had already proven a success with a HB 540, a HIB 540 S and a HB 390 already having been sold. The first of those vessels will arrive in Australia in March or April. Thurley said there are currently 12 of the new design vessels in build.

Thurley said the new range encompassed a sleek, European styled sedan bridge Hudson Bay model with three versions being the 500S, the 540S and the flagship 640S. In addition there would be three sedan versions, the 350, 390 and 470.

In addition the same style vessel will be produced in a sedan version starting with the Hudson Bay 350 sedan cruiser.

The jewel in the crown of the new offering will be a range of exciting new Cordova Motor Yachts including the 50MY, the 55MY and the 65MY. These vessels will be true long range cruisers designed to tackle virtually any sea conditions and deliver their owners in safety and comfort no matter where their destination.

Clipper Motor Yachts, Ph: +61 (0)755194 019 or +61 (0)419 788 000, brett@clippermotoryachts.com

ith a history dating back to 1977 Australia’s iconic Clipper Motor Yachts is poised to reach a major milestone at this year’s 30th Sanctuary Cove International Boat Show .

Clipper will be launching an exciting new European inspired model range that will position it at the forefront of the international long range luxury cruiser market.

Clipper Motor Yachts Managing Director, Brett Thurley, said the company was entering an exciting new era in its growth and development.

“We will always keep the core elements inherent in the Clipper DNA such as walk around decks, semidisplacement- keel protected hull design, shaft drive diesel technology, long range economical cruising capacity and exemplary seakeeping ability however we have given the range a massive step change in styling and aesthetic direction for the future,” he said.

“This has been done at a visual, engineering and design level so the new generation of Clipper Motor Yachts, encompassing both flybridge, sedan bridge and sedan vessels will be cutting edge contemporary compared with the Clipper’s of the past.

“Our heritage is in traditional, solid, trawler style long range cruisers and we have now modernised and taking that style of vessel to a completely new level of design and finish.”

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NEW BABY NORDHAVN Pacific Asian Enterprises (PAE) has announced the latest addition to its product line, the new Nordhavn 475.

The Nordhavn 475 will be based on the hull of the Nordhavn 43 but she will be a much different boat, starting with a completely new deck and flybridge. The N475 represents the sleeker, elongated look of modern Nordhavns with the incorporation of an extended cockpit and boat deck, providing not only a more streamlined profile, but also allowing for greater space in the cockpit and more room up top for toys and a bigger tender.

The N475 follows in the footsteps of the Nordhavn 52, 60 and 63, 68, 76, and 96 models– all which expanded upon existing hulls and wound up being the more desired model. With the introduction of the N475, she will become the smallest of the new-build Nordhavns available, making obsolete both the Nordhavn 40 and the Nordhavn 43, whose moulds will soon be destroyed. www.nordhavn.com

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NEW L AUNCHINGS

EXPLORER ANNOUNCE NEW MODELS

The galley of the 62

E

xplorer Motoryachts have a number of projects in build including a very highly spec’ed and customised Explorer 62 for the Mediterranean. This vessel is powered by twin 800hp Cummins and is equipped with Sidepower bow and stern thrusters and a zero speed stabiliser setup.

The craft has a professionally designed interior fitout, featuring full gloss Walnut timbers and very highend fabric linings, with a modern feel. The cockpit has been fully covered with the flybridge extension and a large Wesmar glass sliding hatch has been fitted over this. The hardtop flybridge also features a sliding glass hatch.

The profile has been changed with a different window line, larger master cabin hull windows and an extended Opecmare hydraulic hi/lo boarding platform. It is also fitted with a fully enclosed 4.0m Opecmare extendable gangway for stern tying in the Med. Crews quarters aft, and 3 cabins fwd.

Contact GML, Phil Gilbert for more details Also under construction, and nearing delivery are #1 and #2 in the new Explorer 46 Pilothouse range. #1 has twin 480hp Cummins diesels, bow and stern thrusters and a teak interior trim. This has the three cabin layout fwd. #2 has been customised and features a big full width master cabin and guest double fwd. It also features and extended flybridge to completely cover the extended cockpit, which has the seating as featured in the Explorer 52 featured in the last edition. The new 46 compliments the Explorer 50 PH for those who have space and berth size restrictions.

Phil Gilbert, GML , Ph: (+64) 0274923374, E: phil@gilbertmarine.co

PACIFIC PASSAGEMAKER ANNUAL 2018

The first Explorer 46 Pilothouse nears completion.

The new Explorer 63.

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In days past when you had earlier models of diesels in boats or tractors on the farm, the engines were conventional diesels. The fuel too, was very different, as now we have ULSD (Ultra Low Sulphur Diesel) primarily for emissions control.

So modern diesels (mainly post 2005) are common rail engines. So what? You should have noticed that common rail diesels have the ability to derive much higher torque and HP output than the old thumpers. That’s because the common rail runs at about 10x the injector pressure. This in turn has other implications, namely fuel cleanliness. Typically, industry has nominated a code for Fluid cleanliness being ISO4406 and relates to particle counts within a given fluid volume, of say diesel or hydraulic fluid.

Consider again ULSD. The ‘S’ stands for Sulphur. Sulphur is a naturally occurring compound in crude oil.

When combined with oxygen, this creates higher levels of emissions.

So the advent of ULSD to reduce emissions has created further implications affecting you.

What else does Sulphur do? It acts as a natural antiseptic for the fuel and provide lubrication for seals and pumps.

So three factors combined, mean you need to care more about your fuel quality, they are: + Common rails diesel injector pressure + Reduced resistance to microbial contamination + Reduced lubricity When discussing with clients we always commence an assessment with the quality and frequency of their filter maintenance. You can’t have too much and you must maintain them.

Longer term storage of diesel, either on board or the yard tank or the farm tank, take care of your fuel and it rewards you in spades.

Microbial contamination (diesel bug) can only occur with the presence of water /condensation. It doesn’t take much to start. You can view videos on our website for in depth explanation on how and why.

Many of our clients start off by explaining they have been treating their fuel, and yet there is still brown stuff in the Racor? With what, I ask?

Most are not brand specific (don’t remember) Biocide or non-biocide?

Again many don’t know or perhaps don’t care. Non-biocide is of course less toxic on your breathing (exhaust fumes) and on the environment. Nonbiocidal treatment works by changing the environment the microbes need to survive in. Take away the water and they cannot survive.

Pacific Fuel Limited, Phil van Loghem Ph +64 (0) 21-783 453 / 0800 777 551 phil@fuelright.co.nz www.fuelright.co.nz

In addition the microbes create a black/brown sludge in the bottom of the tank. How do you get rid of this? I need to qualify this firstly by evaluating how much sludge there could be. A lot of sludge and the fuel may need polishing (www.dieselclean. co.nz), a light presence and the correct treatment could be all you need.

The sludge itself is primarily a polysaccharide, or sugar. What dissolves sugar in this context?

Fuelright. Fuelright is an amine based treatment, highly concentrated, used by many commercial shipping organisations, generator companies, hospitals, tugs and other Mission Critical situations.

Not all treatments are created equal.

Most have claims about improved economy for example. That’s not surprising since cleaner injectors will do that. But none that we know of do all of that, plus will breakdown the sludge and provide corrosion protection to the wall of your tank.

Water is isolated out to the filters, NOT emulsified into the fuel and Fuelright also provides lubricity.

You have a large investment in your vessel. Care taken at this point of filtration and treatment mean prolonged injector and engine life, plus reducing the chance of failure at a critical time, perhaps putting your family at risk?

H E AV Y W E AT H E R A N C H O R I N G

Holding

FAST Anchoring in heavy weather can be fraught with issues if you don’t get the basics right. Laurie Cranfield gives us an insight into how to handle the situation.

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H E AV Y W E AT H E R A N C H O R I N G

The author’s Nordhavn 46 Envoy has withstood some seriously rough and windy anchorages.

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N early January gale force winds struck the summer cruising fleets in places like the Bay of Islands, Hauraki Gulf and Great Barrier Island with gusts in excess of 100 km/h, king tides and wild seas. For experienced owners of cruisers and larger trailer boats, riding out the storm wasn’t an issue. However, there were also plenty of new boaties that were not prepared for the wild onslaught. Anchoring in heavy weather can be a daunting experience and one filled with concern, especially if it’s overnight. Having done extensive coastal cruising in New Zealand, Australia, and the Mediterranean over more than 25 years, I have frequently needed to anchor for overnight or longer in winds over 30 knots (Force 7), and sometimes in stronger winds up to 70 knots (Force 12).

There are almost as many theories on the subject of anchoring as there are captains on the water and these suggestions are based on my Nordhavn 46 trawler, Envoy.

With time to prepare, a reliable and tested plan, plus some anchoring experience with your own vessel, you can select a suitable location and anchor in strong winds with safety and confidence.

The process starts with awareness of an adverse weather forecast and normally there is a period of at least several hours to prepare for arrival of the forecast conditions. I always write down the forecast, and then write down updates so that I can accurately monitor how the weather pattern is developing. This article does not cover the options of continuing a passage (as may be forced upon a vessel far from the coast,) or of heading to the closest secure marina, but is about safe anchoring in a coastal situation.

PACIFIC PASSAGEMAKER ANNUAL 2018

The Manson Ray (HHP) is an excellent general-purpose anchor, great for cruisers likely to encounter challenging conditions.

An Ideal Anchorage A safe and comfortable anchorage is dependent on finding an inlet or bay largely protected from the ocean swell and seas. If the wind is forecast to blow directly off the coastal shoreline and there is no significant swell or sea, an option is to simply anchor close to shore but a major disadvantage of this strategy is the possibility of a wind shift occurring and placing your vessel on a lee shore. I prefer to pick the most secure anchorage possible free of swell or seas, suitable for a possible wind shift and clear of reefs, rocks, moorings or other obstructions. The ideal anchorage should also have an easily navigable exit and an alternative bolthole to go to if necessary.

Another issue to consider is the placement of other vessels in the anchorage because a good distance off other vessels must be maintained when anchoring in strong winds. Other 126

Left: Ideal for larger craft and specified by many of the world’s finest superyachts, the Manson Kedge (HHP) has been tested and proven all around the world.

Below: The Ultra anchor has a reputation for holding in extreme conditions.

Left: Twin Maxwell winches do the business, especially if you have to retrieve your tackle in a hurry.

vessels dragging and fouling your anchor or hitting your vessel is usually the greatest danger to be faced. It is a good idea to explore the general area before anchoring to get a good understanding of its approaches, layout, depths etc. Use this opportunity to record compass courses and GPS positions for exiting the bay in case of adverse visibility.

DB214

Are you buying a preloved boat in Australia?

We specialise in pre inspections!

Travis Thompson Thompson Marine Services PTY Ltd Ph +61 447951758 E: travis@ thompsonmarineservices.com 127

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H E AV Y W E AT H E R A N C H O R I N G

One Anchor or Two Although some captains prefer to use two anchors I prefer to use one.

A single anchor is easier to lay and set, avoids issues of one anchor chain becoming twisted around the other in wind shifts, and is far easier to retrieve in an emergency.

The highly respected UK marine publication, Practical Boat Owner recently ran an interesting article on the one anchor or two question. I think they summed it up very well, so rather than reinvent what they said, here is their summation...

‘To increase an anchor’s hold in an area of poor holding or if the weather is expected to worsen, consider laying two anchors in line. Secure your kedge or, better still, a larger anchor, to the tandem anchor attachment point on your primary anchor. This point should be at or adjacent to the point when the main anchor chain attaches, and the link should be at least as long as the boat and should be made from chain.

When deploying the anchors, lower the secondary anchor first, and allow the full length of chain between the two to pay out before lowering the primary anchor. Set the two together as normal, then pay out the remaining rode.

Retrieval is the reverse process, as you have little choice but to break out the anchors sequentially. The process can be aided by attaching one end of a floating retrieval line to the shank of the primary anchor, and the other end to the shank of the secondary anchor.

Tests have shown this technique can increase holding power by up to 30% over a single anchor, and is hence a useful technique for heavy weather. However, if the anchors do start to drag, the secondary anchor stands little chance of resetting as it drags into the ground already disturbed by the other anchor.’

PACIFIC PASSAGEMAKER ANNUAL 2018

Twin anchors, if set right can give you twice the holding power.

My Technique This article assumes your vessel has totally adequate ground tackle and that is a whole subject in itself. Envoy’s main anchor is a 40kg Delta Setfast with 122m of 5/16” BBB chain.

My anchoring technique is to very slowly motor upwind and stop Envoy in the position where I want my anchor to sit, pay out chain until the anchor is almost to the bottom and then give a short burst of reverse thrust so that the vessel is moving astern no faster than the speed at which chain is paying out. I do not advocate allowing the anchor to free-fall, as chain can become tangled around the anchor. A commonly used method to calculate the length of chain to pay out is to add the maximum expected water depth at high tide to the distance from the anchor roller to the water, and then multiply that figure by five, six or seven times depending on the conditions.

For very strong winds I pay out as much chain as possible, keeping in mind the proximity of other vessels and the consequences of a wind shift. In my experience if reverse power is applied immediately on laying the anchor, it will often result in dragging the anchor along the bottom. I prefer to first let the vessel set the anchor using its own weight, which allows the anchor time to settle onto the bottom and dig in properly. I observe whether the vessel is holding and if all is OK after about 15 minutes I will motor forward about half the distance of the chain length and then let the vessel drift back with the wind. The anchor will then fully dig in when it stops the vessel’s backwards drift.

For strong winds it is important to use a heavy duty and longer than usual anchor rode

Chain, chain and more chain when she’s blowing!

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WINCH SAFETY Courtesy of Maxwell Winches www.maxwellmarine.com This section provides some universal guidelines on winch safety and correct anchoring procedures.

Winch safety starts with winch selection. A correctly specified and installed anchor winch will provide years of reliable, trouble-free anchoring.

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TIPS & GUIDELINES: • Be sure the windlass has been correctly specified and installed.

• The windlass should be used in conjunction with a chainstopper of the appropriate size.

• Run the boat engine while raising or lowering the anchor. Not only is this a safety precaution, it also helps minimise the drain on the batteries.

• Always motor up to the anchor while retrieving the rode. Do not use the windlass to pull the boat to the anchor.

• If the anchor is fouled, do not use the windlass to break it out. With the chainstopper taking the load, use the boat’s engine to break the anchor loose.

• Do not use the windlass as a bollard! In all but the lightest conditions, engage the chainstopper or bollard after completing the anchoring manoeuvre. This will avoid damage to the gearbox and possible bending of the stainless steel shaft.

• In heavy weather conditions, always use a heavy anchor snub or stop from the chain directly to a bollard or firmly fixed deck cleat.

• NEVER use the windlass or chainstopper as a mooring point.

• Always turn the isolator switch “OFF” before leaving the boat.

• When using the windlass do not switch immediately from one direction to the other without waiting for the windlass to stop as this could damage the windlass.

• Do not depend on the windlass to hold the anchor in its bow roller. A nylon line or an alternative anchor tension system should be used to secure the anchor to its stowed position when underway and will need to be removed before operation of the windlass. Alternatively, a pin through the bow roller and the shank can be used for securing.

• Correct fit of chain to chain wheel is essential for the windlass to operate properly.

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H E AV Y W E AT H E R A N C H O R I N G

Kiwi Roa anchored off Deception Island in 50 knots and holding fast on a Rocna 55. to act as a good spring. I set this up with the snubbing fitting just below water level and with several feet of chain hanging on the vessel side of the fitting to add to the spring effect. If depth, water temperature and visibility allow I will check the anchor using a mask and snorkel, checking the anchor is well set, not obstructed, etc. I record my GPS position and activate my anchor and depth alarms to monitor any dragging.

I then make preparations for the coming blow, ensuring all gear on deck is securely lashed down, buffers are readily available in case of any other vessel dragging into mine and I that have a means to cut the anchor chain in an emergency. I prefer to leave the tender in the water in case it is needed but secure it well, close behind Envoy’s stern.

Now is a good time to think what may happen if there is a significant wind shift or a need to move. I check the anchorage using radar and plotter during the day so that I know exactly how it looks, because everything looks very different by night. It’s also a good idea for the captain to get some sleep during the daytime when others can more easily monitor and handle any situation.

Before night arrives I will rig spotlights, have torches to hand, the radar on standby and ensure the engine is ready to start in case of any emergency arising such as the need to avoid a dragging vessel or the need to reduce strain on the anchor in very high gusts. I also sleep in the pilothouse so that I can constantly monitor the situation and react quickly. When the strong wind arrives it is usual to see sheets of spray lifted off the surface of the water and wind waves up to about 600mm even in a sheltered bay with little fetch.

Of course there is some trepidation and a need to maintain a state of high alert, but by following the above procedures I have safely and comfortably anchored though many blows. I have never encountered winds above 70 knots but realise that circumstances may be very different in winds of for example 90 knots plus. The “strength” of wind does not increase in a linear way relative to wind speed but as the square of the wind speed; i.e. a 41% increase in wind speed doubles its strength, a doubling of wind speed quadruples its strength, and a trebling of wind speed increases its strength by a factor of nine!

I’ll be happy never to experience trying to anchor in 90 knots!

The Right Anchor.

Available from all Caring Chandlers or

DB232

info@chainsropesandanchors.co.nz www.chainsropesandanchors.co.nz

Obviously the right anchor for your particular boat is the ONE that holds it best! Anchors, like boats differ in design and shape and some are better suited to heavy weather anchoring than others.

If you want to get technical, there a number of various classification societies around the world, that specialist in the marine industry and have a rating for anchors. For example if you see an anchor with the letters HHP or SHHP that stands for High Holding Power or Super High Holding Power.

HHP and SHHP are both performance standards that relate to the efficiency of the anchor in straight line pulls (pure resistance performance). Sample anchors are tested against a “standard stockless anchor”, of similar size and generally over multiple seabed types and rated accordingly.

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www.maxwellmarine.com

VETUS-Maxwell APAC Ltd PH +64 9 985 6600, 0800 MAXWELL www.vetus-maxwell.com

B O AT R E V I E W > H O R I Z O N F D 8 7 S K Y L I N E

DARING TO BE

DIFFERENT

A brand new addition to Horizon’s Fast Displacement series, the new FD87 Skyline motor yacht is notable for its avant-garde outline appearance, multi-functional design and the benefits in speeds. Barry Thompson went to Taiwan to check out the first FD87 and the second in the new FD85 Series to be launched.

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S

kyline, while based on the new FD85 Series is a very different boat when it comes to layout, but retains the bold unique and very distinctive styling of the new series. One of Horizon’s most noticeable attributes is they are prepared to listen to their clients as to what it is they want and that the yacht they are asking for, is a full reflection of their lifestyle. This is so true of Skyline, which was built in less than 12 months with a completely personalised interior.

At 27.45m LOA, Skyline is 1.38m longer than the standard FD85. This has been achieved by adding the extra length at the transom, which also increased the waterline length by almost half a metre.

Half load displacement is also up from 89 tons to 95 tons. Construction is ABS/DNV type approved fibre/resin and sandwich core built in a one-piece mould using the SCRIMP process for improved strength and with less weight.

Her design, co-developed by Cor D. Rover and the Horizon team, was inspired by a client’s lifestyle request that evolved into a new model for the FD line up. Travis and Tina Fox, the owners of hull one, began their build process in early 2017 and twas launched in January this year.

As a new model design evolves and clients become involved in the process, changes to the original drawings are inevitable. Such is the case of the FD87 Skyline motor yacht, a brand new addition to Horizon’s Fast Displacement series. The FD87 now joins the FD74, FD85 and FD102 models that comprise the builder’s latest series which may well extend to a new FD122 in the not too distant future.

Cor D. Rover, in partnership with Horizon’s in-house naval architecture team, returned to the drawing boards to collaborate with the team on the design for the FD87 Skyline. Debuting a cool blue hull and contrasting white superstructure Skyline has an enclosed bridge as well as Horizon’s new High Performance Piercing Bow (HPPB).

MASSIVE VOLUME Springing from the eye-catching FD85, the FD87 Skyline retains many of the FD85’s unique features, including an expansive 7.07m beam, spacious full beam on-deck master with four further guest staterooms and two crew cabins on the lower deck. Stunning floorto-ceiling windows in the saloon and dining areas inviting an abundance of natural light within the interior. The transition from the aft deck at the saloon door is completely smooth with no step.

On the main deck, the Foxes opted for convertible main saloon and formal dining areas to suit their lifestyle.

The main saloon sofa has a sleeper function for extra bed space, and the formal dining area can be rearranged as a breakfast bar as needed, thanks to multi-functional furniture. Port and starboard opening doors provide a nice flow through of fresh air but also ease of access to the side decks.

While the FD85 has a port side galley, the FD87 has a full country kitchen forward, so the feeling of

The FD85 Series is an innovation in design and the FD87 Skyline takes it a step further.

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B O AT R E V I E W > H O R I Z O N F D 8 7 S K Y L I N E

Large areas of floor to ceiling windows create a warm feeling of space.

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space when you walk into the saloon is even more impressive. The galley can be partitioned off with doors or left completely open. The floor to ceiling windows take full advantage of the extensive volume and you get the feeling your walking into a penthouse, with separate entertaining areas to relax and enjoy the surroundings.

In place of the raised pilothouse found on the FD85, the FD87 Skyline boasts a fully enclosed bridge with access to a Portuguese walkway leading forward to the bow and an inviting seating area.

The enclosed bridge provides additional indoor entertaining and lounging areas while allowing for an extended boating season in colder climates. There is a

bar area, desk, dinette and dayhead compliment the fully equipped helm, and outdoor spaces, such as the boat deck with Jacuzzi and forward seating and sun pads, ensure the Foxes will be soaking up the sun and relaxing in comfort.

A newly popular design for the market, the FD87 Skyline also features a spacious beach club and swim platform aft. These provide a perfect spot for relaxing close to the water or enjoying watersports activities. Fitting a beach club into a boat this size meant the tender garage was compromised and the tender is now stowed externally. A crane on the upper aft deck looks after raising the tender.

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HPPB In its continuous pursuit of improvement, the Horizon team have debuted a new bow design in the FD85 Series. Described as a “High Performance Piercing Bow� (HPPB), this design saw across-the-board hydrodynamic improvements in both tank and CFD testing. While alternative bow designs that feature protrusions work more efficiently at either high or slower speeds, the HPPB brings both efficiencies at slower speeds and performance at higher speeds.

The HPPB increases the length of the waterline and reduces the entrance angle of the bow wave. This also enhances ride comfort in head seas WWW.BOATMAGS.COM

B O AT R E V I E W > H O R I Z O N F D 8 7 S K Y L I N E

Skyline has an enormous pilothouse with plenty of lounging space.

by dampening the motion while benefitting the performance across the range.

The HPPB is a combination of a high performance piercing bow, coming back to a hard chine forward and soft chine with tunnel aft. The hull design delivers lower resistance and a smooth transition in all speed ranges for more efficient cruising.

“The evolution of this enclosed bridge FD87 and the speed with which it all came together represents a true partnership between the client, the architect and the shipyard,” says Horizon CEO John Lu. The FD87 Skyline is fitted with Trac

stabilisers, 2 x Onan 29kW (60Hz) generators, CAT C18s @ 1136hp each, and a 13170-litre fuel capacity.

According to the performance figures, this will yield a nearly 2,000nm range at 9 knots. Maximum speed is 17 knots, with an ideal cruise around 13-14 knots.

The other power options are twin MAN 1200hp or Caterpillar C32 1600hp.

The owners were very much involved during the build process, firming up the interior and exterior design, specifying their AV/NAV equipment, and reviewing engineering details. “ We’re continually impressed by the willingness of the Horizon team to incorporate our ideas into the design”, said the Foxes.

The Foxes customised Skyline to suit their family’s lifestyle from the interior design to the layout and beyond. A modern yet comfortable Italian oasis is the design theme behind their FD87. It features light Anegre for the main wood with lacquer accents and beautiful neutral stones, and each room, including the “cigar lounge” enclosed bridge in Walnut, with pops of colour throughout making each space unique.

OBSERVATIONS The FD87 is an incredible boat, both in style and design. It represents another step forward for Horizon Yachts, now the largest motor yacht builder in Taiwan

There are twin stairways to the pilothouse either side of the aft deck.

The foredeck is all about entertaining in style.

The full beam master is situated on the main deck.

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and 10th on the world superyacht builder’s list for 2017.

The FD85 Series, with its variants, has proven an exceptional success with a number of boats in build or under development, including an FD85, and FD87 and in the design stages is an FD90, all for Australian clients. Every layout is unique to its owner, something that production builders are unable to offer. This is a strength of Horizon Yachts

and one that seems to be bringing them more and more customers, especially for the larger motor yachts. In fact, the FD85 Series boat heading for Australia has been designed with a helicopter touch & go pad on the hardtop and the FD90 has provision for a small mini-sub across the aft lower deck. As designer Cor D. Rover says, “Just about anything is possible!”

The volume of the FD87 Skyline is outstanding thanks to the HPPD bow shape, offering about 25% more than a conventional boat of this size. I doubt you would find a better engineered or finished boat anywhere in the world and all at a very realistic price.

The beach club is a great feature of Skyline.

T E C H N I C A L S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder: Designer: LOA: LOH: Beam: Draft: Displacement (Dry):

Horizon FD87 Skyline 2017 Horizon Yachts Horizon Yachts 27.46m 23.78m 7.07m 1.65m 95 tonnes

PACIFIC PASSAGEMAKER ANNUAL 2018

Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP: Drive Train: Generator: Entertainment:

16.6 knots GRP (SCRIMP) 13170 Litres 1500 Litres 2 x Caterpillar C-18 ACERT 1136hp Shaft in Tunnels 2 x Onan Fusion & Bose

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Stabilisers: Air Con: Thrusters: Anchor Winch: MFD: Starting Boat:

ABT Zero Marine Air ABT Maxwell VWC3500 Garmin 22” x 4 FD85 $US6.72m FD87 $US7.12m

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CATEGORY A

SINGLE VS TWIN ENGINES

A single engine install in an Integrity 530 Grand Sedan.

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or

Twin Single Power We look at the issues of, maintenance, fuel consumption, costs and other considerations between a single or twin engine trawler.

From the Blue Turtle blog, www.blueturtletrawler.com

Many boat owners have questions about the maintenance and operational costs as well as safety and redundancy when it comes to running a boat with a single or twin engine package.

This topic of single vs. twin is always highly debated and there are good arguments for both sides. Firstly, while single engines look really attractive cost-wise, a lot of people have

a mental attitude that a single isn’t easily manoeuvered or safe to cruise with. Everyone has their own opinion regarding the single vs. twin debate and this is simply our perspective.

When we were looking for a trawler, Randy had decided on a single screw because of the lower maintenance cost and fuel efficiency. We figured we would have enough things on our

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hands being new boat owners and that one less engine to worry about breaking would certainly make us a little less crazy. We also wanted to be free to cruise when we wanted and didn’t want high fuel costs to keep us from doing that. We ended up with a 40’ DeFever with a single 185 hp Perkins diesel engine.

Blue Turtle cruises at around 6 to 7 knots and uses about 5.7 lph.

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SINGLE VS TWIN ENGINES Many folks believe that if you have twin engines, you have redundancy or a backup in case one fails.

120hp engine burnt 13.24 lph at a cost of $US369.46 and Sea Crazy, a planning hull with twin 260hp Cats, went through 18.92 lph (one engine) and 26.49 lph on two engines for a cost of $US793.52. All three boats cruise speed was around 7-7.5 knots.

Maneuverability

Maintenance & repair costs

Maintenance and operation costs are a major factor in choosing a single engine or twin engines. If you think about it, having two engines doubles everything from parts and labour for repairs to regular maintenance costs and fuel consumption. When we first bought Blue Turtle, we hired someone to perform oil changes, change fuel filters and impellers on both the Perkins and the generator and in general tune them up. They had found holes in both heat exchangers and ended up having to weld them together. This was caused by the pencil zincs being expired and not being changed out frequently enough by the previous owner.

Our total bill for that initial tune up ended up being $US6,000. Imagine what it would have been if we had two engines instead of one? After the initial shock wore off on this tune up bill, Randy decided from then on out he would learn the ins and outs of diesel engines and learn how to perform regular maintenance himself.

260hp Caterpiller engines.

I should note here that Johnny’s motor yacht has a planing hull and we included 3 cruising scenarios for him below, running on one engine (which he mostly did to save money), running both engines going slow, and running both on plane (which almost never did).

While his boat could actually get on plane and go fast, it cost him 75 lph to do so! Because of this, he almost always went slow and mostly only on one engine because to save money on fuel.

Using the cruising speeds and fuel consumption they gave us, Randy did a calculation of fuel costs for all 3 boats to go to the Dry Tortugas (our fav place) then to Key West and then home to Fort Myers Beach.

Total mileage was 305 nm and diesel at the time was $US2.60 per gallon.

Blue Turtle, a full displacement trawler running a single 185hp engine used 5.67 lph for a cost of $US170.04. Restless, also a full displacement trawler with a

Blue Turtle, is a full displacement trawler running a single 185hp engine uses 5.67 lph @ 7 knots.

Cruising speed and fuel consumption With two engines, most trawlers may cruise a couple knots higher than we cruise — about 8-9 knots but they consume twice the fuel. Blue Turtle, while a little slow, is a very fuel efficient machine. Just to give you an illustration of this, we asked a couple of folks what their cruising speed and fuel consumption were. Our friend Howard has a 42’ Albin with twin 120hp Lehmans and Johnny (Randy’s father) recently sold his 42’ Jefferson with twin PACIFIC PASSAGEMAKER ANNUAL 2018

While twin engines do have their advantages with manoeuvering, single engines aren’t impossible to dock.

Without bow or stern thrusters, it would require some thinking and creative skills to manoeuver, but it’s definitely doable and would take a little practice.

We have bow and stern thrusters and it certainly makes docking Blue Turtle easier. Having at least one of the other would definitely be beneficial in moving around the docks. Randy says that in ways, he wishes he didn’t have both bow and stern thrusters so he could be more creative in docking.

Safety and Redundancy

Many folks believe that if you have twin engines, you have redundancy or a backup in case one fails. This can be true, but there are also times when something can cause both engines to fail, such as something wrong with the fuel. At that point, you have two engines to fix. In fact, the only time we’ve had an engine issue while out cruising was due to a problem with the fuel. If we had two engines, they both would’ve been down and we still would have had to call for a tow.

Remember, as many failures occur due to damage to the propeller or shaft as to the engine itself breaking down. A single prop is usually protected by the keel, and therefore is less likely to be damaged.

Randy doing regular maintenance on our single Perkins engine.

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Blue Turtle Blog Blue Turtle is a 1974 40’ DeFever Trawler and the permanent home in southwest Florida of Kim and Randy Kalisik. This blog is about their journey of living aboard, working full time and raising a boy—while still finding time to cruise.

For more from Blue Turtle Trawler blog go to: www.blueturtletrawler.com

Pros and Cons

We already know that a single engine is more fuel-efficient and has half the maintenance costs as twin engines. While they are more difficult to manoeuver, it’s not impossible. With a bow or stern thruster or a little practice, they are dockable. Single engine trawlers don’t have a backup engine but if you maintain the engine diligently it should be quite reliable. There’s less of a chance to damage the running gear on the single engine since it’s protected by the keel which accounts for a lot of the issues folks have out on the water. Besides the overall lower cost of a single engine, they do have a longer range. With the fuel efficiency, they can cruise further than dual engine trawlers.

Most of the Kadey Krogens and Nordhavns are single engine trawlers for this reason since they cross oceans.

Bottom line, if you diligently care for and maintain your engine, you should have greater reliability and don’t necessarily need two engines. But it does all come down to your comfort level and how you feel about manoeuvering the boat. When purchasing a trawler, you’ll need to factor in things like comfort level with single vs. twin engines, what type of cruising you plan to do, as well as your budget for the vessel and for cruising.

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SINGLE VS TWIN ENGINES Impetuous , an Integrity 530 Grand Sedan, runs a single 700hop Scania

Single Engine Specialists

There are many sides to the single or twin-engine rig debate, and pros and cons for each. Integrity Motor Yachts has taken a stance since establishing its brand in 2008, favouring the single-engine shaft drive installation for their displacement and semidisplacement, shaft drive vessels, with the firmly held belief that this set up is “the future of affordable boating”.

Not only is a single engine cheaper to run, service, maintain and generally look after, most of singleengine installations in today’s boats are quieter and the reliability of the modern premium engine is second to none.

Single engines generally offer easier access with more room around the engine, allowing ease of service which results in further cost savings.

The notion that you install twin for safety is no longer true across the board – proven by the track record of the 99 Integrity motor yachts sold to date, all of which have travelled under the single engine set up the coastline of Australia, from Tasmania to PNG with never an issue.

Company founder, Brett Flanagan points to the international commercial fishing fleet for insight; 90 % of which would be single engine craft, varying in size from small to massive. “One engine is less costly to run and service than two, which is the reason professional who rely on

PACIFIC PASSAGEMAKER ANNUAL 2018

boats for their livelihood believe in single engine installations,” asserts Brett.

Many leading manufacturers recommend single engine for displacement and semi displacement vessels. A single centre line propeller is protected by the keel and rudder which offers more protection that unprotected twin engine propellers.

The addition of both Bow and Stern Thrusters, which makes docking simple and reduces the pressure on the skipper, means stress-free boating for Integrity owners.

Richard and Sue Croall are loyal Integrity owners whose latest vessel is the Integrity 530 Grand Sedan, named ‘Impetuous’, the largest Integrity built to date.

Fresh from his first Sydney to Gold Coast voyage sharing the helm and the 38-hour run with Adam Workman, Integrity’s Sydney dealer, Richard was impressed with the performance of his boat’s single Scania 700 hp engine.

“We made the journey in one hit – 38 hours straight – which is something I have always wanted to do, but never had the confidence to attempt. The engine didn’t miss a beat on the entire trip, and we got about 18 knots out of her at top speed.”

Despite the logic that may say two engines are better than one,

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Richard states the configuration of the boat lends itself to a single engine. “And when you consider that every Sydney ferry, commercial craft and trawlers the world over all rely on single engines, that’s pretty convincing.”

After a New Year raft-up at Mushroom Bay near Akuna Bay in Pittwater with a group of about 12 boats that call themselves “Team Integrity”, Richard and Sue are planning to head to Jervis Bay and then further afield to The Whitsundays and Tasmania. “Impetuous could take us anywhere, I know that for certain.”

From Integrity’s home base of Sanctuary Cove, prawn trawler Captain David Patane explains that single engines are the norm for commercial vessels up to about 80ft. “The majority of trawlers use single engines,” he says, adding there is less complication and risk of things going wrong.

“They are great for fuel economy and modern engines are so efficient, there’s no need for two. If something does go wrong, it gets fixed. As farmers of the ocean, we are Marine Engine Drivers Grade 3, net makers, do the paperwork, market our product, be charming to customers and cook a good barbeque. With all that on our plates, we have to have simple, reliable engines.”

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B O AT R E V I E W G B 6 0 R E V I E W

Who le New

d l r o W Grand Banks redefines gold-plated boatbuilding with an innovatively-designed, 60-foot beauty that’s as singularly fast and fashionable as she is efficient at displacement speeds!

BY CAPT. BILL PIKE

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L

et’s talk numbers for just a few—bigtime numbers. During a recent trip to Australia to sea trial the new Grand Banks 60, the first GB to launch since the company’s reorganisation under the leadership of Aussie maxi-yacht racer and Palm Beach Motor Yachts founder Mark Richards, I gathered some test data that’s flat-out, head-snatchingly amazing. And although the owner of the boat David Berkman was onboard during the trial, along with five other Australians, all of them garrulously ganged up in the wheelhouse, I’m confident that, despite the uproarious laughter that sometimes obtruded, the speed, fuel-burn, and other values accompanying this test report are spoton.

Certainly, it’s no secret that the Aussies are a rambunctious lot, especially when they get out on the water, but the boys from Down Under also calm down right nicely, I can assure you, when a Yank hauls out a clipboard and starts writing stuff down that’s darn near astonishing.

Let me give you a loose idea of what we’re dealing with here. To begin with, consider the fact that at 9.5 knots, while

turning just 750 rpm and factoring in a fuel reserve of 10 percent, the 60 offers a range of 2,973 nautical miles. That’s a number that’s certainly worthy of a fulldisplacement trawler doing hull speed, but for a vessel capable of achieving a lusty top end of 30.5 knots, it’s fullbore radical and, based on my perusal of several test reports for comparable vessels in Power & Motoryacht, also fullbore singular.

Think of it. On the one hand, the new GB 60 hands her owner a set of sporty speeds that are realistically useful under most offshore conditions. But on the other, with a little cooperation from the weather, she offers the lucky soul enough range to travel from, say, Melbourne to The Whitsundays in sumptuous comfort!

At one point during our sea trial, while Grand Banks honcho Richards drove and I dealt with the ol’ clipboard, Richards observed, “You’ll not find another boat in the world today that performs the way this one does.” Given what I was seeing on Australia’s Coomera River at the time, I found no reason to quibble Richards’ statement.

DESTROYER? OR RACING SAILBOAT? Back in January of this year, during a visit to the Grand Banks boatbuilding facility in Johor Barhu, Malaysia, Richards and I had occasion to hunker down and look at the running surface of the partiallycompleted 60 I was scheduled to test in Australia somewhere down the line.

I remarked how I’d never before seen a powerboat with such running surface.

“It’s a little bit like a racing sailboat’s,” Richards, the ocean racer, replied. “And it’s a little bit like a naval destroyer’s.”

Both analogies seemed apt. Except for a modest chine flat that proceeded from the bustle under the swim platform all the way forward to the stem, the 60 had virtually no bottom augmentations. No running strakes, no tunnels, no steps, nothing to engender drag or turbulence outside of a short skeg and what you expect to see from straight-shaft running gear. Surfaces were smooth, subtly curvaceous on either side of centerline and swept into an exceptionally fine entry forward and then, via a steady reduction in deadrise (to a mere 8 deg at the transom), transitioned into an

The bridge is available with hardtop or completely enclosed.

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B O AT R E V I E W G B 6 0 R E V I E W

The GB60 runs flat, achieving a bow rise of just 2.5 degrees at approximately 11 knots.

assemblage of virtually flat, lift-producing after sections.

The philosophy behind all this runs counter to deep-V technology, which seeks to chop its element into submission from above in knife-like fashion, especially at higher speeds.

“By comparison, a warped hull moves through the water very efficiently,” Richards opined as we finished our runningsurface study that day in Malaysia. “And it works best for boats with a top speed of 30 knots or so, which is what we’re aiming for with the 60.”

NO BOWRISE? REALLY? Although hull form had lots to do with the performance data I was gathering on the Coomera River, there were other contributing factors, not least of them being the materials and techniques used in the 60’s construction. While her hull is conventionally hand-laid using E-glass and vinylester resin and her engine room liner is infused using much the same stuff, the boat’s deck, superstructure, and hardtop are composed of vinylester-resin-infused, Gurit Corecell-cored carbon fiber.

The strategy’s obvious. The 60’s broad-beamed hull thereby retains conventional heaviness, but everything above the hull, thanks to the carbon fibre, becomes comparatively light. What results, of course, is a very low vertical center of gravity (VCG), a very high level of transverse stability, and speeds that are fast and super-efficient, thanks to an ethereal displacement of just 63,900 lbs.

There were two remaining data sets that were almost as impressive as our speed and range numbers: sound levels and running attitudes. Thanks to a variety of sound-andvibration-attenuating products from Pyrotek installed in the engine room (including Decidamp tiles in way of the props and elsewhere), as well as the sound-blocking effects of a single, massive fiberglass fuel tank which separates the machinery spaces from the living spaces forward, the sound levels I measured were whispery, not only at the lower helm but also in the master stateroom and in the VIP at the bow.

Indeed, it took speeds of well over 18 knots to push sound levels in the latter two spaces beyond 65 dB(A), the level of normal conversation.

And running attitudes? Without getting too technical here, let’s just say the 60 runs flat, achieving a bow rise of just 2.5 degrees at approximately 11 knots and then maintaining PACIFIC PASSAGEMAKER ANNUAL 2018

Our VIP forward had optional Pullmans

that attitude throughout the rest of the RPM register. Rather than overcoming her bow wave by lifting her nose significantly as most planning boats do, the 60 rises bodily in the water as her speed increases. She never seems to actually detach herself from her element and exhibits a bowrise that’s almost unnoticeable.

THE REST OF THE TEST Before we finished up on the Coomera, I took a turn at the lower helm station and almost immediately satisfied my desire to check out the 60’s Express Joystick System (EJS), with its QuickShift transmissions, hydraulic bow and stern thrusters (with manual override), Dynamic Positioning capability, and EC300 Power Commander electronic single-lever engine controls.

Talk about! I’ve been a big fan of EJS since it made its debut almost 17 years ago and was not disappointed with the 60’s seriously updated version. I got our test boat moving sideways and diagonally with only the faintest of joystick manipulations and no drama whatsoever. Take a couple of big, 31-inch props that can instantaneously spin at virtually any rotational speed, fast or slow, and team them up with a set of vibration-reducing Seatorque Enclosed Shafts, and two powerful hydraulic thrusters, and it’s no wonder robust and steady dockside maneuverability results, 148

Left: A galley-forward option is available, but the view from the aft galley is too cool for words Below: Components are kept functionally discrete at the 60’s two helm stations.

minus the turbulence and clunky boat movements you sometimes get with pods.

And fun, fun, FUN! That was my take on the driving experience. Because the 60’s running attitudes at speed were almost non-existent and her VCG was so low, hard over turns tended to happen sportily, engendering a level of excitement and enthusiasm that caused me to delightedly exclaim, “Whooooeeeeee!” at least once, maybe twice.

Moreover, tracking was railroad-steady, the ride was super-smooth (no seas of any significance on test day unfortunately), the Humphree Interceptors needed no tweaking at all, and acceleration had more in common with muscle cars than boats.

AND OH, THE ONBOARD TOUR Once we we’d returned to our marina at Sanctuary Cove, I spent a while with Richards examining the 60 in detail. Her basic layout, of course, is pretty conventional, with a saloon/galley/helm station on the main deck, a three-stateroom-two-head accommodation below, and a flybridge up top. Within this envelope, however, Grand Banks manages a raft of nifty features, a few in the saloon but more down in the machinery spaces.

Our first stop—the saloon. It was as bright and

Left: Note the walk-in hanging locker in the master.

Below Left: The GB60 represents a whole new world in boats.

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airy as the Aussie countryside around Sanctuary Cove, thanks to a wraparound assortment of huge windshield panels and side windows (two of them electricallyretractable), as well as a rear window and door we left open to the breezes.

A Cruisair air-conditioning system kept things invisibly cool via a clever “false ceiling” with return plenums at the sides and a supply plenum forward. And the galley was simple but complete, with Miele appliances mostly, Silestone solidsurface countertops, and a large, practical Franke stainless-steel sink.

We accessed the ER via a ladder under a gas-shock-activated cockpit hatch. And while at 1.61m the place did not offer standup headroom (like loftier, less sleek, low-slung GBs of the past often did), the spaciousness around the twin Volvo Penta D13s was beyond anything I’ve seen this side of an oceangoing tug. Between the mains I measured 1.52m of open, untrammeled vinyl-treaded walkway and outboard the measurement came close to 91.5cm or a tad more!

And hey, there were no blowers! The 60’s ER is cooled via vent boxes (with WWW.BOATMAGS.COM

B O AT R E V I E W G B 6 0 R E V I E W

demisters), port and starboard, that are part of a system that supplants hot air with cool via natural convective air currents.

The electrical system was equally forwardleaning, with four Lifeline AGM batteries divided into two starter banks, eight more Lifelines divided into two house banks, and a couple of standard, 300-watt Enerdrive solar panels on the hardtop’s roof which keep onboard refrigeration operable without shore- or genset power. And each main was equipped with a Groco safety seacock in lieu of a conventional crash pump.

“You know what I like about this place,” I asked Richards as we exited via the ER’s watertight door.

“What,” he asked, going up the ladder.

“Although it’s simple—easy to figure out and maintain,” I replied, “it’s still absolutely cutting edge. Nothing else like it.”

“Yeah,” Richards replied, “the 60 represents a whole new world in boats, mate. A whole new world.”

NEW GB 60 SKYLOUNGE EXPANDS CRUISING OPTIONS

The versatility of the 60 Skylounge offers cruisers in both cold and warm climates the ability to operate the boat from an enclosed upper pilothouse.

The option also expands accommodations on the main deck level while providing an additional living area above on the bridge deck. Long distance cruisers will appreciate the additional social area afforded by the enclosed Skylounge, which allows for another settee and table abaft the twin Stidd helm seats. The ability for family and guests to spread out while on a passage only improves onboard comfort. The L-shaped settee can also serve as a watch berth during a night passage, while a day head provides another element of convenience. The arrangement

allows for a dedicated area to secure up to a 4.2 meter tender and the standard Steelhead davit.

The challenges of any Skylounge model are the additional weight and the possible blemish to a yacht’s lines if it’s not designed with a keen eye. “The proportions of the design are very important to us,” says Mark Richards, CEO of Grand Banks. “We’re not in the business of designing ugly boats so we spent a lot of time ensuring the Skylounge looks like it belongs on the 60. And our emphasis on weight reduction and strength in the build process ensure we’re not compromising the 60’s performance and still keeping a very low vertical center of gravity. The whole package comes together and works extremely well.”

T E C H N I C A L S P E C I F I C AT I O N S Boat Design Name: Year Launched: Builder: Designer: LOA: Beam: Draft: Displacement (Dry): Max Speed: Construction: Fuel Capacity: Water Capacity: Engines Make/HP: Drive Train: Gyro: Generator: Controls: Air Con: Watermaker: MFD: Starting Boat: Contact:

Grand Banks GB60 2017 Grand Banks Yachts Grand Banks Yachts 19.19m 5.85m 1.43m 28,000 kg 30.5 knots GRP 5791 Litre 1100 Litre 2 x 900hp Volvo Penta D13-900 Seatorque Enclosed Shafts Seakeeper SK-9 Fisher-Panda 25000i genset/inverter Twin Disc EJS Cruise Air Idromar Garmin $USD 3,285,000

This article originally appeared in the August 2017 issue of Power & Motoryacht magazine.

FUEL & PERFORMANCE DATA Grand Banks 60 Fuel capacity: 5791 litres RPM 600 750 1000 1250 1500 1750 2000 2350

www.grandbanks.com

PACIFIC PASSAGEMAKER ANNUAL 2018

Knots 7.9 9.5 11.6 13.0 18.0 22.4 26.3 30.5

L/h 9.8 16.6 39.3 73.4 106.3 159.3 227.8 329.3

L/NM 1.300 1.800 3.400 5.700 6.000 7.200 8.700 11.000

Range (NM) 4000 2800 1500 910 860 720 590 470

To allow for adverse conditions, range is calculated on 90% of the fuel capacity.

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T H E A LL-RO U N D EN T ERTAI N ER

IN TRODUCING THE NE W GENER ATIO N IN TEG RIT Y M OTOR YACH TS 440 SEDA N Proudly showcasing our commitment to innovation, this all-new model represents the evolution of a tried and tested motor yacht with style, safety, comfort and reliability at its core. A huge 14’2 beam equates to stability and space onboard. Wide walk-around side decks and high hand rails ensure safety in all conditions and step on-step off access means simple docking.

Integrity’s practical and popular barbeque off the 1.5m swim platform is perfect for alfresco meals. The spacious cockpit with full wrap-around seating and table is the ultimate entertainer’s delight, with seamless flow-through to a fully appointed aft galley and saloon. The helm can be laid out as twin seats or a bench seat, and the electronics package is state-of-the-art. Interiors have been refreshed with new walnut timber finish, creating a truly stylish home away from home. Below decks, enhancements include two full queen size cabins and a separate WC and shower. The all-new 440 Sedan sleeps 8 and is equally suited as a weekender or adventurous long-range cruiser. www.integrityboats.com.au

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TASMANIA - BOAT SALES TASMANIA Phone 1300 288 007 Murray St. Pier Marina, Hobart (opp. Parliament House)

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LIVE ABOARD CRUISING

Envoy anchored off Yithion, southern Greece.

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HOW MANY GOOD SUMMERS DO YOU HAVE LEFT? Laurie and Diane purchased their Nordhavn 46 passagemaker, Envoy, in 2006 and have spent most of eight years living aboard in the Mediterranean.

They offer up some handy tips if you are planning to get into live-aboard cruising.

T

his isn’t for everyone; there are many competent, dedicated weekend cruisers who wouldn’t want to spend more time at sea than ashore. But for those who have the live-aboard passion there is generally nothing to stop you. As famed cruiser and circumnavigator Scott Flanders advises, “tick…tick…tick… the clock is ticking, get the picture … do it now!” Regardless of whatever your dream life happens to be if you can’t literally do it now, at least make a plan now.

When I turned 50 I expected to have about 20 good summers left, meaning that barring major illnesses or accidents I expected to enjoy our cruising passion until I was about 70 years old.

Now I’m nearly 68 and believe most people could enjoy live-aboard cruising into their mid70s. Whatever the upper age limit may be one thing’s for sure – you certainly don’t meet many cruisers in their 80s.

Here’s a little exercise to help you visualise how many good summers you have left. Take a tape measure showing inches and stretch it out. Note where 75 inches is representing age 75 and where your age is (e.g. age 60 would be 60 inches). The sobering message is the huge length of tape up to 60 inches represents your life up to now and the short length of tape from your age to 75 (or thereabouts) represents the time you have left to do relatively demanding things like live-aboard cruising.

We had cruised extensively during weekends 153

and holidays and dreamed of enjoying great destinations until we tired of them rather than meeting timetables. We had adult children living overseas, no health issues and wanted to cruise while circumstances permitted. Experience wasn’t an issue and we’d always worked well as a team on four power boats we’d owned during 30 years to that time.

After two years’ planning we bought our Nordhavn 46 Passagemaker, Envoy, in 2006 and I took a year’s leave of absence from work so we could live-aboard during 2007. Then I went back to work leaving Envoy in a Turkish marina for two years before retiring in early 2010 at age 59. By the time I reached the “traditional” retirement age of 65 we’d enjoyed six years of the live-aboard life and now we’ve had eight cruising in exotic places like Greece, Turkey, Italy, Albania, Croatia, Montenegro as well as hundreds of surrounding islands.

The live-aboard life doesn’t have to involve crossing oceans and we’ve cruised over 16,000 miles in the Med rarely being over 40 miles from the nearest land. There are thousands of people living aboard all manner of boats in various parts of the world enjoying adventurous coastal cruising. While it’s a great feeling to have a boat that is ocean-capable a large number of cruisers elect to ship even these vessels aboard purpose-built freighters rather than traverse the oceans on their own hulls and the two options are considered to be similar in cost.

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LIVE ABOARD CRUISING

We have no hesitation in leaving Envoy in secure Med marinas for long periods.

THE MAJOR FEARS Scott Flanders wrote an excellent article in 2011 outlining potential cruisers’ common concerns and some solutions. This is equally valid today.

Competent technical assistance is easily obtainable throughout the Med.

Experience levels – everyone starts somewhere so take small steps first and learn from your mistakes. Coastguard and the Royal Yachting Association run excellent courses to gain practical and theoretical skills and as most countries require some evidence of proficiency it’s a good idea to gain some certifications.

Mechanical ability – it isn’t the big things that fail and you will learn to deal with handling the smaller problems. Most countries have competent mechanical assistance available. Carry a comprehensive range of tools, spare parts, equipment manuals and chandlery aboard.

Handling rough seas – becomes easier with practice and although this is a concern for many one study reports 80 per cent of the time wave heights are less than 3.7m explaining how many cruisers travel thousands of ocean miles over many years rarely if ever encountering dangerous seas.

Navigation – is not difficult with today’s electronic equipment.

Sextants are long gone and this is an area where courses will greatly assist.

Seasickness – many cruisers start off getting seasick but wean themselves out of it and medications can assist.

Weather and tides – there is ample reliable information for coastal cruising while offshore cruisers often pay for professional forecasting. The internet hugely improves forecast availability.

There is negligible tide in the Med. Manoeuvring and docking – practice makes perfect, but don’t worry about minor scratches on your gelcoat. A bow thruster will greatly assist docking.

Another concern is piracy off the north-east coast of Africa making it dangerous to traverse these waters. Circumnavigators who include the Med in their route mostly ship their boats across the Indian Ocean. Piracy is not a major issue in other waters and the website www.noonsite.com provides regular updates.

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Anchorages can sometimes get rough when the Meltemi north-westerly sets in.

Friendly local shopkeepers nearly always give you a discount or gift.

Turkish boatman selling wares alongside Envoy.

time in the confines of a boat. Only you will know if this is correct or not and we probably all know people where this lifestyle would be doomed to failure. Allied to this issue is one partner having a lack of confidence in the other’s ability.

If you’re passionate you’re half way there and your confidence will grow through sharing experiences together.

PRACTICAL ISSUES TO CONSIDER Once you decide to live the cruising life there are numerous issues to consider mostly falling somewhere into these categories: How long will you be away each year? – the vast majority of cruisers (power and sail) see little point in sitting out the winter in a marina so return home to see their families and friends.

An exception to this is that many European cruisers prefer the kinder winter weather in a location like the Med to that in their own country.

Health – a reasonable but not perfect standard of general health and fitness is required for the live-aboard life reinforcing the case for starting the cruising life sooner than later. Travel insurance is essential as medical treatment can be extremely expensive overseas.

How many years will you cruise for? – the short answer is as long as you are enjoying it and health, funds and other circumstances permit. About five years would be typical and we’ve rarely met cruisers who’ve lived aboard for more than ten.

Pets – Overseas regulations concerning transportation and quarantine of pets are less strict than in New Zealand or Australia and some cruisers take their pets along. Similarly there are fewer restrictions on pets on beaches and in restaurants and cafes. Diane and I always had a dog or cat at home and loved them dearly, but prefer to avoid the hassles of having a pet aboard a boat.

Dependent family – most of the cruising community are in the age group mid-50s to mid-70s without school-age children and cruisers living aboard with children are rare. When we started cruising we each had an elderly parent who accepted we were living our lives to the full, appreciated our weekly phone call and enjoyed our home visits.

Comfort aboard – this will of course vary by vessel. When yachtsmen come aboard Envoy they are amazed at the living space available compared to sailing vessels of the same length.

We don’t get wet, cold or wind-blown and Envoy’s motion is rarely lively enough to spill a coffee.

Family and Friends – of course you miss your family and close friends, but some may be able to visit you and share in your cruising experience. Otherwise being able to see them for at least one period of a few months during the year keeps these relationships intact.

Capital and living costs – the size, age and condition of your vessel determines its capital cost. Remember that bigger isn’t always better as larger vessels have dearer insurance, berthage and maintenance costs. Living costs such as food, beverages, household supplies and personal spending are about the same for us while cruising as when at home. Maintenance is dearer due to the higher cost of parts and greater distances travelled.

There is also the cost of travel to and from our boat and additional fuel for the longer distances cruised. Casual marina prices are high in the Med so the best option is to anchor wherever possible, which is always free. Excluding living costs maintenance has been our largest cost averaging about six per cent of Envoy’s estimated value each year. Diane and I look at this not as “cost” but “investment in fun”.

Work – most cruisers we meet are semi or completely retired.

Some do consulting work remotely or are able to find some casual work if they choose to. A fewer number of younger cruisers take time out from the work force intending to rejoin it later.

Your home – some cruisers elect to sell their house to provide funds for cruising while most others rent it out, get house sitters or leave it vacant.

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LIVE ABOARD CRUISING

Envoy anchored near shipwreck in Crete.

of engineering, layout, equipment brands and furnishings; having a manufacturer’s warranty and benefiting from lower maintenance costs.

However people purchasing new in expectation of having no problems are sometimes disappointed as many new boats seem to need cruising quite a few miles and some months to resolve initial teething issues.

Other buyers prefer to purchase pre-owned for the benefits of immediate availability (there is generally a wait for new vessels), lower investment cost, lower initial depreciation cost and the fact that it’s tried and tested with more equipment, spare parts, tools, chandlery, bedding, galley utensils etc included in the price.

BUYING YOUR LIVE-ABOARD VESSEL The new and pre-owned boat market favours buyers with ample choice available. Most types of boat are suited to cruising the Med and we even met one couple living on a six metre outboard-powered trailer boat which had cruised from Germany down the Rhine and Danube rivers to the Black Sea and Turkey, then across the Aegean Sea to Greece. However the majority of live-aboards are found on sailing yachts or catamarans, mostly up to about 14 metres. We opted to buy a heavy displacement monohull passagemaker to provide future options for long-range cruising, but starting again would also consider displacement power catamarans.

Do your research by reading, visiting cruisers’ blogs and talking with live-aboard cruisers.

Consider the location of vessels for sale relative to your intended cruising area. We wanted to use our boat in the Med so primarily looked at vessels located in Europe.

Allied to the location issue is the complex one of port of registry, particularly if local taxes haven’t been paid. Our vessel is New Zealand registered and can remain in EU waters up to 18 months at a time without paying VAT. Before 18 months expires it’s only necessary to leave EU waters for a few days to re-set the 18 month clock. However specialist advice should be obtained for each set of circumstances ensuring the vessel is unencumbered and that correct documentary procedures are followed to minimise liabilities.

Familiarise yourself with other relevant regulations such as the Schengen Treaty which currently limits visits by New Zealand passport holders to three months in each treaty member country and Australians to three months total in all member countries (most EU countries are members).

Turkey, Croatia and Albania require cruisers to use agents for clearing-in and out. Even where not required it’s a good idea to use agents as they have useful contacts and may be able to offer advice on extending your stay and minimising your obligations.

Spend some time with the boat’s previous owner to gain detailed knowledge of its operation, systems, maintenance and spare parts requirements.

Should I buy direct or use a broker? - The majority of preowned boats are listed with brokers. An experienced broker can provide valuable assistance in finding the ideal boat for your circumstances and negotiating a deal with the seller. The seller pays the broker’s commission so there’s no disadvantage for the buyer.

What equipment is desirable for the live-aboard boat? - A live-aboard vessel often cruises beyond the easy reach of regular service and spare parts providers and bearing in mind the boating adage that everything that can go wrong will eventually go wrong she needs to be engineered for maximum reliability with redundancy of systems and a well-planned inventory of chandlery, tools, key spare parts and documentation covering equipment carried aboard. Even if (like me) you’re not an engineer, you can generally get assistance with problems if you have the necessary parts and information.

Fuel supply - Most diesel engine problems are fuel-related so this is an area to pay particular attention. Boats have a primary (before engine) fuel filter, and a secondary (on engine) filter. You can enhance this by having a system for filtering (or “polishing”) the fuel into one tank dedicated to running the engines before it goes to the primary filter. This tank also accepts the filtered return fuel from the engines. Large capacity dual primary filters able to be interchanged under way and fitted with a vacuum gauge and moisture detector will minimise problems.

Should I buy new or pre-owned? - Some owners prefer taking delivery of a brand new vessel for the pleasure of specifying a vessel suited exactly to their requirements; having a choice PACIFIC PASSAGEMAKER ANNUAL 2018

Electrical - A generator is desirable so that power is available when anchored for long periods.

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Safety equipment - Of course you must ensure the vessel has, or will be equipped with all obvious safety equipment including an approved self-inflating liferaft if venturing offshore.

The house battery bank should be deep cycle with sufficient amp hour capacity for the equipment carried. The start bank should not be deep cycle and dedicated to starting the engines. Both banks should have isolating switches and the banks should be connectable using a parallel switch in case of low voltage in the start bank.

All circuits should be protected using circuit breakers. Having an electrical circuit diagram is a big advantage.

Other desirable equipment is a high capacity engine alternator with a “smart” regulating system, a battery charger able to operate from both generator and shorepower and an inverter to produce AC from the house bank.

Tender - Many live-aboard vessels have large heavy tenders, which are only able to be launched or retrieved in calm conditions using a boom winch or a hoist. Our 3.7m RHIB with 25hp outboard is excellent, but we also value our much lighter 2.7m RHIB with a 2.3hp outboard, able to be launched by hand. Remember that for most coastal cruising vessels the tender is the liferaft.

Air conditioning and heating - Although Envoy has reverse cycle air conditioning we rarely use it as to work effectively all doors, windows and portholes need to be closed and the engine or generator needs to be running. Heating options need to be considered if wintering afloat in cold conditions.

Ground tackle - To anchor in remote areas, sometimes in adverse weather it’s essential to have a main anchor, spare anchors, all-chain rode and windlass appropriate to the size of vessel with a minimum of 100m of chain.

Laundry - It’s so inconvenient and expensive to get laundry done when cruising that we regard a washing machine as essential. It will soon pay for itself in saved laundry costs and remember that the first mate has to be happy too!

Water and sewage - Potable water is often not readily available overseas so ample fresh water storage is required, preferably in more than one tank. Sewage holding tanks are essential and it’s a good idea to have a diverting valve on your head which can either discharge sewage directly into the sea when well offshore, or into the holding tank when close to shore.

Surveying your vessel and final negotiations - Unless you are a boat builder or similarly qualified it’s essential to engage a qualified surveyor (who acts for and is paid by the buyer).

This applies to all pre-owned vessels, but should also be considered for new vessels as these are not immune from poor practice. Surveyors not only have considerable technical expertise, but follow a logical documented process for a thorough examination of the vessel and are totally objective whereas the excited buyer might overlook or downplay some negative issues. A recent survey is also helpful when insuring your vessel.

Galley - A stove with at least three burners is desirable together with a medium sized oven. We prefer lpg to electric so that we don’t need to run a generator to use the stove. Diane says our microwave is nice to have, but not necessary.

Refrigeration - An effective high storage capacity refrigerator and freezer is essential. I don’t advocate refrigeration powered solely from the house battery as refrigeration generally causes by far the largest current draw and these systems are always chasing battery charge. Our system uses AC from the generator.

Now enjoy your vessel - Before heading to sea for the first time spend a few days thoroughly familiarising yourselves with your vessel. Know where all equipment is stowed, how it works, where the different seacocks are etc.

Stabilisation - Stabilisers are highly desirable for a displacement monohull vessel and we recommend as a minimum having paravane (passive) stabilisers. Although these are not pretty they are very robust and reliable and with this system you can also use flopper-stoppers to reduce roll when anchored.

Hydraulic (active) stabilisers are more effective, but expensive to maintain and prone to occasional failure while most systems don’t help at anchor.

Meanwhile you can follow Envoy’s adventures by reading Pacific MotorBoat and by visiting our blog www.envoyinthemed.blogspot.com.

Local tourist boats often cause problems speeding through anchorages.

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T E C H TA L K

THE MYSTERIOUS DISAPPEARANCE OF UNDERWATER METAL If there is one thing more confusing and difficult to understand than electricity, it’s chemistry. So, when a boater hears that corrosion is an electrochemical process, it’s no wonder both sides of his brain begin hurting.

TEXT BY MIKE TELLERIA (Reprinted courtesy of Nordhavn)

Protons, electrons, neutrons, covalent bonding, ionic bonding, valence shells – enough! Just slap a new zinc on there and hit the water, right? Actually, in a way, that’s not bad advice for a Nordhavn. But, before getting into how we protect our boats from corrosion, let’s back up and take a more general look at the problem of corrosion on boats. a very s l o w process and is typically not a major concern over the lifetime of a boat.

Electrolytic corrosion (commonly called stray current corrosion), on the other hand, can do real damage in a matter of just days or even a few hours. Some like to call this electrolysis, but that term is actually something else – better to just call it stray current corrosion. This type corrosion relies on an outside “stray” source of electrical current, such as a loose positive DC cable dangling in the bilge water or possibly an electrical fault on a nearby boat at the dock. Problems can range from accelerated zinc anode wastage to massive corrosion of props, shafts, thru-hulls and

There are three types of corrosion for boaters to be aware of: electrochemical, electrolytic and galvanic. And four things must always be present for corrosion to occur: an anode, a cathode, a metallic path for electrons to flow and an electrolyte. Most boaters have at least heard of galvanic corrosion, but the other two might not be on their radar unless they’ve actually had issues that involved electrochemical or electrolytic corrosion.

A good example of electrochemical corrosion (also known as single-metal of self corrosion) is an isolated brass fitting immersed in seawater. Brass is an alloy of copper and zinc, so zinc becomes the anode, copper the cathode, seawater is the electrolyte and the metals in the alloy are obviously touching to provide a path for electron flow. The electrons flow from the zinc to the copper and an ionization reaction takes place at the anode (zinc) causing it to dissolve – this dissolving is what we call corrosion. Thankfully electrochemical corrosion is PACIFIC PASSAGEMAKER ANNUAL 2018

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Sometimes the corrosion is just to damn far!

other underwater metals. The tell here is that it happens fast – much faster than electrochemical or galvanic corrosion.

Now we reach galvanic corrosion – the biggest concern for boaters. Galvanic corrosion is just a natural consequence of boating. All the components are there: dissimilar underwater metals to create anodes and cathodes, seawater as an electrolyte and common metal connections within the boat’s machinery and wiring. This sets up a basic galvanic cell where the more anodic (active) metal will waste away while the more cathodic (noble) metal will remain intact. A quick look at the galvanic series will show how the metals on the top (anodic) will suffer while the metals on the bottom (cathodic) will be protected. The further they are apart, the more potential there is for damage. Think stainless steel propeller shaft (like Type 316 passive) meets bronze propeller – bye-bye bronze propeller.

In the case of a Nordhavn (and pretty much any other boat), we’re left with a situation where we have to protect the boat from itself. We like stainless steel propeller shafts because they are strong, durable and can take the beating of transferring power from the propeller to the hull.

We like bronze propellers because they are also strong and durable – and they are cost effective (a large stainless steel propeller would be very expensive). But put the two together under water and we’ve got problems.

In order to protect the boat from itself we actually go back to the galvanic series and find an inexpensive solution right there near the top: zinc. Most boaters have heard of cathodic protection and sacrificial anodes, which is exactly what we’re talking about. By adding zinc anodes to the mix of underwater metals we’re creating a front line of little gray soldiers who will sacrifice themselves in order to protect our relatively cathodic stainless steel shafts, bronze propellers, thru-hull fittings and other underwater metals. As long as we remember to replace our zinc anodes after they are 50% depleted we shouldn’t have anything to worry about.

One point to bring up here is the strategy of bonding, which is necessary for this kind of boatwide cathodic protection to work. Cathodic bonding describes electrically connecting all of the underwater metals together, typically using a system of copper bars that run along the inside of the hull and bonding wires to attach individual components like thru-hull fittings, prop shafts, rudder struts and zinc anodes to the copper bars.

This electrical connection is absolutely necessary for the zincs to protect the rest of the underwater metals.

However, it is possible to provide local cathodic protection by bolting underwater zincs right onto the metals they are intended to protect (collar zincs for shafts, propeller hub zincs for propellers, special zincs for keel coolers, etc.) and not using a bonding system with centralized zincs to protect the entire system. And some metals, like quality bronze thru-hulls, can provide decades of service with no protection at all. As long as they are isolated they are only subject to simple electrochemical corrosion, but the rate of corrosion is so slow that it is not an issue.

Nordhavns use a bonding system with an appropriate number of external hull zincs as well as some individual collar and hub zincs for the shafts and props.

Plugging a boat into shore power can be like using a public toilet without using a seat cover.

Without protection you might catch something. The problem centers around the green grounding wire. The grounding wire is necessary for circuit breakers to properly work to clear electrical faults and prevent people from being harmed, but just by being there it makes it possible for problems on other boats to cause issues on your boat. On the not-so-bad side this can result in accelerated wastage of your zincs as they struggle to protect the metal on someone else’s boat as well as on yours. On the oh-so-bad side it can result in serious corrosion of your underwater metals or dangerous voltages being brought onto your boat.

For smaller boats the most common solution is typically a galvanic isolator placed in series with the green grounding wire.

This device will block small galvanic currents from coming aboard and effectively isolate your underwater metals from the rest of 159

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T E C H TA L K the boats on the dock. In the event of a serious electrical fault, it will still allow the grounding wire to do its job in order to provide protection for personnel.

Large boats will many times have what is called an isolation transformer, which is a large electrical device with windings that uses induction to pass current rather than a physical connection with wires.

This basically creates an independent power source for the boat with its own grounding conductor, so there is no physical grounding wire connection between the boat and the dock. This is the ultimate solution because it makes it impossible for any kind of issue, galvanic or otherwise, to be brought aboard on the green grounding wire – because this connection to the dock no longer exists.

All of the larger Nordhavns include an isolation transformer for the main ship service shore power connection and a galvanic isolator for the dedicated air conditioning shore power connection (if included). The smaller boats, like the N40 and N43, are typically ordered

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with only galvanic isolators. One trend that seems to be on the rise, especially with larger boats, is the inclusion of shore power converters that can accept power within a wide range of voltages and frequencies – these are ideal for boaters who frequent foreign ports (like many Nordhavn owners do). In terms of electrical isolation from the dock these devices do the same thing as an isolation transformer.

This article only scratches the surface on the topic of boat corrosion. The American Boat & Yacht Council (ABYC) actually offers a certification course on this subject, which is a great opportunity for those who want to learn more. The text for the course is The Boat Owner’s Guide to Corrosion

by Everett Collier, which is excellent and highly recommended for those who want to learn more on their own.

Another good source of information on this topic is www.qualitymarineservices. net, which includes a number of photos and additional information on boat corrosion.

Mike Telleria is P.A.E.’s technical writer, responsible for creating the thoroughly detailed, superbly informative and highly coveted Owner’s Manual that accompanies each new Nordhavn.

Galvanic corrosion – the biggest concern for boaters.

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