Pacific Passage Maker 2019

2019 ANNUAL

DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

Master’s

TOUCH

DESTINATION ARCTIC CIRCLE The beautiful Lofoten Islands

FLEMING 78 CLASSIC

ENVOY ENDS HER JOURNEY

Seven Years in the Med

ESSENTIAL ELEMENTS OF A CRUISING YACHT

Ocean CAPABLE

OCEAN ALEXANDER 100 SKYLOUNGE WWW.BOAT MA GS.C O M 131

Find Your Piece Of Quiet.

Whisper quiet and ultra smooth.

That’s how Fleming Owners describe their yacht. Known for their quiet, soft ride, we go to painstaking efforts when building each boat to reduce noise and vibration. From making sure the engine room air intakes are located under the cockpit coaming and away from the main cabin to double-mounting the genset on anti-vibration brackets, every detail is thoroughly considered for maximum noise reduction.

Start enjoying the sound of your surroundings, whether there is any or not.

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A N N U A L

C O N T E N T S 134

134 CRUISE OF THE ENVOY After more than 7 years and 46 episodes, the popular Voyage of the Envoy series has come to an end. The Cranfields have sold their beloved Nordhavn and decided after 7 seasons exploring the Med, it was time to come back to dock permanently.

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140 REVIEW:

FLEMING 78 CLASSIC Six decades of boatbuilding experience and a wanderlust for far-flung harbours defines the Taiwanese builder’s flagship.

By Peter Frederiksen.

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146 DESTINATION:

LAND OF THE

MIDNIGHT SUN Tony Fleming cruises to the Arctic Circle on a Fleming 55 and found an unreal, almost magical world.

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154 REVIEW:

OCEAN ALEXANDER

100 SKYLOUNGE The Ocean Alexander 100 Skylounge is all about entertainment, both inside and out, just as her open flybridge version is, but it is also a more than capable of ocean passages.

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162 ESSENTIAL ELEMENTS

OF A SERIOUS CRUISER Tony Fleming looks at how to blend art and engineering with form and function to achieve the ultimate passagemaker.

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Concluding our

Envoy adventure Text and photos by Laurie and Diane Cranfield

We fit Envoy's winter cover for the last time.

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V O YA G E O F T H E E N V O Y PART FORT Y SIX

the last ever Envoy column AFTER MORE THAN 7 YEARS AND 46 EPISODES, THE P O P U L A R V O YA G E O F T H E E N V O Y S E R I E S H A S C O M E T O A N E N D. T H E C R A N F I E L D S H AV E S O L D T H E I R B E LO V E D N O R D H AV N A N D D E C I D E D A F T E R 8 S E A S O N S E X P LO R I N G T H E M E D, I T WA S T I M E TO CO M E B AC K TO D O C K P E R M A N E N T LY. W E H A V E E N J O Y E D T H E A D V E N T U R E S O F E N V O Y A N D K N O W T H A T T H E C O L U M N W I L L B E S A D LY M I S S E D. L A U R I E A N D D I A N E ’S F I N A L A R T I C L E LO O K S AT T H E S A L E O F E N V O Y, P L U S S O M E H A N D Y H I N T S F O R T H O S E T H A T M AY D E C I D E T O F O L L O W I N T H E I R W A K E .

OUR FINAL DAYS CRUISING ABOARD ENVOY

enables adjustment of the system pressure. After adjusting the pressure to 100 bar the stabilisers are much less noisy when worked at rest and the engineer thinks the problem is solved.

Charles and I are not so sure – if they've been working fine at 90 bar for the last 12 years, why should we now need to increase the pressure? We should do a sea trial but while the engineer packs his kit our buyer arrives with his two friends, so we're not able to.

The buying team's inspection all goes well and in fact they say Envoy's in even better condition than they expected. We'd not met our buyer previously but all get on extremely well and enjoy a sociable dinner ashore that evening.

The next day we do a sea trial with the buying team and again all goes well except I'm not satisfied with the stabilisers. But the season is running out of time and there's no chance for the mechanic to visit Lefkas before we return to New Zealand, so we agree he will visit during preparation for Envoy's next cruise, whenever that may be.

It's mid-October and after our friend Chris leaves us from Greece's stunning Corfu Island we continue cruising southwards to Preveza on the mainland to meet my brother Charles. The weather is still great and totally suitable for cruising, though it generally deteriorates rapidly during November.

I hear some unusual knocking noises and initially think it's caused by waves crashing against the hull, but soon discover it's coming from the Naiad stabilisers. We examine their internal hydraulic rams and send a brief video showing their movement and the noise to the Greek Naiad agents. They soon advise the noise is likely coming from one of the hydraulic valves and they will visit Envoy to resolve this when we return to Lefkada Marina. We lock the fins in their central position until they can be checked and it's no problem to continue cruising – in any case we can use our paravane stabilisers if the going gets rough.

We find that Preveza is calm as usual when we anchor off the town. This is a popular spot for fishermen to catch prawns and small boats are active most of the time setting nets, sometimes unnervingly close to anchored vessels. But we have to remember this is their livelihood and we're just here having fun. We meet Charles and take him for a few days cruising south of Lefkada before heading into the marina.

Although we had our smaller Raymarine radar serviced in August when its fluorescent backlighting was replaced with LEDs the screen is still too hard to view, even at night. So we take it back to Metronix who tell us what we expected to hear; that the unit is from the early 2000s and old not only in years but in technology, being an LCD screen. The latest similarsized radars have a GPS/Plotter included so replacement will also solve the problem of replacing our failed Northstar GPS. Also a new radar will support AIS unlike either of our present radars. Metronix quote us for installing a replacement unit so we can discuss this with our prospective buyer in a few days time.

Things don't always go to plan and the same day our buyer is due to arrive to inspect Envoy the Naiad mechanic arrives.

He carries out some checks, advises our hydraulic system pressure is too low at 90 bar and installs a new valve that

YEARS OF UNNECESSARY ANCHOR CHAIN FLAKING

We've always needed to flake Envoy's anchor chain by hand into its locker; a job done by Diane or our male visitors. This is because there's a large spare anchor stowed in the bottom of the anchor locker reducing the vertical space available to stow the chain. We've never used this spare anchor (having two other spares stowed more conveniently on deck) and in fact it's so heavy I wouldn't be able to lift it out of the locker anyway.

So we discuss this with our buyer and suggest we remove the anchor to eliminate the need for flaking the chain. During our sea trial we lay out 80m of chain to expose the spare anchor and three of us lift it out. When we retrieve the chain we find that as expected it doesn't need flaking. In retrospect we could have done this 12 years ago avoiding the need to flake the anchor chain many hundreds of times.

Next day we lift Envoy out of the water for a hull survey. Again all goes well and subsequently the deal is finalised. We then spend a few days with the buyer explaining Envoy's operation and systems as well as introducing him to some of the key people around the marina.

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V O YA G E O F T H E E N V O Y PART FORT Y SIX

the last ever Envoy column Laurie enjoys a beer with Chris, our most regular visitor.

OCHI DAY

owning Envoy and cruising the substantial parts of eight of those years plus a much shorter time last year totalling 1,442 days spent aboard, 16,297nm cruised and 3,220 engine hours logged during which we explored much of Italy, Greece, Turkey, Albania, Montenegro, Croatia and their respective islands.

We only had two bad experiences over these nine seasons.

The first one was ashore in Turkey when a taverna's large plate glass window imploded on us during a storm requiring some hospital treatment.

The second was when a nearby boat on the marina hardstand caught fire resulting in some superficial damage to Envoy and a two month delay to the start of our cruising while this was repaired.

Not only have we enjoyed this experience immensely ourselves but shared special times with 35 family members and close friends. Now we hand the mantle to Envoy's new Australian owners and hope they have as much adventure and enrichment of their lives as we've enjoyed.

Charles heads back to Scotland on October's last Sunday, known as Ochi Day in Greece, celebrating Greece's refusal to allow occupation by Italian troops in World War 2. The Italians consequently attacked Greece but were routed until battlehardened Germans came to their aide and turned the tide.

Ochi Day is treated very seriously like our own Anzac Day and masses of people including many smartly-dressed school children turn out in a sea of waving blue and white Greek flags to watch their parade.

LEAVING ENVOY

Next day our buyer and his friends leave and we're by ourselves again.

Our last cruise is just a few hundred metres to the refuelling jetty where we top up our fuel tanks with 1,800 litres of diesel from a tanker - boats should always be left with nearly full tanks to reduce moisture ingress through condensation. The tanker's driver tells us this is imported and unlike local diesel has no biodiesel content. This is good because while biodiesel may be good for the environment (although this is highly debatable) it's more hygroscopic and not so good for the fuel's long-term storage stability.

We spend our last few days aboard Envoy packing our personal effects, fitting her cover and preparing her for winter storage.

Even after 12 years there's not a lot to remove since we sold Envoy with everything included – even my onboard guitar.

On 7 November we leave Envoy to spend our last night ashore in the marina's hotel.

This marks the end of a major era in our lives – 12 years of

PACIFIC PASSAGEMAKER ANNUAL 2019

REFLECTIONS

The main reason we embarked on Med cruising was because we'd done extensive cruising along the North Island's northeast coast in several different boats and always felt that we wanted to spend more time cruising. Although boating in New Zealand is outstanding the area is comparatively small and there's only so much to see, so overseas beckoned.

Our first visit to the Med was in 2004 when we visited my brother and his wife to spend some time aboard their 10m sailing yacht based in Turkey. It was then we realised cruising the Med might not be too complicated and became hugely impressed by its cruising possibilities.

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Clockwise: Envoy in travellift slings ready to launch.

A large inflatable tender is a great asset for load carrying when living aboard.

A great Med sunset.

The stabilisers' interior hydraulic rams.

Comfort on board Air Conditioning Wide range of air-conditioning systems for super yachts, pleasure and commercial boats.

Marine Sunroof Customised roof systems to meet a wide range of customer demand in size and design.

Isotherm Fridges and Freezers Offering an extensive range of fridges, freezers, drawer and built-in models.

Isotemp Boilers also available.

All systems are covered by Webasto’s world-wide warranty.

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V O YA G E O F T H E E N V O Y PART FORT Y SIX

the last ever Envoy column no issue and is more than compensated for by exceptional range and economy, averaging around eight litres of diesel per engine hour. The other advantage we found was the ability to do things under way like prepare and enjoy meals and do small jobs etc – something that's not really possible under way on a planing boat.

For anybody contemplating Med cruising bear in mind that most boat types are suitable since we're talking about coastal cruising not crossing oceans. In general the smallest boat that will achieve your objectives is best since larger vessels cost more to buy, maintain and moor. In our view an ideal sized vessel is 12 to 15 metres. Make sure your boat has excellent ground tackle; we've met many cruisers who constantly drag their anchors (particularly in catamarans) resulting in poor sleeps and loss of confidence. A large inflatable tender with

Later we realised that Greece is one of the world's great cruising area with both the mainland and its hundreds of islands offering safe anchorages, spectacular natural and historical scenery, clean, clear and warm waters, a comfortably warm summer climate with little humidity, a high degree of personal safety, friendly and honest people, a good technical infrastructure, reasonable costs and close proximity to other fantastic cruising areas – Turkey, Italy and Croatia.

During two years of research and planning we decided to buy a Nordhavn 46. We're still very satisfied with that choice as we didn't want to “camp on the sea,” but wanted a boat capable of cruising for several months at a time in most conditions with a high degree of comfort for four people (as we enjoy having lots of visitors). Although Envoy's cruising speed is slow at around six knots we found this doesn't matter when time is

Envoy cruising in glassy conditions.

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Target

plenty of power is also very useful.

Make yourselves fully aware of the regulations that govern cruising: -sewage holding tanks are essential -some form of skipper's qualification is essential in some countries -proof of insurance including for liability is essential when clearing-in to most countries -the limitations on non-EU registered vessels being eighteen months before they must leave EU waters and re-enter (not counting time which can be spent in Customs bond while unattended in a marina) -the limitations on people's length of stay being three months in any six month period in each Schengen country for New Zealanders and three months in any six month period IN ALL Schengen countries combined for Australians (Schengen countries are roughly, but not exactly the same as EU countries)

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We highly recommend using a competent and well-connected local agent to advise on the best documentary procedures for visiting different countries, in fact they are mandatory in several countries.

Why did we sell Envoy? Well nine cruising seasons is quite a long time and we felt that we'd achieved what we'd set out to do.

Probably the greatest “pearl of wisdom” we can offer is that if you have the passion to do something like this, do it sooner rather than waiting for perfect circumstances later – life's time clock is ticking and you never know what lies around the corner.

So what are our plans now? That remains to be seen, but we hope to be out there cruising.

Many thanks to editor Barry for allowing us to share our adventures with you and we plan to continue writing Cruising Matters columns.

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B O AT R E V I E W > F L E M I N G 7 8 C L A S S I C

Master’s

TOUCH Six decades of boatbuilding experience and a wanderlust for far-flung harbours defines the Taiwanese builder’s flagship.

By Peter Frederiksen

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T

ony Fleming cut his teeth as a technical engineer for American Marine, then in its infancy as a company, helping to both launch its legendary series of trawler yachts and getting their Singapore facility up and running.

Taking that firsthand experience, and coupling it with his own designs for an all-new pilothouse, he founded Fleming Yachts in 1985; still located at the same Tung Hwa yard in Taiwan where the fledgling company got its start. Today, the eponymous builder’s yachts are distributed by a

global network of sales and service providers, continuing the vision of its founder, a marine engineer with more than 60 years of boatbuilding experience beneath his keel.

The Fleming 78 Classic breaks new ground augmenting its well regarded salty and shippy styling with an appealing low-profile, functional and inviting flybridge, which magnifies the vessel’s comfort, space and utility. Like all Flemings, the yacht takes full advantage of the accommodations and performance of the original 78 launched in 2010, a strong performer in its own right and a hallmark of the builder’s sterling reputation.

Getting aboard the 78 Classic in Stuart, Florida, with A.J. Longmaid, the director of operations of Burr Yacht Sales South, the first thing I noticed was the convenience and safety of boarding through two inward opening bulwark gates, one on each side, and the wide gate on the transom platform. It obviates the need for a step box when boarding from a fixed or floating dock, and traversing from a launch is a no-brainer. Toe stub-free teak planked side decks are 23 inches wide and the height of bulwarks ranges from 30 to 38 inches. There’s no disputing it: The 78 Classic is an oceangoing rig.

Safety features are all around you; it’s easy to be overwhelmed by it.

From the polished deck hardware including 22, 14-inch stainless steel cleats, 12 hawse pipes, 100 yards of stainless-steel railing, a pair of stern windlasses and twin anchor windlasses—the 78 clearly shows it was built by people who have faced strong seas. Walking anywhere on deck, you are never more than an arm’s length away from something solid and secure.

Impressive is an apt word to describe the 78 Classic.

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B O AT R E V I E W > F L E M I N G 7 8 C L A S S I C A raised dash accommodates navigation and communication electronics, with more instrumentation in the eyebrow

Teak Interior

A staircase to starboard leads below to a lobby area and the lower accommodations of three staterooms and large, ensuite heads. Aboard our test boat, there was access to the fullbeam master from the salon. Two crew cabins and a head and shower are aft, abaft the engine room with a private entrance from the port side deck.

Every item and detail aboard this yacht mirrors the builder’s commitment to safe, comfortable long-range cruising. The alternative flybridge deck arrangement propels this philosophy to yet another level. The extended deck with its practical and secure molded nonslip sole enables the CT 2500 Steelhead Marine crane to launch the tender to port, starboard or aft—a tremendous convenience wherever the yacht is docked or anchored. The extra bridge length also allows better protection from sun and weather for enjoying the California aft deck below.

Open the saloon doors and be ready to be impressed by book-matched teak joinery. According to Longmaid, Fleming averages 15 new boats a year. This pace, honed by many of its shipwrights and craftsmen that have been with company since its inception, not only allows much of the interior to be built in place (instead of modular units assembled on the shop floor) but also creates a remarkable flow of virtually seamless grain and texture throughout the yacht. The saloon layout, while not breaking any new design ground, has a comfortable L-shape lounge and chairs that combine to create comfortable social and relaxing areas.

Five steps up on centerline is the all-weather pilothouse that is outfitted with a Stidd helm seat equipped with a Furuno arm rest auto pilot control, an L-shaped teak settee to port and a day head to starboard. A raised dash accommodates navigation and communication electronics—with more instrumentation in the eyebrow—all installed by Burr Yacht Sales. Boning color touch screen instrumentation monitors the corral below (twin MAN 1,550-hp diesels), as well as fluid levels, myriad ship and hydraulic systems and security status via closed circuit cameras throughout the yacht. Convenient stowage for charts, manuals and other gear is provided in drawers, racks and shelving. The DC electrical distribution panel is to port; AC system panel is starboard. Port and starboard doors lead out to the Portuguese bridge with gates accessing the foredeck.

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Built Tough During our test run on the North Fork of the St. Lucie River, we were able to cruise at a top end of about 23 knots, thanks in part to the bulbous bow and the added waterline length beneath the swim step providing less resistance forward and more lift astern, respectively. At 2100 rpm, those MANs turned in a solid 20 knot cruise. On the open bridge, safely ensconced behind the windscreen, I recorded 75 dB(A). The loudest racket was the water sliding past the hull.

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The Fleming 78 Classic has a shippy styling with an appealing low-profile.

The all-weather pilothouse has an L-shaped teak settee to port and a day head to starboard.

Aboard our test boat, there was access to the full-beam master from the saloon.

The spacious forward cabin features four single berths.

Attention to detail exudes from every corner.

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B O AT R E V I E W > F L E M I N G 7 8 C L A S S I C Inside you will to be impressed by book-matched teak joinery.

Fleming Yachts clearly appeal to experienced yachtsmen. Our test boat was the second Fleming for the owner who moved up from a 65. A lifelong boater, he started early and worked his way up with center consoles, cruising and racing sloops. He was in search of a boat he could cruise with his family up and down the East Coast, and also serve him while down in Florida during the winter. “Our first Fleming 65 met those needs very well. When I became convinced that the 78 could be handled as easily, we ordered our 78. The boat has been wonderful,” he told me. “Two people can run it anywhere. Maybe because of my sailing past I enjoy going long distances not hearing the engines or feeling any vibrations whether I am in the pilothouse or on the flybridge. What I hadn’t fully appreciated was the extra weight on the way the boat rides in a sea. The longer waterline and hull shape make the boat meaningfully more efficient in the 10 to 12 knot cruising range than the 65, which was also impressive.”

The hull is solid fiberglass reinforced with an interlocking frame and stringer system. Additional reinforcement is implanted in critical areas including the stem, the chines, stabilisers, keel and in forward sections ahead of the yacht’s collision bulkhead. A stainless steel shoe protects the full length keel and where the keel joins the hull; , its top is sealed. This will isolate any trauma from the hull in the event of a collision with partially submerged flotsam and jetsam. The Sea Torque shaft system utilises a thrust assembly that transfers power from the propeller to hull so soft mounts can be used while minimising vibrations.

Mechanically, the 78 Classic has been built with gear heads in mind—myself among them. For me, taking a trip down to the clean and purposefully laid out engine room was like going to Disneyland. There is 1.8m of headroom between the engines, and the outboard sides have mirrors to see what’s going on at a glance. Sight tubes for fuel levels are where you can easily see them and hydraulic, plumbing and electrical systems, through-hull and raw-water strainers are well marked. There’s quick disconnect fittings for oil changing with redundant pumps, stainless steel overhead grab rails and nowhere to bang your head or rip open fingers with poorly or carelessly installed equipment. If I only had two words to describe this engine room, I’d say “none better.”

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Impressive is an apt word to describe the 78 Classic, since it comes passionately equipped thanks to Tony Fleming and his team of master builders. From its destroyer steering wheels to the active fin stabilisers, it’s hard not to sense this masterful approach the first moment you come aboard, but even more so when you are offshore, a lone boat in a massive sea.

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An appealing lowprofile, functional and inviting flybridge.

A serious anchoring system uses a pair of Maxwell RC12 windlasses.

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: LOA: LWL: Beam: Displ (Dry): Max Speed: Construction: Fuel Cap:

Fleming 78 Classic 2018 Fleming Yachts 23.66m 22.05m 6.55m 89772 kg 23.3 knot GRP 11356 litres

Water Cap: 1665 litres Engine Make: 2x1550-hp MAN V12 1550 CRM Drive Train: Shaft/Seatorque Generator: 2 x Onan Lighting: Hella Batteries: Lifeline AGM Thrusters: ABT Stabilisers: ABT Trac Anchor Winches: Maxwell 3500

Davit Crane: CT 2500 Steelhead Marine Aircon: Cruiseair MFD: Boning Priced From: $ POA Contact: NZ- Orakei Marine,

Ph 09 524 8444 jason@orakeimarine.co.nz www.orakeimarine.co.nz www.flemingyachts.com

F U E L & P E R F O R M A N C E D ATA Fleming 78 Classic | Fuel capacity: 11356 litres RPM 700 900 1200 1500

RPM 1800 2100 2300 2354

Knots L/h L/NM Range (NM) 7.0 19.7 2.900 3500 8.8 40.1 4.600 2200 9.5 96.1 11.000 920 11.5 166.5 15.000 680

Knots L/h L/NM Range (NM) 15.0 329.3 22.000 460 20.2 442.9 22.000 460 22.8 567.8 25.000 400 23.3 598 26.000 390

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

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D E S T I N AT I O N > LO F OT E N

Islands Under the Midnight Sun TONY FLEMING CRUISES TO THE ARCTIC CIRCLE ON A FLEMING 55 AND FOUND AN UNREAL, ALMOST MAGICAL WORLD

I

T IS HARD TO FIND WORDS TO describe the stunning beauty of the Norwegian coast. The scale is so great, the vistas so magnificent and the panoramas too sweeping. It seems an impertinence even to try to confine it with mere words or to contain it within the rectangles of a handful of photographs.

Of nowhere is this more true than for the Lofoten group of islands which hang down, like a bunch of grapes, from the coast just north of the Arctic Circle.

There are five of us aboard Ozmaiden, a Fleming 55, now in her 10th season with 20,000 miles of high latitude cruising beneath her keel. Egil Paulsen, owner and skipper, is ably assisted on this trip by professional yacht captain, Duncan Cowie, who had brought the boat north from her winter quarters in Sweden.

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Map of Norway

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Ozmaiden is dwarfed by the fjord.

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D E S T I N AT I O N > LO F OT E N

Kirke Fjord behind the town of Reine from Ozmaiden foredeck.

Navigation is a shared responsibility, but Earling Strom, who had served in the Norwegian navy on the lookout for Russian submarines at the time of the Cold War is the person most familiar with these treacherous waters.

We have come together from as far away as Australia, Singapore, Taiwan and England to join Ozmaiden on a cruise to the Lofoten Islands – which has been high on our list of dream destinations for several years.

improved conditions, we head out through the breakwater and into stormtossed seas. We seek the shelter of the labyrinthine waterways, characteristic of the Norwegian coastline, with the wind still strong enough to drive water upward, in defiance of gravity, from a so-called waterfall.

Over the next few days, we thread our way up the coast through an intricate maze of channels between islands, holmes, skerries and rocks. Whenever

HEADING NORTH TO NORWAY On a previous trip, our most northerly point had been the pleasant town of Aalesund, situated 300 miles south of the Arctic Circle. It is here that we join the ship for our trip north.

The weather wastes no time in establishing who is in charge of our schedule, and a force 11 gale keeps us in port for an extra day. Although frustrated by the delay, we are happy to be safe and secure in a snug berth in the centre of town.

The following morning, with an optimistic forecast and under marginally Ramparts of solid rock tower over Reine on three sides.

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possible, we anchor each evening in secure, almost land-locked fjords.

Surrounded by steep wooded hillsides, the tranquility is disturbed only by the rush of water tumbling over rocks from melting snow and, much to our frustration, the patter of rain.

But even the rain has its compensations when we are rewarded one evening by a magnificent double rainbow. We anchor where its base kisses the water, in the hope of snagging a pot of gold.

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D E S T I N AT I O N > LO F OT E N

Town of Ramberg at midnight.

THE LAND OF THE MIDNIGHT SUN The boundary of the Arctic Circle is marked by a metal sculpture of the globe on the tiny island of Vikingen, and our GPS confirms our latitude of 66 degrees, 33 minutes north. We are just three days short of the summer solstice, and for the remainder of our trip, the sun never sinks below the horizon.

We are now farther north than Iceland, Baffin Island, and northern Alaska.

But, the moderating effect of the Gulf Stream, keeps major ports – even well north of our location – ice-free throughout the endless nights of the Arctic winter.

The town of Bodo is our jumping off point for the Lofoten Islands. We make the six hour crossing over the Vestfjord in lumpy seas, and it is not until we are quite close to them that the islands rise like grey wraiths from the mist and light rain.

We pass Skomvaer Fyr, the lighthouse standing sentinel over the scatter of rocks to the south of the archipelago, and head for Rost, the outermost and most remote of the islands.

Fish and fishing have been the lifeblood of Lofoten for more than 1,000 years.

The Norwegian Arctic Cod breed in the Vestfjord to the east of the islands, then

The many faces of Norway, sweeping panoramas, bustling docks, mystic fjords an snow-capped mountains, all seem so unreal, almost magical.

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migrate some 500 miles north to the Barents Sea – the frigid body of open ocean that lies between the north coast of Norway and the Polar icecap.

Seven years after their migration, the cod return to the place of their birth where predators, in the form of fishermen and killer whales, lie in wait and catch them in enormous quantities.

Much of the cod is allowed to dry naturally in the wind on racks, under the generic name of stockfish.

The pungent smell of very dead fish assails our nostrils long before we see the drying racks erected on the rocks at the entrance to the harbour.

In these parts, they call it the smell of money. The fishing season runs from January to April, in the deepest months of winter, when for weeks, the sun never rises above the horizon. At those times, the harbours become so packed with boats from around the country, they say you can walk from one side to the other without getting your feet wet.

Not surprisingly, the potential for territorial disputes is limitless, and extends back in time since fishing began. These days, special fisheries police control the situation, and orange markers on the side of the mountains now delineate the boundaries.

WILD TERRITORY Just south of Moskenes Island, rising sheer from the sea at Lofoten Head, is the Maelstrom, a ferocious tide rip so infamous that its name has become part of the English language. Edgar Alan Poe and Jules Verne both wrote of the Maelstrom described as “the current that howls, that rumbles like a buffalo herd on the prairie, that drags ships under – smashing them to smithereens against the seabed!”.

Hmmmm!

This seems like a phenomenon best viewed from dry land, so we decide to keep our distance, exercising the same caution we had used when passing the similar Coryvrekkan whirlpool in Scotland’s

Inner Hebrides years before.

The closest settlement to the Maelstrom is the abandoned village of Hell, which perhaps tells us something of life there!

Reine, on the island of Moskenes, has the reputation of being the most beautiful place in the whole of Norway.

Considering the stiff competition, this is an impressive achievement. As real evidence of potential destructive gales, the small lighthouse guarding the harbour is anchored in place by steel cables. We notice too that all trash cans are similarly tethered.

We moor alongside a small jetty, next to a noisy colony of gulls in nests built on the sloping roofs of rickety huts perched on pilings. The gulls must have their own brand of superglue to prevent their nests being swept off onto the water whenever it rains … which it does a lot!

Shortly after our arrival, the lowlying clouds, which have been our unwelcome companions for the past few days, slowly dissipate to reveal the reasons for Reine’s well-deserved reputation. Ramparts of solid rock, most still carrying their burden of winter snow, tower over the town on three sides. The lower slopes, green as any emerald, provide a precarious foothold for tiny dwellings and farms nestling beneath the crags. Some of the houses have the traditional turf roofs which, at

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this time of year, sprout a riot of wild flowers.

We dine ashore that evening at the nearby Gammelbua Restaurant. Its menu lists reindeer, halibut, whale meat and local lamb – which is voted the best in the world. The waitress tells us that the restaurant is only open from June to September, and there are no other restaurants open for local residents during the long winter months.

The following morning we cruise Kirke Fjord, which lies behind the town and which almost bisects the island of Moskenes. In the side channel of Forsfjord there is a waterfall fed by melting snow, which cascades for hundreds of feet down sheer rocks into the still, jade-green water. At three-anda-half billion years of age, the rocks are some of the oldest in the world, with peaks so high that some managed to keep their heads above the ice during the last ice age.

I buzz ashore in the dinghy and photograph Ozmaiden reduced to an insignificant speck by the breathtaking surroundings.

MIDNIGHT MADNESS It is now June 21st and we want to see the midnight sun on the longest day of 2000, so we make our way to the western (and more exposed) side of the island chain. We pass through

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Sundstraumen, the narrow channel dividing Moskenes from the adjacent island of Flakstad. For once we are lucky with the weather, and that night we watch the sun slowly sink from a cloudless sky toward the Norwegian Sea. When just a handbreadth above the horizon, the sun changes its mind and starts to rise once again.

Over successive days, we cruise gently north through a magical panorama made even more unreal by the perpetual daylight. Tiny houses, dwarfed by a landscape created by giants, nestle at the foot of massive monoliths of rock seemingly thrust by titanic forces from the very bowels of Mother Earth.

We pass diminutive islands, each a perfect jewel. “Bonsai Islands”, Duncan called them, which is a perfect description for a tumble of natural rock, covered by a profusion of moss, ferns and multi-coloured lichens, with stunted silver birch and mountain ash clinging to precarious footholds in crevices between the boulders. Puffins skim with urgent wing beats over the surface of the sea that resembles dimpled glass.

In the high mountains, soft pillows of clouds hang in layers along the slopes, and gauzy tendrils of mist drift amongst the jagged peaks. Occasional shafts of sunlight pierce the clouds to spotlight features in the monochrome scene –

perhaps a group of houses or, on one occasion, an isolated church.

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Reine has a reputation for being the most beautiful place in Norway.

A RUGGED LIFESTYLE In Stokmarknes we pay a visit to a museum dedicated to the Hurtigruten (the Coastal Express) which has been the lifeline of this coast for more than 100 years. It is hard to imagine what life must have been like for the inhabitants of these remote regions in the days before the service was established.

Even today the railway does not extend north of Bodo, and the Coastal Express provides a vital daily service for both people and goods headed in both directions, regardless of the weather or time of year.

The museum has a retired ship, the Finnmarken, hauled out of the water parallel to the shore. Later we go aboard the venerable Harald Jarl which is due to be retired in two years.

Built in 1959, she is dressed overall in celebration of her 40th year of service – having run 2,728,000 miles since her launching! She still has her original Burmeister and Wain engine, the only one of its kind still in service.

These older vessels are being replaced by new ones, and a one week cruise between Bergen and Kirkrness, close to the Russian border, must rate high on anyone’s list of desirable journeys.

On June 25th, we reach our maximum northern–most position of 68 degrees,

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27.039 minutes and reluctantly turn our bow south. Having come so far it seems a pity not to continue to North Cape or even to Spitzbergen, but the tyrannies of personal schedules make that an impossible dream.

Our way is barred by a seemingly impenetrable wall of snowcapped mountains, which fill the entire horizon. It is here that we seek out the hidden entrance into the Raft Sunder, which separates the islands of Austvaagoey and Hinnoya.

An off-shoot from this channel is the short, but spectacular Troll Fjord, famous even in this land of superlatives, for its outstanding natural beauty.

Cliffs of solid rock, rising straight up from the water, define the narrow entrance, and the inner end of the fjord opens into a small bay surrounded by snow-capped peaks.

In March 1890, a confrontation took place here between fishermen using traditional boats and men using the newlyintroduced steam boats who had blockaded the fjord. On that occasion, the traditionalists prevailed and established their rights to continue to fish as they had before.

Ozmaiden still has more than 1,000 miles of cruising before reaching her home port near Oslo, but our visit to Lofoten comes to a close at Solvaer which, although not large, is the administrative centre for the islands.

We find a berth right in the centre of town. It feels quite strange, after 700 miles of relative isolation, to find ourselves surrounded by the bustle of human activity. A seaplane continually buzzes us, taking sightseers for half-hour trips around the area.

At the entrance to the harbour stands a statue of a woman atop a lofty pillar, with one arm extended in greeting of farewell. For us it is a symbol of farewell to Lofoten.

We watch her slowly sink below the horizon as we head over calm seas towards the misty, snow-capped mountains that ring the horizon. They seem so unreal, almost magical - but words fail me. You just have to see them for yourself.

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OCEAN

CAPABLE

The Ocean Alexander 100 Skylounge is all about entertainment, both inside and out, just as her open flybridge version is, but it is also a serious cruising motor yacht.

S

areas aft. There’s a Portuguese bridge with easy access from the pilothouse. Best of all, an optional main-deck master changes the flow for owner and guests. Twin Kohler 55 kW generators, twin remote-control winches and bow anchors, chilled water A/C and bow and stern thrusters are among the many standard features.

The designs of Evan K. Marshall are readily apparent in this traditional configuration, with a single-level deck running from

he’s got different space used in different ways: The enclosed Skylounge on the upper deck has a wet bar and day head, with a larger wet bar and a large electric grill just aft, outside on the bridgedeck.

For privacy in port or to enjoy breezes at anchor, she has a lounging area at the bow, plus the usual dining/lounging

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With the 2,600-hp MTU 16v 2000s, we reached a top speed of 26.4 kts.

configuration featuring the main-deck master, the door to the owners’ suite. Ocean Alexander allows the owner to personalise the décor to match the owners’ preference with a generous allowance that also covers the bedspreads and soft goods.

Sumptuous Saloon The 100 Skylounge offers formal dining for eight as well as a saloon for gathering and entertaining. To starboard are both a wet bar and a day head, both within close proximity to the salon and dining areas.

The galley in the 100 Skylounge is quite unusual for a motoryacht of nearly any size. First, it’s quite large. Secondly,

the salon to the galley. From there, it’s up two steps to the casual gathering and dining area forward, or, in the case of the 155

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The helm features a “floating” display pod with all displays integrated.

Accommodations Deck

in the configuration where the master is placed on the lower deck, the galley can be isolated from the rest of the yacht in the traditional fashion – or it can be used as a “country kitchen” with an adjacent raised bar and dinette. No matter if the galley is strictly for staff or for guests as well, it will easily accommodate the needs of a master chef to create gourmet meals. It has a large stand-up refrigerator/freezer, wine cooler, four-burner stovetop, deep sink, dishwasher, and pantry cabinets.

Veteran large motoryacht owners know that while there may be some minor bragging rights with exotic, terribly expensive “high-status” brand names in kitchen appliances -- when they go on the fritz, there is rarely authorised service nearby. That is why Ocean Alexander has carefully selected all appliances to be both high quality and widely distributed around the world.

We have seen sinks from Franke Professional Series and Elkay as well as Whirlpool garbage disposals.

When the main-deck master is not spec’d, the 100 Skylounge can have a more relaxed dining area that will probably be used mostly by the owner and family when guests are not aboard.

The lower decks are accessed from stairs in the saloon that lead to a central marble foyer. Custom-designed stone is all water-jet cut and includes stainless steel inserts for durability.

All bulkheads in the hallway are fabric covered.

All staterooms on the 100 Skylounge are en suite. The countertops in the heads are all marble with china sinks, and floors are marble for all but the master head, which gets a separate treatment. The shower compartments are seamless fiberglass with one-piece, clear-glass doors with stainless steel hinges fastened to granite frames.

As expected, the 100 Skylounge features a full-beam master on the lower deck, and in the version shown here, Ocean Alexander installed the popular “his-and-hers” head arrangement separated by a common shower. What makes this dual bathroom both possible and practical is the fact that there is a large, walk-in closet for madam to port and an adequate hanging locker for the man of the cabin to starboard.

The king-size berth is on centreline for minimum discomfort from ship’s movement. Large hull side windows to either side, which provide spectacular views when underway, and fresh air through opening ports.

Skylounge Helm Evan K. Marshall also designed both of the helm stations for the Ocean Alexander 100 with cues taken from the builder’s much larger 120 model. It incorporates a “floating” display pod with three touchscreen multifunction displays and matching wood and Ultraleather finishes. Doors open to decks on either side and provide sightlines for the captain while he/ she docks with an optional remote control. Stidd leather helm seats have adjustable and folding arms, and footrests, as well as a control pad in the armrest of the helm seat.

The Ocean Alexander 100 Skylounge, like the open flybridge version, has a 4.6 m tender on the aft boat deck which can be launched/retrieved by a hydraulic davit. The skylounge is a true second saloon with an elevated view and a high level of luxury, complete with a wet bar and day head. A second access point to this deck runs from the formal dining area into the enclosed skylounge, allowing a transition while remaining protected from the elements.

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Main Deck Master Stateroom One optional feature that will undoubtedly attract a lot of attention to the 100 Skylounge is the main deck master stateroom, which changes the feel of the entire boat. The skylounge allows the glass-bridge helm station of the boat to be located on the upper deck. This helm position frees up the forward end of the main deck, an area that includes the huge windshield, to be used as the master stateroom.

Ocean Alexander has clearly put a tremendous amount of thought into the design, using a lower-deck area forward for the master head and dressing room. But the considerations don’t end there, for the design team added what is called a “night head,” essentially a day head to starboard on the main deck, allowing the owners to avoid using the stairs at night.

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The Ocean Alexander 100 Sky Motoryacht has the master stateroom on the main deck.

Two VIP Configurations Because the main deck master requires use of the forepeak for a head and walk-in closet, the lower deck in this configuration offers two different choices for the VIP stateroom. The first is a fullbeam stateroom amidships – what is essentially the master stateroom on other configurations remains unchanged – with his-and-hers heads sharing a centerline glass shower. In other configurations, this stateroom serves as the master, so its appointments, including a portside desk and a starboard chest of drawers, are augmented by huge hullside windows with opening ports.

The second available configuration are twin VIP staterooms, each located amidships, each en suite with an athwartships queen-size berth. Both encompass the expected quality joinery and level of luxury demanded of the Ocean Alexander shipyard.

Between the master and VIP staterooms are two guest staterooms with twin berths that convert to queens.

Crew Accommodations

The forward VIP offers a queen berth and ensuite.

The Ocean Alexander 100 Sky Motoryacht is offered in either an open flybridge, or skylounge version.

Crew’s quarters on the Ocean Alexander 100 Skylounge are large and comfortable. The crew’s quarters are located just abaft the engine room in the stern of the boat. The captain gets a queen-size berth with an en suite head. This is ideal, particularly for the husband/wife teams of captain and chef.

Two additional crew staterooms can sleep four more crew, with an expandable single-berth cabin, and a Pullman berth above to port and bunk beds in the starboard cabin. Both share a head which is positioned adjacent to a separate crew galley/ dining area. The location at the stern, with access through the lazarette to the swim platform, allows the crew to come and go without bothering the guests or owners.

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While remaining enclosed, the skylounge still offers excellent views of the surroundings.

A large emphasis was placed on natural light with massive side windows in the saloon.

The galley is among the most elegant we’ve seen on any yacht.

Plenty of room for sunbathing and tender stowage on the upper aft deck.

The aft deck is huge and includes U-shaped seating and a bar area.

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Turnkey Delivery

All that is missing is you.

curve. That said, at the recommended MTU cruise setting of 80% load, we were running at 22.2 kts with a 200 gph fuel burn that produced a range of 399.9 nautical miles, while still holding back a 10% reserve of the boat’s 4,000 gallon (15,142 L) total fuel capacity.

As for her handling, I was most impressed with the 100 Skylounge’s turning capability. I mean this thing handles like a sportboat with tight turns and instantaneous responsiveness.

I mean seriously… this is a 100’ (30 m) yacht with the same turning radius that we’ve seen in most express cruisers.

Smaller boats have long touted the “turnkey” feature to add to the attractiveness of the buyers’ experience. Sometimes this just includes bedding and towels, other times it adds dishes and cutlery. At Ocean Alexander it includes all of the above, plus full fuel tanks, all safety equipment (fenders, lines, throw ring, fire extinguishers…etc.), a full spare-parts package (bilge pumps, LED lights, zincs, filters, wiper blades, touch-up paint, fuses, an engine parts kit from CAT and Onan…etc.), a wheel puller for the propellers, a 10-man life raft, a full china set and cookware right down to the salt and pepper shakers, a toaster, electric mixer and measuring cup… just to name a few items.

Observations While clever engineering plays a big part in the roominess of the Ocean Alexander 100 Skylounge, she’s also more spacious because of her 7.01m beam. Clearly this oceangoing yacht can handle all sorts of activities, including entertaining a large crowd for both cocktail and dinner parties, as well as local sight-seeing day trips.

Performance With the 2,600-hp MTU 16v 2000s turning Shanghai 52 4-blade props in slight tunnels, we reached a top speed of 26.4 kts at 2450 rpm. Her best economic cruise is subjective to whether she’s being operated at displacement or planing speed and the range is fairly linear throughout the power

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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: Designer: LOA: LWL: Beam: Displ (Dry): Max Speed: Construction:

Ocean Alexander 100 2018 Evan K. Marshall 30.53m 26.80m 7.01m 104281 kg 26.4 knots GRP

Fuel Cap: 15141 litres Water Cap: 2461 litres Engine Make: 2 x MTU 16V2000 @ 2600hp Drive Train: Shaft Generator: 2 x Kohler 55 kW Thrusters: Side Power Anchor Winch: Maxwell Lighting: Hella

Heater: MFD: Priced From:

Dometic Garmin 8600 AUD $13,359,000

Contact: Alexander Marine Australia sales@alexandermarine.com.au Ph +61(0)75618000 www.alexandermarineaust.com.au

F U E L & P E R F O R M A N C E D ATA Grand Banks 60 | Fuel capacity: 5791 litres RPM 550 1000 1250 1500

RPM 1750 2000 2200 2450

Knots L/h L/NM Range (NM) 6.0 22.7 3.800 3500 10.0 79.5 8.000 1700 12.5 170.3 14.000 970 15.6 276.3 18.000 750

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

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Knots L/h L/NM Range (NM) 17.7 442.9 26.000 520 19.8 647.3 33.000 410 22.7 787.3 35.000 380 26.4 1014.5 39.000 340

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Essential elements of a

SERIOUS

The pilothouse can be closed off from the saloon and affords good sightlines from the helm.

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Text by Tony Fleming

CRUISER My intent, in designing the Fleming, was to create a boat with pleasing lines, built on a capable, seakindly hull and designed for serious offshore and coastal cruising — easily said but, as always, the transition from concept to reality lies in the details.

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ESSENTIAL ELEMENTS OF A SERIOUS CRUISER

Fleming pilothouse motor yachts are designed for serious cruising, with seakindly hulls and thoughtful features.

I

RESOLVED TO TAKE A CRITICAL LOOK at every aspect of design and to shape my decisions around a sense of aesthetics anchored in tradition. For example, I sketched the sheer line to provide a faint echo, at least to my eyes, of the rakish look of a traditional Down East schooner. We tend to be drawn to people and objects we find attractive, but to judge real worth we must look beyond a pretty face. The most exotic building is only as good as its foundations, and so it is with a boat. In this case, it is the hull upon which the integrity of the whole vessel depends.

I wanted flexibility in performance — good fuel economy at hull speeds, but a boat capable of 20 knots when required.

A flared bow to deflect the waves but with no chines close to the waterline forward to avoid that annoying slapping while at anchor. A semidisplacement hull with a sharp entry, rounded bilge sections forward, and hard chines and moderate deadrise aft.

Good design is key, but it’s meaningless without structural integrity, the evidence of which lies mostly hidden from view in a finished boat. Here, it may be best to rely on the reputation of the builder, along with the certification authorities, such as National Marine Manufacturers Association and European Union classifications. The latter has grades A through D, with A (Ocean class) being the toughest. NMMAcertified boats must meet the stringent standards of the American Boat and Yacht Council and comply with Environmental Protection Agency requirements for emissions PACIFIC PASSAGEMAKER ANNUAL 2019

and wastewater systems. Obtaining such certification is not a casual undertaking. NMMA certification requires rigorous annual inspections during the building process, and even of the yard itself, as well as close surveys of completed vessels, wherever they may be.

Some designs concentrate on maximizing interior space at the expense of functionality. For example, they eliminate side decks, reduce the size of the engine room and raise the height of the superstructure, increasing windage and decreasing stability. Safety should, of course, take precedence, and this manifests itself in many ways, some apparent and others less so. The manner in which the vessel handles is clearly an obvious factor, as is the quality of construction. Less evident

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“A B O AT S H O U L D B E A BLEND OF ART AND ENGINEERING WHERE FORM AND FUNCTION WORK IN H A R M O N Y. T O M Y M I N D THERE IS NO EXCUSE FOR UGLINESS, EVEN IN THE DESIGN OF THE LOWLIEST B R A C K E T.” Tony Fleming, founder of Fleming Yachts.

Smart features include an uncluttered foredeck with the rails mounted inboard of the rail cap.

ESSENTIAL ELEMENTS OF A SERIOUS CRUISER are features such as having a keel that extends below the running gear. This not only provides protection for the vital rudders and propellers, but it also improves tracking in a following sea.

Ease of boarding or stepping off a boat is another factor that isn’t always apparent during a boat show, where all of the boats are tied stern to the dock. Being able to step ashore only at the transom can be hazardous under anything less than ideal conditions. A lack of decks along both sides obviously limits safe access when mooring alongside, and high decks require steps. All too often it seems to be women who are expected to loop the lines around the awkward rails that substitute for cleats these days while “sir” pulls a few levers and issues instructions from the bridge. Handrails should be plentiful and naturally fall to hand. Your arms always lead your feet when you ascend and descend steps, so the placement of rails must take this — and the height of children — into account. We locate our foredeck rails inboard of the rail cap for better support and to keep the stanchions off the teak. Bulwark and transom doors should open inward so an inadvertently unlatched door does not precipitate you over the side. Stairs need to be properly designed, with the width of the treads correctly matched to the height of the risers — difficult to achieve with a spiral staircase. Inboard access to the flybridge, up easy-tonegotiate stairs, is much safer than a long ladder down to the cockpit. I recall on many occasions seeing people stranded on the flying bridge, afraid to descend when the seas kicked up.

For equipment, I carefully selected the best available and installed it with ease of access in mind. Being an engineer by philosophy and training, all technical installations were based on the sound engineering principles I learned during my apprenticeship in the demanding aeronautical industry.

Although practicality was paramount, I also paid much attention to aesthetics. A boat should be a blend of art and engineering where form and function work in harmony. To my mind there is no excuse for ugliness, even in the design of the lowliest bracket. The look and ambiance of a vessel are very important, and although you may not recognize the reasons, they should be instantly apparent from the moment you step aboard. The scale of each and every piece of furniture and the harmonious blend of shapes, textures and colours contribute to an instinctive feeling of comfort that should pervade the entire vessel, from its outward appearance to the tiniest detail.

There should be no sharp corners, and you should be able to look comfortably through the windows when seated. Noise and vibration lead to fatigue, and we spared no expense to make our vessels quiet and smooth.

Good food is an integral part of pleasurable cruising, and this means having a well-designed galley. It shouldn’t be in PACIFIC PASSAGEMAKER ANNUAL 2019

the pilothouse, where there are significant drawbacks when it comes to serious cruising. I prefer a dedicated pilothouse that can be closed off from the saloon when running at night or during critical moments. For cooking under way, our fully equipped galley is centrally located at a less elevated level.

An induction cooktop has the speed of gas without its safety concerns and comes equipped with potholders that I consider to be essential. Without them, even an errant wake can result in a nasty accident.

Clients often tell me that after owning a Fleming for three years they are still finding out why things are designed a certain way. This stems from features included because of experience acquired over many years. There is no substitute for builders actually using the boats they build.

Naturally, all of the features I have described are in Fleming yachts because they reflect my experience and what I believe to be correct. Not everyone will agree with my beliefs, and different features will have different priorities for different people. I will say simply that it is important to do your homework before investing your money — and the safety of yourself and your loved ones — in a boat that has the potential to provide personal voyages of discovery that cannot be taken by any other means.

I have learned much from the extensive cruising I have experienced during the past few years, not least of which is the need to grasp opportunities that come your way with both hands before the passage of time snatches them beyond your reach.

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5 Yr Warranty 12V 275 W $453 24V 350 W $490 12V 500 W $689 24V 600 W $689 12V 1000 W $1149

$249 $429 $569 $429 $569

Inverter Chargers 12V 1500 W $3333 24V 2400 W $3489 12V 2000 W $3169 24V 3500 W $3747 Enquire for more options

AA Solar & Sun Power Plus 70 Forge Rd, Silverdale, Auckland 0932 Ph 09 427 4040, email sales@aasolar.co.nz

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www.isuzuutes.co.nz | 0800 ISUZU NZ PACIFIC PASSAGEMAKER ANNUAL 2019

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The Integrity 380 Sedan represents the evolution of a tried and tested motor yacht with style, safety, comfort and reliability at its core. Wide walk-around side decks and high hand rails ensure safety in all conditions and step on-step off access means simple docking. The spacious cockpit with wrap-around seating and table is the ultimate entertainer’s delight, with seamless flow-through to a fully appointed aft galley and saloon. Below decks are two cabins and separate bathroom. The 380 Sedan sleeps 6 and is equally suited as a weekender or adventurous long-range cruiser. Discover more today.

www.integrityboats.com.au QUEENSLAND SANCTUARY COVE 1300 798 735 www.integrityboats.com.au

NEW SOUTH WALES AWMARINE SALES 0419 124 939 www.awmarinesales.com.au

VICTORIA PIER 35 BOAT SALES 03 9645 1100 www.pier35boatsales.com.au

WESTERN AUSTRALIA MARTIN BOX MARINE 08 9336 1466 www.martinboxmarine.com.au

CALL US TODAY ON 1300 798 735 TO BOOK YOUR PERSONAL INSPECTION OR TEST DRIVE AND DISCOVER MORE WITH INTEGRITY

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*Terms & conditions apply: Promotion available through participating authorised Yamaha WaveRunner dealers. Promotion available between 25/2/19 to 19/5/19 on 2019 VX CRUISER and 2019 VX DELUXE, while stocks last. Accessories pictured not included. Advertised savings amount equivalent to $1,500 (GST inclusive) off RRP, when an eligible WaveRunner and trailer package is purchased utilising Yamaha Motor 172 PACIFIC POWERBOAT 2019 Finance.

A $1,000 (GST inclusive) off RRP MARCH/APRIL discount may be offered, when an eligible WaveRunner and trailer package is purchased, without utilising Yamaha Motor Finance. Offer available for private buyers only on specified models, and warranty registered on or before the 19/5/19. Promotion is not to be used in conjunction with any other offer. See your participating authorised Yamaha dealership for details.