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FEBRUARY 2016 $9.90INC GST

NZ’S #1 BOATING MAGAZINE

GOT

‘EM ON AGING BOATS TIME F OR

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THE ULTIMATE FISHING PLATFORM STABICRAFT CENTRE CAB

2750

VOYAG PLANN E ING A TRIP TO TH

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OUTREMER 49 – PERFORMANCE SAILING CAT R566 POWERCAT – CRUISING GEM

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from the editor EDITORIAL DEPARTMENT Editor Lawrence Schäffler editor@boatingnz.co.nz Journalist John Eichelsheim REGULAR CONTRIBUTORS Will Calver, John Eichelsheim, Harold Kidd, Roger Lacey, John Macfarlane, Tom O’Neil, Bryce Taylor ART DEPARTMENT Art Director Production Manager Digital Imaging

Debra Tunnicliffe Mike Embleton Willie Coyle

MANAGEMENT Northern Region Manager David Penny Commercial Manager Duncan Brough Editorial Director Bridget Hope Executive Publisher Tim Porter ADVERTISING Advertising Manager

Brett Patterson 09 634 9860 brett.patterson@fairfaxmedia.co.nz Braeden Saul 09 634 9868 braeden.saul@fairfaxmedia.co.nz

Advertising Manager MARKETING Marketing Manager Marketing Executive Corporate and Bulk Sales Manager

Campbell Mitchell Nicole Scharvi-Coles Cherie Russell cherie.russell@fairfaxmedia.co.nz

ADDRESS Office

Smell the roses

I

317 New North Road, Kingsland Auckland 1141, New Zealand PO Box 6341, Wellesley Street Auckland 1141, New Zealand (09) 634 1800 (09) 634 2948 editor@boatingnz.co.nz

Postal

have a rudimentary idea about which end of a rod should point at the water – by no stretch of the imagination could I be called a fishing enthusiast. So I was a little bemused by the storm of controversy generated by the Government’s recently-announced plans for creating two recreational marine parks – one in the Hauraki Gulf and the other in the Marlborough Sounds. I’m delighted for the estimated 21,000 recreational fishers that use the Gulf on a typical summer’s day, and for their hunter-gatherer colleagues in the Sounds. And I fully support any initiative designed to preserve/conserve and manage our resources more effectively. History doesn’t paint global commercial fishing in an admirable light. I also understand that commercial fishing is a tough industry with wafer-thin margins – bigger no-go areas won’t make things any easier. On balance, therefore, the Government’s proposal could be viewed as a delicate compromise. Ironically, though, from my discussions with those who are passionate about all things fishing, the establishment of an imaginary border separating recreational fishermen from their commercial cousins might not actually make a material difference. Put simplistically, the fish will still have to move through the “danger zone� – swimming from the open sea through the commercial areas to get to the recreational areas. They may never get the opportunity to be tempted by the baits dangled over the side of John Citizen’s boat. This also means any hopes that the new parks would foster growth among the populations of various fish species might be a little forlorn. These inconveniences aside, I still believe the concept is worthy of support. But the raging controversy’s also triggered a different thought process in my mind. I can’t decide whether we – as a nation – are incredibly lucky and privileged even to be having this kind of argument, or whether we are chronically myopic. When much of the rest of the world is wrestling with random terrorist attacks, homeless refugees, extreme drought, starvation, economic ruin and corrupt/inept rulers, a casual observer might view arguments about the merits or otherwise of recreational fishing parks as a little indulgent. Happy boating.

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OPTIMISING TIPS

BOAT REVIEWS:

OUTREMER 49 – PERFORMANCE SAILING CAT R566 POWERCAT – CRUISING GEM

Cover photo Will Calver Cover design Mike McCullough

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COPYRIGHT Boating New Zealand incorporates: Nautical News, Boating Quarterly and New Zealand Yachting. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of Boating New Zealand or Fairfax Magazines, a division of Fairfax New Zealand Limited. All rights reserved.

THIS MAGAZINE IS SUBJECT TO THE NEW ZEALAND PRESS COUNCIL ‡ &RPSODLQWV WR EH Âż UVW GLUHFWHG WR HGLWRULDO#ERDWLQJQ] FR Q] with “Press Council complaintâ€? LQ WKH VXEMHFW OLQH ‡ ,I XQVDWLVÂż HG WKH FRPSODLQW PD\ EH UHIHUUHG WR WKH 3UHVV &RXQFLO 3 2 %R[ 7KH 7HUUDFH :HOOLQJWRQ RU E\ HPDLO DW LQIR#SUHVVFRXQFLO RUJ Q] ‡ )XUWKHU GHWDLOV DQG RQOLQH FRPSODLQWV DW ZZZ SUHVVFRXQFLO RUJ Q]

Lawrence Schäffler Editor AUDIT 12751 TOTAL NET CIRCULATION JULY 2011-JAN 2012

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Welcome Aboard BOATING NEW ZEALAND FEBRUARY 2016

Boat rev view ws

16 COVER STORY

GOT ‘EM ON Type Aluminium Trailer Boat Design Stabicraft 2750 MWS CC Writer Grant Dixon

28

DIAMOND PURRFECT Type 16m Powercat Design Scott Robson Writer Rebecca Hayter

“…luxurious, fuel-efficient cruising…” 6

Boating New Zealand February 2016

“…the ultimate fishing platform…”

50 NEW CAT IN TOWN Type 15m Sailing cat Model Outremer 49 Writer Lawrence Schäffler

“… high-performance sailing cat…”

Features

Columns

36

68

PRACTICAL BOATING Rebuilding Talent, a Townson classic. Part 2 by John Macfarlane

76

OUT OF THE OCEAN Tips for summer fishing by John Eichelsheim

79

FROM THE GALLEY Lamb & feta gözlemes, and bacon & egg pies by Jordan and Nikki Shearer

“...we think of the voyage as a life-changing experience...”

76

58

44

80

RETROS AND CLASSICS The Richard McBride Story by John Macfarlane

88

VINTAGE PERSPECTIVES The Seagar steam launches by Harold Kidd

88

72

Regulars 36

SCIENCE IN A SQUARE-RIGGER

44

RECYCLING OLD BOATS

58

SAFE, ENJOYABLE VOYAGES

62

THE MULLET BOAT LEGACY

Research by a US tall ship. By Lawrence Schäffler What to do with decaying boats? By John Macfarlane Successful passages begin with planning. By John Martin, Island Cruising Association Reviving a tradition. By Rob Warring

67

IRISH SURPRISE

72 84

THE BOAT TO BATTAMBANG

92

THE CANAL THAT COULD

Expect the unexpected. By Lawrence Schäffler A Cambodian river cruise. By Trisha Fisk

A BEAUT UTE Mazda BT-50 tow test. By Sam Mossman History of the Corinth Canal. By Lawrence Schäffler

5 8 10 14 24 40 48 87 97 98 120

From the Editor Writing from Readers OnWatch Boating’s Quiz Industry Insight Racing New Gear Boating’s Books & Crossword Classifieds Brokerage Directory

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7

letters to the editor We welcome your letters and feedback for publication. Address to: The Editor, Boating New Zealand, PO Box 6341, Wellesley Street, Auckland 1141, or email editor@boatingnz.co.nz

Captivating the Younger Readers

Mystery Yawl

JACK DORREEN – prior to being loaded on his father’s boat Ruby, is clearly stoked with the magazine’s latest issue.

I AM IN possession of a very old framed photo of what appears to be a gaffrigged yawl of around 30 to 35ft that my father has had for many years. It was taken in what looks like Wellington Harbour. By the look of the houses in the background it appears as though it is in the early 1920 to 1930 period. It is very difficult to read the name painted on the transom, but it could be Oyster. Perhaps a reader may have some information about the vessel, or should anyone wish to offer the photo a good home I’d be happy to talk to them. Geoff Grocott, Nelson

Anchoring Atrocities ON THE SECOND night at Great Barrier Island’s Wairahi Bay, the skipper found himself in the dinghy at 4am trying to wake the occupants of a rather large launch which had drifted and was in danger of hitting the rocks. We’d watched him anchor (put a bit of chain out, turned off the key and presumably went into the cabin for a drink). When he was woken up he had no idea where he was or where he came from. He hadn’t taken any sightings when he’d anchored. Day 3 – at the Fitzroy Wharf. After a fantastic burger from The Hub and back on the boat we noticed a lovely old ketch way too close to a moored local yacht. No one on board, so over we went. It had already made contact and was drifting. We managed to get a line on both boats and bring the ketch behind it. Thankfully the owner’s son came along and all was well. Day 4 – anchored in Wairahi Bay and a launch came in and anchored too close. We couldn’t catch it in time before it hit us. We’d just re-launched (prior to Xmas) after fixing a ding from a drifting boat here last year! I found the boat’s skipper on another boat. He continued to swig his beer while I told him he’d hit our boat and needed to move. No apology was given, and he never gave us his details. We have his boat name, a photo, names of boats nearby and a diary account of what happened. He will be hearing from us. And that, you might say, would be enough. But no, it had just started. No sooner had he left when another boat anchored in pretty much

8

Boating New Zealand February 2016

the same place. We told them the previous boat there hit us. They said they’d keep an eye out. Yeah right. New Year’s Day (the next morning) found us fending off with boat hooks. A couple of hours later they finally moved. The next idiot arrived. He anchored in a different place but in a worse position as he was not only too close to us but also to another yacht and launch. We explained that the winds were swirling and all the boats were hanging at different directions and that he was too close. We even showed him a good place to go to. Owners of the other boats also spoke to him, and still he didn’t move. At one stage we were stern to stern, close enough to hold hands. Finally at 7.30pm, after hours of negotiations, he moved. Unbelievably, he re-anchored by dropping the pick at our bow. We told him (yelling by this stage) he would hit us by dropping it there. We spent nearly three hours watching and at 10.45pm, after fending off with boat hooks, he left. In my 20 years of coming to the Barrier I’ve seen some anchoring antics but never have I experienced such ignorance and plain stupidity. Idiots! Sue Sutherland, Tauranga PS. The skippers of the two boats we saved acknowledged their errors gracefully and were most thankful.

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Edited by John Eichelsheim

10

Boating New Zealand February 2016

And very pleased to meet you too MARINE SCIENTISTS WILL probably take us to task for suggesting that whales have humanlike characteristics, but these images certainly suggest an element of curiosity on the part of the humpback. The photos were taken by Hans Schultz – a sailor from landlocked Liechtenstein – who is halfway through a circumnavigation on his boat Noe (Noah). Hans and his wife Ursula took the opportunity to go whale-watching in Tonga – and were somewhat gobsmacked when the gentle creatures got real close and friendly. The couple is now exploring New Zealand by campervan and using the opportunity to have some work done on the boat. You can read more about Hans’ whale adventures – and his trip around New Zealand – on his blog www.circumnavigation-noe.blogspot.co.nz.

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Tall ships at Russell NEARLY 100 VESSELS – 14 tall ships, 44 classics and 36 others – participated in this year’s Tall Ships and Classic Invitational Race off Russell, and as always, the focus was on fun rather than furious competitiveness. Where else would you find a fleet of tall ships competing with a foiling catamaran? The ‘race’ over a 16-mile course was held early in January. It’s been organised by the Russell Boating Club for more than 40 years. The course was shortened for this year’s event because of fickle winds and rapidly changing conditions. An 80-foot steel ketch Sylfia won the tall ships division, while Shanty, a gaff-rigged yawl, won the classic division. The foiling catamaran Team Marwin took line honours across all divisions.

TRAWLER MAKES A BIG SPLASH A NEW 24M, 80-tonne steel trawler launched in Port Nelson for Aotearoa Fisheries Ltd was introduced to its natural element in an unusual way – it approached the water upside down. The trawler was built by the Port Nelson engineering company Aimex. It employed two of the Port’s container cranes – in conjunction with its biggest tug the Huria Matenga – to flip the trawler the right way up after it was launched. Having arrived on the wharf on a low-bed trailer, the cranes lifted the trawler clear of the wharf and lowered it towards the water, with lines attached to the tug used to turn it right-side-up. Aimex managing director Steve Sullivan says the whole thing went very smoothly, and the unorthodox launch method made sense because the hull itself was watertight. Aimex has begun installing the engines and completing all the interior and exterior work. The vessel will be completed in July. Aimex will soon start on the second boat in the six-vessel contract, which has a total value of $25-$30 million.

12

Boating New Zealand February 2016

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The Fishing Show on RadioLive THE OUTDOORS GROUP is proud to present The Fishing Show, broadcast live from 7-8pm every Friday and repeated on Saturday at 5-6am on RadioLive. Show hosts Terry Williams-King, Grant Blair, John Eichelsheim and Mal Williams catch up with recreational fishing around the country, talk the latest tackle and techniques, discuss fishing issues and speak with the country’s most knowledgeable anglers, charter skippers and fishing personalities. Fast moving, informative and entertaining, The Fishing Show will set the scene for the weekend’s fishing. The Outdoors Group also presents The Outdoors Hour on RadioLive every Saturday, 7-8pm. The Outdoors Hour features true tales of adventure in the great outdoors. There are plenty of near disasters, lots of fun stories and enough valuable lessons to make for compelling listening. Follow the Outdoors Group on Facebook, Twitter and Instagram. RadioLive www.radiolive.co.nz

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13

boating quiz Established 1978

by Roger Lacey RIVIERA 53FB

New Zealand’s LARGEST Volvo Penta dealer Two Branches – Westhaven & Pine Harbour

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On a chart what does the capital letter M signify?

2.

Which fish has the Maori name kuparu?

3.

What is a treenail?

4.

When comparing DC to AC inverters, what do the letters MSW and PSW mean?

5.

What should you do with any yellow fire extinguishers on board your boat?

6.

What would you use a sheet bend or double sheet bend for?

7.

In which area is the Waikawa Bay Boating Club located?

8.

Who wrote: “A coarse sailor is one who in a crisis forgets nautical language and shouts: ‘For God’s sake turn left!’”

9.

Where is Lake Rotoroa in the North Island?

10. What was Frank Worsley most famous for? 11. In which ocean is the Seychelles? 12. What is a spanker? 13. What is NMEA 2000? 14. Who designed the SS Great Eastern? 15. When yacht racing, what does this flag mean?

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16. What would be the main reason for connecting an aluminium mast to a keel bolt? 17. In rowing, what would you place on a stretcher? 18. Who won a bronze medal in the Finn class at the 1992 Olympic Games in Barcelona and has also worked as a grinder for Team NZ? 19. Which type of jellyfish sting should not be treated with vinegar?

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Boating New Zealand February 2016

20. Answers 1. Mud. 2. John dory. 3. A wooden peg used to fasten pieces of wood together (Also known as trenail, trennel, or trunnel). 4. MSW stands for Modified Sine Wave and PSW Pure Sine Wave. 5. Take them to your local Fire Protection Association member for safe disposal of the environmentally harmful halon they contain. 6. Tying together two ropes. 7. Marlborough Sounds. 8. Michael Green, author of The Art of Coarse Sailing. 9. Hamilton (also known as Hamilton Lake). 10. Navigating the lifeboat James Caird on Shackleton’s voyage to South Georgia. 11. Indian Ocean. 12. A gaff sail on the aft mast of a square rigged vessel. 13. A communications standard for marine instruments. 14. Isambard Brunel. 15. Races not yet started are postponed. 16. To provide a ground in case of lightning strike. 17. Your feet. 18. Craig Monk. 19. Bluebottle jellyfish. Instead immerse sting in warm (45 degree) water for 20 mins. 20. Either side but it is the responsibility of the overtaking boat to keep clear.

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Boat review Stabicraft 2750 MWS CC

After spending a day with ITM Fishing Show presenter Matt Watson on his new Stabicraft 2750 MWS Centre Cab, Fishing News Editor Grant Dixon asks: “Is this the best-appointed trailer boat sport-fisher yet?”

The ITM Fishing Show presenter Matt Watson brought his vast store of fishing knowledge to bear when working with Stabicraft to create the ultimate trailer boat sport-fisher.

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Boating New Zealand February 2016

Got E‘ m On’s GOT IT ALL Story and photos by Grant Dixon

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17

W

hen you already have a pedigree setting up sport-fishing boats, a blank canvas to work with and the boat manufacturer’s invitation to “go for it�, anything’s possible. Exploring the possible is exactly what happened with Got ‘Em On, The ITM Fishing Show’s flagship trailer boat and the TV show’s biggest boat to date. The centre-cab layout, a first for Stabicraft, is the biggest departure from Matt’s previous project boats, its walk-around configuration giving anglers access to additional fishing space in the bow and the ability to follow hard-running fish around the boat. The centre-cab layout was achieved without compromising Stabicraft’s “buoyancy ring� pontoon design or the boat’s aesthetics. The hull features Stabicraft’s latest Gamechaser transom and Arrow pontoons. But the most notable thing about the boat isn’t any single feature but a whole heap of little ones that reflect Matt’s experience as a crewman and angler: there is a place for everything and everything is in its place. The performance of the proven Stabicraft hull is a given, as it is for the latest Evinrude 300hp E-Tec outboard. The rest of the boat’s setup is pure innovation, the fruit of a successful collaboration between TV show host and Stabicraft Marine. And while I suspect Stabicraft’s designers must hide under their desks when they see Matt coming armed with a bunch of “ideas�, many of those fanciful ideas have been incorporated into other Stabicraft models over the years. Matt is a one-man R&D department and from stem to stern, Got ‘Em On has Matt Watson stamped all over it.

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Boating New Zealand February 2016

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IP 67 COMPLETELY SEALED

Shimano Beastmaster electric reels also serve as downriggers. There are 12V powerpoints for electric reels in the bow and the stern of 2750 CC.

FISH FROM THE BOW Starting from the pointy end, the bow rail is angled slightly inboard to offer support and security when fishing from the forward casting platform. Up there you’ll find three rod holders plus Starports for the extensive range of Railbaza fittings, while the two forward lockers contain plugs for the spotlight, electric reels, and a USB connection. Chains, Ropes and Anchors supplied the Sarca anchor on the pulpit. Chain and warp are neatly tucked away under the platform on a StressFree drum winch. A bow seat set into the front of the cabin roof is perfect for those short trips between drops and the bow area is lit up with Hella courtesy lighting under the coamings. In fact, Matt has gone nuts with the lighting around the boat: there is a focus-beam searchlight up forward, forward, rear and side-facing floods, as well as lighting for the live-bait tank and bait-board. The different lighting zones are switched separately. Marine Deck 2000, a compressed cork, non-skid flooring, covers the decks. It is not only practical from non-slip and comfort perspective, but also sets off the boat aesthetically. Being a full walk-around, any waves coming over the bow could end up in the cockpit, but Got ‘Em On has deep scuppers set into the deck to clear water overboard.

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A WORKING COCKPIT The boat’s bait-station is a work of art, reflecting Matt’s commercial fishing and professional sport-fishing background. It features a raised board to make filleting easy, with drainage overboard. There are six knife slots edged with Octigrip to hold the subscribe online at www.mags4gifts.co.nz/boating-nz

19

knives securely without dulling the blades. Bait needles have their own spot, as does the thread spool. There are four rod holders and the obligatory Railblaza drink holders. Bait station tackle drawers, customised by Stabicraft, have small Hi-Tech plastic bins modified to fit Shimano Ocea trace holders and Shimano tackle boxes. The edges of the dividers have been scalloped to make the removal of individual bins easy. Hi-Tech has also customised the bins to ensure a number of spaces are fully utilised – one is especially designed for sinker storage. Beneath the tackle drawers sit three Exide deep-cycle marine batteries, all dedicated to providing power for the various electrical systems and on-board electronics. A separate starting

battery lives under the port-side coaming; a solar panel in the roof provides charging back-up. There is a 70-litre live-bait tank with a viewing window, plus three tuna tubes set into the transom, each with its own tap, fed by two 1200gph pumps. A lid prevents the baits splashing water everywhere. Located in the centre of the cockpit is a customised 300-litre Icey-Tek bin. This accommodates nine individual plastic bins used for bait, food, drinks and the catch. Matt says he rarely keeps snapper over 4kg in weight, and these fit perfectly in the individual bins. This system means there’s no mess to clean out of the IceyTek at the end of the day. At one end of the cockpit is a dry tackle/lure rigging area, along

Marine Deck 2000 provides a comfortable and good looking non-slip deck surface. Scuppers drain overboard. There’s room to bunk down forward, but the boat is set up primarily for day trips; A 300-litre Icey-Tek bin fits up to nine plastic bins for bait, food, drinks and the catch.

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Boating New Zealand February 2016

with a couple of Railblaza holders to hold rods conveniently in place. Under the cabin floor another large Icey-Tek provides additional cold storage.

Power Performance Style

DUAL HELM STATIONS There are a number of “big boat” features on Got ‘Em On, not least the cockpit helm station. The autopilot, Furuno TZ Touch remote, an iPad with Bluetooth on a Railblaza base and Evinrude “fly by wire” throttle control are at Matt’s fingertips. When hooked up to a decent fish or just manoeuvring over a spot, Matt has full control of the boat from the cockpit helm station.

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In the main cabin the helm is dominated by two things: the Shark seats and the 14-inch Furuno TZ Touch multifunction display. The helm seat swivels through 360° and has a great suspension system, while the passenger seat features a double bolster for maximum comfort and practicality. These Kiwi-made seats are quite revolutionary in their design. Electronics play a large part in any serious fishing operation and The ITM Fishing Show is no exception. The Furuno TZ Touch MFD interfaces with the autopilot and Fusion sound system – Matt has always believed that good bass sounds raise billfish, so the system in this boat includes six 7-inch speakers and two 10-inch sub-woofers to deliver pretty decent sound. Within easy reach of the helmsman above the sounder are the Uniden VHF radio, Fusion headset, Evinrude engine monitor and Furuno autopilot. The cuddy cabin offers seating, under which there is more storage. At a pinch you could sleep up there, but the boat’s specifically set up for day trips. Another important issue for any helm station is vision. This is excellent in the Stabicraft 2750 CC due to a moulded wrap-around screen – no blind spots.

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CLOCKWISE FROM TOP LEFT: Bow lockers house connections for spotlights, iPads and electric reels; Hardtop solar panels trickle-charge the batteries; Transom drain; Three tuna tubes grace the port side transom; Tackle drawers have been heavily customised; Three well-protected Exide house batteries.

ROD HOLDERS GALORE The space above the cabin top is another work of art. It features a foldaway spotting platform, a solar panel, a double rocket launcher and Rupps Revolution outrigger bases with Reel Rods outriggers. The ‘riggers are deployed from inside the cockpit and have been set up with the halyards perfectly tensioned, whether in running or fishing positions. Blacks release clips are used when targeting striped marlin; roller-trollers can be added for bait and switch or tag lines clipped on when targeting blue marlin.

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Boating New Zealand February 2016

The rocket launcher has been designed so rods in the 11 rod holders do not hit each other. And when this rack is full, there are a further 19 holders around the boat to house all the tackle Matt likes to use. The stern has power points for Shimano Beastmaster electric reels, which also serve as downriggers, and completing the fishing accessories are three Oceans LED Xtreme series underwater lights. These are angled to offer maximum coverage and can switch between three options: colour cycling, continuous and strobe.

EVINRUDE E-TEC G2 POWER All of the above would be pointless without a decent powerplant. Matt has again opted for Evinrude, this time a 300hp E-Tec G2 (Generation 2) outboard. His previous boat had twin Evinrude 150hp E-Tecs on the transom using around 58 litres of fuel per hour at 25 knots. The G2 uses between 41 and 43lph for the same speed on a bigger, heavier boat. At trolling speed, the twin rig used 11.6 litres per hour; the G2 uses 6.0lph. As Got ‘Em On carries 500 litres in a single underfloor tank, she has a huge range. Matt speaks highly of the Hosking trailer under his new Stabicraft, saying towing is a comfortable and safe affair aided by Kodiak brakes and a Hydrastar braking system. The tow vehicle is a Toyota Landcruiser V8 diesel. Other providers include Club Marine with a comprehensive insurance package, Halvo Signs for the “mobile billboard” sign-writing effects, and Ocean Star for the essential PFDs, EPIRB and other safety gear.

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industry insight 36° steps up THE TEAM AT Auckland brokerage 36° brings an unprecedented level of professionalism to pre-owned boat sales, says director Conrad Gair. Specialising in high-value boats, 36° deals in monohulls and multi-hulls, both power and sail. 36° also represents Multi-hull Solutions in New Zealand, an international organisation with sales offices around the globe. 36° recently expanded its premises, ideally situated on a corner site in Westhaven Drive next to Pier 21, one of New Zealand’s busiest haul-out and refit yards with a high turnover of pre-owned boats. It’s a prime location, explains Gair, offering opportunities for listings and sales. Focussing on customer service, Gair likens what they do at 36°to new boat sales, with a similar level of service and attention to detail. “At 36° we try to go the extra mile, so owners and buyers feel they are getting new boat service,” says Gair. To this end 36° provides professional photos of all its listings at no cost to its clients, while Blair McNaughton has been engaged as full time commissioning agent, looking after the specific needs of new owners. “We are selling big-ticket items and want to ensure they are presented in the best possible light. Top quality professional photos are an important part of that,” says Gair, “while careful pre-delivery commissioning and ongoing post-sales support results in satisfied customers and repeat business.” Gair explains that 36° likes to work with preferred partners to ensure the

FROM LEFT: Russell Hopper, Conrad Gair and Sarah Gair outside the 36˚ Westhaven, Auckland, premises. best possible service for its customers. Partners include Westpac for finance; Raymarine for electronics; the Royal New Zealand Yacht Squadron; Family Boats for a range of exclusive RIBs; and PIC for insurance. A customer service oriented strategy appears to be working because the team at 36° bettered 50 big boat sales for the 2015 year. This summer it opened an office in the Bay of Islands at Opua, adjacent to the wharf and marina, to service New Zealand’s summer boating hub and the first port of call for overseas yachts. 36° will also maintain a summer presence in Whangarei. 36° Brokers 09 903 1001 0800 363 347 www.36degrees.nz

Boatbuilder drowns at Bluff A BLUFF MAN who died after his truck went over the edge of a wharf was a well-known businessman and local identity. Morrell McKenzie, 51, was the sole occupant of the truck when it entered the water at South Port about 1.30pm on Thursday, December 3. McKenzie was the managing director of Bluff company McKenzie Marine and Mackraft, which he started with his brother Peter in 1986. The company sells a variety of jet boats in numerous countries including New Zealand, Australia, Israel, Austria and the Canary Islands. Sergeant Ian Martin, of Invercargill, said two commercial divers from Bluff firm Osborn Engineering were in the water nearby when McKenzie’s truck went into the water. The divers swam over to the truck where they found McKenzie submerged in the vehicle. The cause of death was not yet clear, he said. On December 8 hundreds of people lined Marine Parade to witness a flotilla of nearly 50 boats on Bluff Harbour pay tribute to McKenzie, who had lived in the seaside town his whole life.

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Boating New Zealand February 2016

Southern Spars launches new website SOUTHERN SPARS HAS launched a brand-new website at www.southernspars.com. With an emphasis on quality information, video, imagery and interactive elements, the new website provides existing and prospective customers and suppliers with considerably more detail about the Southern Spars’ global operation than the previous version of the site. Southern Spars’ director Mark Hauser says he’s very satisďŹ ed with the new website. “With eye-catching images of some of Southern Spars most recent projects, the new, more visual home page provides online visitors with access to a wide range of information with just one or two clicks of their mouse,â€? says Hauser. “I think we’re on the mark with improved usability, providing quick access to details of the company’s major products, technology, services and news.â€? The site showcases Southern Spars craftsmanship and design, demonstrating why it is a world leader in mast design and manufacturing. Southern Spars www.southernspars.com

Updated Bay of Islands charts available LAND INFORMATION NEW ZEALAND (LINZ) has released new editions of its Bay of Islands charts to reect new survey information and changes to navigation aids.  Manager Chart Production Jennifer Ryan says the charts now include a more detailed plan of the Waitangi area, which will be useful for cruise ships as well as other skippers in the area.  â€œThese new editions are the most authoritative and up-to-date charts for the region and so we’d encourage you to add them to your chart portfolio if you’re operating in the area,â€? says Ryan.  â€œWe’ve used the latest survey information to make these editions. They also reect changes to navigational aids and advice from the local Harbourmaster.â€?  NZ 5124 – Plans in the Bay of Islands and NZ 5125 – Bay of Islands are now available from approved retailers. Digital versions are also available to download free of charge from the LINZ website.  www.linz.govt.nz Â

Joint winners of DAME design award THE DAME DESIGN Award went to joint winners for the ďŹ rst time in its 25year history. The overall DAME award at the METSTRADE show in RAI Amsterdam went to the Lume-On LED light from Spinlock and the Electric Stabilising Fin & Interceptor System from Humphree. Spinlock’s Lume-On is a tiny LED light that attaches underneath the bladder of any lifejacket. When activated, it turns the whole lifejacket into a glowing light. Taken as a package the Electric Stabilising Fin & Interceptor System from Humphree was judged as a very impressive piece of technology, which involves many design disciplines and promises a step forward in comfort aoat. Auckland company Tru Design Plastics (pictured above) won a DAME design award (category: Marina equipment, boatyard equipment and boat construction tools and materials) for its load-bearing collars, meant for use with Tru Design skin ďŹ ttings and ball valves.

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industry insight continued

The FPB programme and Berthon join forces STEVE AND LINDA Dashew’s range of longdistance go-anywhere motoryachts built by Circa in New Zealand is already a well-known brand. The FPB (Functional Power Boat) 64, 78, 83 and 97 are cruising the world’s oceans and achieving extraordinary passage times, vast ranges, great sea keeping and delivering the best of long distance cruising for their owners. British ďŹ rm Berthon has worked with the FPB Programme in Europe for the past seven years. The collaboration has proved successful, with a FPB 78 in-build in New Zealand for a European owner, Grey Wolf, the ďŹ rst FPB 64 to visit Europe now calling the Channel Islands home, and sales of an FPB 83 and a second FPB 64. Berthon will now extend its marketing and sales activities for FPB worldwide, working with the Dashew Offshore team and Circa Marine in New Zealand.  www.berthon.co.uk

LANCE AND BRONWYN FINK now have both their sons working full time in the family business. A chartered accountant, Tristram Fink takes on the role of Finance & Marketing Manager at Tristram Marine after eight years with Deloitte. Tristram worked closely with Deloitte’s manufacturing, service and retail business customers, helping them adapt to the changing technological environment, while continuing his association with Tristram Marine after hours. Tristram looked after the boat manufacturer’s printed and digital media, also attending boat shows and special events. Joining his brother Kingsley in the family business, Tristram can now utilise his experience and passion on behalf of Tristram Marine. Kingsley will drive boat design and sales while Tristram controls ďŹ nance and marketing. And while the corner ofďŹ ces will always belong to Lance and Bronwyn, the senior Finks believe the next generation will take Tristram Marine to new heights. Tristram Marine Ltd, www.tristramboats.com Tristram Fink has joined the family ďŹ rm.

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Boating New Zealand February 2016

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AUSTRALIA IS TO INTRODUCE emissions standards for marine engines and associated equipment. As part of the Non-Road Spark Ignition Engine Emissions legislation to be introduced by mid-2016, petrol outboard, inboard and PWC engines will be required to comply with world-standard regulations which aim to limit HC, NOx and CO2 emissions. Legislation includes standards covering evaporative emissions, requiring boat manufacturers and importers to introduce measures to deal with tank and hose permeation and to prevent fuel spill. From mid-2016, Australia will adopt USA EPA standards, bringing Australia into line with jurisdictions around the world. Engine manufacturers are ready for the new legislation, having had programmes in place to comply with US and EU standards for some time.

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DIAMOND PURRFECT Words by Rebecca Hayter Photos by Derek Flynn

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Boating New Zealand February 2016

When talking powerboat hulls, there is displacement, planing and semi-displacement – and now, displaning. Zircon, the new Scott Robson-designed R566 powercat, is a classic example.

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29

S

imply, displaning describes a catamaran that operates well in displacement mode – in this case up to around 12 knots – but also, as a semi-displacement hull form, to around 20 knots and then up on the plane at a top speed of 27 knots. “The hull shape is the conventional symmetrical hull cat that we’ve been doing for about thirty years and it’s an ongoing evolution,” Robson says. Robson designed Zircon for Lex and Marie Lindley of Canterbury. Named after December’s birthstone, Zircon is the couple’s first catamaran and second Robson design after their 12m Quickcraft sportsboat. Icon Custom Boats in Christchurch had already built six boats for Robson Design so it made sense to stick with the same team. “The catamarans are far more stable in a rough sea and have good directional stability,” Robson says. “And Lex and Marie could see the cat gave them a good platform for diving and fishing and a bigger area for accommodation for the same length in a monohull.” In other words, perfect for extended family cruising throughout the Marlborough Sounds, D’Urville Island and Abel Tasman. At her berth and on the water, Zircon exudes an assertive, streamlined presence. Although her hulls are aluminium, the superstructure is epoxy foam core composite which allows flowing lines and saves weight aloft. Zircon is custom-designed to fit her berth at Waikawa Marina, which restricted her beam to 5.5m

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Boating New Zealand February 2016

Getting the helm station just right took three mock-ups. but ensured the swimboard is just a short step from the dock – a request from Lex. In the last six months of build, Lex spent four hours a week at Icon Custom, working with Gary Tomes and his team to get the details right. Take the flybridge helmstation. “I spent a week just thinking about which order I wanted the gauges on the dash,” Lex says. “I wanted to be able to touch everything without leaning forward.” The builders did three mockups of the dash before it was right for Lex who tried each one from his skipper’s chair.

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Clean, elegant decor makes for luxurious and comfortable cruising. Lex likes to let the Raymarine autopilot do the driving so control is just to the left of the ship’s wheel. Then there’s the speaker for the VHF radio. The throttle controls for the twin Cummins 500hp QSC 8.3s are to the right and his hand can slide between them to adjust the Lenco trim tabs. Above them is a Mercury Vessel View engine management screen. Top of the dash are the twin Raymarine GS 17 MFDs touchscreens which display menus such as navigation and onboard cameras over the cockpit, for trolling, and engine room. Two sonars help to differentiate between fish and ocean clutter such as plant life. When not required, the screens’ cling-on covers adhere to a sheet of glass inside a nearby cupboard. Another gauge indicates the Racor filter status and another monitors the filters on the engine warmers – like electric blankets

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PERFORMANCE ICON R566 - 2 x 500hp Cummins QSC 8.3

Engine speed Boat speed rpm 1000 1200 1400 1600 1800 2000 2200 2400 2600

knots 7.7 9.2 10.4 11.7 13.7 18.5 21.9 25.1 25.5

Fuel burn L/h 53.2 72.1 80.4 109 134 164 194

LEFT: Enough room to swing a cat on the foredeck. ABOVE: Twin Cummins engines provide 1000hp. OPPOSITE: an easy transition between cockpit and saloon. on the sumps which keep the engine ready for start-up when plugged in to shore power. Lex included a FLIR thermo-imaging camera, mindful of a man overboard several years ago who was lost as boats searched for him. With FLIR, warm-blooded beings such as kayakers at night and wild pigs in the bush show up white on screen. The mullions and the helmstation’s vinyl console are black to avoid reflections in the windscreens. Glossy teak trim either side

displays Icon’s craftsmanship. Marie took care of the interior décor and decreed that every living space – flybridge, saloon/dining and cockpit – has seating for eight people. The flybridge on the port side has a comfortable settee that slopes, chaise-longue style, for’ard. This is Marie’s favourite spot for a cuppa and a magazine, and for grandchildren to see ahead when underway. There are two, secondary helmstations, both to starboard. One

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Boating New Zealand February 2016

caption

is on the Juliet balcony outside the flybridge; the other beneath it in the cockpit. From both, the skipper can see anglers playing their lures, divers approaching the dive ladder to starboard and manage his approach alongside the finger in the marina berth.

FISHING COOK STRAIT “The aft end of the boat is designed around fishing and diving and dinghy,” Lex says. “We spent months and months getting it right.”

In fishing mode, two fishing chairs slot into cavities in the swimboard to face aft. They also swivel around so occupants can give free advice to the person filleting at the transom island; full washdown facilities are to hand if that advice gets tiresome. The inflatable dinghy slides under the filleting station; eight rodholders, a livebait tank and basin are to hand. There is electric power to wind in four reels from 200m depth in Cook Strait. The cockpit has an electric barbecue to port, a fridge and

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33

icemaker to keep fish fresh. Tackle in neat plastic bins fills a full-height locker; another, frontrunner-lined locker provides dedicated storage for rods and an outboard motor. Every rod, tackle box and outboard motor was brought in for fittings before lockers were finalised. Hatches in the cockpit access each hull’s engine room. The Cummins 500hp engines are a snug fit but filters, gauges and batteries are all accessible. Also installed are a watermaker, genset, hot water cylinder and Webasto heating. Lex conceived the perfect dive ladder. It fits into a niche in the starboard swimboard from where it extends underwater at 45 degrees, giving divers easy access to and from the water. Underway, the ladder comes inboard and slots into the same niche. Its permanent stowage is brilliant: it fits over the fixed ladder in the engine room. The galley is virtually part of the cockpit, thanks to the fullyopening large window and cockpit-galley door. The C-shaped galley has a microwave-convection oven, sinks, a small fridge to starboard tucked under the flybridge stairs, and plenty of storage. I loved the breakfast bar on the for’ard galley bench where diners can keep the cook company and grandchildren can do breakfast. An infill in the sink makes a large area for children’s colouring-in on rainy days. For eight people, you need plenty of fridge and pantry space and it’s available in the utility room in the port hull beneath the galley. This also houses a washing machine, vacuum cleaner on charge and freezer, plus a small work bench. For’ard of the saloon, steps lead down to the owners’ cabin and ensuite in the starboard hull and, to port, to the main guest

ICON R566 loa 17.2m beam 5.50m draft 1.50m displacement (Dry) 24,000kg construction Alloy hull/GRP superstructure fuel 1800 litres water 1200 litres engines 2 x 500hp Cummins QSC 8.3 propellers Bri Ski 20 x 30 4 bld max speed 26 knots cruise speed 18 knots designer Robson Design builder Icon Custom Boats Ltd, Ph +64 21 280 1123 www.iconcustomboats.co.nz ➤ video www.youtube.com/watch?v=pBHdwK5ws5o

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Boating New Zealand February 2016

cabin which has a double berth and single. Amidships, between galley and saloon, the port steps lead down to the utility room; the starboard amidships steps lead to the second guest cabin with twin singles and a day head and shower. All cabins have excellent storage and reflect the same high quality finishing as throughout the boat.

TWIN POWER With 1000hp on tap, the 24-tonne boat has excellent and comfortable acceleration. The vee drives allowed Robson to achieve the desired accommodation and a nice balance to the boat. At anchor, Lex says, there is no chine slap, not even with white caps coming into the bay. Sound proofing in the bows helps and even with all doors open, the boat was quiet underway. Lex says Zircon handles rough water superbly. “She just eats the rough stuff in Cook Strait,” he says, “with us cruising at sixteen to eighteen knots.” As a cat, Zircon is easily manoeuvrable in close-quarters; Lex basically berthed her single-handed on our outing. In open water, she has plenty of boogie, perhaps a slight cavitation in hard turns at 20 knots but powercats seldom do those moves except when on photos shoots for magazines. Zircon’s top speed is around 25.5 knots burning 194 litres per hour, but 19 knots (2000rpm) is totally acceptable for cruising around the Sounds, burning 109 litres/hr. Even better, 10kts boat speed will burn just 50 litres/hr. Overall, I’m impressed. Zircon looks good, works exceptionally well in all respects and is built to a high standard throughout. Her owners are crazy about her – they should be. They’ve got exactly what they want. B

Research

a in ce Scien square-rigger Words by Lawrence Schäffler Photos Supplied

A visiting American square-rigger travelling in our waters over the next few months could be described as a university at sea. Among her crew are 25 researchers exploring the Pacific in a most unusual way.

T

he SSV Robert C. Seamans is a 350-tonne, 41m steel brigantine owned and operated by the Sea Education Association (SEA), based at the legendary Woods Hole research facility in Massachusetts. Launched in 2001, she’s designed for oceanographic research and sail training. Her annual programme involves a series of voyages around the Pacific, each carrying a crew and around 25 students from universities across the US. A sister ship, the Corwith Cramer, runs an identical programme in the Atlantic and the Mediterranean. The SSV Robert C. Seamans is crewed by a skipper, three mates, a chief scientist and three assistants, an engineer and a steward. In addition to their research projects, students are rostered shipboard tasks and, just as with our own Spirit of New Zealand, they ultimately learn to sail the ship themselves, independently of the watching crew. Students apply to join the ship and take a semester “break” from their conventional studies for a six-week voyage involving a wide range of research. This work is cross-credited to their universities. The square-rigger’s recent arrival in Auckland marked the end of a voyage that began in September in American Samoa and included stops in Samoa, Wallis, and Fiji. Soon after arriving the students left and returned to their universities, making way for a fresh batch and a new crew. Each of the Pacific voyages is geared to different areas of research. This recently-completed one was known as SPICE – Sustainability in Polynesian Island Cultures and Ecosystems. Skipper Sean Bercaw describes it as an environmental studies semester. “It takes an interdisciplinary look at the people and islands of Polynesia in an effort to learn what they can tell us about the global issues of environmental sustainability and cultural continuity.” Developed by SEA faculty in conjunction with Tahitian partners, SPICE began with a shore component at Woods Hole itself, where students were introduced to the history, culture and geography of Polynesian Islands. On the voyage they explored issues of sustainability with local officials and visited historical, cultural and agricultural sites. Using onboard lab and research facilities, they investigated the complex factors that threaten fragile island ecosystems and the surrounding marine environment. Bercaw says the research explored cultural as well as

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Boating New Zealand February 2016

environmental issues on land, with a particular emphasis on drainage, stormwater runoff, sewage treatment and electricity. While the programme implies the research is geared to science students, says Bercaw, this is not the case. “In fact they represent all disciplines of the academic spectrum – arts, science, engineering, and education. “The voyage concept is to expose students to a wider kind of thinking. We don’t follow a precise curriculum. We prefer to think of the voyage and the research as a life-changing experience. And it can be life-changing. Most students have never sailed – let alone on a square-rigger – and for a student from Nepal on our last voyage, joining the ship was the first time he’d ever seen the sea.”

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37

“...we think of the voyage as a life-changing experience...”

Still, the programme is structured around four core disciplines of oceanography: chemical (what’s in the water); practical (study of the currents/water temperature); biological (sea creatures); and geological – the study of the sea bed. All students participate in all the research even if it isn’t their field of study. The ship is equipped with advanced laboratories and the students process the research data on board. Samples and findings are shared with universities and institutions across the world.

waters. She was here last year and will be returning more often in future. This voyage includes a month-long haul-out in Whangarei for maintenance – antifouling and removal of the prop shaft for inspection. The SSV Robert C. Seamans has a sail area of 795m2 and is powered by a 455hp Caterpillar diesel engine. B

NAVIGATING BY STARS While students are taught celestial navigation on the voyage, this latest SPICE programme included an unusual tweak. “We wanted to expose them to navigating the way the early Polynesians navigated,” says Bercaw, “using currents, wave action, birds and clouds as cues, and steering by the stars. “Before the voyage started, by way of preparation, the students attended lectures by a professor from the Massachusetts Institute of Technology who has written a book about Polynesian navigation.” This is the second time the ship has been in New Zealand

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Boating New Zealand February 2016

The ship's research facilities include sophisticated on-board labaratories.

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racing news

NZ JETSPRINT CHAMPIONSHIP SEASON World Champs Round 1 23-24 January – Meremere, Auckland, World Champs Round 2 29-30 January – Bay Park, Mt Maunganui (final) NZ Round 3 28 February – New Plymouth – a new track Round 4 13 March – Hastings Round 5 9 April – Wanganui (under lights) Round 6 (final) 24 April – Featherston

Caughey rolls at SuperBoat opener C

anterbury SuperBoat racer Peter Caughey shook, rattled and rolled at the opening round of the Suzuki New Zealand SuperBoat series at Meremere in December. The seven-time NZ SuperBoat champ was launching a much reworked monster motor and jet unit, and logged the fastest time of the day during the qualifying rounds with a 44.284-second lap. But it all turned pear-shaped at the first elimination sprint. The boat was skimming the edge of the speedbowl at 120kph when it kissed the tyres, skipped the surface and re-entered as the water changed depth. Caughey corrected, but not enough and the boat took off, flew two metres in the air and rolled twice before landing – hard. Fortunately both Caughey and his navigator, Shama Putaranui, were able to walk away from the crash, though she’s sporting a black eye. “She looks like she’s gone a couple of rounds with Mike Tyson,” says Caughey. “We got fantastic service from the crash rescue crew and St John. It’s the first time in 26 years that I’ve had a roll, and we did it in spectacular style but the safety gear held up, the seats are great, we walked away from it.”

Paralympic sailors qualify

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ew Zealand has secured a spot at this year’s Paralympics in Brazil after qualifying at the 2015 Para World Sailing Championships in Melbourne late last year. Four New Zealand crews participated in Melbourne in three Paralympic events. The best-placed crew was that of Rick Dodson, Chris Sharp and Andrew May (Kiwi Gold Sailing) in the three person Sonar event. They finished 8th overall in the fleet of 18 boats, and have secured the right to send a boat to Brazil in all three Paralympic events. “The team had a great regatta mixing it with legends of Paralympic sailing,” says Dodson, “and we feel chuffed we were capable of tussling it out among the best in the World. “Everyone in front and around us has either won a World Championship or Paralympic medal in the past. The Germans who finished in 10th position – two places behind us – won the Silver at the Paralympics in London.” National qualification is a key milestone for all sailors aiming to compete at the 2016 Paralympic Games. The next goal for them will be to convince the selectors that they have met the Yachting New Zealand nomination criteria by demonstrating that they are capable of winning a Paralympic medal in Rio.

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Boating New Zealand February 2016

Dodson, Sharp and May in action in the Sonar. Photo by © Teri Dodds

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Armit wins memorial trophy

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aser Radial sailor Josh Armit won the Sir Peter Blake Memorial Trophy at the Torbay regatta late last year, beating nearly 400 sailors from 22 yacht clubs. The 14-year old summoned deep reserves of grit to push past sailors such as the very experienced Scott Leith (a four-times World Laser Masters Champion). Josh’s performance wasn’t entirely unexpected. He has a long list of regatta victories to his name and has won every major Optimist fleet racing regatta, as well as every fleet racing regatta in the Starling this season (except for the first regatta – where he placed second). Being 13 at the time, Josh is the youngest person to ever win the Starling Nationals, beating Dan Slater and Peter Burling’s record of age 14. At the recent Volvo Yachting Excellence Awards Josh was awarded the Youth Performance Award for outstanding achievement and jointly awarded the Aon Emerging Talent Award.

# W ! " T " # # " # "

T

he governing body of sailing worldwide, formerly known as ISAF, has been rebranded as ‘World Sailing – A Sport for Life’. At the heart of the switch is a new focus on change for the better. More transparency, better communication, stronger governance and greater accountability are the four main aims of the new leadership team and the rebrand to World Sailing represents its commitment to those aims. Malcolm Page, Chief Marketing Officer of World Sailing, says he and the team are determined to make World Sailing the best it can be. “It feels natural to develop our brand as the organisation evolves. The new identity satisfies all of the existing positive expectations of what our previous mark stood for, while moving the brand forward to acknowledge the maturity, functionality and diversity of sailing. “We have great history and tradition but in some areas we were stuck in the past. Only by thinking and acting together and sharing one clear powerful message, can we move beyond this, remain relevant and grow as a sport.â€? The future of the World Sailing will see a united sport – from juniors venturing onto the water for the first time to champions competing at the Olympic Games or in the VendĂŠe Globe. Greater value will be provided to Member National Authorities, Class Associations and Continental Federations, alongside initiatives to grow and broaden participation in sailing. For more information visit www.sailing.org.

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41

Photo by: chris weissenborn, RNZN Photographer

Navy faces Royal Battle

R

oyal New Zealand Navy (RNZN) sailors are preparing themselves for a challenge from overseas naval forces in the annual Bay of Islands Sailing Week regatta. Two units of 12 navy personnel – one from the UK and one from Australia – will be sailing two of the RNZN’s Chico 40 training yachts from Auckland to the Bay of Islands, to compete against the RNZN in the popular regatta. Despite the threat of an “overseas attack”, RNZN Adventure Training Centre Manager Phil Bishop is upbeat about his sailors’ chances. “We’ve raced against the Royal Navy before in 2004 when we won, and again in 2008 when they got the better of us. With our 75th Anniversary taking place in 2016, it seemed a fitting year for a rematch.” Bishop says there are strong traditional links between the three navies and everyone is looking forward to marking the 75th Anniversary with a bit of friendly rivalry and competition.

Four medals at Youth Worlds from Tamryn Lindsay and William Mckenzie (SL16 Multihull). The collective results for the 2015 NZL Yachting Trust Youth Team saw them place 2nd overall behind Australia in the Nation’s Trophy rankings. This is awarded to the best performing nation across all classes. Results of every sailor within the team contributed to the Nation’s Trophy result showing the depth and talent within the team, and signals that youth sailing in New Zealand is in great shape.

n

fan wor m

STOP THE SPREAD OF MARINE PESTS KEEP THEM OUT OF BAY OF PLENTY

ic tun d e Clubb

eep your antifouling paint fresh Check your hull before you travel somewhere new Tauranga marinas have new hull hygiene rules for visiting vessels. Contact Tauranga Bridge Marina ph 07 575 8264 or Tauranga Marina ph 07 578 8747 for details.

Please report any marine pests or heavily fouled boats you see in Bay of Plenty waters. Note the location, grab a sample or photo if you can, and call Bay of Plenty Regional Council on 0800 STOP PESTS (0800 786 773) or email STOP.PESTS@boprc.govt.nz Photos courtesy of G.Read, S.Wilkens & Northland Regional Council

42

Boating New Zealand February 2016

le padd Asian ab cr

ni tu an Australi

eep your boat bottom clean – no more than light slime, all the time

a ne rra e t i Med

at es ea s quirt

These marine invaders have become established in parts of Auckland or Northland, but not the Bay of Plenty

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GD154336

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ew Zealand won four medals and second place in the Nation’s Trophy at the 2015 ISAF Youth World Sailing Championships in Langkawi, Malaysia late last year. The two silvers and two bronzes reflect one of New Zealand’s best medal hauls from the prestigious regatta. Eighty countries were represented at the event. The silver medals came from Nick Egnot Johnson and Jackson Keon (Boy’s 29er) and George Gautrey (Boy’s Laser Radial). Bronze came from sisters Kate and Greta Stewart (Girl’s 29er), and also

Safety

? ts a o b ld o le c y c re o t Time Words and photos by John Macfarlane

The ever-growing number of moored pleasure craft reaching their use-by date is reaching epidemic proportions. What’s to be done with them?

E

xcluding trailerable boats and dinghies, more than 7,000 moored yachts and launches were built in New Zealand between 1960 and 1987. While amateurs built a fair number, this 27-year period was the golden era of production boatbuilding in this country. No one disputes this fleet has served its owners well, but no permanently moored boat lasts forever. All boats eventually reach a stage where they require such extensive restoration that it’s cheaper to buy new. Let’s call this point of a boat’s life its Realistic Economic Lifespan (REL). For most moored pleasure boats, the REL is somewhere between 25 and 40 years of age.

SAFETY Skippers of pleasure craft are obliged to comply with much of the 1994 Maritime Transport Act. For example, Section 65 of the Act states it’s an offence to operate, maintain, or carry out any

44

Boating New Zealand February 2016

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The Condition Register Individual, moored pleasure boats built in New Zealand between 1960 and 1987 generally fall into one of four categories:

Mint Around 15 percent are in mint or fully-restored condition. Surveying these boats will reveal nothing more than minor cosmetic issues.

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Good Around 30 percent are in good condition, but showing their age around the edges. A survey would reveal one or two moderate engineering or structural faults, with a number of minor and cosmetic issues.

Scruffy Around 30 percent are really showing their age. Surveying these boats will create sobering reading, with two to four moderate to serious structural or engineering faults and a long list of cosmetic issues.

REL The remaining 25 percent have reached REL status. These are boats where maintenance has been ignored for years, compounding into numerous serious defects. Surveying them will reveal four or more serious structural or engineering faults, the need for signiďŹ cant expenditure such as a new engine or rig, and much more. Paintwork/gelcoat and cosmetics will require extensive work. Any honest marine surveyor would classify these REL boats as defective and unseaworthy. Such REL boats have two serious issues – safety and insurability.

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other act involving any vessel or maritime product that creates an unnecessary risk or danger to persons or property. Operating an unseaworthy boat would breach Section 65. Unfortunately penalties for seaworthy non-compliance of pleasure craft are applied only after an incident. Apart from the various racing and offshore inspections, currently there’s no process to ensure moored pleasure craft are safe and seaworthy prior to use. Compare this to the process for vehicles used on public roads. These are legally required to be identifiable (number plates), updated annually (registration) and subject to regular safety inspections (WOF). To ensure compliance, there’s an active policing and penalty system. Unless racing or going offshore, pleasure craft escape inspections and their seaworthiness is left to the skipper to decide. While most skippers are conscientious, some aren’t, while others may lack the skills to establish their boat’s seaworthiness. To be fair, measured by lives lost at sea and Coastguard callouts, the lack of regulatory controls for pleasure craft and their skippers hasn’t been a major safety issue to date. However with an

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ever-increasing number of moored pleasure boats reaching REL status, combined with many new, inexperienced boaties coming into the sport, this relatively low incident rate won’t remain.

RECYCLING Unlike France, where the APER dismantling scheme has been operating for several years, New Zealand has no proper REL boat recycling process. Compare this to New Zealand’s motor vehicle industry’s proven carrot-and-stick process to remove aged vehicles from the roads and recycle them. The stick comes via regulatory controls preventing unregistered and/or unsafe vehicles being used or even parked on public roads, backed up with policing and penalties for non-compliance. The carrot comes from car dismantlers who pay to collect dead vehicles, before recycling them. There’s a need, particularly in Auckland, for a boat-recycling centre. Ideally, this would offer a modest bounty for REL boats, hopefully high enough to make recycling an attractive option. Boat recycling should be done properly; components in good condition salvaged and resold, with metals such as lead, stainless, copper and bronze recycled. Some timber could be recycled, while GRP hulls can be shredded and made into Sheet Moulding Composite (SMC). This can be used to build GRP vehicle body components, for example ute canopies. Unfortunately, as the cost of properly dismantling boats is likely to be higher than the value of the scrap, an obvious hurdle is

funding. Financial support from the boating industry, local and/or central government would likely be required. One possible funding solution – and there are others – is a levy applied to new moored boat sales. Each new sale could include a levy to help pay for the cost of recycling an REL boat of the same size. While boat buyers, industry, local and central government may baulk at the thought of subsidising a boat-recycling centre, they may not be considering this issue holistically. When recycling costs are offset against the hidden costs REL boats pose to people’s health and safety, search and rescue, environmental damage, pressure on moorings and marinas, and worthless restorations, recycling is the least expensive solution.

Insurability Marine insurance companies typically request a survey prior to insuring any boat aged 20 years or more and therefore any REL boat is uninsurable. Even if insurance cover is obtained for a boat aged 20 years or more, the policy will contain exclusions voiding cover if the insured craft is in unseaworthy condition. If, for example, after obtaining insurance the boat deteriorates and becomes unseaworthy, and if the insurance company isn’t informed, insurance cover could be void in the event of an accident. In which case, an at-fault owner could also be held liable for consequential damage to other boats or structures. If REL boats can’t legally be used or insured, what options does that leave owners? Currently they have three:

1

IGNORE Trawling through any marina or mooring area will reveal numbers of neglected REL boats. These forgotten REL boats do create problems and costs for others. For example, if they break free from their mooring and damage other boats or the environment in the process, affected third parties are forced to claim damages through the civil courts. This can be expensive and

ultimately a waste of time if the REL owner has limited finances. An additional issue, especially in Auckland but increasingly in other boating centres, is growing pressure to provide more marina berths and mooring areas. Given the huge cost and timeframe associated with building new marinas and mooring areas, the quickest and easiest way to create more marina/mooring space is to encourage or require the removal of neglected, unused REL boats.

2

SELL REL boats owners often sell the vessel via a TradeMe auction. At the cost of answering numerous inane questions from dreamers and tyrekickers, a week or two later the boat’s sold. While the owner’s solved his problem, in reality the problem’s just been transferred. Unfortunately, these cheap boats are often bought, sight unseen and without a marine survey, by inexperienced people with little prior boating and/or boatbuilding knowledge. What these buyers often fail to appreciate is their $500 to $5,000 purchase hasn’t bought them a safe, seaworthy craft. Instead they have an unsafe, uninsurable, potentially dangerous boat which legally can’t be used. To make the boat seaworthy will almost certainly require a full restoration costing 20 to 100 times more than the purchase price. Regardless of its purchase price, a cheap boat needing expensive repairs is no longer a cheap boat. RESTORE Restoring historically significant boats of good pedigree is worthwhile and should be encouraged. But restoring a moored, New Zealand production boat that’s reached REL status makes no financial sense. The restoration cost will likely exceed the current value of the same model boat in good condition by two to four times. Why do all that work and spend all that money for a negative return? Additionally, a number of these boats weren’t great designs even when new and age has only made them worse. Why restore a poor design? Bluntly, unless there’s a significant historical or emotional reason to the contrary, the vast bulk of the REL moored production boats are uneconomic to restore no matter how attractive their purchase price. The most viable long-term solution for these REL boats is to properly restore the few of significant historical worth, and recycle the remainder.

3

46

Boating New Zealand February 2016

OTHER ENCOURAGEMENTS Besides the carrot of a bounty paid for REL boats, some form of stick could further encourage REL boat owners towards the recycling option. Most if not all marina operators require any boat moored in their marina to hold insurance. Harbour boards could change their rules to require all moored boats in their area to hold at least third party insurance. If an REL boat doesn’t have or can’t get insurance, then it can’t be moored within that harbour. This would force owners to deal with neglected REL boats. Borrowing again from the motor vehicle industry, a better longterm solution would be to require all moored pleasure craft to be identifiable and to hold safe and seaworthy certification. This doesn’t have to mean a vast, unwieldy bureaucracy, nor huge expense. Although it’s currently far from up-to-date, Yachting New Zealand has operated a registration scheme for moored and trailerable yachts for decades. A similar scheme could be set up to include moored powerboats, both funded by a modest annual fee. Once all moored boats are identifiable, a safe and seaworthy certification process could be implemented. This would only be necessary for pleasure boats once they reach 20 years of age, with re-certification required at – say, five-yearly intervals. Local authorities and marina operators would then be in a position to require all boats moored in their area of control to be registered, insured, and to hold safe and seaworthy certification. Unquestionably this approach would force owners of REL boats to deal with their boats, freeing up moorings and marina berths. Boat registration will horrify some boaties, as will any form of certification. But pleasure boat registration, and safe and seaworthy certification is no more onerous than what’s legally required to own, operate and park a motor vehicle on public roads. How many bombs and rockets would we see on public roads without those rules and penalties?

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Since 2008, the increasing glut of REL boats has seen a significant drop in the value of secondhand boats. This has markedly increased boat depreciation, thus widening the price gap between new and used boats. Currently, one of the biggest barriers the boating industry faces – in selling new boats – is the glut of REL boats. Removing the approximately 2,000 REL boats from the bottom of the boating food chain would stabilise the value of the better secondhand boats, effectively narrowing the gap between new and used boats, thus helping new boat sales.

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SUMMARY

Worklight

To date, industry and authorities have been content to let the market decide the fate of REL boats, but the numbers involved require a more pro-active solution. Looking to central or local government is a forlorn hope as there are few votes in old boats. Realistically, this issue requires some form of industry-led recycling. New Zealand once led the world in production boatbuilding. Is it time for the marine industry to show equal leadership and innovation in recycling boats that have reached the end of their economic life? Let’s hope so. B

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Note. The boats featured in this article were photographed in Auckland mooring areas and are intended to be illustrative only. Boating New Zealand and John Macfarlane make no judgement as to a particular boat’s structural condition.

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new gear

lifejacket launch BURNSCO’S LAUNCHED a quality range of Europeandesigned 165 Newton inflatable lifejackets. The range includes both manual and automatic gas inflation versions available with and without a safety harness. All models have a crutch strap for a secure fit. Priced from $119.99, the inflatable lifejackets are the most compact available in New Zealand and are ergonomically designed for maximum comfort. Burnsco 0800 10 20 40 www.burnsco.co.nz

Batten beauties DESIGNED FOR HIGH-PERFORMANCE and low weight and built for longevity, Hall Spars and Rigging’s hollow composite battens are the new benchmark in mainsail shape control. Hall has used high quality pre-preg carbon fibre to manufacture the battens in solid aluminum female tooling using six bar of pressure to ensure aerospace quality lamination and minimum resin content. The cooking process gives a stiffer, lighter batten for the same overall dimensions. HCB Battens offer a full range of end fittings. They can be engineered to a sail designer’s specific stiffness, or selected from a custom range. Hall Spars and Rigging www.hallspar.com

Serious hose THE HYDRAULINK R8 SERIES braided, fibre-reinforced slimline hose is ideal for marine use. Easy to handle and route during installation, it’s up to 50 percent lighter than equivalent rubber hose and boasts excellent bend radii for use in confined spaces. The hose has high abrasion resistance, is UV Stabilised, flame resistant and offers superior flow performance and circuitry control. The smooth, seamless inner tube ensures minimal pressure loss while reinforced Aramid braiding minimises volumetric expansion. Ovlov Marine www.ovlov.co.nz

Perfect sense app CTEK’S CTX BATTERY Sense consists of an inexpensive monitor which easily attaches to the battery, and a free app to which it connects via Bluetooth. Battery Sense alerts users via their phone or tablet when it detects that battery has reached a critical charge level. Battery Sense is an ideal solution for boat owners who want to make sure their battery or batteries are ready to go when they are. The Battery Sense app is available for Apple and Android devices, is suitable for single or multiple batteries and is available nationwide through Lusty & Blundell’s network of marine dealers. Lusty and Blundell 09 415 8303 www.lusty-blundell.co.nz.

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Boating New Zealand February 2016

V8 power REFINED TO PROVIDE water skiers, wake boarders, surfers and other towsport enthusiasts with a flawless blend of torque, pulling power and launch propulsion, the new MerCruiser 6.2L V8 is the perfect partner on the water. The purpose-built marine engine’s performance-tuned scroll intake manifolds provide better low- and midrange air flow for improved torque to get people out of the water and carving through it. Two models are available, 370hp and 320hp, and closed cooling is an option. MerCruiser’s towsport V8 comes standard with Adaptive Speed Control technology, which automatically holds a set rpm point regardless of turns, changing water conditions or the activities of those on the end of the rope. The new 6.2L V8 inboard is also fully compatible with the optional Smart Tow control system. It offers an array of pre-set profiles, or can be customised to suit individual riders. Developed from the existing MerCruiser 6.2-litre V8 sterndrive engine, durable cast-iron components are used wherever the engine encounters raw water; elsewhere in the engine, composites and marine alloys provide lightweight efficiency. www.mercurymarine.com/en-gb/nz/

Go, go, go get one COMING IN FEBRUARY 2016, the Simrad GO XSE series delivers powerful, full-featured standalone marine chartplotter/fishfinders packed into compact, easy-to-use 5 or 7-inch displays. Loaded with the latest boating technologies, the GO5 and GO7 XSE feature super-bright multitouch displays, internal 10Hz GPS receivers, StructureScan HD and CHIRP sonar, autopilot integration and control, engine data monitoring, full audio entertainment integration with SonicHub2, integrated wireless connectivity and the powerful new Simrad TripIntel trip computer. www.simrad-yachting.com

>

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Clear and simple PREDICTWIND HAS RELEASED the latest version of its Offshore app, now with a fully featured GRIB viewer. The free app allows seamless downloading of multiple GRIB ďŹ les for coastal or offshore passages. Download and immediately view GRIB ďŹ les, weather routes, GMDSS text forecasts and satellite imagery. PredictWind weather forecast ďŹ les are highly compressed for downloading across wireless communication devices such as Iridium GO! or on SSB. The app’s trip planning and forecasting tools include PredictWind’s powerful Weather Routing, Departure Planning, Destination Forecast, GMDSS Text Forecasts and Satellite imagery. Select parameters such as Wind, Rain, Wave, Cloud, Temperature, Sea Surface Temperature and Current. Simply click and drag your waypoints, download the relevant GRIB ďŹ les and view the forecast weather automatically displayed in the app. Available for PC and Mac at www.predictwind.com/grib-ďŹ les/

Elite finder THE LOWRANCE ELITE-5 and Elite-7 Ti touch-screen ďŹ shďŹ nder/ chartplotters offer anglers an easy-to-use touch-screen interface, Bluetooth and wireless connectivity, proven Lowrance navigation technology and high-performance sonar – including CHIRP sonar, StructureScan HD and DownScan Imaging – in a compact package at an affordable price. Available in 5- or 7-inch models, Elite Ti ďŹ shďŹ nder/chartplotters feature a built-in GPS antenna. With integrated wireless connectivity, they operate directly through the GoFree shop for map downloads and software updates. Bluetooth and wireless connectivity allows anglers to view and control the ďŹ shďŹ nder/chartplotter display from an iPad or Android tablet. A user-friendly, LED-backlit, touch-screen displays provides fast, ďŹ ngertip access to all navigation and ďŹ sh-ďŹ nding functions. Lowrance TrackBack lets anglers review recorded history such as structure, transitions or ďŹ sh targets, mark a waypoint on the sonar display, and then easily navigate to that location using the chartplotter view. The Elite-7 Ti is on sale from February 2016; the Elite-5 Ti from March 2016. www.lowrance.com

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RAYMARINE’S NEW QUANTUM radar, the ďŹ rst recreational marine radar dome to feature CHIRP pulse compression technology, is setting the bar for compact solid state radar. Quantum CHIRP radar delivers superior long and short range radar imaging, thanks to multiple compressed radar pulses and advanced target separation technology. Quantum displays boats, landmarks, rocks, buoys and weather cells with unsurpassed resolution and separation quality, easily identifying targets as close as 5.5m with exceptional imagery and highly accurate target returns at long range. Quantum’s on-board processing eliminates rain and sea clutter, blocks interference from other radars and ensures noise-free, easy to interpret images in congested waterways. Quantum’s lightweight 5.4kg design and Wi-Fi connectivity make it easy to install and super-simple to operate with no need for additional cabling or interface boxes. Solid state design and efďŹ cient electronics signiďŹ cantly reduce power consumption. In early 2016 Quantum CHIRP Radar will be available from Lusty and Blundell’s network of marine dealers with an RRP of $3099. Lusty and Blundell 09 415-8303 www.lusty-blundell.co.nz.

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Boat review Outremer 49

‘ A THERES

NEW CAT IN TOWN Words by Lawrence Schäffler Photos by Gareth Cooke

Cruising cats are typically spacious and supremely comfortable but rarely renowned for sailing performance – particularly upwind. The Outremer 49 (LOA 15.27m) is an exception.

O

utremer has been building sailing multihulls for around 30 years at its yard in Southern France and its vessels are distinctive – sleek, narrow hulls with fine entries and low-profile, streamlined cabin tops. They’re renowned for sharp performance, and though they’re common around the Med they’re virtually unknown here. That’s about to change following Auckland’s Gulf Group recent acquisition of the agency. By chance an Outremer 49 arrived in the country shortly after the deal was signed, giving us an opportunity to check out the marque. And based on the initial meeting I can tell you it all augurs well. It’s clear – even at first glance – why these cats are quick and manoeuvrable. Those slender hulls may slightly compromise interior volume but by way of compensation offer a relatively light-weight (10,000kg) vessel. Add in the deep dagger boards, the tall mast and generous sail plan – 86m2 square-topped main, 40m2 self-tacking jib and 110m2 furling gennaker – the 49 is a scratch above the norm.

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Boating New Zealand February 2016

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The interior is clean and functional, the light maple contrasting well with the dark floors and tan suede on the ceililng. BELOW: Sit yourself down and grab a tiller – exhilarating stuff.

Where most cruising cats employ small “keel-lets” to arrest leeway, the 49’s retractable dagger boards increase its shallow draught to 2.35m when fully deployed. And the effect is obvious: in flattish water with the leeward board down she points at around 30o – foreign territory for most cruising cats. Sharp upwind performance is not a multihull’s strong suite. But the most obvious hint that the 49 is a performer-not-aplodder is the pair of carbon-fibre tillers, each with a sculpted helm seat. Yes, there is a traditional wheel helm on the starboard cockpit bulkhead, but it’s difficult to resist those tillers when

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Boating New Zealand February 2016

the cat’s at speed. It’s a bit like sailing a very large Hobie – ultraresponsive and an exhilarating adrenalin rush. The design created an immediate stir when it was first launched, winning the 2010 European Boat of the Year (Multihull Class) and two years later scoring SAIL Magazine’s Best Boat Award. This 49 – Lucia – belongs to Greymouth’s Mark Mellsop. A die-hard cat enthusiast, he began looking for a new boat a few years ago. He wanted one that would “sail” and was drawn to the Outremer’s streamlined contours. He bought the 49 sight unseen, opting to collect her in France and sail her back to New Zealand – a good excuse for an extended blue-water cruising holiday. That was three years ago. Since then he’s covered 25,000 miles in Lucia, slipping across the Atlantic, through the Panama Canal and across the Pacific to Australia before heading to New Zealand. We caught up with him and Lucia in Auckland, just before his final leg down to Greymouth.

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With Lucia Mark has achieved every sailor’s Holy Grail – a boat that is energy neutral. She is equipped with a hefty 660 amp-hours of battery power and, in addition to the 500-watt solar panels mounted on the dinghy davits, she carries a hydro-generator. This unit – a bit like a stern leg – mounts on to the trailing edge of the port pontoon and at 7 knots puts out 25 amps. Given the 49’s cruising speed, this generator is more than able to keep the batteries topped up. In fact, says Mark, because there is often excess power he uses the batteries to heat water in the 40-litre cylinder. The cat’s powered by twin 40hp Yanmar diesels.

DECK & COCKPIT Thanks to that low-profile cabin top, there’s an sense of extravagant spaciousness around the 49’s decks, and it’s accentuated by the positioning of the mast – quite a long way aft. This makes for a very large trampoline area up front. Similarly, the wing deck is well aft, and I’d guess this factor helps to keep the weight aft, in turn forcing the hulls’ fine entries to pierce through the waves rather than being buried. As with most cats, there’s a vast amount of space in the cockpit – and the layout’s geared to easy sail handling as well as laid-back chilling. Sail controls are simple. There are two large, manual Harken winches – one on either side of the cabin top – supported by two smaller winches further back, on pedestals either side of the cockpit. The starboard, helm winch caters to the main halyard and the double-ended jib sheet – the other end of the jib sheet leads to the port winch, and it can adjusted from either. All other lines and sheets – mainsheet, dagger board lines, traveller – lead to the smaller winches mounted on cockpit pedestals. Single-handed sailing might need a fleet-footed sailor to cover distances between the winches, but as Mark attests, with one helper

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The large cockpit’s domnated by the U-shaped settee and centre table. The targo above is great when stowing the mainsail.

49 Morphs into 51 A few years after its 2010 launch, the 49 was superseded by the Outremer 51. The changes are relatively insignificant and the additional length is courtesy of new aft swim platforms. A more obvious change is to the hull windows. Where they were quirkily asymmetric on the 49, they’ve been replaced by more conventional horizontal models on the 51.

the 49’s a piece of cake. With the mast positioned so far aft the fore-triangle is large. This in turn allows for a decent-sized self-tacking jib – good for all points of sailing. If you’re lucky enough to enjoy a protracted spell of broad reaching, it’s easy to deploy the furling gennaker, and for anything deeper than that I’d be tempted to explore a little gull-winging with jib and gennaker. Those not involved in the sailing will relish the cockpit’s space – dominated by a large U-shaped settee around a central table. The cockpit floor is on the same level as the saloon, and with the large ranch-slider doors open there’s an excellent flow between the two areas. A solid targo roof extends back from the cabin top under the boom and over the

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Boating New Zealand February 2016

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With her mast postioned well aft the Outremer 49 provides an expansive trampoline area, and a large self-tacking jib.

with FREQUENTLY ASKED QUESTIONS ABOUT NMEA 2000 WHAT IS NMEA 2000? NMEA 2000 is a plug and play electronics communication standard based on Controller Area Network (CAN). he network carries data sentences for commands as well as messaging (tank levels) between NMEA 2000 devices. WHAT IS A PGN? All data transmitted on an NMEA 2000 network are organised into groups. hese groups are identiied by a parameter group number (PGN) that describes the type of data contained in the group. he CZone system can share certain monitoring PGN’s with other NMEA 2000 compliant devices, such as engine temps, pressures, SOG, battery monitoring etc.

cockpit, providing welcome relief from the elements. That targa is also a useful platform for the crew stowing the large mainsail. For helmsmen seeking a little shelter, the wheel is the logical option. But in frisky conditions I’d urge you to ease into one of those sculpted seats and grab a tiller.

ACCOMMODATION

HOW MANY DEVICES CAN I HAVE ON THE NMEA 2000 NETWORK? No more than 50 NMEA 2000 devices can be connected to any one NMEA 2000 network. It is also important that there is no more than 3 V voltage drop from the power source to the device located farthest from the power source. In case there are more than 50 devices or the voltage drop exceeds 3 V, a CZone Network Bridge Interface can be installed to expand the network to a maximum of 252 devices.

A fairly standard layout awaits you inside – a saloon/dinette/galley with exits down to the cabins in the hulls on either side. I like the galley layout – it’s all on the same level with masses of bench space. I’ve sailed on cats where the galley is “divided” – some components in the saloon and some down in one of the hulls. Not ideal. Perhaps the most unusual feature of Lucia’s galley is her diesel-fired oven and hotplate – a first for me, though I understand these units are popular in the South Island’s commercial fishing fleet. Mark confesses to using the hot plate as a saloon heater in chilly conditions – its diesel consumption is evidently ultra-frugal – and it will be welcome when sailing around the South Island fjords.

HOW DO I CONNECT AN NMEA 2000 NETWORK? he main communication channel of the NMEA 2000 network is the backbone to which your NMEA 2000 devices connect. Each NMEA 2000 device connects to the backbone with a T-connector. he NMEA 2000 backbone must be connected to 12 V DC power, and terminators must be installed at both ends of the network to function correctly. Daisy chaining is not allowed.

“I’d heard the Outremer was the ‘sailor’s cat’ and was keen to test her. What surprised me most was the upwind perfornce in steep, choppy seas – amazing.” Barbara Kendall

WHAT ARE THE POWER REQUIREMENTS ON THE NMEA 2000 NETWORK? Your NMEA 2000 network must be connected to a 12 V DC power supply. Do not connect the network to any other voltage source, such as a 24 V DC power supply. Supply power as close to the middle of the backbone run as possible. Do not connect the NMEA 2000 network to power in more than one location unless a CZone Network Bridge Interface is used.

The galley also has a 240-volt induction hot plate which Mark says is quick and easy to use. Lucia is equipped with an inverter and 660 amp-hours of battery power. A very generous nav station with Raymarine electronics is tucked into the forward, starboard section of the saloon, and again, it works well. You can sit and navigate and see the surrounding terrain simultaneously – very reassuring when you’re negotiating tight channels or sailing around islands. The décor is simple, crisp and elegant – a warm blend of suede fabric on the ceiling and hull sides, dark timber floors and light maple cabinetry. Another attraction for the Outremer, says Mark, is that each boat is effectively a custom-build. The yard tweaks the set-up to each buyer’s specifications.

For more information contact BEP Phone: +64 9 415 7261 Email: Sales@bepmarine.com www.bepmarine.com

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Outremer 49 Sailing Cat ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

Because of those arrow-like hulls, the 49’s interior volume is not as spacious as that of conventional cruising cats, but it’s perfectly functional. Various cabin layouts are available – Lucia has four generous-sized double berths, two in each hull, forward and aft. Each pair is separated by a midships bathroom. There is also a “washroom” in the aft starboard pontoon which includes a 240-volt washing machine. The berths in the aft cabins are transverse mounted – though I understand you can opt to have them longitudinal if you prefer.

PERFORMANCE With a full-width main traveller track on the rear crossbeam, there are plenty of options for tweaking the 49’s sail shape. Similarly, the self-tacking jib’s track is very wide – purists will enjoy coaxing the Outremer to optimum speed. Our review day can only be described as blustery with

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Boating New Zealand February 2016

loa 15.27m beam 7.45m draft 0.95m dagger boards up; 2.35m boards down weight 10,000kg fuel 340 litres water 380 litres mainsail 86m² fully-battened headsail 40m² furling, self-tacking jib gennaker 110m² furling engine 2 x 40hp Volvo D2 propellers Folding three-blade designer Christophe Barreau New Zealand contact Gulf Group Marine Brokers at 09 424 1633, 021 2484591 www.gulfgroup.co.nz

choppy seas – 27 to 30 knots, occasionally gusting higher. We carried full sail and, as you might has guessed, Lucia relished it. We beam reached at a steady 13 – 14 knots with the speedo occasionally breasting 15 knots. Despite the conditions she was remarkably light – though the helming experience really comes alive when you grab a tiller. Mark’s cruise log shows regular 200-mile-a-day performances, and in the trade winds 250-milers weren’t uncommon. Lucia covered the 3,000 nautical mile leg from the Galapagos to the Marquesas in 14 days. The top speed she’s recorded is 18 knots sustained, under main and gennaker. For me, as a cat enthusiast the Outremer 49 is a successful compromise: she’s fast and manoeuvrable and, as multihulls go, she has excellent upwind performance. Her interior isn’t as expansive as you might find in a more conventional cat, but it’s perfectly functional and a compromise I’d be happy to concede. B

Cruising

Planning an offshore voyage Words and photos by John Martin (Island Cruising Association)

It’s very satisfying to get to the end of an ocean passage – particularly if you’ve enjoyed it. While voyages aren’t always easy, good passage planning will improve the odds dramatically. John and Lyn Martin

B

asic passage-making begins with timing. If you plan to head to Tonga in February you’ve got the timing all wrong. The south pacific cyclone season runs from December through to late April and while cruising in the tropics at this time of year is doable, undertaking an ocean passage that takes you north of 30o South is not recommended. Instead, aim for a May start – and the first step is getting the right information: tides, currents, winds (strength and direction) and the probable weather. There are plenty of resources for finding this info. First is the Admiralty Pilot Charts of the South Pacific Ocean. These charts contain a multitude of information in easy-to-read graphics. There are 12 charts – one for each month – and it’s educational to explore the differences in currents,

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Boating New Zealand February 2016

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“We can offer a 2000 hour warranty on re-manufactured Gardner Engines on approved installation.” wind, barometric pressure and average wave height throughout the year. I prefer to use Cornell’s Ocean Atlas for my pilot chart info. Admiralty charts are based on a hundred year average, whereas Cornell’s information is based on recent climate changes and averaged over the last 28 years. I believe it provides a more accurate picture. Taking May as our start date and highlighting the route to Tonga (from the Bay of Islands) on the appropriate pilot chart, we are presented with a plethora of information. Down near New Zealand the greatest percentage of wind is from the south, southwest and west. Average wind strength is 15 to 20 knots and the percentage of calms is two percent. Perfect for where we want to go. The chart also indicates currents. The drift is mainly east to west, though there is a hook to the south around the top of the Kermadec Islands. This suggests a lumpy seaway if the winds are southerly. But a little further west is another current line that might push us north. We can also see that keeping a little west of the rhumb line reduces the chance of gales. As we move further north the predominant winds back around into the typical trades from the south east and east. Next – the paper chart (NZ 14605). Use paper charts for this part of the planning. Chart plotters show only the major features – reefs and small islands don’t show until you zoom in. This issue was highlighted in a number of high-profile groundings in the last few years. One skipper even claimed the reef he hit wasn’t charted. He was politely

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shown the error of his ways by Australia’s chief hydrographic officer: “Yes it is charted – you just need to be looking on the correct scale”. On paper charts, no matter what scale, ALL obstructions are shown. Favouring this westerly route, plot the heading on the paper chart and enter the waypoints into the GPS/chart plotter as an additional check. The first waypoint is just off the Nine Pin at the Northern end of the Bay of Islands. Nothing else to hit until we get to 24o South, so the second waypoint is 15 miles off the Southern Minerva Reef. The North and South Minerva reefs offer a great stopover – good diving or snorkeling to break up the passage.

WEATHER Plan the route in conjunction with weather and oceangraphic data.

This is next part of the planning. The Pilot Charts provide “averages” but the date of your departure should be dictated by

COPPERCOAT – WHAT AM I IN FOR? Jag,Westhaven, 8 years Coppercoat

T

his question is often asked by boat owners who are weighing up their antifouling options. Whenever we’re asked here at MEC Marine, our response is, “That depends - in terms of work required or cost?” MEC Marine is entering our ninth year of selling Coppercoat and each year we expand our offering to include a complete antifoul solution, from removal of your existing antifoul, to primer and the Coppercoat product and of course application. We have recently

expanded our removal offering through a brand new vapour and garnet blasting unit. There are many benefits to using a vapour and garnet blasting approach, with the key benefits being that the process is much kinder on the hull and the process generates less mess and less noise. This has meant that we are fast becoming preferred blasters in a number of yards in Whangarei, Auckland and Tauranga. So what are you are in for….?

Phone: 09 378 4280

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Boating New Zealand February 2016

The first step is removing the existing fouling back to a permanent primer, or gel coat layer. If you know you have a fair amount of build up of old fouling, or it is starting to crack or flake off, then now is an ideal time to look at Coppercoat. We’d then give this surface a sanded key and then roll on 4-5 coats of Coppercoat in a single day. A quick burnish prior to returning the boat to the water and you are good to go. In NZ waters we are now averaging over ten years of benefits from a single application.

info@mecmarine.co.nz

Depending on your location, some vessels will still require a simple pressure wash once or twice a year, but this varies. If an average of 10 years of benefits of a new antifoul sounds like something that you’re interested in, send us your WL, beam and draught and we can have an accurate quote back to you within 24 hours, all suited to your requirements. Book your boat in before 29th February to make the most of our winter specials.

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Tips for a Safe Passage

IV`Z i]Z i^bZ id egZeVgZ ndjg WdVi lZaa# Ldg` l^i] ndjg hV[Zin ^cheZXidg dc i]^h# EaVc ndjg eVhhV\Z ^c VYkVcXZ! YdcÉi Yd ^i dc i]Z Ó n# =VkZ V WVX`"je gdjiZ VcY YZhi^cVi^dc ^c XVhZ d[ ZbZg\ZcXn# BV`Z gZ\jaVg gVY^d h`ZYh VcY VYk^hZ hdbZdcZ d[ ndjg eaVch! YZhi^cVi^dc VcY :I6# EgZeVgZ ndjg XgZl# EgVXi^XZ hV^a ldg`! ZmeaV^c i]Z WdViÉh hnhiZbh! iVa` VWdji hV[Zin egdXZYjgZh VcY \ZVg# 8]ZX` ^[ ndjg XgZl ^h dc Vcn bZY^XVi^dc# >[ i]Zn \Zi hZVh^X` i]Zn ldcÉi WZ VWaZ id ]daY Ydlc i]Z^g bZY^XVi^dc# >[ Vcn d[ ndjg XgZl ^h i]Z aZVhi hjhXZei^WaZ id hZV"h^X`cZhh! ]VkZ ]^b$]Zg hiVgi iV`^c\ hdbZi]^c\ [dg ^i 7:;DG: ndj hZi hV^a# =VkZ V \gVW WV\ ]VcYn Vi i]Z [ddi d[ i]Z XdbeVc^dclVn ^c XVhZ d[ ZbZg\ZcXn# HZi je V lViX] hnhiZb# L]Zi]Zg ^iÉh ild! i]gZZ dg bdgZ XgZl! hZi je V lViX] hnhiZb hd ZkZgndcZ `cdlh l]ViÉh ZmeZXiZY# 6alVnh `ZZe V \ddY add`dji# HZi je V hX]ZYjaZ [dg X]dgZh VcY bV`Z hjgZ ZkZgndcZ ]Vh i]Z^g [V^g h]VgZ# AZVk^c\ Vaa i]Z Xdd`^c\ VcY XaZVc^c\ id i]Z aVY^Zh ^h V hjgZ lVn id XgZViZ \gjbe^cZhh# EgZ"Xdd` hdbZ eVhhV\Z bZVah 7:;DG: ndj aZVkZ# DcZ"edi bZVah VgZ WZhi VcY l]ZgZ edhh^WaZ egZ"[gZZoZ i]Zb Vh]dgZ# BV`Z V Wdm [jaa d[ hVcYl^X]Zh id ]VkZ VkV^aVWaZ [dg i]Z XgZl l]ZcZkZg i]Zn VgZ ]jc\gn# =VkZ adih d[ ]^\] ZcZg\n hcVX`h dc ]VcY Ä V lZaa"[ZY! gZhiZY XgZl ^h V ]Veen XgZl# GZZ[ Ydlc ZVgan# >iÉh ZVh^Zg VcY hV[Zg# >iÉh V \ddY ^YZV id gZZ[ Ydlc WZ[dgZ Yjh` ^[ i]Z [dgZXVhi ^h ZkZc V W^i jcXZgiV^c# =VkZ V YV^an X]ZX` VgdjcY i]Z WdVi [dg X]V[Z VcY i]^c\h i]Vi XVc XdbZ jcYdcZ! a^`Z h]VX`aZh# @ZZe i]Z h`^eeZg ]Veen# =Z$h]Z iV`Zh 6AA i]Z gZhedch^W^a^in VcY V i^gZY h`^eeZg ^h bdgZ a^`Zan id bV`Z b^hiV`Zh# Id i]Z h`^eeZg Ä ndj VgZ i]Z Wdhh Wji gZbZbWZg l]Vi ]VeeZcZY id 8VeiV^c 7a^\]#

the weather systems. Your speed tells you where you will be in relation to these systems not only at the start of your passage, but also as both you and the systems progress. A good reference for weather is the Mariners Met Pack by Bob McDavitt. In layman’s terms it explains weather and how it affects us. Highs (anti-cyclones) revolve in an anticlockwise direction with more wind on the outer edges than at the centre. Lows are the opposite. In May circulating Lows tend to be restricted to the higher latitudes (further south) so as we head north we’re more likely to be affected by the Highs and the bigger or more intense the High the more edge effect it will have. As the high pressure pushes against the inter-tropical low pressure zone, the isobars are squeezed. The bigger the High the greater the squeeze – and squeeze means wind. A 1030hpa centre pressure High can push trade winds to 30+ knots. This usually occurs in May between latitudes of 18o and 22o South. Numerous weather services are available today. Pick one and use only it. Why? Different “models” are used for predicting weather which means reports from different sources sometimes conflict. Picking just one avoids confusion. I use PredictWind. It seems to have the most consistent long range weather and uses the same models as the weather we download in GRIB format (using the PredictWind Offshore App). An average cruising yacht should cover 120 to 140 miles a day which will put it at South Minerva about five days out. Plan to arrive at between 10am and 3pm for best visibility going in. In May there are usually about seven to 10 days between systems. Look for winds from a southerly quarter with a High that’s forecast to be around 1020hpa in about five days. You want to be in the front half or top of the High when you get to Minerva. As the

High moves through, the winds will back through E on the front half and then ENE and N on the back half – not the directions you want. In summary: having analysed the weather patterns and looked at the timing, the best time to leave is on the back of a Low that’s just gone through. It may be a bit brisk but it’s SW so it’s aft of the beam. The wind should back and moderate as the High fills in and we should reach Minerva in five days with a bit of a push from the current you saw on the Pilot Chart. All things being equal the wind should be ESE by the time you get there so you will still be beam reaching. You can then spend a bit of time exploring the two reefs and head for Tonga in the next batch of south-easterlies. These should come through on the front of the next High, about four days after you arrived. The last bit of info you need is your local cruising guide. This gives important information about making your landfall. There are, for example, three ways to enter Tonga’s Nukualofa harbour. The best, according to Sail Tonga (the just-released iPad app) is through the Egeria Channel on the western side of Tongatapu. It’s in the lee of the main island and is a north-south transit so there are no sun strike issues. So that’s the plan. But – sometimes plans go awry. Always have an exit strategy if the weather doesn’t behave. This may be another destination (say Fiji). Plan for it just in case and make sure you have the info to make landfall and keep someone back home advised of where you are and what your plans are. One other suggestion: if this is your first time offshore, try to go with a group. The support and sense of community is well worth it. In fact a lot of seasoned sailors still prefer to go offshore in an organized rally or event. Cruising the islands and indeed further afield is the experience of a life time. Do it now! You’re a long time looking at the lid. B

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Heritage

Rekindling the MULLET LEGACY Words by Rob Warring Photos by Rob Warring & Supplied

With their massive spread of sail, mullet boats are among the most recognisable yachts on Auckland harbour. They also carry a rich tradition.

The early mullet boats were renowned for their remarkable spread of canvas.

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Boating New Zealand February 2016

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s has taken place for more than a hundred years, mullet boats race every weekend from Westhaven’s Ponsonby Cruising Club (PCC). This all began after a humble fishing boat was recognised for its recreational sailing potential. PCC adopted the class in about 1902 and it has been the home of the mullety fleet ever since. But the story and development of these boats begins in the 1860s when a profitable mullet fishery was identified and boats of a specific design were needed to work the inlets and estuaries where the mullet were most abundant. The requirement was for a shallow-draught vessel able to work the tidal estuaries and have a turn of speed to get the catch back to Auckland in a saleable condition. Thus was developed a hull 22 to 26 feet in length, shallow and wide with a steel centreboard, fish-carrying space either side of the centre-case, a sleeping cuddy for two crewmen forward and a generous spread of sail to get the catch home in good condition. First home got the best price from the buyers at the bottom of Queen Street. By the early 1900s the demand for mullet had declined (or the fishery became depleted), and the existing boats had been adopted by mainstream Auckland yachtsmen as a “semi one-design� class for competitive racing. A set of design and sail restrictions for 20’, 22’, 24’ and 26’ boats was drawn up and thus began the interest and momentum in a class of racing yacht that is vibrant to this day. In 1904 PCC began a relationship with Sir Thomas Lipton by writing to him and offering him the honorary position of Vice-President. He graciously agreed and from then on was kept up to date with the Auckland yachting scene, and in particular PCC’s agenda. At some point the club sent him a photograph of the flag officers and committee members standing outside the Esplanade Hotel in Devonport. Nothing was said but the subtle deception was intended to suggest to Sir Thomas that the Hotel was in fact PCC’s clubrooms. And although the club lived in fear of a visitation, he never visited

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A shallow draught enabled the boats to ďŹ sh the estuaries.

New Zealand and the relationship and deception remained intact. In 1920 PCC asked Sir Thomas if he’d donate a trophy to promote class racing within the club. Once again he accepted and a magnificently ornate cup was made and sent. Given the fleet of regular 22’ mullet boats racers, the 22’ L class became the competition for the Annual Trophy. The first race – in 1922 – was won by Valeria, designed by Arch Logan. She won six times up to 1936 during which time interest had grown and as the fleets got larger the inter-club rivalry intensified. Ferries filled with spectators absorbed the action and betting, though illegal, was fast and furious. Tamariki, a Collings and Bell design began her ascendency in 1935 and in her career won 13 times.

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Boating New Zealand February 2016

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Restoring a Mullet Through a series of strange circumstances we acquired Rangi Manu – a 22-foot L-class mullet boat – even though we already have one. She was given to us by a chap who had her in his back yard for over 20 years. She was designed and built for him in 1978 by John Gladden of Milford and he raced her in the late 70s and early 80s before ill health caused him to retire. The boat lived in his back yard where she remained until my partner Annie and I convinced him we could give her a new life. She looked a bit forlorn but I immediately fell in love with her shape. She had pedigree and a proven shape – she was a modern sister to the Eranie which won the Lipton Cup five times in the 60s with the great Vic Lidgard at the helm. Why would I take on this project when I already had a perfectly good mullet boat? Annie answered that we’d be giving a beautiful boat a second chance, we’d be adding to the current fleet, and we both liked a challenge... The boat transported to our home on Waiheke Island, set her up under-cover in the front yard. Rangi Manu had also spent some time on a mooring in Little Shoal Bay so there was worm and rot damage to the hull – mainly the keelson, centre-case, deadwood and some rot in the deck. Being a boatbuilder in a previous life I wasn’t fazed by the job ahead. The first job was getting the steel centreboard and case out to assess the extent of the work required. To do this we stripped out the internal structure, knowing we’d be starting afresh with weight saving in mind. Unlike our existing boat Buona Sera (a comfortable cruising boat as mullet boats go), this was to be a race boat. Once she was reduced to a shell work began in earnest. The first jobs were the repair of the keelson, construction and fitting of the centre-case and partial rebuild of the deadwood which had been damaged in a grounding. Along with the sails, gear and ballast the previous owner also gave us a quantity of kauri timber. Her hull was glued double-diagonal kauri over stringers and fibreglassed. I did the repairs with West System epoxy and used strengthening glass where required. After the structural repairs I stripped the oil-based paint from the inside of the hull and gave it two coats of epoxy resin to reinforce the hull’s integrity. With that complete I rebuilt the interior in a rather more Spartan fashion with a smaller floorboard area, a new cockpit frame and layout and a composite chain-plate structure. THE OUTSIDE HULL Rot in the moulded deck was repaired and the deck prepared for two-pack coating. The topsides and bottom were another challenge. A number of the plank seams had cracked through the fibreglass sheathing. I ran a 6mm router bit down the seams to the depth of the inner skin and forced in a thickened epoxy slurry and then faired it. The hull was then given another full coat of resin and the boat was ready for painting. She was weighed and measured by Geoff Bagnall, the official measurer. She passed and came in right on the minimum weight. Rangi Manu was re-launched at Waiheke’s Putiki Bay last October after an absence from her natural environment of 30 years. Doing the honours with the champagne was 86-year old Peggy Rushbrook who’d raised her children on a mullety. Given that the boat was built in the late 70s most of the gear and sails was out of date. To bring her into the 21st century Paul Meyer designed a modern free-standing rig, Duane of Yachtspars put it all together and Tony Harold of Sails Specialty altered and built the new sails. Two days after the launching and ballasting, Annie and I steamed her up to Auckland to receive her new rig and to join her sisters on Westhaven’s J Pier, all of whom she hadn’t been alongside since the early 80s. She’s back in the fold. With the rig in we took her for a sail on a beautiful sunny afternoon in about 15 knots of breeze with full main and #3 jib so as not to push her too hard on her first outing. She sails beautifully. Since then we’ve joined the racing fleet and while we still have a lot to learn she’s showing her potential and we’re having a lot of fun!

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Today the eet of mullet boats operates from Westhaven Marina’s J-Pier.

WWII caused a decline in interest and numbers with many boats being moth-balled while crews were away serving, but war’s end brought a resurgence of interest. New boats were built with modern gear and Bermuda rigs were introduced. In the early 60s the new, cold-moulded method of construction was adopted and by the mid-70s many new boats had been built including five fibreglass models built off a mould from another prolific winner, Taotane. But thanks to hull design restrictions all the boats, including the older ones, were competitive and like any semi-restricted class winners were often determined by luck and good sailing on the day.

THE 2015 LIPTON CUP Testament to the endurance of the class is reflected by the 2015 Lipton Cup. Valeria (built 1913) was bought by Ben Freedman seven years ago as a tired derelict. He restored her with modern materials and technology while faithfully retaining her Logan mullet boat shape and looks. On the day a fleet of 12 of the best assembled on the start line and after a hard-fought race she took line honours – 93 years after her first win in 1922. The mullet boat fleet has had its ups and downs over the years. But it also has its die-hard adherents and supporters and thanks to their collective efforts the fleet now has a home on

J-Pier in Westhaven marina. Today there are nine boats on the finger and given that next year is the 95th Lipton Cup and the 100th is fast approaching, there is a great deal of renewed interest in the mullet boats. There are currently some 16 boats in sailing condition and in the last three years most have made it to the Lipton Cup start line. The attraction for the owners and crews is dealing with the over-sized rigs and the element of danger that goes with handling them in fresh conditions. They are effectively open boats without self-draining cockpits and most of the boats in today’s fleet have been to the bottom, usually in a spectacular manner. It’s referred to as ‘Going down the Mine’ and those who’ve experienced it wear it as a kind of dubious honour. But it happens in the heat of battle and reflects the competiveness of the crews. And over the years mullet boats have successfully cruised the north coast under reduced rig. Snugged down they have proved themselves to be safe and handy cruising boats and many a well-known Auckland yachtie has either grown up on a mullety or raised children around one. The men and women who own these boats consider themselves custodians of an important part of Auckland’s yachting legacy. They are passionate and determined to see the fleet gracing the harbour for many years to come. B

Phone 09 438 6884 66

Boating New Zealand February 2016

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Marine Windows & Doors

The Irish Coastguard approaches the Nora J – with an unusual request.

Cruising

Irish surprise Words by Lawrence Schäffler

Every circumnavigating sailor experiences unusual events during the voyage, but things tend to the bizarre in the land of the Leprechauns.

H

okitika couple Paul and Jane Teen are some 18 years into a leisurely circumnavigation in Nora J – their steel 29-foot, Denis Ganley-designed Pacemaker 30. Paul built the yacht 22 years ago. One of the goals of the voyage was visiting Ireland – to explore the region their families had left in the 1860s. Last year they finally reached the port of Cobh in County Cork, an achievement Paul says felt a bit surreal. “It’s was a bit sentimental with all those old Irish songs playing on the radio. Sailing up here has been bloody good. There are so many good people, stories and memories – the log book’s got it all. It’s been an adventure that’s for sure.” But nothing like the adventure that followed. Nora J made her way down the south-west coast of Ireland, heading for Portimao, Portugal, in preparation for a crossing to Canary Islands and then the Atlantic. With Hook Head light visible the noise of a helicopter coming up astern got their attention. “Closer he came in, at low altitude,” says Paul. “In fact, they were right up our arse and at mast height. These guys were the Irish Coastguard and they wanted to talk to us. So we grabbed the hand-held VHF.

Paul and Jane Teen thought they’d seen everything, until they got to the Irish Sea.

“The guy standing in the Sikorsky S92’s doorway really accentuated its size. He asked if we would take part in an exercise as they’d been looking for someone to practice on. I guess having New Zealand on our hull made us a reasonably approachable target! He explained what would happen and I tried to interpret what I could above the deafening noise of his engine and rotors. “At this point we were reefed down and clonking through two metre waves. I donned my safety harness, stepped up on deck and clipped on. They were so close I could even see the pimple on the pilot’s nose. “After what seemed an age the crewman lowered a weighted line to me, which I caught, and he indicated for me to pull it in. Ploughing along at seven knots on autopilot, I wondered to myself – ‘does New Zealand Health and Safety know about this?’ Then the man stepped out of the chopper’s doorway and I pulled on the line, guiding him onto our heaving deck. “Denis Ganley didn’t design this yacht for a rescue exercise with the Irish. I couldn’t believe what was happening. The little fella on the end of the rope bounced his way along our stern and landed on our solid dodger with his feet on the side deck. “I couldn’t hear a thing he was saying but he shook my hand, pulled out a pair of rubber gloves and indicated for me to put them on. He shook Jane by the hand like an old friend. Then, after communication with his crew he was yanked into the air with me guiding and stopping him swinging into anything. “Back in his machine, they pulled in the weighted rope, called us on VHF and thanked us for partaking – like it happens everyday! They flew off to the Guinness Brewery leaving Jane and I in wonderment. Imagine this happening in New Zealand? The rest of our trip has been mundane in comparison.” The Teens aim to be home in September this year – hopefully without having to participate in any further training exercises. B

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67

68

PRACTICAL BOATING JOHN MACFARLANE

Restoring a Talent Photos by John Macfarlane

Part 2 – Rebuilding the Rudder With Talent painted above the waterline and scaffolding removed it was time to tackle her underwater sections. 68

Boating New Zealand February 2016

F

irst on the list was her rudder, which had several splits around the top of the blade. I’d hoped this would be a simple repair, but with the paint stripped off the rusty stains throughout the timber blade made it obvious all wasn’t well with the rudder shaft.

DISASSEMBLY Talent’s timber rudder blade had been laminated with resorcinol glue over a 44.5mm stainless steel rudder shaft, with three transverse 18mm pins locking the shaft to the blade. Designer Des Townson had specified type 316 for shaft and pins and while in 1976 316 was regarded as the bee’s knees of stainless, it’s now known to be highly susceptible to crevice corrosion (see sidebar). Rust stains from a 316 shaft almost certainly meant crevice corrosion and closer inspection was essential. Surprisingly this proved relatively easy. Setting a circular saw to a depth just less than that of the timber around the shaft, the timber blade was cut either side of the shaft and the front of the blade popped off with a chisel.

“Rust stains almost certainly meant crevice corrosion and closer inspection was essential.�

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CLOCKWISE FROM TOP LEFT: cracked timber at the top of rudder, crevice corrosion at lower gudgeon, levering the old shaft and pins out with timber wedges. As suspected, the shaft had extensive crevice corrosion four to six millimeters deep throughout the buried section. Rust expands in volume as it forms and it had blown apart the resorcinol glue connection between stainless and timber, most probably years ago. No question, the shaft and its pins had to come out. Setting the circular saw just deep enough to avoid hitting the pins, another cut was made either side of the blade just behind the shaft, the excess timber chiselled away and shaft and pins levered out of the blade with timber wedges. Surveyor Ray Beale recommended shaft replacement and despite the expense I didn’t need much convincing: a broken rudder shaft on a lee shore has no appeal. There’s little question which stainless steel to use for a new shaft: type 2205. While 2205 costs approximately 50 percent more than 316, it’s around 30 percent stiffer for the same diameter and, more importantly, it’s highly resistant to crevice corrosion. Using the old shaft as a pattern, Henley’s Propellers machined a new shaft and three pins, which as per designer specification were press-fitted together, i.e. not welded, to avoid stress. Twelve-millimetre pins were used instead of 19mm ones because this meant smaller holes through the shaft, making it stronger. As the pins are type 2205 instead of 316 there’s little loss of bending strength, which was more than compensated for by the next stage.

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Crevice Corrosion Between the 1960s and 1980s, keelbolts, rudder shafts and chainplates were nearly all fabricated from 316 stainless. Most types of stainless steel require a free flow of oxygen to remain corrosion free. When stainless steel, especially type 316, is trapped inside a wet environment and deprived of oxygen, an acid is created which corrodes the stainless. It can be a quick process – I’ve seen 25mm diameter 316 keelbolts corroded away to virtually nothing in under 10 years. There have also been several recent mast failures on 1970s and 1980s yachts due to failed 316 stainless chainplates and/or bolts. Any original 316 stainless component that’s been encapsulated in damp timber, for example chainplates, chainplate bolts, keelbolts and rudder shafts, is at risk. Any sign of rust from these components should ring alarm bells and, even if it means difficult dismantling, such components should be inspected as a matter of priority.

ASSEMBLY When assembling metal rudder shafts into a timber blade, it’s essential to keep seawater from getting past the shaft and into the timber. Gluing stainless-to-timber is a risky business at best. More often than not the glue will crack when the rudder blade flexes under pressure. A better method of sealing the shaft is to create a rebate at the top of the blade around the shaft, which is later filled with a quality, flexible sealant. Alternatively, the rebate could house an O ring or two. Creating a rebate is easy enough on a spade rudder, but because they have a lower rudder gudgeon, Townson rudder shafts require a second rebate at the bottom. There, the only access to the shaft is via the narrow horizontal slot for the skeg gudgeon. Creating a rebate, then trying to fill it with sealant through this narrow slot would be highly problematical. I decided a more effective, long-term method of sealing the shaft from blade was to sheath the shaft and its pins in fibreglass/epoxy.

Unlike timber, glass/epoxy won’t split, crack or swell if exposed to seawater. This meant any slight seawater seepage that might occur between shaft and fibreglass can’t get to the timber to cause damage. Another major advantage of this approach would be easier gluing: the only gluing required would be timber-to-fibreglass, a proven marriage and there’d be no need of any tricky timber-tostainless gluing. Note: this approach requires a 2205 stainless shaft as 316 won’t tolerate being buried in a damp, salty environment. Glassing the shaft was simple. With the pins out and the shaft de-greased with acetone, it was set into a simple jig and, while rotating it slowly by hand, wrapped in three layers of 450-gram double-bias (DB) 75mm tape and epoxy. The next day, holes were cut through the cured DB glass to enable the three pins to be pressed home. These were then glassed onto the shaft with more DB and epoxy. When cured, the DB glass/epoxy encapsulated shaft and pins had essentially become one solid unit. Meantime the timber rudder blade had been cleaned, flushed of salt and slowly dried. After truing up the saw cuts along the rear

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Boating New Zealand February 2016

FROM LEFT TO RIGHT: DB glassed shaft and pins, gluing kauri around front of blade, and rudder rebuilt and ready for glassing, and below, glassed, primed and ready for antifouling.

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edge of the blade, a piece of kauri was machined with a hollow to match the shaft and drilled for the three pins. After careful measuring, the kauri and the glass-sheathed shaft/pin assembly was glued back into the original blade with thickened epoxy. The smaller pins gave additional clearance inside the old holes making aligning the shaft and its blade easy. As this was a critical operation slow epoxy hardener was used so there was no rush. Next, six kauri strips were machined and glued around the front of the blade onto the DB glass/epoxy. Kauri strips were used in preference to one block for the leading edge to avoid having weak cross-gained timber around the front of the shaft. Also, it saved some kauri. After the glue had cured, the kauri strips were faired back to the original rudder profile minus two millimetres to allow for sheathing the whole blade in 450-gram DB glass/epoxy, doubled around the leading edge. Following a suggestion from Grant Beck of Adhesive Technologies, six millimetres was planed off the rudder blade’s trailing edge and during sheathing the DB glass was brought past the edge either side, then glued together with thickened epoxy. This gave the rudder a solid glass/epoxy trailing edge, considerably stronger than the thin vulnerable timber edge of the original. After the rudder was faired and sanded, it was painted with multiple coats of Altex #3 epoxy primer. To ensure a good bond, the first coat of antifouling was applied to the last coat of epoxy primer while the latter was still partially cured, i.e. after four hours. With Talent’s rudder finished, it was time to look at her remaining underwater components, the rudder housing, rudder bearings, skeg and keelbolts. B

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Destinations

The boat to

BATTAMBANG Words and photos by Trisha Fisk

Eschewing conventional modes of transport in Cambodia, Trisha Fisk opted for the road less travelled and got more than she bargained for.

B

listering sun and here I was deck-surfing on a lumbering great beast with a throaty diesel engine, no draft and less steerage. A labyrinth of twists and turns in a river choked with water lilies. Sand banks. Fishermen. Children in boats. Heat and smells. This is the boat to Battambang. Where demands on a skipper’s piloting skill increase by the minute. This is Cambodia. After an awesome adventure involving cycling, bussing and trucking through much of Laos, I wanted to visit the temples of Angkor Wat at Siem Reap before heading to Bangkok in time for my flight home. But I was averse to sitting on an air-conditioned bus with a lot of other tourists. So I opted to take the “fast boat” to Battambang. It wasn’t that I particularly wanted to see Battambang. But I did want to explore the floating villages on the river. And I much prefer riverboat travel to a busy road. Life was only slightly complicated by the fact that I travelled

72

Boating New Zealand February 2016

The fast boat to Battambang.

Sitting on the roof was hot but less noisy and offered better views.

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with a bicycle. I would have been only too happy to ride the 15km from Siem Reap out to the river at Chong Kneas. But by booking the boat trip, I was automatically on the pickup list from town. That entailed a tuk-tuk ride. Eight people and two bicycles. It definitely would have been more comfortable to cycle. But I got to know the other passengers very well by the time we reached the boat, and our bikes were intimately acquainted and very difficult to separate by the end of the journey. The “fast boat� turned out to be a lumbering great launch, about 45-feet long and maybe eight wide. The donkey at the back had lost its muffler but had heaps of grunt and pushed us along at about eight knots. Well, it could do eight knots – when needed – but we seldom risked this speed. Lonely Planet estimates the journey at four to eight hours. We got in nine hours later, and that included only one breakdown – a stop to flush out the fuel filter. But the voyage was anything but boring. Hot? Yes. Very.

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Underneath all the lotus lilies is a river, and who knows what other unseen hazards.

I chose to sit up on deck with the luggage and bicycles and a dozen other passengers. The view was better up here. Plus it was away from the racket of the engine – as well as the smell of the on-board bathroom “facilities”. A visit to these required considerable courage. But sweating in the heat and humidity on deck, I don’t think anyone needed to go for a pee anyway. A monk among us was the only one adequately prepared for the trip. He came with bananas, sticky rice and most importantly, a frilly little sun umbrella. The rest of us fried. But as the hole in the ozone layer hasn’t yet reached Cambodia, no one blistered as we would have done back in Godzone. The first part of the journey – around Chong Kneas – is very scenic. The floating villages are quaint little houses, each with two windows and a central door facing the river. They are all painted bright colours and the scene is idyllic, if you like living next to your boat and food supply. There are even floating schools for the kids and life looks pretty peaceful apart from when the “fast boat” churns through twice a day, and sets everybody rocking and boats bumping. After a few kilometres the river opens out into the great Tonle Sap lake. This enormous inland freshwater sea runs from near Battambang in the north west, all the way to Phnom Penh where it joins the Mekong river for the rush towards Vietnam and eventually out to the South China Sea. The lake itself is quite shallow, which meant a nasty, short chop on our stern quarter thanks to a fresh southwester. The boat has next to no keel, a very shallow draft and a rounded bottom so it can glide over the sandbars in the dry season. It also had heaps of mad falangi (white tourists) and mountains of luggage up on the roof. So those little waves might have put us on a death roll if the skipper hadn’t kept his wits about him. He used the engine to drive us ahead of the biggest waves and get safely stern on to them so they could roll through underneath us. About this point a few of the passengers began wondering where the lifejackets were. Hey, this is Cambodia. You can swim, can’t you?

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Boating New Zealand February 2016

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Then somehow we turned into an ocean of a different sort. Lotus lilies. Everywhere. Dense floating plants that were churned up and spat out behind the propeller while those pushed aside by the hull quickly drifted back over our path obliterating any sign of our passing. Gradually the river course became more defined by mangroves and water-loving shrubbery on the edges. Until it narrowed. Shrubs and low branches often wiped the upper deck as we swung around the corners. They also obliterated much of the forward view, so the skipper blew the horn repeatedly coming up to any blind corners, hoping smaller river craft would scramble out of the way. Our boat definitely lacked maneuverability. We tended to drift around the corners sideways and accelerate into the straights. It was quite skilful considering the strength of river current against us. But precision navigation it was not. More than once, people living on the river had to rush to raise their gigantic circular nets as we cannoned into them having been pushed off course by the current. Or people out fishing in little longboats grabbed the sides of their craft to ride out our wake. It was hairy, crazy stuff. And so much more fun than a bus trip. Twists and turns got tighter and narrower as we neared Battambang. Riverbanks changed from trees growing in a foot of water, to visible banks, with rice paddies behind them.

The wake from our passing “fast boat� created havoc in the riverside homes.

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The passing of the “fast boat� caused considerable disruption. Our wake was often enough to surge over inland dwellings, upsetting pots and washing over various items. Yet the locals were very forgiving. Most gave us a friendly wave, though they must curse the big boat each day. The children made the most of the surf behind us and leapt joyfully into the river as we passed by. A few kilometres out of town the houses changed from facing the river to more substantial homes that we only saw the back of. Yet the river obviously remained a major part of life. Every home had a long boat or two. Like a flat-bottomed kayak with hard-chined sides, the locals used a paddle with a stick with a skulling type motion. Or they roared along at great speed with a long tail propeller at the back. These seem to be powered by anything from big lawnmower to small car engines. The engine drives a shaft up to four metres long. And the entire device is on a swivel or gimble, so the pilot can steer by swinging the engine from side to side. Or by raising the propeller the boat can glide over weed, nets or shallow ground. By the evening, the sky had taken on rosier tints matching our sunburn. And even more fishermen were about. While none of the nets actually closed off the river, it was a labyrinth for the skipper to navigate. Finally, we docked at a small floating platform and row of steep steps – the Battambang landing – where the crowd of hopeful tuk-tuk drivers reminded me that we were back on dry land. B

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76

OUT OF THE OCEAN JOHN EICHELSHEIM

Summer magic Summer fishing is what most of us dream about through the rest of the year: warm, balmy days, calm seas and fish on the bite.

Warm, balmy days, calm seas and fish on the bite.

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ebruary and March are generally New Zealand’s warmest months with some of the most settled weather. Of course in an El Niño year, nothing is ever quite normal, but even so, we can expect some good fishing and boating weather. Sea-surface temperatures around New Zealand usually peak in February. Water temperature greatly influences the relative abundance and mix of fish species around our shores and also the way they behave. During summer New Zealand gets an influx of “gamefish”’ species: various marlins and tunas, spearfish, mahimahi and sometimes more exotic visitors like wahoo as well. For most of these pelagic speedsters New Zealand is at the

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Boating New Zealand February 2016

extreme edge of their seasonal range. Following the warm water currents, they’re usually restricted to more northerly waters and remain only as long as the sea stays warm, except for a few tuna species which can tolerate colder waters and may be present during winter as well. While late summer and autumn is game fishing time, most of us have neither the inclination nor the patience to chase billfish and tuna. Fortunately, fishing for more mundane species can be pretty good at this time of year too. Harbours and estuaries, bays and inlets tend to be full of fish of every kind while deep reefs further offshore fish well too. Warm water speeds up the metabolism of cold-blooded

Summer isn’t just about snapper.

Exotic visitors While our game fish visitors are relatively familiar, each summer also brings an influx of more exotic fish species, many of them arriving as juveniles carried along by summer’s warm ocean currents. Some of these fish settle on rocky reefs around northern New Zealand and may persist for several months, delighting observant divers and occasionally ending up on anglers’ hooks. They’re not all colourful oddities or tiny non-descript animals that hide in the kelp, though there are plenty of those. Bigger reef fish make regular appearances in New Zealand waters, including amberjack, Samson fish and amalco jacks, all relatives of our yellowtail kingfish. Examples of tropical and sub-tropical groupers, many from the Serranidae family, and many tropical wrasses are also common arrivals. Sadly, most of these summer tourists die when the water cools in autumn, but a few survive and may even grow to adulthood, although it’s unclear whether they are able to breed here. The spotted black grouper and much larger Queensland grouper, generally considered tropical or at least sub-tropical in origin, have become reasonably common in the waters of eastern Northland, especially the spotted black grouper which is thought to breed in the Kermadec Islands.

Spotted black grouper. animals like fish so they are obliged to eat more food to meet their energy requirements. That means they feed more often and for longer periods, which is good news for anglers.

BEAT THE CROWDS Classic summer fishing is often an early morning or evening affair. Light levels are lower early and late in the day, so fish tend to be less wary. You can often find fish in shallow water, especially early in the morning before boat traffic and other disturbance chases them into deeper water. It’s a bit harder to find a quiet spot to yourself these days, but not impossible, even close to busy cities. Putting a bit of distance between yourself and other fishers can often pay dividends,

though there are times when fish are so concentrated, to catch them you will need to fish in close company with other anglers. Snapper is the most popular target species in the north and available pretty much everywhere during summer as they take advantage of every conceivable feeding opportunity. With spawning largely behind them, snapper are hungry, which makes them easy to catch. In summer you can catch snapper close inshore off sandy beaches and rocky coastlines, as well as inside harbours and estuaries. They will enter very shallow water but usually move deeper as the sun gets higher in the sky. Snapper can also be taken in much deeper water, usually over deep reefs, as well as out over the sand. subscribe online at www.mags4gifts.co.nz/boating-nz

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Early and late are often the best times to ďŹ sh during the summer months.

LIGHT TACKLE GETS BITES In summer settled weather and less rainfall means clear water. Fishing gear is much more obvious when the water’s clear and fish often become suspicious of obvious terminal tackle. You can help your cause by scaling back your gear to get bites.

Light (thin) lines are harder to see, as are lighter traces. Consider using fluorocarbon trace and try to present baits as naturally as possible. Hide the hooks in the bait but leave hook points exposed and don’t choke them with the bait. Whenever fish are wary, using light tackle can be the difference between catching and not. There are risks of course, because fish hooked on light gear are lost more easily, but often it’s more about getting bites in the first place. Once a fish is hooked you can worry about getting it to the boat. Playing fish on light gear demands patience and finesse. You can’t muscle big fish on light tackle, but with good gear and reliable knots, it’s surprising how quickly a good angler can land a big fish. Constant pressure and having the confidence to push your gear to the limit can result in some remarkable captures. In practical terms, most of the snapper, kahawai, trevally, tarakihi and cod we encounter over summer are easily managed on 6kg line or lighter. Kingfish are another story and fishing for snapper over really rough ground is also challenging on light line, but if you can’t get a bite in the first place, there’s no point fishing at all. B

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Boating New Zealand February 2016

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Snapper eat a wide variety of animal food including invertebrates, mollusks and fishes. They are enthusiastic predators of small schooling “baitfish� such as anchovies, pilchards, piper and jack mackerel, but will eat almost any sort of fish, alive or dead. Unless you really want to go out wide to catch them, there’s really no need to travel too far for a feed of snapper. An evening fish in a harbour channel or tucked in close to a local reef system is classic summer fishing. Bait and berley is probably the most popular and effective method, but lure fishers can do well too, especially those using soft plastics. If daytime fishing is more your thing, consider fishing deeper. Snapper lurking over deep reefs in 40-60m of water often bite well right through the day whereas shallow water fish may shut down once the sun is high.

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FROM THE GALLEY JORDAN & NIKKI SHEARER

Lamb and feta gözlemes Gözleme is a traditional Turkish flatbread, stuffed with savory filling, sealed and fried in a griddle or frying pan with oil until golden. The beauty of these parcels of deliciousness is that once prepared and cooked they are very fuss-free. Precook them at home and then when out on the water, if the conditions allow, someone can jump below deck to reheat on a pan and pass up to the crew in a paper towel. If it’s a little wet and wild out there, they are also delicious eaten cold. These will definitely become a crew and family favourite, we promise! INGREDIENTS – MAKES 4 FLATBREAD DOUGH 7g yeast packet 1 tsp caster sugar ¾ cup warm water 1 ½ cup high grade flour 1 tsp salt flakes MINCE MIXTURE 3 Tbsp olive oil ½ red onion, finely chopped 400g lamb mince 4 Tbsp harissa paste ½ tsp chilli flakes

METHOD FLATBREAD 1. Stir yeast and caster sugar into warm water. Leave to activate yeast for approximately 5-10 minutes or until frothy. 2. Make a well in the flour and salt, add yeast mixture. 3. Mix and knead with well-floured hands until a smooth elastic dough is formed (3-4 mins). 4. Let rise in a warm place in a covered oiled bowl until at least doubled in size. MINCE MIXTURE 1. In a large frying pan, heat olive oil over a medium heat. Sauté the onions for 2 minutes then add the lamb mince and cook for a further 3 minutes. 2. Add harissa, spices and water and continue to cook for 8-10 minutes until the mince is cooked through and the liquid has evaporated. 3. Remove from heat. Stir in the spinach, cover until spinach has wilted. Allow to cool.

½ tsp ground cumin ½ tsp ground coriander ½ tsp sweet paprika 1/3 cup water 2 cups baby spinach 100g feta, crumbled Salt to season 1 cup grated cheese Oil for frying Natural yoghurt – to serve (optional) Lemon wedges – to serve (optional)

4. Once cooled, toss through the feta, taste, and season accordingly. ASSEMBLY 1. Divide the dough into 4 equal portions. Working a piece at a time, roll out on a lightly floured surface to 20 x 25cm, without the dough breaking. 2. With a long edge of the dough laying in front of you, spoon ¼ of the mince on the bottom half, leaving a 2cm border all round. Top with ¼ of the grated cheese. 3. Fold the other half of the dough over the filling, folding in and pinching the edges to seal in the lamb. Repeat with the remaining ingredients. 4. In a large frying pan, heat about 2 Tbsp oil on a medium-high heat. Add gözlemes to pan and cook for 3-5 minutes each side, or until they are golden. 5. Serve gözlemes with yoghurt and lemon wedge if the conditions allow, otherwise wrap them in a paper towel and pass to the crew.

Bacon and egg pies Nothing quite beats a good bacon and egg pie. These simple individual pies are easy to prepare and perfect for feeding the crew. Stuff one of these in your gob during or after a long race. There is something satisfying about a cold bacon and egg pie – for some reason we think they always taste better on the second day. In true Nikki and Jordan style we have added some fresh herbs and onion relish to enhance that savoury flavor. INGREDIENTS – MAKES 12 - MUFFIN SIZE PIES 5 sheets flakey pastry 8 slices streaky bacon, finely chopped 12 tsp caramelised onion relish (We like F. Whitlock & Sons – which is available at most supermarkets) 1 cup frozen baby peas Handful Italian parsley, finely chopped Handful sage, finely chopped Salt and pepper 15 free range eggs 1 ½ cups grated cheddar cheese

METHOD 1. Preheat oven to 180˚. 2. Grease 12 muffin tins. 3. Cut rounds out of the pastry sheets to fill the insides of the muffin tins so the pastry just peaks above the top. If you need to join pastry, moisten the edges so it sticks well. 4. Heat a little oil in a pan and fry bacon until golden and crispy. Drain and cool on paper towel. 5. In the bottom of each of the pastry cases, spread one teaspoon of caramelised onion relish. 6. Divide the bacon and peas between the 12 pies. 7. Sprinkle each with parsley and sage and season with a little salt and cracked black pepper. 8. In each pie, crack one egg, pricking the yolk for it to break. 9. Whisk the remaining three eggs together and top up pies as needed. 10. Sprinkle tops with grated cheese. 11. Bake in the middle of the oven for 25-30 minutes until pies are golden and pastry is crispy. subscribe online at www.mags4gifts.co.nz/boating-nz

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RETROS AND CLASSICS JOHN MACFARLANE

The

Richard McBride Story

Photos courtesy Richard McBride

Round-the-world single-handers are made of stern stuff, but some are sterner – and a lot more colourful – than others.

L

ined up with other 16 competitors in the inaugural 1982 BOC Challenge single-handed around the world race, the only New Zealand entrant was Richard McBride. With his steel staysail schooner City of Dunedin being the heaviest boat in the fleet McBride was realistic about his chances. “I knew before the race start I wouldn’t come anywhere but last, but everyone was really nice about it and helped me out.” The BOC race proved a tough test for McBride and City of Dunedin, but building the yacht and getting her to the start line had been a story in itself. Up until 1982 McBride had had little involvement in boats. Growing up on farms in Banks Peninsula and Canterbury, after four years at Christ’s College and year at University, McBride had been more interested in the land. He’d worked variously as a musterer, fencer, deer shooter, pylon rigger, bulldozer driver, fisherman and wildlife photographer. The latter job had led to one of his happiest times – 13 months at Scott Base photographing wildlife and looking after the dog team. The idea for the yacht began in 1978, just after McBride had been shipwrecked in a fishing boat off the southwest Otago coast. Walking away from the wreckage, he perversely decided to buy a yacht and go sailing. He soon realised he’d have to build a suitable yacht and decided on a Colin Childs-designed steel 11.6m centerboard ketch. To fund it, he got a job driving a bulldozer for Doug Hood Contractors, who were happy to let McBride build his yacht in

Dog team returning to Scott Base Antarctica, Mt. Erebus in the background.

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Boating New Zealand February 2016

the company’s Twizel yard. As someone who’d always thought for himself, McBride didn’t hesitate to change the design as he went. For example, after discovering the stock steel lengths were longer than specified, he re-lofted the hull out to 12.2m overall. He also changed the rig from ketch to staysail schooner, moved the cockpit aft and installed a transom-hung rudder. Working on the yacht in-between stints on a Caterpillar D8 bulldozer, McBride took five years to build her. Part way through in 1980 he heard about a single-handed race around the world, later to be called the BOC Challenge. The race had been inspired by the 1968 Golden Globe Race, a non-stop single-handed race around the world. But the BOC was to be run in four legs, starting and finishing in Newport, Rhode Island, USA. “Even though I’d never sailed out of sight of land, I thought it sounded like an interesting thing to do. Since I had the boat all I had to do was to learn to sail it.” McBride was able to raise some sponsorship from Steel and Tube, ACT Containers and the Otago Daily Times, but it remained very much a budget campaign. Part of the sponsorship included McBride undertaking to lend City of Dunedin to the Otago Youth Adventure Trust (OYAT) after the race. To qualify for the race, shortly after launching McBride sailed City of Dunedin into the Southern Ocean to 50o South. It was his first time out of sight of land. “You can spend a lifetime learning

City of Dunedin entering Sydney BOC leg 2. BELOW: A McBride drawing of her rounding Cape Horn.

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racing tactics, but seamanship’s fairly intuitive – it’s something you pick up or you don’t.” Qualifying complete, shipping company ACT transported City of Dunedin to Newport. The first leg was to Cape Town, which proved a disaster for McBride after he got caught on the wrong side of the South Atlantic high and spent a week virtually becalmed. Still learning how to sail City of Dunedin, he was second to last into Cape Town. Determined to do better on the next leg to Sydney he kept well south and City of Dunedin performed better in the stronger breezes. That was until they became becalmed to the east of Tasmania towards the end of the leg.

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Kiwi Express leading the BOC eet out of Newport

McBride designed luxury 26m motor yacht Tasman.

caption

McBride design 12m cruising yacht Kaitorete.

City of Dunedin framed up in Twizel.

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The Sydney-to-Rio leg started well for McBride and he was third in Class B around Cape Horn. Intending to pass east of the Falkland Islands, he had spent most of the previous day at the masthead repairing one of his twin forestays. Exhausted, that night he slept through a 90o wind shift and the wind-operated selfsteering put City of Dunedin onto a Falkland Islands rocky beach. The war between the UK and Argentina had been over for six months and the UK still had a military presence there, including a large tug. McBride eventually got City of Dunedin off the beach using a local farmer’s tractor hauling a block and tackle hooked onto a large anchor dropped by the tug. After being pounded on the rocks for three weeks, City of

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Boating New Zealand February 2016

Dunedin looked munted on one side, but the solidly-built yacht escaped with only one small hole. Unfortunately this drowned the generator, and as race rules required a working radio, McBride had to spend a couple of days in Port Stanley repairing it. He completed the leg to Rio, but was now a month behind other competitors who’d already left for Newport. Undaunted, McBride finished the race anyway, coming 10th and last. Of the seven boats that failed to finish, four retired, two sank and one was wrecked. City of Dunedin’s Ford engine had died en route so McBride worked in the USA to buy a new engine. Then Digby Taylor asked McBride to skipper his Whitbread 15m Outward Bound back to New Zealand, which he did with an inexperienced crew. After stops at Panama, Galapagos and Pitcairn, Outboard Bound lost her mast two days out of Pitcairn. McBride and his crew were able to get the broken mast back onboard, erect a 15m jury rig and sail Outward Bound safely back to Auckland. McBride then flew back to bring City of Dunedin home, arriving in mid-1984. The deal with OYAT fell over, due to unwillingness by the then director to take responsibility for the vessel, so he later sold City of Dunedin and she’s currently moored on Lake Wakatipu. Meantime, Geoff Stagg from Farr Yacht Design had approached McBride offering to design a yacht if he wanted to enter the next BOC. McBride accepted the offer, but with hindsight believes it was the wrong decision. “With the Whitbread and America’s Cup, sponsorship was bit thin, and we ran out of time and money. We decided to go for it anyway but it was a bad idea.” The Farr designed 18.2m, waterballasted yacht was state-of-the-art, built from the latest, high-tech materials. “We built a beautiful boat, but it was really expensive.” Battling to get sponsorship, McBride struggled get Kiwi Express ready for the race. In hindsight, the rush meant corners were

McBride design 30m coastal supply ship Marobe Rainforest.

cut, most notably in the rig. The qualifying voyage for the second BOC had to be at least a 2,000nm point-to-point voyage, so after shipping Kiwi Express to London, McBride sailed her across the Atlantic to Newport. Lined up against the other competitors in Newport McBride felt good about Kiwi Express, a feeling totally validated on race day as he led the fleet out of Newport. “I was sailing 10 degrees higher and faster than everyone else,” he recalls. Two weeks later, while in third position and swapping positions with the eventual winner, Philippe Jeantot, McBride’s dream collapsed when the light, fractionally-rigged mast fell down. The mast builder had omitted compression sleeves in the hounds and there was nothing preventing the sides of the mast being pulled together at the hounds. “The mast was perfect for a full on racing crew, but really for a single-handed boat it was too fragile. We should have used a bigger section.” Unable to get the rig back onboard, McBride had to cut it away, and under jury rig managed to get Kiwi Express to Recife. A new mast was flown out, which enabled McBride to finish the leg to Cape Town but his sponsorship evaporated. “The bank basically owned the boat by then and there was no money left, so I had to withdraw.” McBride sailed Kiwi Express back to the USA, and after 12 months there managed to sell her. It took him three years to pay back most of the debts of the failed campaign. During his 12 months in the USA he began a design course with the Westlawn Institute of Marine Technology, which he continued by correspondence upon his return to New Zealand. After getting job with Nelson boatbuilder Malcolm Dickson, McBride won a design competition for a 12m cruising yacht, leading to him founding his own design business in Nelson, where he’s been located ever since. Today he mostly designs commercial boats such as mussel barges and fishing vessels, but he’s also designed cruising yachts and luxury motor yachts. His willingness to stand behind his work has won him respect in the tough world of commercial boating, and McBride’s very proud of his involvement in the development of specialised boats for marine farming. B

“From bulldozer driver to boat designer, Richard McBride could only be a New Zealander.”

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Tow Test 2016 Mazda BT-50

A BEAUT UTE Words and photos by Sam Mossman

Originally launched in 2006, Mazda’s mid-sized BT-50 ute is co-engineered with Ford. Ford’s Ranger shares the same engine and drive train.

A

full upgrade of the Mazda was released in 2011 and the company has just launched a facelift model for 2016. Engine specifications remain unchanged but there are several equipment upgrades. The current line-up comes in 2WD (popular with tradies) and 4WD versions, with 13 variants in Single Cab, Freestyle Cab and Double Cab body styles, in GLX, GLX Sport and GSX grades. The BT-50 is powered by a five-cylinder 3.2-litre DOHC intercooled turbo-diesel engine with 147kW of power, 470Nm of torque and a braked towing capacity of 3,500kg. It’s available in six-speed manual or six-speed automatic (with manual mode) transmissions. With such an impressive tow rating in a package that’s not outrageously large or fuel hungry, the BT-50 looks ideal for towing trailer boats in the 6 to 7.5m class. So, with a boat test scheduled on an Extreme aluminium boat (weighing 2.25-tonne on its trailer) in Whakatane, it seemed a good opportunity to try out the ute’s towing ability.

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Boating New Zealand February 2016

Mazda loaned us a BT-50 4WD Double Cab GSX automatic model in the ‘True Red’ colour (the range has seven colours: Titanium Flash, True Red, Aluminium Metallic, Deep Crystal Blue, Blue Reflex, Cool White and Jet Black). First impressions? The recent facelift has the BT-50 looking a little more muscular than the previous version. It’s fitted with a heavyduty polyethylene ‘tub liner’, alloy mags and built-in fog lights. The trip involved a bit of town and city driving, a decent openroad stint from Auckland to Whakatane and back, and tow and launch duties for a 2.25-tonne trailer boat rig while in the Bay of Plenty. As this was a towing test, I didn’t attempt any off-roading. According to the Trip Computer the total distance covered was 688km at a fuel consumption of 10.8 litres per 100km (that’s around 25mpg in old-think) – not too bad considering the price differential between diesel and petrol. Most of the trip was easy, open road travelling, but included climbing the Bombays and the Kaimais twice, towing the boat about 50km (including over the Port Ohope hill) and travelling

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twice across Auckland with its stop-start rush hour traffic. Don’t mistake me for a ‘proper’ vehicle reviewer, though; although I have been driving for 45 years and have owned 4X4s for the last 15, boats are more my field. Apparently the BT-50 is fitted with such features as Dynamic Stability Control (DSC), Electronic Brake-force Distribution (EBD), Emergency Stop Signal (ESS), Hill Launch Assist (HLA), Roll Stability Control (RSC), Traction Control System (TCS), Emergency Brake Assist (EBA), Hill Descent Control (HDC) and Load Adaptive Control (LAC). I don’t know how most of these work, or even what they do, although I can make some guesses from their names. A Locking Rear Differential (LRD), Antilock Braking System (ABS), front, side and curtain airbags, and a five-star ANCAP safety rating I can understand – and it is comforting to know they are there.

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85

BACK ON THE ROAD AGAIN What I do know is that the BT-50 is a pleasure to drive. Having driven the allied Ford Ranger before, I found many of the controls familiar and it really was a case of jump in and go. The GSX models have eight-way driver’s seat adjustment (including lumbar) and before the main trip I spent a little time setting it up to suit me. The excellent sound system has Bluetooth connectivity, which can give hands-free phone connection and no doubt hook up to the i-device of your choice. It was great having controls for the sound system mounted on one of the steering-wheel spokes – easy adjustments without taking attention off the road or a hand from the wheel. The double cab is spacious and there is decent storage in the doors, a lockable glove box and consoles. Travelling on my own, I just put my bags on the back seat, as this was the open-topped ‘wellside’ model with a heavy-duty polyethylene ‘Tub Liner’. Those who want their rear load protected from rain, dust or thieving hands should invest in a lockable tonneau cover or canopy. New features in GSX vehicles include: an auto day/night rear-view mirror; reversing camera; automatic headlights and rainsensing wipers (cool!). Apparently there is also satellite navigation in there somewhere, although it was not immediately apparent and I didn’t go looking for it – I knew where I was going and didn’t need it. I soon got to appreciate some of these features when backing up the ute to hitch on the boat, especially the reversing camera (which shows the tow ball) and the rear proximity alarm – another device that makes life easy (and safer). The rear image shows up on one side of the reversing mirror.

HOW DID IT DRIVE? On the open road it was competent at cornering at reasonable speeds and stable in bends. The 3.2-litre engine had plenty of power – impressive without being unmanageable. Rated to tow up to 3.5 tonnes on a braked trailer meant the BT-50 was able to accelerate up the steep pitches in the Kaimai

Mazda BT-50 Double Cab ➤ ➤ ➤ ➤ ➤ ➤ ➤ ➤

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Engine 3.2-litre in-line 5 cylinder DOHC intercooled turbo diesel Transmission 6-speed manual or automatic with manual mode drivetrain 4x2 Hi-Rider or 4x4 max power 147kW @ 3,000rpm max torque 470Nm @ 1,750-2,500rpm fuel consumption (supplied): 9.2 l/100km (4x4, auto) fuel consumption (during test): 10.8 l/100km price BT-50 range starts at $35,295 for the 2WD GLX Single Cab Chassis Manual. The cheapest of the 4X4 range is the 4WD GLX Single Cab Chassis Manual at $45,295, while the top of the range (test vehicle) 4WD GSX Double Cab Wellside Automatic is $57,295.

Boating New Zealand February 2016

The five-cylinder 3.2-litre DOHC intercooled turbo-diesel engine develops 147kW of power and 470Nm of torque. Ranges, rather than get bogged down and force me to nurse the revs, despite the boat’s 2.25-tonne tow weight. This same power and torque also meant that there was no need to engage the 4x4 transmission (easily done with a simple switch on the dash, allowing the change to be made ‘on the fly’). I also towed the rig up the Ohope Hill. Road works had clagged up the traffic, forcing me to drop all my revs on the uphill pitch. Such was the grunt of the 3.2-litre diesel, though, the automatic transmission could still climb back up through the gears from a standing start with two and a quarter tonnes on the back. The trailer was stable at speed and with the torque in the lower gears and ‘big feet’, pulling the boat up the Whakatane boat ramp did not require engaging 4WD. In short, due to the Mazda’s excellent drivability, climate control, sound system and comfortable seating, the four-hour trip each way to Whakatane and back passed smoothly. I guess all of those acronyms really did do their jobs – a beaut ute! B

Compiled by Don Armitage $50.00 A FASCINATING HERITAGE snapshot of the Chatham Islands has been published by the Chatham Heritage and Restoration Trust lnc (CHART). The book’s format features a collection of short illustrated stories from many residents or people associated with the Chatham lslands. As Armitage notes in his preface, this methodology is a productive, relevant and accurate method of recording a small community of people going about their daily lives. CHART aims to assist the Chatham lslands community and restore its natural and historic heritage by undertaking conservation and restoration projects on both private and public lands.

In the Wake of Heroes Sailing’s Greatest Stories Introduced by Tom Cunliffe Adlard Coles Nautical $37.00 THIS COLLECTION OF yachting extracts, compiled and introduced by internationally renowned seafaring writer Tom Cunliffe, contains a wealth of insight, excitement and adventure that will satisfy the keenest appetite for a salty story. The pieces cover an inspiring spectrum of seamanship, from small-boat handling to longdistance cruising, exploring outrageous behaviour from the 19th century to the present day. The stories share a theme of self-sufficiency and include everything from tempest-tossed shipwreck to the gruelling challenge of ocean racing, and from tricky navigational exploits to icebound encounters with polar bears. These accounts are personal favourites of the author, whose pithy introductions put the reader on deck with the protagonists. Many are rarities or forgotten gems; all deserve to be classics.

Puzzle no. 220

by Pam Hutton 1

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www.puzzlebeetle.co.nz

True Tales of the Chatham Islands

cross word

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© Pam Hutton 2014

opening the books

24

Across

Down

1. Orange-and-black striped poles on shore

2. Small spare anchor (5)

indicate these (3,5)

3. Designs for interiors of boats (7)

6. Pitch and toss rhythmically like boat in heavy

4. _____ architect - ship designer (5)

seas (4)

5. Old _____ - experienced sailors (5)

8. Localised circular sea current (4)

6. Lighthouses can warn of this danger

9. _____ made good - actual boat speed adjusting

(5)

for current, leeway etc (8)

7. Triangular fore-and-aft sails used in

10. Give motorboat more juice! (6)

Mediterranean (7)

11. _____ ships - ships built based on same design

13. Boat race event (7)

(6)

15. Ships, boats and sea-craft (7)

12. Metal sometimes used for boat fittings (5)

17. Good time to leave for fishing trip,

14. Nautical order to stop (5)

maybe (5)

16. Settled on sale price for boat, eg (6)

18. Staying in cabin might keep you

19. Fundamental sailing skills (6)

this way! (5)

By Vanessa Bird published by Adlard Coles Nautical $45.00

21. Type of boat in photo (8)

19. Broad bay in coastline (5)

22. “E” in phonetic alphabet used on marine radio

20. Small salmon of northern Pacific (5)

SCORES OF SAILORS put their dreams to the test and sail to exotic destinations, but if you’re among those who never get past the dreaming stage, this book offers a taste of the trips that await you. It explores 24 destinations/ cruises and each outlines the best route to take, how long you will need, what sort of equipment and skills are advisable, and the best time of the year to do it. It also covers issues such as tides and tricky weather, with detailed maps and suggestions for further reading. Cruises include: the South of France, the Isles of Scilly, the Ionian Islands, the Stockholm archipelago, the Dalmatian coast, Across the Atlantic, the British Virgin Islands, the Intracoastal waterway and the Whitsunday Islands.

24. Put new boat through its paces again (8)

Dream Cruising Destinations

All the books reviewed here are available from Boat Books, 22 Westhaven Drive, Auckland, (09) 358 5691, www.boatbooks.co.nz

(4) 23. ____ Jones’s locker - bottom of ocean (4)

S E A L E G C L X O R L O P P O E A S T S E T G L A S S U N I R A C E S N H T A G I L E L R O R D U N E S

S C E T E R O L L I E A S I T E R

D R E D G E O U L O C A T A A Y B R E U I E P I N T L

A R O R S E H T T D E

Solution no. 219 Mystery fish: Gurnard

O R A A M P E S

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87

88

VINTAGE PERSPECTIVES HAROLD KIDD

The Seagar brothers

Early steam launches In this third part of a series on the Auckland Seagar brothers, Harold Kidd explores their foray into steam launches.

T

he last article in this series ended with the four Auckland Seagar brothers, William, Henry, Charles and George, moving on from steel yacht building and racing. In 1907 both William and Henry died, leaving Seagar Bros., the thriving engineering business at the foot of Hobson Street, in the hands of Charles and George. The contemporary Cyclopedia of New Zealand described their business as “Engineers, Boilermakers, Iron and Brass Founders, General Smith Workers, Manufacturers of Cyanide Percolating Vats, Wrought Iron Water Pipes, and Fluming, Steel Steam Launches of Guaranteed Speed, Designers and Makers of Steel Yachts, Ventilators, Tanks, Girders and Plate, Iron Workers.” Much of their output was for the quartz gold extraction industry in the Thames, while they also built gold dredges for alluvial gold recovery in the South Island. The Seagars were members of the Royal New Zealand Yacht Squadron and keen on both the pomp of the Squadron and their fishing and cruising. They had owned several steam launches used in Rehutai on the harbour with the Governor-General’s party on board.

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Boating New Zealand February 2016

connection with their business but they were grubby workboats with no pretensions to comfort or style. Now that they had sold their steel yacht Huia they decided to go in for a superior steam launch for private use. They knew both Charles Bailey Jr and his younger brother Walter well. Trading together until 1899 as “C. & W. Bailey”, in 1895 the brothers had built the decks and interiors and had rigged Thetis and Huia, the two Seagar-built steel yachts. In mid-1902 the Seagars commissioned Walter, now trading with Bill Lowe as “Bailey & Lowe”, to build them a wooden hull for a steam launch for which they provided the boiler and engine. Unsurprisingly, the Seagars christened her Huia. Surprisingly, though, they almost immediately sold her to the Wellington Harbour Board where she was still in service until at least the mid-1930s. Bailey & Lowe built a replacement but, in July 1903, the Seagars sold her to “a gentleman at Piako” announcing their intention “to have a larger one built for themselves”. It was at this time that the “oil engine” or petrol-fuelled internal combustion marine engine had become reliable and affordable. The winds of change were blowing hard. The New Zealand Herald of 9th February 1906 reviewed the new technology. “One of the most striking features in the history of Auckland shipbuilding has been the impetus given to the industry by the application of oil engines……..the oil, or petroleum spirit, is put into the reservoir, the flywheel is given a turn or two, and the engine is ready for work. There is no coal, no water, no waiting for steam to get up: no mess of coal-dust, and no leaky boiler tubes to watch; and the cost of oil is materially less than the cost of steam.” At the time every port in the country had a flock of little steamers like Auckland marine contractors Bradney & Binns’ 42ft Presto, which C. & W. Bailey built for them in 1898. But in 1900 the Wellington Harbour Board commissioned Logan Bros to build it the 64ft “oil launch” Uta with a two-cylinder 50hp Union engine and ran her successfully until 1958, until 1927 with the original Union.

TOP: A presentation photograph of Rehutai from her crew to Charles and George Seagar on her sale in 1909. ABOVE: The last of the Aucklandbuilt private steam launches, Albie Braund’s Mavis B of 1910.

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89

LEFT: A battered photograph of Rehutai II from the Seagar family’s archives. RIGHT: A typical commercial steam launch of the period, the Robert Logan-built Despatch of 1890.

Back to Thetis In BNZ’s October 2015 issue I discussed the Seagar brothers’ construction of steel yachts in Auckland culminating in the 5 rater Thetis for the Masefield brothers and the 2½ rater Huia for themselves in 1895. I detailed the progressive decay of Thetis on the beach below the Masefield brothers’ property at the western edge of St. Mary’s Bay and drew a parallel with the decay of the Seagars’ own 2½ rater Huia by saying, “Huia soon started on the same electrolytic, self-destruction process as Thetis.” Now-retired boat builder and marine surveyor Jack Taylor keeps an eye on my articles and took me mildly to task over that statement. Jack is well over 90 but retains 100% mental acuity. Jack served his time with Lidgard Bros at the Western Reclamation in the late 1930s and early 1940s. He became fascinated by Thetis, standing like a sentinel on the hard just past the foot of Curran Street, her lines still beautiful, but a faded monument to a flawed construction method. As Jack says, “electrolysis” requires two dissimilar metals to be in a liquid medium to set up a corrosive electrolytic cell. The problem with Thetis, Huia and the other high-profile steel yacht of the 1890s in Auckland, Isafrael, was simple rust. Rust started where the several horizontal strakes of 1/8th” or 3/16th” plate were secured to the steel frames and ribs. The tiny vee between the frame and each upper plate, lapped over the plate below, collected salt-laden moisture and degraded with rust. Jack saw that there were still traces of tar or pitch in this area but it hadn’t done the job effectively. So, no electrolysis, just poor design and plain, raging rust.

The law took some time to catch up. Under the 1903 Shipping and Seamen Act, although rarely enforced, owners of coastal trade oil-engined vessels had to carry a ticketed engineer, and that caught scows with auxiliaries. However, a new Act in 1908 exempted most oil engine launches from survey and carrying certified skippers and engineers but retained those provisions for steam-powered vessels of all sizes, obviously regulating the greater dangers with steam. While petrol fires were becoming common, they were rarely as devastating as boiler explosions which dismembered those in the way and doomed most initial survivors to a ghastly death from burns with super-heated steam. In this new environment it became rare to see new builds of steam launches for purely recreational use by their owners. Effectively that became the province solely of those who were nostalgic, in the trade and had steam tickets anyway. For example, the Foote Bros, sawmillers of Whakapara north of Whangarei, had Chas. Bailey Jr build them the 42 footer Whakapara (these days Bondi Belle) at their mill in 1899 and, in 1910, engineer Albie Braund built his own 15hp engine, using a boiler by G. Fraser & Sons, for his 40ft steamer Mavis B in a wooden hull by James Reid. As far as I know, Mavis B was the last purpose-built pleasure steam launch in Auckland. But getting back to Charles and George Seagar: they finally settled on a new launch to keep. On 20th April 1905 Chas. Bailey

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Boating New Zealand February 2016

Lord Plunket arriving on board the ďŹ rst Rehutai to inspect the RNZYS Opening Day procession of yachts and launches in November 1905. Jr. launched for them a new steam launch, a 30hp 45 footer they called Rehutai. In November 1905 they were privileged to use Rehutai to take aboard Lord Plunket, the Governor-General, to review the Squadron’s opening procession. The Seagars kept her for another four years or so, selling her in 1909 to the Government Lands Department for use on the Piako River, renamed Hauraki. In the 1950s she was on the Kaipara owned by Bob Pook as Seaspray and was later burnt out off Whangaruru when owned by the Simunovichs. The Seagars’ Rehutai II was their last hurrah in steam launches and a wonderful finale. Again, Chas. Bailey Jr got their order for a high quality diagonally built steamer, very similar to her predecessor, and launched her on 4th December 1909. The Auckland Star raved “the Rehutai is a handsome model

of the cruiser type. The hull is painted white, with blue and gold tracings and the deck-house is of teak, the whole showing the vessel off to the best advantage. There are two cabins, one forward with sleeping accommodation for three or four people, and the other aft with accommodation for six passengers. The cabins are nicely furnished, and many of the most up-to-date methods are embodied in her appliances, such as steamcooking, heating and washing-up appliances. She is fitted with a compound tandem engine of 35 hp, with a boiler pressure of 190 lbs. The vessel is 46ft overall by 10ft beam, with a draught of 3ft 6in.� In a later issue I will continue with the story of Rehutai II and the several high quality motor launches with which the Seagars replaced her. B

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91

Engineering

The

Canal thatcould Words by Lawrence Schäffler

The Suez and Panama canals are celebrated as two of history’s most inspirational feats of engineering. But you could argue that for sheer tenacity they’re easily outclassed by their lesserknown cousin – Greece’s Corinth Canal.

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Boating New Zealand February 2016

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nly 6.5km long, 24.5m wide and 8m deep, the Corinth Canal cuts across a narrow isthmus that separates Greece’s Peloponnese region from the mainland. Hardly a project to rival Suez or Panama, but it deserves a place in the pantheon of marine engineering by virtue of its tortured and protracted history. The concept was first mooted some 2,500 years ago – around 600BC – when early Greek seafarers saw the commercial advantages in a canal across the isthmus. It would shave some 300 nautical miles from the voyage around the Peloponnese, significantly shortening passages between the Adriatic, the East Mediterranean and the Black Sea. It would also avoid the dangers of sailing around the Peloponnese’s treacherous southern capes. In fact, shipping merchants of the time were already using a cumbersome method to get their vessels across the isthmus. The diolkos was a purpose-built stone slipway – about 10m wide – extending from the Gulf of Corinth across the isthmus to the Saronic Gulf. Using horse and slave power, ships were dragged onto the diolkos, hoisted on to a wheeled vehicle and pulled across the isthmus. To reduce weight the cargo was unloaded and transported separately. At the other end the ships were relaunched, reloaded and the journey resumed. Understandably, the process was difficult and expensive – and couldn’t accommodate large ships. Building a canal made perfect sense, but the job was anything but simple. Its history reveals a long litany of failures – a 2,500-year gestation repeatedly foiled by superstition, lack of funds, tricky geological conditions – and war.

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Today most of the traffic through the Canal comprises cruising yachts and small, commercial freighters. INSET: The Canal was sabotaged during WWII.

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93

The 6.5km Canal separates the Peloponnese region from the mainland. It begins in 602BC, when Periandros (one of the country’s top dogs) explored the feasibility of a canal. But Pythia (priestess at the Oracle of Delphi) warned that a canal would incur the Gods’ wrath, and he was persuaded to abandon the plan. In 307BC Dimitrios Poliorkiti (King of Macedon) actually started excavations but he too abandoned them quickly when advised that sea god Poseidon vehemently opposed joining the Aegean and the Adriatic. Enter the Romans. Julius Caesar, Hadrian, Caligula and Nero all had a go, despite a dark prophecy from philosopher Apollonius of Tyana that ill would befall anyone trying to dig a canal across the isthmus. Three of these rulers duly suffered violent deaths.

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Boating New Zealand February 2016

Caligula (Caesar’s successor) pressed ahead with the plan in 40AD despite a warning from his Egyptian consultant engineers who insisted (incorrectly) that the Corinthian Gulf was higher than the Saronic Gulf and that islands on the Aegean side would be flooded if the canal was dug. No one knows if Caligula heeded this danger – he was assassinated before any real work started. Of the four Roman initiatives, Nero’s attempt in 67AD was the most promising. He had 6,000 Jewish slaves to help with the task and reputedly started the work himself, digging with a delicate golden pick and accompanied by music. He too came to a premature, grisly end. Fast-forward to 1687, when the canal was seriously considered

by the commercially-savvy Venetians after their conquest of the Peloponnese. But the scale of the project proved too daunting, and they soon gave up. Fittingly – as a grand scheme for a new country – the canal idea was revived after Greece gained independence from the Ottoman Empire in 1830. A French engineer was asked to produce a feasibility study, but his estimated cost (40 million gold francs) was out of the question for the new country’s modest budget. Fresh impetus arrived with the opening of the Suez Canal in 1869. The following year, Greece’s prime minister, Thrasyvoulos Zaimis, authorised a construction plan. French financiers and engineers won the project but, nervous of the bankruptcy that befell the French company digging the Panama Canal, no bank would advance them a loan. Their company went bankrupt. A new concession was granted to a Hungarian – István Türr – and his Société Internationale du Canal Maritime de Corinthe in 1881. He was commissioned not only to build the canal but also to operate it for 99 years. Interestingly, his working plans were almost identical to those used by Nero some 2,000 years earlier. Despite the company’s initial capital of 30 million francs, the money ran out after eight years and a bid to issue 60,000 bonds of 500 francs each fell over. The company went bankrupt, as did the bank attempting to raise funds for the project. Construction resumed in 1890 when the project was transferred to a Greek company. The canal was finally completed and opened on 25 July 1893.

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Hiccups Problems arose almost immediately. Because of the canal’s narrowness, tricky navigation and frequent closures to repair landslips, it failed to attract the projected volume of traffic. An annual throughput of some four million net tons was anticipated, but by 1906 it was only half a million net tons. This increased to 1.5 million net tons by 1913, but WW1 interrupted the growth. The unstable sedimentary rock through which the canal is cut also proved problematic. In addition to the periodic landslips, the wake from passing ships undermined the canal’s steep walls, towering 63m above. Curtailing further landslides required retaining walls along the water’s edge for half of the canal’s length. Between 1893 and 1940 the canal was closed for four years for maintenance. In 1923 alone, 41,000m3 of material fell into the canal. It took two years to clear.

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95

SABOTAGE But the most serious damage suffered by the canal came in WWII. In 1944, retreating German forces triggered two explosions that dumped 645,000m3 of earth and rock into the canal to render it useless to the Allies. Just to make sure, the also dumped large objects into the canal – a road/railway bridge, 130 rail boxcars, six locomotives – all booby-trapped with mines. They also sank the Vesta – a 3,400-ton steamship – in the canal. It fell to the US Army Corps of Engineers to clear the canal. US President Harry Truman, fearful of a civil war in Greece and the possibility of a communist takeover, asked Congress for $400 million in aid. In May 1947 he signed an Interim Aid Bill establishing the American Mission for Aid to Greece (AMAG). The Army Engineers managed to reopen the canal for shallowdraft traffic by July 1948, and for all traffic in September that year.

THE CANAL TODAY

The Canal’s 1881 plans were almost identical to those of Nero’s, some 2000 years earlier.

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Boating New Zealand February 2016

The Canal is too shallow/narrow for large freighters and is used mainly for small vessels and cruising yachts. Still, the operators claim some 15,000 ships of at least 50 different nationalities use the canal every year. They also believe widening/deepening the canal is a vital developmental project which will boost revenue and tourism. The proposed widening/expansion project has been included in the 2013-2016 Strategic and Operational Plan of the Corinth Canal (submitted to the Ministry of Finance in 2012). With Greece’s current economic woes, upgrading the Corinth Canal is unlikely to be one of the Government’s most pressing projects. But given the stop-start legacy and the tribulations it’s endured, the Corinth Canal will surely survive. B

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Boating New Zealand February 2016

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CARIBBEAN BOATS (NZ) LTD

“Caribbean, the boats the experts are buying� CALL NOW FOR GREAT NEW CARIBBEAN BOAT PRICING, OR GOOD SECOND HAND LOCAL OR AUSTRALIAN IMPORT OPTIONS. WE ALSO REQUIRE SECOND HAND BOAT LISTINGS AS GOOD QUALITY BOATS ARE SELLING WELL

HATTERAS 65 CONVERTIBLE – 1995, twin 1400hp 16V 92 Detroit’s run about 2020 hours, 20-25 knot cruise 32 top, using a mare 30L of fuel per hour all up at trolling speed, 6000L fuel, 1684L water, twin 20 KVA gensets, 19.81M (loa), 5.49M beam, 1.63M draft, 3 cabins all with ensuites plus laundry/work shop, reverse cycle air con to entire vessel “here is a quality vessel of immense volume that will have you fishing or cruising in total comfort, call for viewing appointment as will not disappoint� Asking $750,000.

DAVIS 54 TRAWLER STYLE CRUISER – 1979, twin 3208 Cats run about 7500 hours, cruises 8.5 knots top 12, Onan 12 KVA plus whisper genset, 16.5M (loa), 4.72M beam, 2M draft, weighting about 35-40 tonne, 3500L fuel, 1000L water, hull is of solid GRP construction, 3 cabins, 3 bath rooms, full exterior repaint about 2011 “here is a large volume costal cruiser off shore vessel, call now for appointment to view� asking $445,000. (sole agents)

RIVIERA 40 – 2005, twin 3216 - 450hp cats run about 900 hours, 9.5 KVA Onan, cruises 21 knots top 28, bow thruster, air con to saloon and galley, tender, o/b, deck crane, fully game rigged, raymarine electronics inc chart, sounder, pilot, radar, satellite tv, twin cabins, guest cabin with three singles “this very popular boat is loaded and ready to go, call now for appointment to view� asking $598,000 (ono) sole agents

CARIBBEAN 40 – 2013, twin 500hp QSC Cummins run about 500 hours, fast cruise, top 30 plus knots, 9.5 KVA genset, Cyril chair, poles, live bait tank, air con, massive refrigeration, twin cabin, master with ensuite, deck crane, tender and 15 hp Yamaha, x2 simrad NSS12 touch displays, simrad auto pilot. “a very rare opportunity to own such a late model C40 mk2 Caribbean, this boat is in very good condition, call for viewing appointment� Asking $795,000.

RIVIERA 33 FLY BRIDGE CRUISER – 1994, twin 230hp Volvos run about 2150 hours, cruises 17 top 23 knots, GRP construction, 1200L fuel, 650L water, 11.30M (loa), 3.80M beam, weights about 8 tonne, game rigged, tender and out board, duel helm, good electronics, single cabin model “this popular model great brand boat has been well maintained and presents in good condition, viewing will not disappoint� asking $180,000.

VINDEX MARAUDER 12M – Twin Hinos on shafts, run about 3600 hours since about 1997, 5kva genset, cruise 18 knots, top 27 knots, 1000L fuel, 400L water, game rigged, triple skin kauri glassed over construction, about 9.5 tonne. “A very soft riding hull and proven fish raiser�. $98,000 boat and 12m west park berth, must be sold !!!

RIVIERA 27 FLY BRIDGE CRUISER – 1988, powered by a single 2006 300hp mercruiser diesel on a bravo 2 stern drive just fully serviced run about 1100 hours, GRP construction, 9.80M (loa), game rigged, tender and out board, duel helm, good electronics, single cabin with lock up shower/toilet “here is an awesome entry level launch very well set up and maintained, viewing will impress� asking $105,000 (ono)

GENESIS 320 EURO – 1997, powered by a single 230hp Volvo stern drive run about 850 hours, cruises 17-18 knots top 25, 10.5m (loa), 3.4m beam, game rigged, tender and out board, good electronics. “here is a great example of this very popular model boat and presents very well, call now for appointment to view� Asking $150,000.

CARIBBEAN REEF RUNNER HARD TOP 2014 DEMONSTRATOR, 7m (loa), 2.41m beam, 225L fuel, 200 hp Yamaha four stroke, digital throttle and display, fibreglass hard top, armour plate front windows, multi roller braked trailer, lock up cabin and toilet, hydraulic steering, duel batteries. “This boat is loaded with premium gear and wants for nothing no expense has been spared setting her up, viewing and sea trial will not disappoint�. $108,000 (trades welcome)

www.caribbeanboats.co.nz Phone: Scott White 027 279 6664 > scott@caribbeanboats.co.nz Paul White 0274 874 226 > paul@whitebros.co.nz

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R Marine Flagship Premium Brokerage Showcase The R Marine Network – a safe haven, wherever your family cruising takes you.

We have clients waiting to purchase quality pre-loved Rivieras. Contact R Marine Flagship to list your boat for sale with the Riviera Specilists.

Riviera 33 1994 $179,000 Riviera 36 Flybridge 1996 $345,000 Riviera 44 Sports Yacht Launched 2010 Twin Volvo IPS 600 Diesel Engines, Twin Cabin, Luxury Twin cabin model, powered by twin Cummins 315hp Twin 230 KAMD42 Volvo/shaft drive, Garmin electronics, engines New Genset , game rigged and plenty of new gear. Interior, Large Galley / Saloon, Beautiful Teak Cockpit, autopilot, fully game rigged.

Riviera 48 Flybridge 1993 Twin Volvo D9 engines, Three cabins 6+ berths Teak cockpit

$435,000 Riviera 47 Flybridge 2003 $925,000 $690,000 Riviera 47 Flybridge GII 2008 This immaculate example of a Riviera 47 Flybridge Presented to an excellent standard. An extensive list is powered by twin Cummins QS11 660hp engines. of extras makes this vessel well worth your inspection.

$650,000 Riviera 58 Flybridge 2003 Riviera 48 Flybridge 1995 $495,000 Riviera 48 Flybridge 2000 $1,095,000 Well maintained and well presented with A beautifully equipped game boat this vessel If you’re looking for a big boat suitable for entertaining a Teak cockpit and leather upholstery. Is In excellent condition. with performance to match look no further.

Riviera 56, 2006 $1,400,000 Vindex 47 $310,000 Mustang M43 Glassed Enclosed Flybridge $650,000 It’s late coming but the summers here now, if you 3 x cabin, 2 x head vessel. Available for Christmas delivery. Twin Cummins 300HP Blue water sports Fisher , 3 Cabin, Twin Volvo IPS 600, would like to get out there on this boat drop us a line. & Onan gen-set. Engine room in great condition, some TLC required on vessel. Launched 2007, Game poles, Teak Cockpit,

R MARINE FLAGSHIP Chris Janes 23 Westhaven Drive Liam Power St Mary’s Bay, Auckland Craig Torckler New Zealand +64 (0)9 3022511 Rmarine.nz sales@riviera.co.nz

027 451 3131 021 927 030 027 472 9729 +64 (0)9 3022511

515 Sundancer Call Scott Williamson 021 732 729

Sea Ray 515 Sundancer ***SAVE OVER $925,000 OFF NEW PRICE***

Available now at $875,000

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JASON TEL 09 524 8444

TOM

EMAIL sales@orakeimarine.co.nz

MARK

WWW.ORAKEIMARINE.CO.NZ

DREW

021 929 592 021 1122 471 021 624 616 027 381 7758

Merry Fisher 695

HATTERAS 64c

MARITIMO 56

2015 Merry Fisher, delivered NEW to Orakei in December. A perfect family boat ideal for coastal cruising. 150HP outboard, 4 berths for overnight fishing trips. Great, cheap summer boating. Ready to go as soon as you can pick her up. Call to arrange a viewing. $123,000

This 2009, as new condition, Hatteras 64c, is highly spec’d including fin Stabilizers, LED lighting, new battery banks and full complement of electronics. Viewing available at Orakei Marina by appointment only. Call Mark on 021 624 614. $3.5m

2010 Maritimo new to the marketplace. You can’t see this boat without talking to us. Immaculately presented with a long list of extras, 2 x tenders, dive compressor, kayaks, yacht controller, a must view boat. Fantastic buying for a long range semi-displacement cruiser. $1.75m

REDUCED $50K

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38’ POWERCAT

2011 DUFOUR 405 GL

2012 Ranger Tug 25sc

This 2002 model 38” Alan Wright Powercat offers performance, efficiency and the exceptional stability / interior volume synonymous with modern multihull designs. Twin diesel Yanmar 350hp engines on shafts. Plenty of options, NOW $395,000

Elegant, strong & comfortable, voted Yacht of the Year at Dusseldorf Boat Show. Large cockpit with wide uncluttered decks, twin wheel steering, Garmin GPS plotter, Matrix auto pilot, VHF and wind gear, New 6 volt battery system with smart charge and Inverter. $269,000

NZ new. A fantastic opportunity to own a great long range trailer boat for summer at a fraction of the new price. In as new condition with toilet, shower, gas cooker, sleeping for 5, inboard 150HP Volvo engine. Check our website or call us now for viewing. $170,000 NZD

MUSTANG 4600

SUNBIRD 67

SEA RAY 44

Stunning 2004 Sports Cruiser with twin 455hp Caterpillar Diesels on Shafts. As new with only 250hrs on the engines. Bow thruster, autopilot, radar, fish finder, chart plotter, Bose stereo, stainless steel anchor. To many extra’s to list, call us for more details. $455,000

This 2014 new, luxury motor yacht is built using the latest High-Tec fiberglass construction, powered by 2x D13 800hp Volvo diesels, C90 Raymarine plotter, sounder and radar system, attention to detail in the timber work and beautifully finished. Call Jason 021 929 592. $2.8m

Highly spec’d 2007 Sports Cruiser. Includes Raymarine electronics, bow thruster, air conditioning, sat TV, water maker, roof mounted fold down TV etc. Twin Cummins QSC 8.3’s with 255 hours. Performance boating with all of the luxury comforts of home. $449,000

Maxum 3500

Dubois designed Ketch

Extremely well appointed and superb condition sports cruiser. An affordable family boat that has all the amenities of a 50 footer. Twin 250HP Cummins, regularly serviced and in great condition. Onan Genset, Sat TV, 3 T.V.’s, 2 double berths, A/C, Ice maker, Solar panels, BBQ, Microwave oven, Inverter, Under water lights etc. $275,000

One owner from new and has a rich part of New Zealand’s early Super yachting History. “Cotton Blossom” has been maintained to exacting standards by her owners with full a full refit in 2010 to bring her back to her former glory. Viewing by appointment. $1.45m

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FRENCH ARTISANSHIP, FINE MATERIALS, REFINED ELEGANCE. In a continual quest for ever-greater quality, PRESTIGE combines its unique expertise in hull design with enhance comfort and innovative interior layouts that are typically reserved for much larger boat vessels. Now it’s yours to enjoy.

FLYBRIDGE LINE EXPRESS LINE YACHT DIVISION

400 | 450 | 500 | 550 420S | 450S | 500S | 550S 620 | 620S | 720

TEL 09 524 8444 EMAIL sales@orakeimarine.co.nz WWW.ORAKEIMARINE.CO.NZ

OUR CLIENTS SATISFACTION COMES FIRST. We know that delivering excellent boats is only the beginning; excellent customer service must follow. The Jeanneau experince is unique. No other builder can offer the same level of design, finish, performance and customer satisfaction - all in a competitively priced package.

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TEL 09 524 8444 EMAIL sales@orakeimarine.co.nz WWW.ORAKEIMARINE.CO.NZ

INTRODUCING THE NEW GENERATION LAGOON 39. With infusion-moulding for increased weight saving, a simple, efficient deck layout allowing maneuvers to be controlled from the steering station, and cabins that have incomparable space and natural lighting, the new Lagoon 39 will make cruising even more enjoyable!

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TEL 09 524 8444 EMAIL sales@orakeimarine.co.nz WWW.ORAKEIMARINE.CO.NZ

MAY TRADE

CAVALIER 45. Prof built by Export Yachts 1987, grp, 86hp dsl, 9 berths, 2 heads, gas oven, 2 showers, fridge & freezer, a/pilot, radar, windgear, Bowthruster, invertor, shorepower, cutter rigged, RIB & o/b, 2 sep cabins fwd, aft dbl cabin with ensuite. Very tidy example of this proven offshore design. Asking ........ $249,000. Call Mike Vining 027 4466 931 (Sole Agents)

THE OYSTER 53. Designed to carry a family across the world’s Oceans in comfort & safety, whilst being easy to handle by a couple. Asmara Sky benefits from a comprehensive specification of upgrades for long distance cruising. Beautifully finished below decks in hand-crafted joinery, with 6 berths in 3 cabins. Asking $848,000 + NZ gst & duty. Call Rob on 0272 245 172

NEW 2015 ELAN E4 (10.6m). This superb performance cruiser with a large cockpit is setup for short handed sailing. The spacious interior has comfortable accommodation for six with two separate double cabins and a large toilet/shower area. The 30hp diesel gives 7 knots cruise! Located in Picton and available now. Trades possible. Asking ................................ .................................. $349,000. Call Mike Vining on 027 4466 931

50’ x 28’ HOURSEMAN TRI. Ply glassed, 1976, 80hp dsl (recond ‘12), 8 berths, toilet, gas cooker & microwave, fridge/frzr, shower, autopilot, windgear, AIS system, gps plotter, 3 kva genset, invertor/charger, s/power, 406 epirb, 7 sails, dinghy & o/b, electric capstan. Vendor will consider trades - Land, RIB, etc. Asking....$139,999. Call Sam Cannell on 021 522 761

CAV 39 MKII. 1982, GRP hull, 40hp dsl (new 2002), 6 berths, toilet with holding tank, gas oven, fridge & freezer, a/pilot, gps chartplotter, 1500W invertor, solar panel, 406 epirb, wheel steering, cutter rigged, mast out & serviced incl new rigging ‘09, wing keel for extra stiffness. Tidy example. Asking $79,500. Call Brent Cameron on 0274 364 385 (Sole Agency)

NEW ELAN IMPRESSION 35. Light, spacious interior with 2 sep cabins, twin wheels, drop down swim platform, deck equipment of the highest quality and placed for short handed sailing, L shaped galley with LPG oven & fridge, 2 shwrs, elec capstan. Asking $199,000. Call Mike Vining on 0274 466 931 or inspect at Waikawa Marine Picton (Sole Agents)

JOHN LIDGARD 36. D/d Kauri glassed hull, 1988, 36hp Bukh diesel (sail drive), 7 berths, gas oven, lectrasan toilet, h & c water, cd stereo, fridge & freezer, 406 epirb, vhf & ssb, autopilot, wind/speed/log/ depth, boarding platform and ladder, inflatable & o/b. Asking ................... ............................ $110,000. Call Rob Greenwood on 0272 245 172

10.2m MERCEDES CLIPPER. 1986, grp hull, 23hp dsl (fresh water cooled), 7 berths, gas oven, h & c water, shower, fridge & freezer, autopilot, gps chartplotter, epirb, elec capstan, walk thru transom onto boarding scoop, good quality interior joinery, well maintained. Lotus 10.6 buyers should inspect. Asking ........... $59,000. Call Brent Cameron on 0274 364 385

11m YACHT “MARACAS”. Designed/built by Lidgards ‘85, hull d/d kauri glassed, 38hp Yanmar dsl, 8 berths, toilet & holding tank, gas oven, fridge & frzr, h & c water, shwr, a/pilot, gps, windgear, epirb, invertor, shore power, walk thru transom. Excellent sail wardrobe, many upgrades. Capable coastal/ offshore cruiser/racer. Asking $119,000 Call Mike Vining on 027 4466 931

CHIEFTAIN 38. 1982, grp, 35hp Yanmar dsl (‘97), 6+ berths, toilet & holding tank, gas oven, shower, fridge/fzr, radar/gps/chartplotter/sounder, autopilot, windspeed, invertor, bimini, capstan, furling headsail, w/steering, cockpit table, aft boarding scoop, sep fwd & aft cabins. Large volume interior. Asking ........$97,000. Call Rob Greenwood on 0272 245 172 (Sole Agency)

FARR MRX 10.32m. GRP, 18hp diesel, 2 berths, toilet, 5 sails, some safety gear. These are 3 identically set up MRX’s. They have been in MSA survey and used for sail training and match racing. Asking......................$37,000. Call Mike Vining on 027 4466931 (Sole Agents)

ENDURANCE 40. Strong seaworthy cruising yacht, ‘97, GRP hull, semi full keel with sep skeg/rudder, 4cyl 85hp Ford dsl, wheel strg, cutter rig, good sail w/robe, accom for 6, gas 4 burner & oven, m/wave, fridge & fzr, shwr, stereo, tv/dvd, Icom ssb, liferaft, watermaker. Cruised - Tonga/Fiji 2009/10. Asking $139,000 (offers required). Call Phil Vining on 027 4466 939

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11.5m ROGER HILL POWERCAT. 1999, grp, twin 250hp dsl’s, 20-26 kts, 1600L fuel, 6 berths, 2 heads & holding tank, gas oven, 2 shwrs, fridge & frzr (n/w), radar, 2 d/sounders, gps chartplotter, f/finder, 406 epirb, dual walk thru transom, fully enclosed flybridge, 2nd head/shower off cockpit. Very well presented. Asking....$340,000. Call Mike Vining on 027 4466 931

Looking for a sea kindly expedition style motor yacht with long range cruising capabilities matched with spacious and luxurious interiors? Then take a long look at “Aurora” the HORIZON EP69. You will find a clever merge of safety, comfort and fuel efficiency perfect for a long range cruise or entertaining in local waters. Asking $3,682,000 plus duty & GST. Call Bill Musgrove 021 668 299

SEARAY 425 SUNDANCER. GRP, 2006, twin 364hp 6 cyl Cummins dsls (240hrs) 2 dble, 1 single berth, gps/plotter/depth/radar, H&C pressure water, 2 shwrs, fridge/frzr, icemaker, air con, BOW THRUSTER, genset, very tidy production vessel, all options. Owner moving up - Bring Offers. Asking $347,500. Call Gavin Stichbury on 0272 757 716 (Sole Agents)

SALTHOUSE COASTAL 35. 1993, grp, 300hp Cummins dsl, 10 - 18 knots, 7 berths, gas oven, toilet, 2 showers, fridge & freezer, autopilot, gps, fishfinder, radar, dual station, remote capstan, flybridge hardtop, epirb, shorepower, walk thru transom onto good size boarding platform. Asking... ....... $105,000. Call Brent Cameron on 0274 364 385 (Sole Agents)

13.7m LAUNCH. Brin Wilson designed/built app ‘79, hull d/d kauri glassed, 250hp dsl (9-13kts), 7 berths, 2 heads, gas oven & m/wave, 2 shwrs, fridge & freezer, gps, radar, depth sounder, 3kva invertor, tv/dvd, enclosed flybridge, electric capstan, 2.6m RIB on davits, fwd and aft cabins. Very tidy spacious interior. Asking .........$159,500. Call Brent Cameron on 0274 364 385

TIM BARNETT 10.6M. 2009, alloy, 315hp Yanmar dsl (398hrs), Morse elec controls, 21-28kts, accom for 4, gas oven, Vacuflush toilet, holding tank, h&c pressure water, 12v fridge, stereo, tv, 406 epirb, gps/plotter/radar/depth/ fishfinder, remote capstan, triple axle launching trailer with 1986 Mitsubishi Fuso tow truck. Asking $350,000. Call Gavin Stichbury on 0272 757 716 (Sole Agents)

11.4m SAUNDERS. Built 2000, 2 skin ply glassed, 315hp Yanmar diesel, 22 - 30 knots, 6 berths, toilet, gas cooker & califont, 2 showers, fridge, gps chartplotter/sounder, capstan, BOW THRUSTER, large aft deck area, side door by helm. Asking $110,000. Call Mike Vining on 0274 466 931

FAIRWAY 36 (AUST). 1990, grp, 240hp shaft drive diesel, 10-14kts, 8 berths, lpg oven, 2 shwrs, fridge & frzr, toilet with holding tank, autopilot, gps, d/sounder, cabin heater, remote capstan, RIB inflatable & 5hp o/b, nice spacious interior with 2 sep sleeping areas fwd, large c/pit, nicely presented. Asking $149,500. Call Brent Cameron 0274 364 385 (Sole Agents)

SENATOR 1020. 2007, alloy (6mm bottom), twin 250hp Evinrude Etech o/b’s (370 hrs), cruise 21kts, 6 berths, gas oven & califont, shower, toilet/holding tank, fridge & freezer, microwave, Simrad gps/sounder/ radar, autopilot, 2000W invertor, Tracvision, bow & stern thrusters, Well maintained one owner vessel. Asking $245,000. Call Mike Vining on 0274 466 931 (Sole Agents)

SHAFT DRIVE

CRESTA 900. GRP, 2000, 6.2L Mercruiser, Bravo 3 duoprop sterndrive, cruise 20kts, accom for 4, gas oven & califont, shower, 12v fridge, electric flush portapottie, CD stereo, Furuno radar, Furuno gps/plotter/sounder, 2.4m inflatable, electric capstan, trim tabs, boarding platform & ladder. Asking $98,000. Call Pip Strack on 0272 744 886 (Sole Agents)

WAVECRUSHER 11m Sportfisher. 1997, GRP, 370hp Volvo dsl, 1825kts, 4 berths, toilet & h/tank, lpg oven & califont, shower, 12v fridge, cd stereo, cabin heater, shorepower, bow & stern thrusters, 406 epirb, Autohelm ST5000 autopilot, touch screen gps/plotter/radar/sounder, dual walk-thru transom, boarding platform. Asking $147,500. Call Gavin Stichbury on 0272 757 716

BAYLINER 3388 (11.94m). 1997, grp, twin 150hp shaft drive dsl’s, 14 - 18 knts, 6 berths, gas oven, toilet with holding tank, 2 showers, fridge, Simrad gps/fishfinder (new ‘14), microwave, shorepower & battery charger, capstan, flybridge with dual controls, separate double cabins, inflatable & o/b. Many upgrades 2014. Tidy example. Asking $169,000. Call Brent Cameron on 0274 364 385

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SALTHOUSE NEXT GENERATION BOATS

SALTHOUSE 63 FOR SALE $1,995,000

A must view – you won’t be disappointed. This superb vessel has just been completed and the finish is outstanding! This is a boat dreams are made of. Whether it’s relaxing in an idyllic bay, entertaining family and friends or just sneaking away for a night or an extended summer vacation we have left no stone unturned to provide the highest level of marine excellence possible.

WE BUILD TO ORDER offering a range of superbly crafted vessels from 44ft to 63ft

NEW RELEASE ICON Sedan Range 54–70 ft

This new range extends the exceptional seaworthy flybridge Icon collection. Luxurious, functional, spacious with unprecedented performance.

For more information contact Dean Salthouse on 021 429 723 or dean@salthousecorsair.co.nz or visit our website salthousecorsair.co.nz

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BOAT AND MARINA PACKAGE HMBAY – Vindex 32 Flybridge, launched 1982. Cedar core GRP with Volvo 165 D/P giving 14 knot cruising. 5 berths, compressor fridge + freezer, remote capstan, plotter, sounder, radar. Full service history and maintained in very nice condition by owner of 15yrs. $75,000 Plus HMB 35’ marina optional Phone Allan Keane 012945152 REF:BL2975

BAYLINER 2855 CIERRA – NZ NEW NOV 99. Meticulously maintained and only 420hrs on the Mercruiser 7.4L EFI-310hp giving 20-30mph. 6 berths, shorepower, microwave, fridge, GPS Plotter/sounder, inflate + o/b. Roomy weekender, spotless throughout. $74,000 plus optional Fabdock(drydock) for $6,000. Phone Allan Keane 021945152 REF:BL2973

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BENETEAU OCEANUS 350, GRP, 3 cabin layout. 6-8 berths. Owners of 10 years have maintained in very good condition.2013 engine recondition- Volvo 29hp diesel. Great family boat, would suit syndicate. Furling headsail + MPS, Navman plotter, wind instruments, RIB + 3hp, fridge, holding tank etc. Offshore vendor reduced to $98,000, Offers required. Phone Allan Keane 021945152 REF:BY1676

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STERLING 36 FLYBRIDGE. Vauldry built 1985 ( to MOT specs) Ford 135hp fitted 1990 gives 8-9 knots, bowthruster, large extended teak cockpit, and large entertaining saloon due to conventional side decks. Accom for 7, fridge and freezer, holding tank, sep inter shower, all electronics etc. Excellent unique example reduced to $149 ,000-00 Phone Allan Keane 021945152 REF:BL2957

MARKLINE 1100 SHAFT DRIVE. One of the best built, meticulously cared for, and many extra features. Twin Volvo 200hp shaft drives give 18-22 knots. Underwater exhausts, new electronics, new 3500 capstan, new upholstery, covers and oven. 6 berths with 2 cabins, 2x fridges + 2x freezers. Fully serviced etc. A special example seriously for sale, asking $160,000 Phone Allan Keane 021945152 REF:BL2656

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LANES CLASSIC 39FT SEDAN. Kauri Carvel 11/4” 1953, and repainted in 2013. Repowered in 2000 with a Yanmar 100hp underfloor giving 8.5k cruising at 1 ltr per nautical mile. Good sized fishing cockpit, and very large saloon for socialising, and 6 berths with one double. Remote capstan, fridge and freezer, plotter and f/f. Current family onrs of 55 years have purchased larger – top value at $69,000-00 + marina optional. Phone Wayne Kidd on 0274 775454 REF:BL2917

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BOAT AND MARINA OPPORTUNITY – HMB. RIVIERA 33, all GRP, 1993 with twin Volvo 200hp shaft drives giving 16-23 knots. 2 cabin model with 6 berths, game rigged, new upholstery and covers 2 yrs, recent plotter / sndr/radar, frig & frzr, RIB etc. An extremely tidy example with full maintenance history – current onrs 17 years retiring offers at $185,000 plus 40’ HMB marina optional. Phone Allan Keane 021945152 REF:BL2977

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LOTUS 1280 PILOTHOUSE, Exceptional example of Kiwi craftmanship, finished by Dean Ryder. 1987, and complete refit 2004. Features large entertainer cockpit with twin wheels and encl hardtop, hydraulic furling main and furling genoa, invertor/charger, shorepower, 3 cabin/2 heads accommodation for 6to 8, 6’5 + headroom, excellent electronics, RIB+O/B, and an interior finish which is simply stunning. Fastidious owner of 22 years retiring asking $255,000 Phone Allan Keane 021945152 REF:BY1705

MARKLINE 1300 – An unbelieveable example repowered in 2006 with twin Caterpillar 425hp diesels. 21-29 knot performance. A small electrical fire (smoke damage) resulted in a $500,000 refit and complete refurbish, new twin Simrad electronics, Sat TV, 2x fridges and freezer, game rigged, shorepower + invertor, etc. A most impressive craft ready for years of enjoyment. $270,000 Phone Allan Keane 021945152 REF:BL2976.

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ELITE 15M SEDAN. Beautifully and traditionally crafted from top to bottom, and maintained in top condition. Launched Dec 99, repowered 2005 with twin 480hp Volvos giving 20-27 knots. Fully equipped with bowthruster, dual anchoring, genset, inverter, all electronics incl controls, 2 fridges + freezer, diesel heating, dishdrawer, washing machine/drier, dinghy locker etc. Ultimate seakeeping and comfort for 4-5 lucky people $770,000 Phone Allan Keane 021945152 REF:BL2958

WAYNE KIDD 027 477 5454

43’ TRAWLER PLUS 13.5M MARINA - 43’ TRAWLER built by Oliver 1998, and completely refurbished throughout, in 2014. New John Deere 225hp gives 9-13knots, only 130hrs running. D/D kauri / macrocarpa glassed. New wiring, electronic controls (2 station) shorepower, charger, invertor, new plotter / sndr/radar, 5/6 berths, 2 heads, walkaround decks with side access door, diesel heating, leather interior. Presents like new throughout. Unique opportunity at $450,000 Phone Allan Keane 021945152 REF:BL2984

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ELITE 46 MID-PILOTHOUSE – Beautifully crafted throughout and fastidiously maintained from new. Twin Volvo 370hp (18-23knots) only 1300hrs. Bowthruster, 8kva Genset + inverter, washer / drier, 2 fridges + freezer dual system and icemaker, 2 cabins with massive island berth master cabin / ensuite, silent chines, dual anchoring systems, internal stair access to bridge etc. Large volume livaboard cruiser with all home comforts in impeccable condition $675,000(marina opt) Phone Allan Keane 021945152 REF:BL2978

Ph (09) 534 7196

ALLAN KEANE 021 945 152

sales@marinabrokerage.co.nz ) www.marinabrokerage.co.nz HALF MOON BAY MARINA (“ANCHOR BUILDING” BY ‘C’ PIER)

www.hoolmarine.com

Riviera 70 Enclosed Flybridge 2010

NZD $4,900,000 Riviera 63 Enclosed Flybridge 2013 NZD $3,900,000 Hatteras 64C 2009

Nordhavn 60 Flybridge

NZD $2,700,000 Bertram 67 2006

Riviera 56 Enclosed Flybridge 2007 NZD $1,395,000 Elite 18 metre 2003

NZD $1,295,000 75’ Classic Pilothouse Cruiser

Precision 65 Flybridge 2000

NZD $1,095,000 Squadron 65 Flybridge

NZD $1,250,000 Riviera 58 2003 Flybridge

Phone Alistair Hool 021 412 800 email al@hoolmarine.com

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NZD $1,950,000 GST & Duty Paid Maritimo 52 2008

Boating New Zealand February 2016

$3,500,000

NZD $1,245,000

AUD $1,250,000

NZD $875,000

Phone Gary Winter 021 995 300 email gary@hoolmarine.com

Maritimo 65 Demonstrator Base

From AUD $2,727,273 New Maritimo 48 2016 Base

AUD $1,297,000 Riviera 47 G2 2006

NZD $850,000

Riviera 47 G2 2005

NZD $725,000 Riviera 47 Platinum G1 2004

NZD $645,000 Riviera 48 2000

NZD $650,000

Formula 60 Flybridge

NZD $595,000 Riviera 40 2001

NZD $450,000 Riviera 48 Flybridge

NZD $435,000

Riviera 36 Flybridge

NZD $312,000 Rayglass 4000 Legend 2006

NZD $299,000 Riviera 3350 2000

NZD $279,000

Phone Alistair Hool 021 412 800 email al@hoolmarine.com

Phone Gary Winter 021 995 300 email gary@hoolmarine.com

subscribe online at www.mags4gifts.co.nz/boating-nz

113

Here is a once in a life time opportunity, this as new Coastal 32 was built by her craftsman boat builder owner in 2007 and is powered by a very economical 20Itr per hour cruise, Cummins 220hp diesel engine. The Coastal 32 was designed by Kiwi legend Bob Salthouse and has earned and enviable sea keeping reputation. We tested this boat and the soft riding hull will eat up the Hauraki Gulf slop with ease. There is no chine slap at anchor for a restful night’s sleep. Accommodations are, 4 adult berths up forward with toilet and shower handy, another full length pull out single in the main saloon, opposite the table can be removed to make a very comfortable double.

SALTHOUSE COASTAL 32ft LAUNCH WAS $249,000 NOW $229,000 ONO

Asking $249,000.00

Entertainment is via a 19inch LCD TV with DVD and a Pioneer stereo system provide, the music. You can seat 4 adults at the teak and poplar burr dining table, with a further 3 seated on the lounge opposite, there is masses of stowage under the seats. The helm station is well set up with Lofrans remote windlass, Humminbird GPS / Sounder / Fish Finder, Furuno 16mile radar, auto pilot, VHF and even CCTV in the engine room and cockpit. Hull type: Fibreglass Length: 9.25 Metres (30.34 Feet) Year: 2006 Engine: 240 HP, Inboard Engine year: 2006 Engine hours: 629hrs

FRANKIN CLASSIC 30ft LAUNCH WAS $199,000 NOW $165,000 ONO

Launched in 2006 this solid GRP planing launch is a classic styled cruiser with a large cockpit for dinning or fishing. Powered by a 240hp Yanmar diesel she will cruise at 18 kn and only use 18 litres per hour. Down below is a large double berth and a full galley with gimbal oven and gas cook top with a good fridge freezer. Opposite is the head with shower you will find a second shower in the cockpit.

Asking $199,000.00 ono

At the helm is seating for 4 adults and a Raymarine c70 radar chart plotter fishfinder combo unit. This boat is also fitted with a bow thruster (Wife Saver) and auto anchor system. Just had new anti foul and cut and polish, hows the weather been? This little Classic would look cool in the Bay of Islands for the holidays. Make it happen today.

Contact Us | Mr Bryce Tayler 021 441 785 | bryce@coastbrokers.co.nz | Mr Boud Hammelburg 0274 888 764 | boud.hammelburg@gmail.com

GRAB A BARGAIN WAS $649,000 NOW $599,000 ONO

Carver 530 Voyager | Asking $649,000.00 ono Carver 530 Voyage launched 2001 with only 350 hours on her twin 520 Volvos fitted two years ago. She has a huge owners walk round queen bedroom with ensuite, separate toilet and shower bathrooms. There is a big double up forward with its own bathroom and a twin bunk cabin. For the skipper you have a bow thruster and two station controls so you can stay with the fun, or on nice days everyone will be up top out in the cooling breeze. The electronics have been recently updated to new Simrad’s and a 4G Radar. She has reverse cycle Air Conditioning and a great galley with refrigeration for 2 months away with big oven, hobs, microwave and room for the boys to do the dishes. This boat comes with a big tender and outboard, whether it’s diving, fishing or just cruising this boat will meet the needs of the corporate or family owners. The big money has been spent come and enjoy! Hull Material: GRP | LOA: 53 ft 9 | Beam:15 ft 4 | Draft: 4 ft 9 | Engines: new Volvo HP:520 hp Engines and Gearboxes 2013 | Hours: 350 Approx. | Cruising Speed: 18 Knots | Max Speed: 23 Knots | Builder/Designer: Carver | Fuel: 3200 Litres Water: 1000 Litres | Year: 2001 Price: $649,000 NZD | We might trade a 40-50 ft yacht

Contact Us | Mr Bryce Tayler 021 441 785 | bryce@coastbrokers.co.nz | Mr Boud Hammelburg 0274 888 764 | boud.hammelburg@gmail.com

2001 Ron Given Power Cat 2 #&* 2 )0 , $ 1 # &+ 2 . #&+ ' 2 2 $$ ,** $$ '&

2006 Hanse 370E 2 2 #&* 2 Y &% ) "( 2 ) + #$ &- &+')0 2 $$ ,** $$ '(( ) '&

2008 Beneteau First 45 2 2 /+ &*#- #$ &- &+')0 2 ) + ),#* ) ) 2 ', $ * 2 $$ ,** $$ '(( ) '&

1989 Formula 4000 2 2 &!#& "',)* 2 )0 . $$ % #&+ #& 2 $$ ,** $$ '(( ) '&

WE LOOK FORWARD TO HEARING FROM YOU

With a wealth of knowledge, ďŹ rst hand experience and an international pool of industry partners, we feel conďŹ dent we are your best choice of yacht acquisition and sale. 116

Boating New Zealand February 2016

Corporate Sponsor

2012 Maritimo C53 5 &). 5 %4!- 0'& /- ).*( +' /#*-( 5 5 *)/ / *)- ! &-

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SALTHOUSE SOVEREIGN 50, 2004. Immaculate ocean capable rugged sports fisherman design. Custom built with a wide body for her Auckland owners. High quality build incl. a luxurious interior with 3 staterooms. Powered by twin 480Hp Volvos with only 670 hours. Has all the bells and whistles as far as electronics, as well as cockpit controls for docking and bow thruster. $875,000

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BAVARIA VISION 40, 2010. Pampered & loved - arguably the best presented used yacht on the market. Powered by a 55 HP Volvo with only 175 hours! With a spacious three cabin layout, conventional galley & light interior she certainly has that wow factor. Loaded with extras. Known as a great performer, she will sail well. New yacht buyers should inspect. $325,000

PASSPORT 42 LAUNCHED 1991, and designed by Stan Huntingford, she has served her present owners and former owners very well, both offshore and also circumnavigating New Zealand. Constructed of GRP, she has lovely teak interior with two good staterooms. Powered by a 55hp Volvo she been upgraded by her caring owners, including new upholstery and canvas.The inventory as you would expect for a vessel of this calibre, is extensive.Although built for serious offshore sailing, she is easy to handle and is also great for just cruising the gulf. Please give us a call for extensive inventory.Asking $195,000

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HALLBERG RASSY 48- 2005 The ultimate for comfortable long distance cruising.. She has been carefully looked after, continuously upgraded & added to by her current owners. Powered by a 110hp Yanmar with only 600 hours & still under warranty. Her cutter rig and electric winches make her very easy to sail shorthanded. Truly a yacht that a knowledgeable cruiser could step aboard with their personal belongings & begin any journey with great confidence in her condition.

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ENDURANCE 44- The ultimate steel world cruiser, designed by Peter Ibold and built professionally in New Zealand. One look in the engine room and you will see the built quality ant the high level of maintenance this yacht has received from her fastidious owners. She is beautifully appointed with four good staterooms and quality teak interior. Definitely worth inspection. $229,000

SP 43. 1994 Jim Young Design with Deck saloon. This production yacht has the most fantastic layout with raised saloon and exceptional indoor out door flow. Three good staterooms, cutter rig, she is easy to handle and a pleasure to sail. PRICED AT $185,000 PLUS GST.

UNRIVALLED EXPERIENCE WITH ENTHUSIASM TO MATCH Whether buying or selling you’ll appreciate our commitment to getting the result you want. Y

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GANLEY STRATOS 15 M. This special yacht could be best described as a true ocean crossing 4x4. Special features include Reefrite boom furling, cutter rig, solid dodger which offers great protection, solid stainless steel lifelines and a great walk through transom. She is blue water proven and her past owners have always spoken highly of her fast sea kindly performance and on board comfort.You too can continue the adventure. $175,000

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PELIN ECLIPSE EXTENDED TO 12.5M, 2002. A good example of this popular model - everyone loves the huge enclosed flybridge. Well-built of glass over double diagonal ply.Yanmar 300hp diesel on Bravo III leg gives 14-20 knots. Sleeps up to 11 with 3 double and 2 single berths. Full electronics incl radar, chartplotter, & fishfinder. Large live bait tanks. Well worth inspection and priced to sell. $175,000

14M SURVEYED CAREY FISHING VESSEL, 1995. Glass over ply. Semi-displacement, powered by 2007 536hp Scania giving 9.5 - 16 knots. Well equipped incl. 11kva genset, hydraulic pot hauler, alloy cray tank, lifting gantry, 3m RIB. Electronics include SSB, GPS/plotter, fishfinder, radar, autopilot.Accommodation for 9 pax.Well found,“go anywhere” very capable vessel for fishing, charter work or just for pleasure. $287,500 incl GST.

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LOTUS 10.60, excellent example. double diag kauri glassed. Major refit 2002, photos etc available. Volvo 28 hp with sail drive. 120 liters diesel, 250 litres water. Holding tank, electric toilet, new Manson supreme anchor, SS chain, cockpit controlled windlass. Recent survey confirms excellent condition of this vessel $89,000 Sole agency

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OLIVER 4000 with twin Cummins 315hp, port engines has had major overhaul, starboard engine has had ancillary equipment replaced or overhauled. Recent antifoul and prop speed. New batteries, new anchor winch, game rigged. Extensive electronics including VHF, chart plotter fish finder, radar, GPS, stereo,TV.This boat is in very good ready to go condition and has been priced to sell. She represents a genuine opportunity. ASKING $220,000.00.

11 M SAM FORD BRIDGE DECKER. A classic 11 metre Sam Ford bridge decker, launched in 1937, extensively restored in 1983 with further restoration in the care of Peter Smith completed 2008. Under the current owner in 2015 the cabin sides were sanded back and 10 coats of Uroxsys applied, she was antifouled, prop speeded, rewired, new batteries, new anchor winch, new starter motor, new alternator, among other work.All her upgrades have kept her as original as possible and her décor improvements are tasteful. Menai is a much admired NZ icon with a colourful history as recorded by Peter Smith in his book ‘Moving Waters”. (This book goes with the boat). She is ready to go. ASKING $98,000.00

CHECK OUT OUR WEBSITE FOR DETAILS OF FURTHER USED BOATS AS WELL AS THE NEW BAVARIA MODELS AVAILABLE GREG STENBECK 021 985 830 greg@busfieldmarine.co.nz CHRISTINE BIRD 021 0220 5398 christine@busfieldmarine.co.nz COLIN REES 029 969 1221 colin@busfieldmarine.co.nz 103 Westhaven Drive, PO Box 90-141, Victoria St West, Auckland, NZ. Ph: +64 9 376 4006

boats@busfieldmarine.co.nz

Sales Of Quality Motor Yachts

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Boating New Zealand February 2016

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Boating New Zealand February 2016

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TIDES PAGE WESTPORT CHART Date

Moon

1 Mon 2 Tue 3 Wed 4 Thu 5 Fri 6 Sat 7 Sun 8 Mon 9 Tue 10 Wed 11 Thu 12 Fri 13 Sat 14 Sun 15 Mon 16 Tue

High Tides

Low Tides

4:58am 5:30pm 5:58am 6:33pm 7:04am 7:38pm 8:09am 8:38pm 9:07am 9:33pm 9:58am 10:23pm 10:44am 11:10pm 11:28am 11:54pm

2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.6 2.7 2.7 2.8 2.9 3.0 3.1 3.2 3.2

12:11pm 12:38am 12:55pm 1:22am 1:40pm 2:08am 2:27pm 2:55am 3:18pm 3:47am 4:15pm 4:46am 5:19pm 5:53am 6:29pm

3.4 3.3 3.4 3.4 3.4 3.3 3.4 3.2 3.2 3.1 3.1 2.9 2.9 2.8 2.8 12:08pm 0.7

Ahipara Bay Anita Bay Aotea Harbour Bruce Bay Cape Maria Van Dieman Coal Island (Fishing Bay) Croisilles Harbour Great Island (North West Bay) Greymouth Haast River Entrance Hokitika River Bar Karamea River Entrance Kawhia Manawatu River Entrance

11:12am 1.0 11:45pm 1.0 12:16pm 12:48am 1:23pm 1:52am 2:25pm 2:51am 3:20pm 3:44am 4:09pm 4:32am 4:55pm 5:17am 5:39pm 6:01am 6:23pm 6:44am 7:08pm 7:28am 7:54pm 8:14am 8:42pm 9:03am 9:33pm 9:57am 10:30pm 10:59am 11:34pm

H- 01:21 H+00:26 H- 01:10 H+00:20 H- 01:41 H+01:02 H- 01:27 H- 02:42 H+00:00 H+00:30 H+00:10 H- 00:35 H- 00:42 H- 01:26

1.1 1.0 1.1 1.0 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.4 0.2 0.2 0.1 0.1 0.0 0.1 0.1 0.1 0.1 0.2 0.3 0.4 0.5 0.6 0.6

L- 01:16 L+00:27 L- 01:05 L+00:20 L- 01:36 L+01:05 L- 01:18 L- 02:34 L+00:00 L+00:30 L+00:10 L- 00:35 L- 01:02 L- 01:21

High Tides

Date

17 Wed 18 Thu 19 Fri 20 Sat 21 Sun 22 Mon 23 Tue 24 Wed 25 Thu 26 Fri 27 Sat 28 Sun 29 Mon

New Moon

7:05am 7:40pm 8:16am 8:48pm 9:20am 9:48pm 10:14am 10:40pm 11:00am 11:24pm 11:41am 12:02am 12:17pm 12:37am 12:51pm 1:09am 1:23pm 1:41am 1:56pm 2:14am 2:30pm 2:48am 3:06pm 3:26am 3:48pm

First Quarter

2.7 12:43am 0.7 2.7 1:20pm 0.7 2.8 1:53am 0.8 2.8 2:28pm 0.7 2.8 2:59am 0.7 2.8 3:29pm 0.6 2.9 3:56am 0.6 2.9 4:22pm 0.5 3.0 4:45am 0.5 3.0 5:07pm 0.4 3.1 5:27am 0.5 5:48pm 0.4 3.0 6:05am 0.4 3.1 6:25pm 0.3 3.1 6:40am 0.4 3.1 7:00pm 0.4 3.1 7:14am 0.4 3.1 7:33pm 0.4 3.0 7:46am 0.5 3.0 8:07pm 0.5 2.9 8:20am 0.6 2.9 8:42pm 0.6 2.8 8:55am 0.7 2.8 9:19pm 0.7 2.7 9:35am 0.8 2.7 10:01pm 0.9

Full Moon

Many Islands (Dusky Sound) Nelson Onehunga Opononi Opunake Bay Otaki River Entrance Patea Pelorus Sound Entrance Porirua (Mana Cruising Club) Pouto Point Raglan Waikato River Entrance Waiorua Bay (Kapiti Island) Whanganui River Entrance

All times corrected for Daylight Savings. Not for navigational purposes.

H+00:42 H- 01:09 H- 00:17 H- 01:01 H- 01:11 H- 01:26 H- 00:32 H- 02:09 H- 01:03 H- 00:25 H- 00:35 H- 01:10 H- 01:02 H- 00:47

Date

1 Mon 2 Tue 3 Wed 4 Thu 5 Fri 6 Sat 7 Sun 8 Mon 9 Tue 10 Wed 11 Thu 12 Fri 13 Sat 14 Sun 15 Mon 16 Tue

Moon

11:36am 2.1

Low Tides

5:25am 5:50pm 6:16am 6:37pm 7:06am 7:24pm 7:56am 8:10pm 8:45am 8:58pm 9:33am 9:46pm 10:21am 10:37pm 11:09am 11:28pm 11:59am

0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.6 0.7 0.6 0.6 0.5 0.5 0.5 0.5 0.4 0.4

12:19am 12:49pm 1:11am 1:41pm 2:03am 2:34pm 2:57am 3:28pm 3:53am 4:24pm 4:51am 5:21pm 5:51am 12:05pm 2.4 6:19pm

0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.4 0.3 0.4 0.4

12:03am 12:23pm 12:51am 1:11pm 1:40am 1:59pm 2:29am 2:47pm 3:18am 3:34pm 4:05am 4:22pm 4:53am 5:11pm 5:42am 6:03pm 6:32am 6:56pm 7:24am 7:51pm 8:19am 8:46pm 9:14am 9:42pm 10:11am 10:38pm 11:08am 11:35pm

2.1 2.1 2.1 2.1 2.1 2.1 2.2 2.1 2.2 2.2 2.3 2.2 2.4 2.3 2.5 2.4 2.5 2.4 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.4 2.4

High Tides

Date

17 Wed 18 Thu 19 Fri 20 Sat 21 Sun 22 Mon 23 Tue 24 Wed 25 Thu 26 Fri 27 Sat 28 Sun 29 Mon New Moon

12:34am 1:04pm 1:33am 2:02pm 2:32am 2:58pm 3:27am 3:51pm 4:19am 4:41pm 5:07am 5:29pm 5:52am 6:15pm 6:36am 7:00pm 7:19am 7:44pm 8:02am 8:28pm 8:46am 9:12pm 9:30am 9:56pm 10:16am 10:40pm

First Quarter

FEBRUARY 2016 Low Tides

2.4 2.3 2.4 2.3 2.4 2.3 2.4 2.3 2.4 2.3 2.4 2.3 2.3 2.2 2.3 2.2 2.3 2.2 2.2 2.2 2.2 2.1 2.1 2.1 2.1 2.1

6:52am 7:17pm 7:52am 8:14pm 8:49am 9:09pm 9:42am 10:03pm 10:33am 10:54pm 11:20am 11:42pm

0.4 0.4 0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.4 0.5 0.5

12:06pm 12:27am 12:50pm 1:10am 1:32pm 1:52am 2:15pm 2:34am 2:57pm 3:18am 3:41pm 4:03am 4:25pm

0.5 0.5 0.5 0.5 0.6 0.6 0.6 0.6 0.6 0.7 0.7 0.7 0.7

Full Moon

TIDE CHART FEBRUARY 2016 To find time of High Water (H) or Low Water (L) at other places other than primary ports shown. Note the time difference indicated and add (+) or subtract (-) this time difference from the appropriate chart, i.e. to calculate the high tide in Tauranga on the 1st FEBRUARY, subtract the correction time shown of 13 minutes from the Auckland chart. 1.47am - 13 minutes = 1.34am. These charts are already correct for daylight saving time.

Last Quarter L+00:43 L- 01:16 L- 00:15 L- 00:59 L- 01:06 L- 01:21 L- 00:01 L- 02:36 L- 01:13 L- 00:25 L- 00:48 L- 01:05 L- 01:00 L- 00:34

Supplied by OceanFun Publishing, Ltd.

LYTTELTON CHART High Tides

FEBRUARY 2016 Low Tides

Last Quarter

AUCKLAND

AUCKLAND CHART Date

Moon

1 Mon 2 Tue 3 Wed 4 Thu 5 Fri 6 Sat 7 Sun 8 Mon 9 Tue 10 Wed 11 Thu 12 Fri 13 Sat 14 Sun 15 Mon 16 Tue

High Tides

1:47am 2:04pm 2:35am 2:49pm 3:28am 3:40pm 4:27am 4:35pm 5:25am 5:33pm 6:21am 6:31pm 7:12am 7:26pm 8:01am 8:19pm 8:49am 9:09pm 9:37am 9:58pm 10:25am 10:47pm 11:14am 11:36pm

2.8 2.9 2.8 2.8 2.7 2.8 2.7 2.8 2.8 2.8 2.9 2.9 3.0 3.0 3.2 3.1 3.4 3.3 3.5 3.4 3.6 3.5 3.6 3.5

12:04pm 12:26am 12:55pm 1:19am 1:48pm 2:15am 2:44pm

3.5 3.4 3.5 3.3 3.3 3.2 3.2

Low Tides

7:43am 8:11pm 8:34am 9:00pm 9:30am 9:55pm 10:27am 10:52pm 11:23am 11:49pm

1.0 0.9 1.1 1.0 1.1 1.0 1.1 1.0 1.1 0.9

12:16pm 12:42am 1:08pm 1:33am 1:58pm 2:21am 2:47pm 3:08am 3:36pm 3:56am 4:25pm 4:44am 5:14pm 5:33am 6:04pm 6:25am 6:56pm 7:20am 7:50pm 8:19am 8:47pm

1.0 0.8 0.8 0.6 0.7 0.5 0.5 0.4 0.4 0.3 0.3 0.3 0.3 0.3 0.3 0.4 0.4 0.6 0.5 0.7 0.6

Burgess Island (Pokohinu) H- 00:16 Coromandel Harbour H- 00:21 East Cape H- 00:58 Gisborne H- 01:32 Mangonui H+00:41 Mansion House Bay H- 00:15 Marsden Point H+00:08 Parengarenga Hbr (Ngatehe Pt) H+01:48 Port Jackson H- 00:29 Pukenui Wharf H+00:50 Russell H+00:08 Tairua H- 00:16

L- 00:04 L- 00:15 L- 00:49 L- 01:21 L+01:05 L- 00:04 L+00:16 L+02:01 L- 00:16 L+00:51 L+00:20 L- 00:11

High Tides

Date

17 Wed 18 Thu 19 Fri 20 Sat 21 Sun 22 Mon 23 Tue 24 Wed 25 Thu 26 Fri 27 Sat 28 Sun 29 Mon

New Moon

3:15am 3:43pm 4:19am 4:45pm 5:22am 5:47pm 6:21am 6:46pm 7:15am 7:41pm 8:05am 8:31pm 8:51am 9:16pm 9:34am 9:58pm 10:14am 10:38pm 10:52am 11:15pm 11:29am 11:52pm

9:21am 9:48pm 10:25am 10:51pm 11:27am 11:52pm

0.8 0.7 0.9 0.7 0.9 0.7

12:25pm 12:49am 1:19pm 1:40am 2:08pm 2:26am 2:53pm 3:08am 3:35pm 3:48am 4:14pm 4:26am 4:52pm 5:04am 5:29pm 5:42am 12:06pm 3.1 6:07pm 12:29am 3.0 6:23am 12:44pm 3.0 6:46pm

0.9 0.7 0.8 0.7 0.8 0.6 0.7 0.6 0.7 0.6 0.7 0.7 0.7 0.7 0.7 0.8 0.8 0.9 0.8

First Quarter

3.1 3.1 3.1 3.0 3.0 3.0 3.1 3.0 3.1 3.1 3.2 3.1 3.2 3.1 3.2 3.2 3.2 3.2 3.2 3.1 3.1 3.1

Full Moon

Tauranga Thames (Rocky Point) Tolaga Bay (Cooks Cove) Tryphena Tutukaka Waipiro Bay Wairoa River Mouth Whakatane Whangaroa Whangaruru Hbr (Rocky Pt) Whitianga

All times corrected for Daylight Savings. Not for navigational purposes.

H- 00:13 H- 00:17 H- 01:17 H- 00:21 H- 00:07 H- 01:05 H- 01:50 H- 00:37 H+00:13 H+00:17 H- 00:18

1 Mon 2 Tue 3 Wed 4 Thu 5 Fri WELLINGTON WESTPORT 6 Sat 7 Sun 8 Mon 9 Tue LYTTELTON 10 Wed 11 Thu 12 Fri 13 Sat 14 Sun 15 Mon 16 Tue

Moon

High Tides

Low Tides

6:03am 6:18pm 6:45am 6:56pm 7:26am 7:34pm 8:07am 8:15pm 8:50am 8:58pm 9:36am 9:46pm 10:27am 10:38pm 11:22am 11:33pm

0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.6 0.6 0.6 0.6 0.6

12:20pm 12:31am 1:19pm 1:30am 2:17pm 2:29am 3:13pm 3:28am 4:07pm 4:26am 5:00pm 5:23am 5:52pm 6:18am 12:28pm 1.7 6:44pm

0.6 0.6 0.6 0.5 0.6 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5

12:04pm 12:30am 12:45pm 1:11am 1:27pm 1:52am 2:10pm 2:36am 2:56pm 3:21am 3:46pm 4:10am 4:38pm 5:01am 5:33pm 5:55am 6:28pm 6:51am 7:23pm 7:48am 8:18pm 8:45am 9:13pm 9:42am 10:07pm 10:38am 11:02pm 11:33am 11:57pm

1.5 1.5 1.5 1.5 1.5 1.6 1.5 1.6 1.5 1.6 1.5 1.6 1.6 1.7 1.6 1.7 1.6 1.7 1.7 1.7 1.7 1.8 1.7 1.8 1.8 1.8 1.8 1.8 1.8

High Tides

Date

17 Wed 18 Thu 19 Fri 20 Sat 21 Sun 22 Mon 23 Tue 24 Wed 25 Thu 26 Fri 27 Sat 28 Sun 29 Mon

New Moon

Last Quarter L- 00:08 L- 00:12 L- 01:18 L- 00:09 L+00:06 L- 01:06 L- 01:36 L- 00:15 L+00:25 L+00:53 L- 00:19

Supplied by OceanFun Publishing, Ltd.

WELLINGTON CHART Date

FEBRUARY 2016 Low Tides

12:52am 1:22pm 1:47am 2:16pm 2:40am 3:10pm 3:33am 4:03pm 4:24am 4:56pm 5:14am 5:47pm 6:04am 6:38pm 6:54am 7:27pm 7:43am 8:15pm 8:32am 9:02pm 9:20am 9:47pm 10:06am 10:31pm 10:50am 11:13pm

First Quarter

FEBRUARY 2016 Low Tides

1.8 1.7 1.8 1.7 1.8 1.6 1.7 1.6 1.7 1.6 1.7 1.5 1.6 1.5 1.6 1.5 1.6 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5

7:12am 7:35pm 8:05am 8:27pm 8:58am 9:19pm 9:50am 10:11pm 10:43am 11:03pm 11:36am 11:54pm

0.5 0.5 0.5 0.5 0.5 0.5 0.6 0.6 0.6 0.6 0.7 0.6

12:29pm 12:46am 1:21pm 1:37am 2:12pm 2:27am 3:00pm 3:17am 3:44pm 4:05am 4:26pm 4:51am 5:06pm

0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7

Full Moon

Last Quarter

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