Pacific Passage Maker 2020

2020 ANNUAL

DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

Destination:

FROM THE MED TO AUCKLAND

THE WORLD FLEMING 65 CLASSIC

THE CRANFIELDS COME HOME TO CRUISE

HORIZON FD75

TRAWLERS TRUTH

Daring to be different

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12-20M - THE GOOD AND THE BAD WWW.POWERBOATMAGAZINE.CO.NZ

The Ultimate Cruising Yacht

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126 NEW & NOTABLE

140 TRUTH ABOUT TRAWLERS

HAMPTON ENDURANCE 720 DUAL PORTUGUESE BRIDGE Elegant Pilothouse

EXPLORER VIKING JET RIB Super smooth jet powered tender

There has been a steady increase in the

availability of (12-20m) trawler and trawler style

motoryachts. Phil Gilbert looks at the good and

the bad for this style of boat and what they offer.

HERLEY HYBRID POWERCAT Innovative excellence

CIRCA 24M EXPEDITION MOTOR YACHT A highly efficient hull form

148 HORIZON FD75 REVIEW

132 FLEMING 65 CLASSIC REVIEW

With more than 50 sold, the Fleming F65 is

a timeless classic that has recently undergone a

few refinements. Barry Thompson takes

another look at this Taiwanese built masterpiece.

2020 ANNUAL

When Horizon Yachts first released the FD Series in 2016, they took a huge gamble and broke with tradition, but now with 25 boats built, they have been able to back that gamble with success. Barry Thompson went to Taiwan to review the FD75, the latest model in the ever-expanding series.

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C O V E R

Fleming F65 DEDICATED TO TRAWLERS, PASSAGE MAKERS AND CRUISING

After 12 years and 26000 miles cruising the Med, Laurie and Diane Cranfield have sold their Nordhavn 46, Envoy and are now settling into cruising around their home waters in some-thing completely different.

Destination:

FROM THE MED TO AUCKLAND

THE WORLD FLEMING 65 CLASSIC

THE CRANFIELDS COME HOME TO CRUISE

HORIZON FD75

TRAWLERS TRUTH

Daring to be different

123

12-20M - THE GOOD AND THE BAD

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PUBLISHER D&B Publishing Ltd Trading as Boatmags.com

EDITORIAL Barry Thompson, Editor DDI: +64 (0)9 428 2086 Mob: +64 (0)21 777 355 barry@boatmags.com

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All rights reserved. Reprinting in whole or part is expressly forbidden, except by written permission of the publisher.

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HAMPTON ENDURANCE 720 DUAL PORTUGUESE BRIDGE - ELEGANT PILOTHOUSE

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HE HAMPTON 720 HAS PROVEN TO BE ANOTHER VERY SUCCESSFUL PILOTHOUSE FROM HAMPTON YACHTS. AUSTRALASIAN AGENT, LEIGH-SMITH YACHTS HAVE THEIR LATEST ADDITION THE HAMPTON FLEET ARRIVING IN AUSTRALIA LATER THIS YEAR. The Endurance 720 has plentiful living space for opulent long term cruising. With its richly appointed skylounge with an additional day head, three/four large staterooms with ensuite heads, and full crew quarters, the Endurance 720 is built for entertaining. The Endurance 720 was conceived to be a coastal cruiser for family entertaining with serious volume and long-range capability, yet manageable for an owner-operator.

The latest Hampton 720 is extremely well featured and has garnered the attention of clients who have admired the company’s 720 pilothouse cruiser with the 720 essentially a rebranded and respeced model. The Hampton 720 with all its great features such as the covered side and aft decks, the

PACIFIC PASSAGEMAKER ANNUAL 2020

full-beam owner’s suite and the spectacular open saloon and pilothouse arrangement combine to make the Hampton 720 an exceptional yacht/ It’s designed to be a destination, where family and friends can join together for some great cruising and relaxation.

For all her rugged good looks and feel, the 720 was also designed for family cruising. To that end, she doesn’t disappoint either, sporting a four-stateroom, six-head layout with spaces for socialising and entertaining.

Powered by twin 1,136-horsepower Caterpillar C18s, the Endurance 720 burns around 4.5 lpnm per mile at 8 knots, though she could reach about 20 knots when needed. The girthy 720 with her 6.0m beam is 36.5cm wider than the previous model.

The hull is solid fibreglass that’s reinforced with two layers of Kevlar from chine to chine and three layers of Kevlar in the forward “collision zone”. In other words, the Hampton 720 Pilothouse is one tough boat. www.lsyachts.com.au

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EXPLORER BOATS RELEASE NEW VIKING JETRIB E

“THE VIKING JETRIB IS A STABLE FISHING PL ATFORM ALLOWING YOU TO GET IN CLOSE TO THE ROCKS AND AN IDEAL SUPPORT FOR SPEARFISHING AND DIVING.”

XPLORER BOATS HAS RELEASED ITS UPGRADED VIKING JETRIB RANGE MADE UP OF THE 380 AND 420 MODELS, the major change has seen RIB repowered with a Yamaha TR1 marine engine delivering 100HP along with a remodelled transom and enlarged fuel tank.

While Explorer’s Panther Jet Tender range is more suited on the bow or in the locker of a launch, the Viking JetRIB targets the recreational boatie looking for the safety of jet propulsion around water sports, or those wanting the low draft to get out on lakes, rivers and in shallow estuaries.

Equally the Viking JetRIB is a stable fishing platform allowing you to get in close to the rocks and an ideal support for spearfishing and diving. www.explorerboats.co.nz

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CIRCA 24M EXPEDITION MOTORYACHT D

OWN IN NZ, SPECIALIST ALUMINIUM BOAT BUILDERS CIRCA MARINE ARE WELL UNDERWAY BUILDING THE FIRST OF THEIR NEW 24M EXPEDITION MOTOR YACHTS. Circa have a heritage of building passage making vessels having launched seventeen of the hugely successful Steve Dashew designed and inspired FPB Motor Yachts under the FPB program.

Circa’s Bruce Farrand explained, “Back in 2017 we started talking to fellow Kiwi’s Andre Moltschaniwskyj & Craig Looms of LOMOcean Design about the possibility of a 100% Kiwi designed and built vessel that would offer its owners a safe efficient hull form, with all the comfort, functionality and features vital for ocean passage making. The LOMOcean team are experienced in the design of high efficiency craft and are excited to work alongside Circa Marine to develop this model, paving the way to a new era of adventure lifestyle yachts.

Circa marine are focused and driven to provide customers a vessel that allows them to travel the world’s oceans to remote locations limited only by their imagination and courage, with confidence the vessel and its systems are more than capable.

The boat currently being fabricated features a flybridge, & two large cabins and a huge main saloon with galley and lounge areas. Internal layouts are very much customer driven and while the owner of boat #1 opted for two very large cabins and a single upper helm station, other options are possible within the parameters of the design. Circa guides the customers in the development to ensure the safety and comfort are not compromised in any way. This design and build process is very much the start of a long and personal relationship between Circa Marine and their clients, with Circa Marine offering many forms of support, training and future maintenance including servicing of these vessels.

Key Features of the Circa 24m are Safety in all conditions, and essential systems and component redundancies with an overall simplicity of operation and confidence to tackle remote passages. A great deal of planning and consideration has gone into the development of systems that simplify daily operation and maintenance of this vessel.

This vessel with a load line length of 23.6m which features a solid 12 mm bottom and 8 mm topsides. It is powered by a pair of 250hp Scania DIO9070M marine diesel engines through ZF

PACIFIC PASSAGEMAKER ANNUAL 2020

gearboxes, which gives the vessel a top speed of 12 knots fully loaded, with a cruising speed of 11 knots @ 50% engine load. All up displacement is estimated to be around 67 tonnes.

Fuel consumption at half load displacement is expected to be 33Lph at 11 knots. Range predictions are 5000nm at 9 knots.

The Circa 26m will carry over 11,000 litres of fuel, 7400 litres of fresh water, with 600 litres of wastewater capacity. The vessel has a 4.5kW array of solar panels allowing the harvesting of potentially limitless clean power, the storage of which is kept in a bank of Lithium batteries which give a projected capacity of 35 kWh. To add to this, Circa have decided to use the Humphree all electric 24Vdc stabiliser system, which will provide the vessels dynamic, and stationary stability at anchor, without the need to use the generator and allowing the vessel to run in quiet mode. A highly efficient hull form and driveline reduces the carbon footprint, and the vessel further minimizes its environmental impact, with around 90% of Its construction materials being recyclable.

Circa have already started the development of a smaller 20m vessel, and are having ongoing discussions with several potential clients on various options, the most exciting being an environmentally friendly hybrid vessel, utilising a custom designed and engineered energy harvesting and storage system that will allow clean, silent running when you choose, this option will be available on the larger vessel as well.

Circa also build a wide range of aluminium vessels to 35m in length, for the recreational and commercial sectors, including work vessels, game fishing boats, ferries, pilot and S&R vessels, and also provide a full interior design, manufacture and refit service to all boats and superyachts. Circa offer a comprehensive service and back up support program for all their vessels to ensure any upgrades, maintenance or servicing is undertaken, either in NZ or other locations around the world. This ongoing back up and support by Circa allows the customer to be confident their asset is cared for in the best possible way, by the people who built it, and who care about it almost as much as its owner. Circa can also arrange delivery of your vessel back to NZ, or one of our partner locations for any larger refit or upgrades.

Peter@circamarine.co.nz

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“ A H I G H LY E F F I C I E N T H U L L F O R M A N D D R I V E L I N E REDUCES THE CARBON FOOTPRINT, AND THE VESSEL FURTHER MINIMIZES ITS ENVIRONMENTAL IMPACT, WITH AROUND 90% OF ITS CONSTRUCTION M AT E R I A L S B E I N G R E C YC L A B L E .”

Phone +64 9 438-9522 Fax +64 9 438-0790 Email peter@circamarine.co.nz www.circamarine.co.nz 245 Lower Port Road, PO Box 571, Whangarei, New Zealand 129

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HERLEY UNDERWAY WITH HYBRID POWERCAT H

ERLEY BOATS IS WELL INTO CONSTRUCTION OF ITS FIRST 3400 HYBRID POWERCAT. Aluminium construction has been completed and components where dry-fitted prior to its delivery to the paint shed.

The painting process is now well underway with it expected to be back into the final fit-out stage close to the date of publication of this magazine. Some of the more anticipated items that have arrived and begun dry-fit and installation are the two 100kw electric motors, inverters and controllers. The interior is also being built off site for a quick out-fitting turn around.

The boat is due to be completed and on display at the upcoming Hutchwilco boat show. www.herleyboats.com.

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“A N T I C I PAT E D ITEMS INCLUDE THE TWO 100KW ELECTRIC MOTORS, INVERTERS & CONTROLLERS.”

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ELITE EXPLORER 63

E

LITE MARINE DESIGN HAS BEEN APPROACHED BUY AN EXISTING ELITE OWNER TO DEVELOP THIS LONG RANGE CRUISING POWER BOAT CAPABLE OF COMFORTABLE AND SAFE EXTENDED OCEAN PASSAGES BUT RETAINING THE FUNCTIONALITY REQUIRED FOR INSHORE AND COASTAL CRUISING. The beam to length ratio has been kept low as apposed to most traditional full-bodied passage makers so as to produce a hull that is more fuel-efficient and sea kindly.

The hull form is round bilge frd developing into hard chine in the aft sections that allows the vessel to attain higher cruising speeds from moderate to low horsepower, this hard chine will also aid stability.

The entry has been kept fine for excellent head sea performance but with the forefoot wasted away to remove any bow steering tendencies in following seas.

Construction is a solid GRP bottom up to the spray rail with cored GRP topsides. Superstructure is from plywood, foam and fibreglass composite.

Powered by a single main engine turning a large diameter propeller on deep reduction and backed up with a wing engine with feathering propeller that will run most of the auxiliary equipment such as hydraulics with a back up system PTO on the main engine.

Fuel quality is always a concern for offshore cruising powerboats; this has been addressed with a fuel polishing and filtration system. Fuel capacity is 6000L and will give the vessel a range of approx 2000nm Accommodation consists of a frd guest stateroom with double to port and settee berth to stb. The ensuite for this cabin is right frd Two occasional bunks that will double as dry stowage for extended cruising when not used for accommodation are adjacent to the laundry just ahead

of the main companionway stairs to the wheelhouse The master stateroom amidships is full beam below the wheelhouse and contains a queen size bed, ensuite and office/ workstation. There are opening ports for good cross flow ventilation along with air-conditioning.

Lockers and stowage are abundant throughout.

The wheelhouse has purposely been located close to amidships to reduce the affect of movement; this area is the focal point of the vessel as it also contains the saloon, which has a large, raised “L� shaped seating area with pilot berth aft for off watch crew when offshore passage making. Twin sealed pilothouse doors access the Portuguese bridge and side decks.

Aft and down 4 steps is the galley and dinette, the galley features a full array of domestic equipment and large refrigeration capacity. Once again careful consideration was given to the location of the galley in that it needed to function well at sea hence it being located aft and low in the vessel.

The main companionway watertight door accesses the cockpit, which also has a day head, located to port and built in BBQ area to stb.

Above the aft cabin is the boat deck to house the main tender which is launched and retrieved with a hydraulic davit, Along side the central mast is a small coning station for when in the tropics navigating around areas with limited charting information.

Hydraulic bow and stern thrusters will be fitted along with fin stabilizers.

The vessel is now out for quotation and expressions of interest in this truly unique design are welcomed by the designer.

Elite Marine Design Ltd info@elitemarine.co.nz +64 9 5308501

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B O AT R E V I E W > F L E M I N G F 6 5 The Fleming F65 is one of the most popular passagemakers in the world.

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REFINED

PERFECTION It’s more than a decade since the first Fleming F65 was built and now with more than 50 sold, it still ranks as one of the most popular passagemakers of its size in the world. Barry Thompson went to Australia to revisit this timeless classic.

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B O AT R E V I E W > F L E M I N G F 6 5

The Fleming 65 is a very traditional pilothouse trawler that has been designed with experienced cruising in mind.

I

Anchored In Tradition

t is 11 years since I reviewed a Fleming 65 and remarked then that it was a very traditional pilothouse trawler that had been designed with experienced cruising in mind and had a layout that reflected that very function. While I would have considered that first boat to be as perfect as the builders could make it, it seems that what owners want is not always the same.

Fleming Yachts Duncan Cowie says that every boat is built to order, so no two are ever the same. “While we have two basic saloon layouts, for example, the owner of Maude Hess has changed the shape of the countertops, lounge layout, added more bookshelves, glass rack and entertainment system. The master cabin was also tweaked with a bulkhead moved aft so he could add a small sofa. Stepping up from a Fleming 55, he knew exactly what he wanted”.

Externally the Fleming 65’s are the same, but it’s inside that the changes are noticeable. Maude Hess is the 53rd F65 - the third F65 into Australia - to have been launched since hull one in 2005, Currently there are three more in build. Interestingly F65 #1, Venture, is still owned by company founder, Tony Fleming and recently clocked up 66,000nm. That’s just over three times around the planet. Indeed, a well-used passagemaker doing what he designed it for.

Tony Fleming says that his design philosophy was to create a refined and dependable cruising yacht, capable of taking her crew in comfort and safety to wherever they might wish to go.

The selection of every item, from the shape of the hull to the choice of each piece of equipment, reflects this philosophy.

The layout of the Fleming 65 is very similar in concept to the F55, but the F65 is 70% larger in displacement and offers much more interior and deck space than her smaller sibling.

A timeless classical pilothouse, the difference between the Fleming and many of its competitors, is the unquestionable dedication by the builders to achieve the highest standards possible in every boat that leaves the yard.

PACIFIC PASSAGEMAKER ANNUAL 2020

The Fleming 65 is a very traditional pilothouse trawler that has been designed with experienced cruising in mind and has a layout that reflects that very function. The pilothouse, therefore, provides for several opportunities from the conventional raised L-shaped port side settee with a swivelling table that swings out of the way to enable you to turn it into a pilot berth, to a Pullman fold-down or a slide-out canvas berth option.

The electronic package on all Flemings is optional and the choice of the owner. On this particular boat, the owner had chosen twin 24” Raymarine Axium XL screens plus the Fleming First Mate engine management system - standard on all Fleming Yachts - which can all be displayed on a large touch screen. There is generous dash space for a vast array of navigational and control systems both on the panels and overhead. A single Stidd helm seat is standard, but there is space to accommodate a second optional seat.

There are access doors either side to the Portuguese Bridge, a day head area to starboard that often incorporates a wet locker. The small ship feel is exemplified in the teak interior and teak and holly sole that are used throughout the boat.

The Fleming 65 is a low-profile pilothouse design and hence the stairways to the forward accommodation area, flybridge and aft saloon are short and not overly steep, as are those in some boats of this style. There are plenty of handholds and shallow treads on the steps, making access easy. Bi-fold doors at the rear of the pilothouse are neatly stowed back into an own cavity, so they don’t diminish the saloon companionway beam. Close these, and you have two individual zones that separate the guests when you need to. Cocktails in the pilothouse with guests, while the kids are watching TV in the saloon, sounds just perfect!

The galley has granite countertops with loads of storage, a double sink, induction cooktop, a Miele conventional oven, 134

There is a spacious and homely feel to the saloon that is available in various arrangements.

convection microwave and a trash bin. Again, how you equip the galley is your choice, with an F&P dishdrawer and a trash compactor a common option. Opposite is the pantry area with more storage, dish lockers and space for a built-in coffee machine.

There is a spacious and homely feel to the saloon that is available in various arrangements aft of the galley. The boat reviewed had a settee and coffee table to port and a solidly fixed dining table to starboard. Two swivel barrel chairs with ottomans provide additional flexible seating. Aft, there is a drinks fridge and wet bar with stainless steel sink set into the granite countertop with overhead storage for glasses. Large side windows offer a panoramic view from the saloon.

There are over 50 F65s on the water, with Maude Hess one of the latest launchings.

Accommodation Options Access to the forward accommodation area is either from the pilothouse, or the saloon, depending on what layout you choose. The Fleming 65 has several options which, while all being three cabins, have a very varied mix of berths and also offer both two and three ensuite alternatives. This includes the recently introduced a full-beam master aft which is only available with the pilothouse entry.

Currently, Fleming has two F65s in build, and both have the full-beam master option. It’s your choice entirely as to what you prefer. The port-side cabin comes either as a large ensuite double or with two generous singles, and the starboard cabin is available with twin cross-over or stacked berths.

Like all the cabins in a Fleming, there is independent

climate-controlled air conditioning, LED lighting, CO & Smoke detectors, Manship ports, teak and holly soles and plenty of storage space.

A compact laundry is neatly hidden away on the starboard side of the companionway with a Miele vented dryer and washer.

A forward master stateroom was chosen by the owner of Maude Hess and features a central island queen-size berth with storage underneath that is easily accessed, thanks to a hydraulic ram that raises the bed base. A neat feature is a fact that the bed can be manually slid aft away from the forward bulkhead to make it a lot easier when changing the sheets.

The ensuites are beautifully finished with Marble in the shower stalls and a solid surface vanity tops, with heated towel rails, and some of the best stainless work I have seen for some time.

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B O AT R E V I E W > F L E M I N G F 6 5

A forward master stateroom was chosen by the owner of Maude Hess and features a central island queen-size berth

Detailed Exterior

Sure to be a popular area when cruising in the right weather is the open flybridge.

The upper helm has an electronics console that is big enough to handle a double-up of just about everything in the pilothouse.

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Just like the interior of the Fleming 65, the outside has also come in for the same sense of purpose when it comes to finishing. Solid teak flooring is used throughout, from the cockpit, through the wide walk-around decks to the forepeak. LED lighting and handholds are strategically placed, so they are where they need to be when required, with high bulwarks and the Portuguese Bridge providing additional safety. The interior of Maude Hess is all hand rubbed satin Teak which gives a warm, smooth matt finish with Arcadia raised panelling.

The roomy cockpit is well equipped for stern docking, with a separate console housing engine and thruster controls, plus there are warping winches mounted either side. A central transom door leads to the full-width boarding platform, which is finished in either genuine or faux teak. Access to the engine room and lazarette is via a lockable hatch aft of the saloon doors and to the flybridge from either the pilothouse or by a ladder from the cockpit.

Sure to be a popular area when cruising in the right weather is the open flybridge. The raised helm to port has an electronics console that is big enough to handle a double-up of just about everything in the pilothouse.

There is a U-shaped settee opposite, with a fixed table, and an optional BBQ and custom freezer can be substituted for seating on the port side behind the helm.

The RIB tender is stowed on the upper deck, with a Steelhead 1500 crane used for launching and retrieval.

There is also a secondary upper helm and control station to assist when docking.

Overhead, the radar arch provides a secure, and solid mount for the variety of antennas, lights and domes, plus you have the option of a full fibreglass hardtop with clears or a soft bimini.

Read all about your boating passion The style of boating - that interests you!!

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B O AT R E V I E W > F L E M I N G F 6 5

Wide, deep bulwalks are a feature of the boat.

There are several accommodation options which, while all being three cabins, have a very varied mix of berths.

Twin Maxwell RC12 Hydraulic winches look after the anchoring duties.

Engineering Overkill

reinforced by an interlocking matrix of frames and full-length box-section stringers for maximum strength and stiffness. The superstructure and decks are built using cored material to save weight.

Underneath, the Fleming 65 has a full-length keel that extends well below the rudders and propellers. The keel is filled with closed-cell foam and isolated from the hull to prevent water intrusion in the rare case of a severe impact.

The Fleming 65 hull is a semi-displacement design with moderate deadrise, a fine entry forward and a hard chined, modified vee aft. It is designed to run most efficiently at 9 to 10 knots. And, as has been proven many times, will take you anywhere in the world in safety, comfort and style.

It has been said that to say that a Fleming is well-engineered is a vast understatement and I certainly have to agree. From the lighting to the seacocks, every aspect of the equipment and engineering fit-out of the vessel is exceptional.

There is a lot of redundancy on the boat, such as twin black water pumps, twin freshwater pumps, two hydraulic pumps, two Onan gensets, twin alternators on each engine and the heads can be flushed with either freshwater or seawater.

Naturally, there has been huge importance put on the fuel system, with twin Racor filters, fuel polishing and a fuel transfer management system that looks after the fuel from four fibreglass fuel tanks with a total capacity of nearly 6500 litres.

The F65 is equipped with the Seatorque bolt-on shaft system, which is now standard on all Flemings. Called, The Boss, it is an enclosed driveline system with thrust bearing complete from the transmission to the propeller.

The Fleming 65 comes standard with a pair of MAN i6-800 CRM engines @ 800hp each which give a maximum speed of 19 knots and an ideal cruise around 10 to 12 knots. The other options are a pair of Cummins QSL9 @ 410hp or MAN V8-1000 CRM engines @ 1,000hp each. Even with the V8 package, there is still a lot of access space thanks to the high volume given to the engine room.

Fleming hulls are hand-laid GRP 39

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BOSS – ENCLOSED SHAFT SYSTEM

discernable vibration.

Other benefits of the Seatorque system are that it eliminates alignment issues during and after construction, and it does away with the need for cutlass bearings, dripless seals, stuffing boxes and intermediate struts.

Seatorque offers a 3000-hr maintenance schedule and a two-year limited warranty.

There is also the benefit of increased axial stiffness, greatly reducing the level of damage or risk of bending a shaft during a grounding. When you purchase The Boss, you get the Cardan shaft/universal joint, thrust bearing, transmission adapters, shaft and casing, propeller housing, and all hardware and machining. It’s all there in one package.

There are Seatorque systems suitable for vessels from 11m to 48m, with shafts varying in length from 1.2m to over 9m long. They are suitable for both new builds and refits. www.twindisc.com.au

The Seatorque Enclosed Drive Shaft System or Boss (Bolt on Shaft System) represents a pinnacle in engineering development. The product has been designed in-house

by Seatorque Control Systems engineering department in the US and offers ease of installation and effortless mechanical alignment. It has been a standard feature for many years on all Fleming Yachts.

The Boss is a totally enclosed, oil filled, self contained shaft and thrust bearing assembly, supplied as a complete unit from transmission output coupling to propeller end.

Rubber mounting to the hull structure, with a flexible connection to the propulsion engine, ensures shaft-line noise and vibration are eliminated at the source. The non-rotating, full length shaft casing and thrust bearing assembly minimises mechanical losses to only 2%, leaving valuable extra power where you want it...for propulsion.

There was no cavitation or slippage when the boat was put into high speed turns and there was absolutely no

T E C H N I C A L S P E C I F I C AT I O N S Design Name: Boat Name: Year Launched: Designer: Interior Designer: Builder: LOA: Beam: LWL: Draft: Displacement: Max Speed: Cruise Speed: Construction: Fuel Cap:

Fleming 65 Maude Hess 2019 Tony Fleming Adi Shard/Tony Fleming Fleming Yachts 20.5m 5.70m 18.9m 1.50m 56,546 kg (Full load) 19 knots 10 knots Solid GRP 6,435 litres

Water Cap: 1,514 litres Engines Make: Twin MAN i6-800 CRM @ 800hp Gearboxes: Twin Disc MGX Drive Train: Seatorque Boss Bow Thruster: ABT Hydraulic 38HP Stern Thruster: ABT Hydraulic 20HP Generators: Onan 11kW & 19kW Stabilisers: ABC Trac Air Conditioning: Cruisair reverse cycle Watermaker: FCI - 1800 GPD Anchor Winches: Maxwell RC12 Hydraulic Anchors: Two Ultra 60Kg Chain Counter: Auto Anchor Steering: ypro Marine ECS

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Engine Controls: Hatches: Windscreens: Wipers: Porthole Hatches: Davit Crane: Tender: MFD: VHF: AIS: Night Vision: Ent Systems: Engine Instruments: Price as Reviewed

Glendinning EEC-3 Manship Fleming Speich Man Ship Steelhead ES1500 Swift RIB Raymarine ICOM Raymarine Flir Fusion/Samsung TV MAN/Boning $Aud6.5m

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PRODUCTION TRAWLER & TRAWLER ST YLE CRAFT

Truth About

Trawlers

THERE HAS BEEN A STEADY INCREASE IN THE AVAILABILITY OF (12-20M) TRAWLER AND TRAWLER STYLE MOTORYACHTS. PHIL GILBERT LOOKS AT THE GOOD AND THE BAD FOR THIS STYLE OF BOAT AND WHAT THEY OFFER.

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ANY BUYERS LOVE THE LOOK OF TRAWLERS OVER MODERN HIGH SPEED PLANING BOATS. BEAUTY IS IN THE EYE OF THE OWNER. The perceived economic efficiencies of their displacement and semi disp hull forms is an attraction too. This, in turn has lead to some misconceptions as to what these craft can and can’t do, and what they offer over high speed craft.

The common visual perception of a trawler is for a sedan, flybridge sedan or pilothouse slow cruiser, with raised bulwarks and easy walk around decks.

High bows and swept sheers create that ‘shippy’ look. Side decks were often covered and have ‘fashion plates’ to stylise the profile. Most of the FRP production trawler style craft now available worldwide fill this base criteria. This had led to a wide variety of sales promotions based on each manufacturers design merits vs. others, and some resultant confusions over what trawlers can do. The real oil is that there are really only three styles of hull form, full displacement, semi displacement and planing. Each offers merits based on the buyers wish list.

Full displacement hull forms are usually round bilge, or soft chine with a deep draft relative to their length, and usually narrower on the waterline, and often heavy for their size. Semi displacements are like a planing hull form, but finer on the waterline, deeper in the forefoot, and moderate in their draft and displacement. The full planing hull is beamy, shallower in draught, and light displacement relative to their length. These design parameters hold true for multihulls also. Often the only thing really trawler about some vessels is the naval architects’ clever use of sheer and profile to depict the traditional look we associate with trawlers.

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Many people’s perception of a trawler is a long range go anywhere offshore cruiser. With thorough planning, you can take just about anything offshore. Most production craft are designed for coastal cruising, and do not carry enough fuel comfortably for truly extended passage making.

For extended offshore cruising in smaller trawlers, a full displacement hull form is the best. They provide sufficient hull depth to carry the large amount of fuel required, and have the best drag co-efficient, using less horsepower (ie: less fuel) to go further. Nordhavn, Selene and Kadey-Krogen are probably the best known of the full displacement longer range trawlers.

These style craft carry up to 15,000 litres of diesel and can weigh up to a ton per 300mm in a 14m craft. Compare that with a comparable semidisplacements trawler which usually carries around 2400 litres of fuel, and weighs around 18 ton.

The downside of full displacement craft is that they are relatively slow, usually 6-9.5kts depending on WL length.

Waterline length and drag dictates speed in a displacement boat, which is why catamarans are so fast and efficient, especially with displacement hull forms. Likewise, large ships are very fast, often cruising at 20kts traversing the globe. This speed restriction can be a negative for short haul weekend and coastal cruising which for the majority of owners, constitutes 90% of their boating ownership.

More importantly, the round bilge or wineglass shaped hull form offers much less stability at rest. Many full displacement manufacturers offer ‘zero speed’ stabilisers, which work at rest, with the genset going of course. These are remarkably efficient, as are the internal Gyros, but the cost can be prohibitive, especially for the smaller craft. Flopper stoppers work well too, but are very antisocial in a crowed anchorage.

The semi displacement hull form makes up most of the FRP production trawlers offered here. In Australia and New Zealand, Explorer/Clipper, Alaska, Activa, Mainship, Grand Banks, Integrity, and De Fever, Ocean Alexander, Marlow, and Fleming are representative, but much of the product is now over 14m.

The semi disp hull form offers more versatility than either of the alternatives. This hull form can be quite capable in offshore

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speeds, as their narrower hull forms can run out of ‘lift’ or form stability. If speed is the most important criterion, then a vessel with a planing hull form is best.

Production full planing hull trawler style craft are also capable of offshore travel, although these are predominantly smaller craft and are best suited to coastal passages. The Beneteau Swift, Mainship and Alaska are the closest in NZ and Australia to a planing hull trawler style craft available as production models. Their light weight and limited fuel loads mean any long range work needs to be carefully planned.

conditions, so long as the vulnerable bits are protected (windows, portholes, etc). They do offer a greater variety of use in day to day boating than the displacement hull. In displacement mode, semi displacements are typically around 7-8% less efficient than a similar sized full displacement cruiser but their hull form can provide a higher displacement cruise speed for the same horsepower as they often have a longer waterline length.

Semi displacements can be driven past their optimum displacement hull speed, something that is near impossible in full displacements, and with enough horsepower, can plane along at similar speeds, but nowhere near as efficiently, to a full planing hull. Some highly powered semi displacement craft can become a bit flighty when at the top end of their planing

ENGINEERING AND FUEL BURN:

Modern common rail diesel engines installed by most FRP manufacturers now, have greatly improved the performance and versatility of trawler style motor yachts. They have a much flatter power band through the RPM range, providing power without excessive turbo boost or RPM, and put out very high (pleasure boat rated) horsepower for the times that fuel burn (LPNM) is irrelevant.

Electronically controlled, they offer great efficiency, smoother and quieter running compared to the mechanically governed units of old, and are emission compliant for the ecologically aware.

This can also mean less LPNM (litres per nautical mile) fuel burn in cruise mode.

A common misunderstanding is that the amount of horsepower in the

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boat dictates fuel burn. This is incorrect; it is the amount of horsepower the hull requires to do a certain speed that dictates fuel burn. A very simple formula that still rings remarkably true even with today’s modern diesels is that for every 20hp used, you will use one gallon/hr. Modern boaties will understand that to mean, every 14.92 kilowatts used equals 4.546lt/hr. To do its hull speed of around 7-9.5kts, (depending on WL length) a displacement hull may only require 60 to 120hp, but regardless of the horsepower available, 9kts would be about terminal velocity for this hull form, and fuel usage would be right up there if pushed past best hull speed. To do 9.5-10kts, most semi displacements require around 150hp (112kw). This means @7.5g/hr (34.1lt/ hr). Most semi displacements carry around 2200 to 2500 litres, giving a nominal range of around 620 to 650nm. Ask that same hull to do 12kts and fuel burn will rocket to around 10.5g/hr (48lt/hr) and your effective range will drop to around 550nm. 15kts is usually about 80-90lt/hr. A displacement hull cannot get to those speeds, and a planning hull will probably still be trying to climb on top of the water at @10kts, which is when it’s at its most inefficient. When clean on top of the water a planing hull form will use about 80% of the fuel burn of the equivalent semi displacement. A planning hull form of 12-15m will have a true displacement speed about the same as an equivalent full displacement vessel, but requires a bit more horsepower to do that, due to drag.

Endurance 600

“A V E R Y S I M P L E F O R M U L A T H AT S T I L L R I N G S R E M A R K A B LY TRUE EVEN WITH T O D AY ’ S M O D E R N D I E S E L S I S T H AT F O R EVERY 20HP USED, YOU WILL USE ONE GALLON/HR.”

Integrity 340SX

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PRODUCTION TRAWLER & TRAWLER ST YLE CRAFT

OPTIONS:

Don’t confuse the above figures with overall consumption.

If you average out the total hours run over a season against the total fuel cost/usage it is a lot less. Two Clipper 40s, one with a single 370 Cummins, and one with twin 210hp engines averaged 19.4lt/hr and 21.2lt/hr respectively, over a 100 hr season. Much of your running will be at less than optimum speed. For the observant who note the fuel use disparity between those two craft burns a small hole in the formula re hull/horsepower, it is important to take into account that the extra weight and drag created by twin installations requires more horsepower to achieve the same cruise speed; ie: more fuel. A single motor is usually more efficient. One does not see too many twin engine fishing boats, and even most large ships only have one monster motor.

A well-found boat and a competent skipper and crew can go anywhere, but for the majority, an extended coastal cruise fulfils the dreams. Nearly all the modern 12-15m production displacement and semi displacement trawlers available will happily carry you and the family all around the New Zealand or Australian coastlines. 15-20m craft of all these hull shapes can safely do ocean trips of up to @1400nm with only safety upgrades, and fuel bladders. Most ports are around 100nm miles apart around NZ, a bit further in Australia, but still well within the realistic cruising range of most craft.

Those who have a desire to take their smaller trawler offshore would be well advised to employ a professional delivery skipper, who knows exactly what is required for a safe trip.

When choosing a trawler style that best suits you, and your family’s needs, just put in to the equation the fact that if offshore cruising is the aim, only around 10% of the time is actually spent travelling from country to country, the rest is short hop (200nm/1 day) stuff, and most of your time is sitting off an island resort, imbibing home created exotic cocktails, and recounting tales of past perils.

When cruising the NZ coastline the nearest port or destination is seldom more than 80nm (8-9hrs) from your departure point at semi displacement speed unless you want to do longer overnight or West Coast passages, and if cruising the popular Marlborough Sounds, or Hauraki Gulf in NZ, or the Whitsundays and Barrier Reef in Australia, the distances between anchorages or marinas are even less. The faster trawler look-a-likes can do these hops in 5.5- 6 hrs, but the fuel burn means your first activity at the destination is refueling.

How your craft performs at anchor and in the social environment you create is equally as important as brutal sea keeping ability, as this restorative process will take up about 70% of your time aboard. Either way, the modern production trawler provides a very viable and cost-effective option to custom built ocean wallopers, and enough variations in style and layout to satisfy most requirements in your boating wish list. Nearly all are built to USCG or EU specs nowadays, with strong laminates, armour glass windows, and excellent engineering and electronic installations.

Beneteau Swift Trawler 47

Clipper 48

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B O AT R E V I E W > H O R I Z O N F D 7 5

Daring to be

DIFFERENT

When Horizon Yachts first released the FD Series in 2016, they took a huge gamble and broke with tradition, but now with 25 boats built, they have been able to back that gamble with success. Barry Thompson went to Taiwan to review the FD75, the latest model in the ever-expanding series.

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A raised dash accommodates navigation and communication electronics, with more instrumentation in the eyebrow

W

hen Dutch designer Cor D. Rover conceived the idea for the FD (Fast Displacement) Series he wanted to achieve the maximum amount of volume on the lowest waterline length, which he set at 24m. The layout also called for the owner’s stateroom on the main deck.

The result was a boat that had people talking.

Some detractors felt the bullish hull lines and snub bow design was too much and potential clients would baulk at the very non-traditional lines.

However, when the designer showed his concept to Horizon Yacht’s John Lu, he had no hesitation in taking on the project.

“Once the concept and design parameters were explained to me, I could see what the designer was trying to achieve and understand the potential of the boat,” said Lu. With the vision and resources behind him, Lu quickly got the project started, and the first boat was launched around 12 months later.

The first of the FD Series, Skyline, an FD 85, was delivered to its American owner in 2016 and was an instant success. It was praised for its performance and exceptional stability, and quickly more orders followed for the yard. Today the range comprises seven models, from the just-released FD75, through to the still in development, FD125. Of the 25 FD Series boats built to date, 10 of those have been the FD87, with owners spread throughout the world. There have been four FD Series boats sold to Australian clients.

While the FD75 is the smallest in the FD Series, it still carries all the same DNA of the rest of the FD family. Cor D.Rover’s same principles applied although he had a little less space to work with.

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However, despite this, he has still managed to incorporate the master stateroom at virtually the same level as the saloon, albeit down a couple of steps. He also wanted this to be an owner/ operator vessel, with no crew, although provision is made for two crew should an owner desire it.

Beneath The Waterline To understand why the FD Series has the distinctive bow shape and oversized windows, you need first to understand what is beneath the waterline. Efficiency and performance are as important as style, and these form the basis of the Fast Displacement (FD) Series.

Designed in collaboration with Cor D.Rover, the hull platform and proprietary bow design sets the FD Series apart from others. Comprised a hybrid hull shape and tunnel design, Horizon’s high-performance piercing bow (HPPB) delivers a shallow draft, comfortable ride, lower resistance and exceptional stability in comparison to a traditional fast displacement hard chine design.

The FD Series hull has both hard and soft chines – a hard chine at the bow to increase lift and a soft chine midship and aft to reduce resistance.

A tunnel aft also helps to reduce resistance and decreases draft.

The sharp underwater bow protrusion is designed to cut through the water with ease and reduce the entrance angle of the bow wave while increasing waterline length. This is intended to dampen the wave motion and thereby enhance the ride.

Testing showed that the HPPB design results in efficiencies at either high or low speeds. A bonus of all this is the extra internal volume, especially forward.

Loa V Volume Lu says that there is a mindset about the length of a boat being the determining factor as to how big it is, but with the FD Series, he says that they are trying to change that perception, so that the size is based on volume, much like the offer with their powercat Series. He points out that the FD Series has a 25-30% gain in volume compared to a similar vessel with the same LOA. “This boat has four staterooms, including the on-deck master which is what you traditional find on 40m-50m superyachts. So, what more do you need” says Rover.

He added that he is seeing a trend by superyacht owners downsizing to a smaller boat, that require less crew, less running costs, marina fees and have a lot fewer hassles that are associated with owning a much larger vessel.

“The trend with our clients is that they want to be individual and that’s one of the benefits of building a vessel with Horizon. The layouts are extremely flexible, and Horizon works closely from the concept stages, and right through the production process with every owner. So much so that every boat has something that makes it different from all others”, says Rover.

Rover added that having the ability to offer clients a layout and style that suits them is one of Horizon’s real strengths. “What suits an Asian or Australian owner may be very different from what the US or European client will want, so it is imperative to be able to adapt to their needs”.

The first FD75 was heading for the European market and features what Horizon a most desirable and practical interior layout that features a forward galley. The FD75 features a raised pilothouse design that accommodates both an open bridge and a lower helm area, which is reminiscent of the original FD85. It is a perfect fit for a boat of this size that is destined more for an owner/operator scenario and makes ideal use of the voluminous space available.

The second FD75 which is destined for the US sees a complete change to the layout with the galley aft, the raised pilothouse is to port, although all the accommodations areas are very similar.

IN FD75 #1 the galley is forward with spacious Corian countertops and a three-seater breakfast bar. The refrigerator and Vitrifrigo drawer freezer are neatly hidden from view behind timber panelling and accessed by touching a sensor light to open one of three doors. There is a side door for access to the starboard bulwark which provides access to both the cockpit and foredeck areas. There is no lower port side bulkhead, with the space utilised to maximise the saloon beam.

Follow The Sun The spacious main deck and bridge aft decks are designed to suit the owner’s preference. The high/ low boarding platform leads to the crew cabin complete with PWC storage. However, you can turn this all into a beach club or much larger tender garage.

The aft deck is covered by a hardtop overhang providing shade and protection when lounging around on the sofas. To port is the external access to the open flybridge, which is a substantial area

The aft deck is covered by a hardtop overhang providing shade and protection when lounging around on the sofas.

The open flybridge is a substantial area which is party central.

As in all of the FD Series, the extra wide forward beam allows for an on-deck master, including a spacious ensuite.

Apartment Feel When I stepped into the interior of FD75 #1, I was in awe of the contemporary design that makes you feel like you are walking into an apartment.

The almost full height side windows, bi-fold glass rear bulkhead, surrounded with soft tone fabrics, bestow a very friendly and warm interior. Dark timber accents are strategically placed so as not to be obtrusive and add a touch of class.

Horizon has chosen free-standing furniture rather than fixed lounges, so there is plenty of flexibility for an owner. To starboard, we had a couple of settees with a low marble coffee table and to port a foldout dining table, which converts to the main dining area when required.

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B O AT R E V I E W > H O R I Z O N F D 7 5 which is party central! How you layout the loungers, wet bar, or dining area is up to you, and there is certainly plenty of real estate to start with. The rear of the upper deck is designated as the tender stowage, but if you option the FD75 with a tender garage, then this space can be used for more loungers.

Horizon has not forgotten the foredeck which has been maximised with a forward lounge area that can be protected with sunshades.

Let’s Cruise The FD75 is unquestionably a vessel designed and built to cruise and Horizon have made sure the wheelhouse is well equipped for serious passage making. Triple Raymarine Axiom xl 19” screens take up most of the dash, flanked by all the necessary electronics for navigation and handling the boat.

However, Horizon points out that the FD75 is set up for an experienced owner/operator, so running the boat shouldn’t be a daunting task. There is a single helm chair plus a sofa, and like the rest of the vessel, how you configure this space is your choice.

A pair of 1200hp MANs give the FD75 a maximum speed of 20 knots and a cruise around 14 knots. The unique hull design also contributes to the efficiency of the boat, especially at midrange cruising speeds.

cabin has two single berths that can slide together to form a double, plus a Pullman berth. The starboard guest cabin has a single berth with plenty of storage drawers and a hanging locker.

The large VIP comes with a queen bed and ensuite, with the two guest cabins sharing a bathroom.

That’s not where the accommodation ends, with a crew quarters aft which has two single berths and ensuite. If you don’t have a crew, then it’s undoubtedly an ideal extra cabin for guests or children.

Five Cabin

Summary

As in all of the FD Series, the extra wide forward beam allows for an on-deck master, including a spacious ensuite. The stateroom offers full privacy and panoramic sea viewing.

Central is a King bed, flanked with cabinetry and storage lockers, a vanity table and sofa plus a TV that drops out of the ceiling. There is a walk-in closet plus opening ports if you like some natural airflow in the cabin.

Below deck, there are the guest cabins, each with separate entertainment and air-con systems. The port side guest

Since the FD75 was first released, there have been some similar style versions from competitive brands, however, Horizon is still the dominant player in that market. It is important to understand the design of the FD Series, no matter the size, before making a judgement just on appearance. When you add that to the outstanding build quality -ABS/DNV approved with one shot resin-infused hull, girders & stringers- you are looking at an exceptional vessel that gives a whole new perspective to innovative hull design.

T E C H N I C A L S P E C I F I C AT I O N S Design Name: Year Launched: Designer:

Interior Designer: Builder:

LOA:

LWL:

Beam:

Draft:

Displacement:

Max Speed: Cruise Speed: Construction:

Horizon FD75 2020 Cor D. Rover Horizon Yacht Horizon Yacht 23.68m 20.43m 6.20m 1.65m 65.59 tonnes (Half load) 20 knots 8.1 knots Composite GRP Infused

Fuel Cap:

9085 litres Water Cap:

1136 litres Engines Make: Twin MAN D2868 V8 @ 1200hp Drive:

Shafts through Tunnels Bow Thruster: ABT Hydraulic Stern Thruster: ABT Hydraulic Generators:

Onan 17.kW & 22.5kW Stabilisers:

ABT Zero Speed Trim Tabs:

Hydro Tab Engine Management: C-Zone Air Conditioning: Marine Air Watermaker:

Spectra

Anchor Winches: Chain Counter: Hatches: Davit Crane:

MFD:

VHF:

AIS:

Autopilot:

Ent Systems:

Engine Instruments: Price as Reviewed

F U E L & P E R F O R M A N C E D ATA Horizon FD75 | Fuel capacity: 9085 litres RPM Knots L/h 900 7.8 26 1200 9.9 63 1400 11.1 111 1600 12.7 165 1800 13.2 243

L/NM Range (NM) 3.400 2147 6.400 1200 10.000 810 13.000 620 19.000 430

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RPM 1950 2150 2300 2354

Knots L/h 14.5 304 17.2 404 19.7 476 20.2 491

L/NM Range (NM) 21.000 380 24.000 340 25.000 320 25.000 320

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

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Envoy, our beloved Nordhavn 46, was our home for 12 years, spending more time aboard than at home in New Zealand and cruised over 26,000 miles PACIFIC PASSAGEMAKER ANNUAL 2020

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FROM THE MED TO AUCKLAND After 12 years and 26000 miles cruising the Med, Laurie and Diane Cranfield have sold their Nordhavn 46, Envoy and are now settling into cruising around their home waters in something completely different.

Text by Laurie Cranfield Photographs by Diane Cranfield

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FROM THE MED TO AUCKL AND

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E RETURN TO AUCKLAND FROM GREECE LAST OCTOBER AFTER LEAVING ENVOY, OUR BELOVED NORDHAVN 46, FOR THE LAST TIME. We owned her for 12 years, spending more time aboard than at home during that period and cruising over 26,000 miles along the spectacular coastlines of Italy, Greece, Albania, Montenegro and Turkey plus many dozens of their offshore islands, providing fun and adventure for ourselves, family and close friends.

From May Envoy will continue cruising under the Australian flag of her new Brisbane-based owners.

We immediately start searching for a new boat and provide a brief to several brokers. We're looking for a planing monohull power vessel with single or twin diesel and shaft drive(s); around 14 m long; preferably constructed in GRP later than 1990; with an enclosed full-height flybridge; with comfortable accommodation for two couples; in excellent mechanical and reasonable cosmetic condition throughout.

It must have sufficient water and fuel capacity to provide a generous cruising range; a sturdy RIB with outboard; excellent ground tackle; generous cockpit space; two seawater flushing heads; shore power operation of refrigeration, hot water and battery charging; lpg gas cooking; satellite TV and be thoroughly equipped for cruising.

We consider dozens of boats and inspect around 20, none of which seem to meet our needs.

More on this after we ponder on our time in the Med.

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THE LIVEABOARD CRUISING LIFE Owning four boats ranging up to 12m in Auckland since the 1980s we'd cruised extensively during weekends and holidays and dreamed of enjoying great destinations until we tired of them rather than needing to meet work timetables.

We bought Envoy in 2006 and by the time we reached normal retirement age of 65 we'd already enjoyed six years of the liveaboard cruising life. This isn't for everyone as many competent, dedicated weekend cruisers wouldn't want to spend more time at sea than ashore. But for those who have the liveaboard passion, there's generally nothing to stop you joining the many thousands of cruisers living aboard all manner of boats in various parts of the world.

We chose to cruise the Med. With an area of 2.5 million square kilometres, it's surrounded by three continents - Europe, Asia and Africa and 22 countries with highly diverse cultures, languages, cuisines and standards of living; their histories representing the cradle of western civilisation. It has thousands of islands with nine having areas over 1,000 square kilometres; the largest, Sicily, is home to over five million. Contrary to perception, the Med can get mighty rough, but there's plenty of suitable shelter, and you're rarely over 50 miles from the nearest land.

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If you decide to embark on the cruising life there are numerous issues to consider mostly falling into these categories: • How long will you be away each year – we and the vast majority of power or sail cruisers see little point in sitting out the winter in a marina (after doing it once), and most spend several months away then return home to see their families and friends and enjoy the southern hemisphere summer.

• How many years will you cruise for – the short answer is as long as you are enjoying it and health, finances and other circumstances permit. About five years would be typical.

• Dependent family – most of the cruising community are in the age group mid-50s to mid-70s without school-age children, and cruisers living aboard with children are rare.

When we started cruising, we each had an elderly parent who accepted our absences, appreciated our regular phone calls and enjoyed our home visits.

Many people have told us they'd love to live aboard and the reasons they didn't are generally among the following: • Experience levels – everyone starts somewhere, so take PACIFIC PASSAGEMAKER ANNUAL 2020

small steps first and learn from your mistakes. Coastguard and the Royal Yachting Association run excellent courses to gain practical and theoretical skills.

Mechanical ability – it usually isn't the big things that fail, and you will soon learn to deal with handling the smaller problems assisted by a comprehensive range of tools, spare parts, equipment manuals and chandlery. There's competent technical assistance available in most parts of the cruising world.

Handling rough seas – this becomes easier with practice, and many cruisers travel thousands of miles over many years rarely if ever encountering dangerous seas.

Navigation – sextants are long gone so it's not difficult with today's GPS-based electronic equipment and this is an area where courses will greatly assist.

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

Weather and tides – the internet provides mostly reliable forecasts, and proper planning will enable you to find shelter or a marina to sit out the worst weather.

Manoeuvring and docking – practice makes perfect, and a bow thruster will greatly assist docking.

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o a tt r b r u yyo o a b ro r ollll ou

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

Work – most cruisers we have met are semi or completely retired. A fewer number of younger cruisers take time out from the workforce intending to rejoin it later.

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

Compatibility and confidence – some people may speculate you won't get on well together as a couple spending so much time in the confines of a boat. Only you will know if this is correct or not and we probably all know people where this lifestyle would be doomed to failure.

Health – a reasonable but not perfect standard of general health and fitness is required for the liveaboard life reinforcing the case for starting the cruising life sooner than later. Health insurance is preferable.

Pets – overseas regulations concerning transportation and quarantine of pets are less strict than in Australasia, and there are generally fewer restrictions concerning pets on beaches and in restaurants, so some cruisers take their pets along. We decided to cruise pet-free for additional flexibility.

Comfort aboard – this will, of course, vary by vessel.

When yachtsmen came aboard Envoy they were amazed at the living space available compared to sailing vessels of the same length and we didn't get wet, cold or wind-blown.

Capital and living costs – the size, age and condition of your vessel determines its capital cost. Remember that bigger isn't always better as larger vessels have dearer maintenance, marina and insurance costs.

We found that living costs such as food, beverages, household supplies and personal spending were about the same while cruising as when at home. Maintaining a boat overseas was dearer due to the higher cost of parts and greater distances travelled. There was also the cost of travel to and from our boat and additional fuel costs for the longer distances cruised. Excluding living costs maintenance was our most significant cost, averaging about six per cent of Envoy's estimated value each year.

At anchor and underway At anchor and underway

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BUYING YOUR LIVEABOARD CRUISING VESSEL

Boats to 25 Tons

Relatively few cruisers take their boats from New Zealand or Australia, and the European new and pre-owned boat market favours buyers with ample choice available. Most types of boat are suited to cruising the Med, and we even met one couple in Greece living aboard a 6m outboardpowered trailer boat on which they'd cruised from Germany.

However, the majority of liveaboards are found on sailing yachts or catamarans, mostly up to about 14 metres.

Do your research by reading, visiting cruisers' blogs and talking with liveaboard cruisers?

Boats to 40 Tons

Boats to 10 Tons

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FROM THE MED TO AUCKL AND

OUR NEW VESSEL IN AUCKLAND

Consider the location of vessels for sale relative to your intended cruising area.

Bearing in mind the boating adage that everything that can go wrong will eventually go wrong, she needs to be engineered for maximum reliability with redundancy of systems and a wellplanned inventory of chandlery, tools, critical spare parts and documentation covering equipment carried aboard. Make sure you have reliable ground tackle and a rugged RHIB (this is also the life raft for most cruisers).

Exercise caution in your financial dealings as some buyers have lost funds sent overseas to fraudulent sellers.

Be sure to get a qualified surveyor to check your vessel before purchase as many insurers require a recent survey and he/she may identify costly and time-consuming problems.

On Westhaven's hardstand, a broker shows us over a boat which like so many others looked reasonable on paper but quickly proves unsuitable. Disappointed, we wander down to Oram's sales berth and stumble across a very well presented Salthouse 52 equipped with twin Caterpillar 3208s.

She's called Awesome, and that's our impression too as she's by far the best-presented vessel we'd seen.

Launched in 1993, she's been owned by a boating professional for offshore game fishing including several trips to the Three Kings. He's also overseen extensive recent improvements including a rebuild of the engines and gearboxes just 900 engine hours ago, new house and start battery banks, new exterior repaint, new teak cockpit decking, new Furuno electronics and new carpet throughout.

However, there are quite a few variances from our wish list.

Firstly she's 16m, but we're impressed with her three sleeping cabin layout and generous space accentuated by her 1.96m headroom, and we soon find that getting a suitable marina isn't as difficult as we'd expected.

We find that Awesome is an alloy boat, so research this to satisfy ourselves while our surveyor makes additional checks including ultrasonic testing of the hull to find she's very sound throughout with an "above ground" earthing system to minimise electrolysis.

We don't like the imported RIB with an inflatable floor but plan to use it for now and replace it with a locally built rigid-hulled design during winter.

Cooking is electric, but the vessel is equipped with a generator.

Nevertheless we invest in a portable LPG gas stove for the galley, so we can at least have our morning cuppa' without needing to start the generator.

The only major downside was she wasn't fully equipped for cruising having not been used very much in the previous 18 months. So after purchasing her in early December, we set about updating safety equipment, buying new bedding, galley supplies, barbecue, tools, spare parts, fishing gear and a proverbial 101 other items.

On the plus side, Awesome has some additional equipment including long-range fuel tanks providing 2,900 litres capacity which is sufficient for over 500 miles cruising and a fuel polishing system. There is also an engine oil changing system, a recently fitted watermaker, a bow thruster, underwater lighting and throttles and autopilot controls in the cockpit in addition to those at the lower and upper helm positions.

Although we don't mind Awesome's name, we decide to change her name to Rapport – the same as our last boat in Auckland.

So the purchase is finalised, and we enjoy a couple of weeks cruising the inner Gulf – Waiheke, Rotoroa, Motutapu and Mahurangi.

We call Coastguard with our trip reports, a service not provided in the Med and it's great to know that if we have any problems, they'll assist with no strings attached, unlike in the Med where you need to get your vessel cleared by a surveyor after being assisted by Coastguard.

Although we find the fishing slow, we manage to feed ourselves and enjoy smoking some fish

Understand local regulations Allied to the issue of the location of the boat you purchase is the complex one of the port of registry, particularly if local overseas taxes haven't been paid.

A New Zealand or Australian registered boat can remain in EU waters up to 18 months at a time without paying VAT. You can place your boat in Customs bond during your winter layover and this period is not included in the 18 months. Before the 18 month period expires it's only necessary to leave EU waters for a few days to re-set the 18 month clock. It's a good idea to get specialist advice for your circumstances so that the correct documentary procedure is followed to minimise liabilities.

Familiarise yourself with other relevant regulations such as the Schengen Treaty which currently limits visits by New Zealand passport holders to three months in each treaty member country and Australians to three months total in all member countries (most but not all EU countries are members).

Many countries require cruisers to use agents for clearingin and out. Even where not required it's a good idea to use agents as they save time, have useful contacts and may be able to offer advice on extending your stay and minimising your obligations. They are also handy if you encounter any major problem with authorities, such as when our EPIRB activated accidentally, and we needed special permission from Coastguard to continue to a port where our safety equipment could be surveyed.

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purchase a new windlass rather than invest in the repair of an old unit and delivery is going to take about three weeks, so our initial cruising was short-lived.

During our short cruise, we'd discovered a few other minor niggling issues – probably as a result of little use in the last eighteen months, and these are largely resolved during the wait for our new windlass after contractors return to work in mid-January.

At the time of writing this article, we're about to set off again, hopefully with teething issues resolved.

Our last boat Envoy attracted a lot of admirers on the dock or at anchor, and we're now finding the same with Rapport. Of course, we still have a few other additions and alterations to transform our boat from Awesome – the full-on game fishing boat to Rapport – the comfortable cruiser, but that's part of the fun of boating.

ashore over a few late afternoon beers. The sandy beach is pristine, litter-free and without the numerous deck chairs and loud music found on many sandy beaches in the Med. We're not annoyed by boats moving too fast through anchored boats as found in the Med, except for some jet ski operators at Mahurangi.

Our RIB had been stored deflated in the lazarette at the time of purchase and when we inflate it, we have to repair one leaking seam. Later we encounter more leaking seams and soon totally lose confidence in using this RHIB so return to Hobsonville marina to buy a new one.

Back in the marina, I ask one of the contractors to check out our windlass as it's making a banging noise. It seems the stripper plate is hitting the underside of the gypsy. When they pull the windlass apart they find the circular plate containing the keyway is also damaged, so the windlass is removed to their workshop for inspection. We find it makes more sense to

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162 PACIFIC POWERBOAT MARCH / APRIL 2020

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