rf67jy tf

Built for abuse, it’s a cooler like no other

Simrad

Update to MFD range

BOS Battery Plug-and-Play Lithium extension

ISSUE 170 - AUGUST/SEPTEMBER 2021 - ENVIRONMENTAL SPECIAL

FIRST UK TEST

COX

DIESEL 300HP £160 MILLION LATER!

CRUISING SOUTH DEVON In the wake of pirates, hangmen and Canaanites!

OUR OCEAN. OUR CHOICE.

What’s really happening to our marine life? The shocking facts.

YAMAHA ENGINE SHOOT OUT Twin 300s or single 425?

Which is best?

INSIDE: GOLDEN LINE 750 LAMONT JET TENDER CRANCHI E26 RIDER GOZZI MIMI 9.5 WA CHEETAH MARINE 10.2 AGAPI 950 C-MAP CHARTS DYENA SHOCK MITIGATION SHOCKWAVE S6

ISSUE 170 - AUGUST/SEPTEMBER 2021

POWERBOAT&RIB

Dometic Patrol Box

YEAR A N N I V E R S A RY

YOUR TOTAL WATERSPORTS EXPERIENCE

Axopar

Axopar

AxoparBoats

#BeyondTheHorizon PBR ISSUE 170

AUGUST/SEPTEMBER 2021

First Test: Cox 300hp Diesel Outboard p46 HMS gets the opportunity to undertake the very first test here in the UK of the much-anticipated Cox diesel outboard technology. The twin 300hp installation, rigged to an Axopar 37 XC, certainly reveals some striking data as we shall see.

BOAT TECH • Dometic Patrol Box p22 • C-MAP Charts App p22 • Simrad’s MFD Update p30 • Dyena Shock Mitigation Management p44 • Shockwave S6 p44 • BOS Battery System p58

Cranchi E26 Rider p24

Gozzi Mimi 9.5 WA p60

The Best of Friends p40

With plenty of sunbathing space, this dropdead 50-knot Italian is a driver’s delight.

Stylish and sturdy, this retro runabout is also a credible lightweight passage maker.

A Cheetah with the new Yamaha XTO 425hp outboards. A friendship made in heaven?

Grand Golden Line 750 p32

Lamont Jet Tender p54

Two Versus One p68

This boat drives like a winner and is as good as it looks, as Greg Copp reports.

Could this T430 Jet Tender make its mark on the wider market? Barry Thompson finds out.

Which is best? A single outboard or a twin rig? Greg Copp investigates.

BIG ON COVER

CONTACT THE TEAM TODAY

quotes@pantaenius.co.uk 01752 223656

06 www.powerboatandrib.com

p118

WHY MAN NEEDS SHARK! Wildlife Special

Wildlife expert and journalist Giovanna Fasanelli explains why the shark population is so essential to the stability of the oceans and even man’s existence.

FEATURED

COLUMNS

Time for a Change p138

Ports of Call: Yarmouth, Isle of Wight p92 Alex Whittaker visits this small but perfectly formed harbour, right on the Solent.

Running a Small Sports Cruiser p100 Alex Whittaker offers some simple practical advice to those new to powerboating.

In Defence of the Defenceless p108 Jonathan Peers goes on a hunt to learn more about the work of Sea Shepherd and the global issues this organisation and its fleet of vessels are facing.

The Poole Bay 100 p132 Kerry Bobin and Hugo Peel provide a firsthand account of the famous UKOPRA season opener and the demanding conditions it presented for the mixed field of gallant racers.

A Voyage Back in Time HMS takes us on a journey back in time along the south coast of Devon aboard PBR’s MY Horizon and uncovers tales of skulduggery, Canaanite merchantmen and troubled waters …

With the challenges everyone has faced over the last 18 months making many of us question what we do and why we do it, this may be a good moment to ponder a change in direction. Paul Glatzel takes a look at what it takes to work in the marine sector.

Need for Green p128 HMS reviews the Green Tech Boat Show, held last month at MDL’s Queen Anne’s Battery marina complex in Plymouth – an event whose ideals and aims become ever more relevant and pressing as the UK and the world at large press on toward a time when ‘green’ maritime solutions will be the only option legislation allows.

Subscribe online at www.powerboatandrib.com or call Ruth on 01884 266100 to subcribe www.powerboatandrib.com 07

HUMBER

PROFESSIONAL HIGH PERFORMANCE RIBS FOR ALL APPLICATIONS

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Our unique high performance deep-V hull provides serious offshore capabilities.

Established over 55 years, we have acquired an enviable worldwide reputation and clientele.

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Models range from 3.1m - 12m, built to meet customer’s individual specifications and requirements. All stages of the build process from development and design, outboard and inboard power installation and electrical systems are carried out in house; ensuring the highest level of total quality control is met.

THE HULL IS VERY HIGH PERFORMANCE”, “THE BEST EXPEDITION DIVING RIB IN THE WORLD”, THIS IS A REAL MARKET LEADER THERE IS NOTHING LIKE IT ANYWHERE” – MONTY HALLS TV PRESENTER, MARINE BIOLOGIST/ EXPEDITION LEADER

HUMBER RIBS 99 WINCOLMLEE, HULL, HU2 8AH ENQUIRIES +44 (0)1482 226100 EMAIL SALES@HUMBERRIBS.CO.UK WEB WWW.HUMBERRIBS.CO.UK WWW.RIBWORLD.CO.UK

PBR Editor’s Note

Website: www.powerboatandrib.com

facebook.com/powerboatandrib

@powerboatandrib

#getstartedboating INFO: Editor & Managing Director: Hugo Montgomery-Swan Email: hms@powerboatandrib.com Technical Editor: Greg Copp Design: Paul Crosby Email: moorcreativedesign@gmail.com

‘Nautical activities, because of their proximity to nature, are essential in promoting environmental awareness. They are a vehicle for teaching significant numbers of people to discover, appreciate, protect and preserve the flora and fauna of the natural marine habitat.’ (Quote from ‘Nautical Activities: What Impact on the Environment? A Life Cycle Approach for “Clear Blue” Boating’.)

Production & Publishing Director: Michaela Montgomery-Swan Email: michaela@powerboatandrib.com

Welcome to Issue 170 - Aug/Sept 2021

Advertising: Hugo Montgomery-Swan Email: hms@powerboatandrib.com Tel: +44 (0)1884 266100

T

Digital Content Creation Manager: Tom Montgomery-Swan Email: social@powerboatandrib.com Assistant Cameraman: Aaron Barrett Print & Digital Subscriptions: Ruth Thornton Email: ruth@powerboatandrib.com Accounts: Michaela Montgomery-Swan Tel: +44 (0)1884 266100 Email: accounts@powerboatandrib.com Credit Control: Ruth Thornton Email: ruth@powerboatandrib.com Contributors: Greg Copp, Jim Russell, Paul Glatzel, Alex Whittaker, Joe Mourant, Mike Taylor, Peter Talbot, Jonathan Peers, Barry Thompson, Giovanna Fasanelli, Will Parkinson, Hugo Peel, RYA. Photography: Greg Copp, Alex Whittaker, Aaron Barrett, Jason Masterman, Mike Taylor, Jonathan Peers, Barry Thompson, Giovanna Fasanelli, John P Buchanon, Sue TG/www. netherleigh.co.uk, iStockphoto.com, AdobeStock and key contributors.

Printing: Warners Midlands plc, The Maltings, Manor Lane, Bourne, Lincolnshire, PE10 9PH Distribution: SELECT Publisher Services Ltd, 3 East Avenue, Bournemouth BH8 7BW Tel: 01202 586848 Publishers: Powerboat and RIB Ltd Registered in England No: 03062263 Head Office: The Old Coach House, Hunter’s Lodge, Kentisbeare, Devon, EX15 2DY. www.powerboatandrib.com Vat No: 651 2907 45

he subject of sustainability, environmental awareness and the responsible use of our oceans should be of interest to all boat owners and lovers of the sea.

Whether it involves the companies and industries that feed our consumer appetites or the way we interact on a personal level with the sea and its ecology, though we acknowledge we may not have the power to change the global situation, we do at least recognise that, as individuals, we possess the power of choice. Such ‘choice’ influences what ‘footprint’ we leave behind when enjoying time out on or by the water. It also includes the way we interact with marine life, even what food we choose to eat, depending on how responsibly sourced it is. The fact is, the more informed we are, the more opportunity we have to make such decisions – decisions that not only benefit us individually but contribute to the greater good.

The argument that as individuals we don’t possess the power to affect global change and therefore are absolved from taking personal responsibility is, of course, flawed. Raising our awareness, educating ourselves to the issues at stake and seeking to be more sympathetic in our use and enjoyment of the sea is surely linked directly to our appreciation of this unique, life-sustaining habitat. It’s true that our interaction with the oceans does, and will, have an impact. But the question is: what can we do to make that impact sustainable and mitigate its effect as much as is reasonably possible?

In this special edition of PBR, we consider just a few of the issues currently affecting the life of our oceans. It’s by no means comprehensive or absolute, but I believe that 170’s content is thought-provoking for anyone who appreciates the sea and its wondrous ecosystems. Here at PBR, we do not shy away from discussing even the least popular issues of the day. We believe in honesty, speaking as we find and seeking to credit our readers with the intelligence they deserve. So rest assured, whether it’s construction materials, engine development, responsible fishing, antifouling, microplastic filtering or even the gritty subject of fuel, you can be certain that we place such things high on our editorial agenda and will give them our attention on an ongoing basis. Like you, we respect our planet and understand the direct correlation that exists between our recreational enjoyment of it and the level of impact we make.

Thank you for reading this special edition of PBR, and my thanks too to all those who contributed toward the making of it.

CONTACT US:

T: +44 (0) 1884 266100 Cover image: Cox CXO300 V8 diesel ouboard © Copyright - Powerboat and RIB Ltd. Printed in the UK. All rights reserved. No part of this publication may be reproduced by any means without the prior written consent of the Publisher. The views expressed in Powerboat and RIB Magazine within editorial should be assigned to the authors concerned. The Publishers do not accept responsibility or liability for any errors, omissions or alterations, or for any consequences ensuing upon the use of, or reliance upon, any information contained herein. The printing of an advertisement does not mean that the Publishers endorse that company, item or service advertised.

The Publishers cannot guarantee exact colour representation in advertisements. Thank you.

Make sure you wear your kill cord and know how to attach it correctly, it can save your life and those of your crew.

Free reminder stickers (P&P 50p) can be ordered here https://www.powerboatandrib.com/product/kill-cordsticker/ © Alex Whittaker

www.powerboatandrib.com 09

Boating News All the latest nautical news featuring exclusive’s, product launches, latest tech and Competitions.

Brunswick to Acquire Navico

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READ

W AT C H A N D S H A R E

NEWS IN PRINT & DIGITAL

OUR BOATING NEWS SHOW FEATURING EXCLUSIVE’S, PRODUCT LAUNCHES, LATEST TECH AND COMPETITIONS

SUBSCRIBE TO OUR YOUTUBE CHANNEL. LIKE OUR FACEBOOK PAGE. SEE OUR INSTAGRAM STORIES AND FOLLOW US ON TWITTER

New Investors for Fairline

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17/12/2019 17:28

NEW

Legendary performance reborn ...

SUPERMARINE MOTOR YACHTS LTD. Northshore Shipyard, Itchenor, Chichester, West Sussex PO20 7AY ENGLAND

Tel: +44 (0) 1243 512611

sales@supermarine.co.uk

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Furyan to Launch Eco Hybrid Marine Cruiser "

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SUBSCRIBE TO OUR YOUTUBE CHANNEL. LIKE OUR FACEBOOK PAGE. SEE OUR INSTAGRAM STORIES AND FOLLOW US ON TWITTER

Green Boost for Click&Boat

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New RIB Club Unveiled

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ECHOMAX - The only one to be seen with!

Active - Passive - Radar Reflectors Visit our new website - www.echomax.co.uk Follow us

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EM230 Compact with Light, shown on QD bracket and deck mount bracket

New Combi Radar Bracket with Compact Radar Reflector

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18 www.powerboatandrib.com Issue 170

New Combi Radar Bracket with optional top plate for Active X/XS and Navigation lights

Tel: 01371 830 216 E: echomaxsales@aol.com 30/10/2020 15:59

READ

NEWS IN PRINT & DIGITAL

W AT C H A N D S H A R E

OUR BOATING NEWS SHOW FEATURING EXCLUSIVE’S, PRODUCT LAUNCHES, LATEST TECH AND COMPETITIONS

Time on the Water Can Improve Health and Well-being

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The Best Just Got Better.

The new NSSevo3S™ - delivering unprecedented levels of functionality and on board control for a variety of powerboating activities.

From a built-in GPS receiver and support for HALO® dome and open array radars, to an industry-leading range of Simrad® autopilot systems, all your on water activities are covered.

High Resolution, High Bright, SolarMAX™ HD displays with ultra-wide viewing angles.

The Simrad® App link-up for device registration, route planning, saving waypoints and trails, and much more.

System expansion with premium network modules such as HALO® Dome and Open Array Radars, and integrated autopilot.

Link all electronics, control audio and monitor engine and fuel in real-time.

www.simrad-yachting.com

BOAT TECH

Dometic Patrol Box Built for abuse, the Patrol box is a cooler like no other.

D

ometic have launched a new line of robust cooler boxes, constructed for outdoor use. Dometic’s new Patrol icebox has endured some seriously tough durability tests and is built to endure a wide range of temperatures. Engineered from a single piece of rotomoulded polyethylene, the Patrol box body and lid are constructed to endure more than any cool box should. The insulation, not surprisingly, is as effective as the outer shell and features thick PUinsulated walls alongside a full-length hinge pin. Its high-performance design will keep ice frozen for days, so fresh food and cold drinks can be available in any climate off grid. These boxes also offer smart features such as a leak-proof drain, deep-freeze lid seal and one-handed rubber latch opening, while an accessory dock for rod holders, cup holders and bottle openers is also available as an optional extra.

The Patrol boxes come in a range of sizes: 20L, 35L and 55L. A new range of colours is now available, Ocean, Olive and Mango, as well as Dometic’s legacy Slate and Mist colours. In addition, the icebox comes with a set of removable stickers to personalise it. The Dometic Patrol series is available now in the European markets, both online and at selected retailers, from £171 (inc. VAT).

Contact: www. dometic.com It is claimed that ice can be kept frozen for days.

Sizes range from 20 to 55 litres.

22 www.powerboatandrib.com Issue 170

C-MAP App Introduces New Enhanced Charts C-MAP bring more detail and versatility to the world of hand-held chartplotting.

C

-MAP’s latest app is free to download, easy to use and delivers subscription-free access to the latest charts. With a range of features including personal waypoints, routes, weather updates, points of interest and planning tools, it can function as a stand-alone navigator in its own right or, for those using a chartplotter, an ideal backup. The detailed cartography is aimed at a broad range of users, from the inshore kayaker to the offshore powerboater.

C-MAP charts are carefully optimised for the app, highlighting the most important data and maintaining accuracy with a clean, uncluttered view.

The charts are powered by data from official hydrographic offices, with data continuously updated and augmented from thousands of additional sources to ensure the latest and most detailed coverage. You can plan your route from your computer, tablet or smartphone, and the data will sync across all devices. Then, when you’re out on the water, you can save your favourite places to drop anchor or fish, and then follow the same safe passage every time with the breadcrumb trail that shows up on your personalised chart. There is also a function to check out points of interest included in the charts in detail, like marina facilities, harbours, beaches and fuel availability.

For those that want to take the portable plotter concept to the next level, there is the Premium Subscription Plan. Premium includes all the features available to free users, plus unlimited offline chart downloads, high-resolution bathymetry, AIS and C-MAP traffic, five-day weather along your route and real-time weather overlay, as well as full navigation functionality. This plan also unlocks Custom Depth Shading and –for the first time in the C-MAP app – Global Shaded Relief. Download for iOS on the Apple Store, and for Android on Google Play.

Contact: www.c-map.com 1. Easily viewed route planning. 2. Route weather overlay in real time.

DISCOVER THE FREEDOM OF BOATING THIS SUMMER - AT A FRACTION OF THE COST OF BOAT OWNERSHIP.

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CALL: 01489 884 076 www.agapiboatclub.com/premier

OVERVIEW

CRANCHI E26 RIDER With plenty of sunbathing space, this drop-dead 50-knot Italian is a driver’s delight.

B

eing launched late in 2019, the Cranchi E26 Rider is hardly hot off the docks. However, this craft and its more conventional counterpart, the E26 Classic, had barely seen the limelight before global events delayed the arrival of either of these retro sports boats on our shores.

Both enjoy the same superb hull, which, with its unusually smooth single spray rail design, has a slab-like appearance with its vertical topsides and near vertical stem. This is very much in keeping with modern retro designs, and the E26 is one of numerous ‘back to roots sports boat designs’ that many big builders now favour – just being Italian and designed by Christian Grande makes it particularly authentic.

OVERVIEW CRANCHI E26 RIDER

The hull design is courtesy of Aldo Cranchi, for which he deserves credit, as this boat provides a responsive sure-footed driving experience, in keeping with this company’s reputation.

The outboard-powered Rider version of the E26 has the bonus of being rigged with either a 250hp V8 Mercury, a 300hp V8 Mercury or the 350hp supercharged Mercury – at the moment. This gives it an impressive performance range of between 45 and 53 knots. The sterndriven E26 Classic, in diesel and petrol forms, may have the ultimate retro look, but the Rider will be the driver. The helm is designed around the driving experience, with wrap-around bucket seats and flip-up bolsters, should you want to stand and look over the windscreen. The throttle is located in easy reach of your right hand, with a trim tab panel above it starboard of the wheel. Simrad electronics will be OEM for a Mercury-powered boat, which means that you can specify a large-screen MFD capable of interfacing with any Mercury engine.

This craft may have a more practical feel with its water sports A-frame than its Classic sibling, but the moment you catch a glimpse of its stunning red upholstery and unusual layout, you realise this is a bowrider with a difference. The decking is solid teak, and all the deck hardware is exactly that. The chunky cleats

The E26 Rider is certainly a slightly different twist on the average budget bowrider.

would look borrowed from a 30-footer if it wasn’t for the fact that their ‘drop-down no-trip’ design makes their presence barely felt. The windlass sits neatly beneath a solid teak hatch on the forepeak, running a suitably serious claw anchor

The hull design is courtesy of Aldo Cranchi, for which he deserves credit, as this boat provides a responsive surefooted driving experience

through a stainless aperture in the stem.

The bow area houses a small lounging area on the same level as the cockpit, with a folddown teak table in the peak of the bow. Unlike some bowrider designs, Cranchi have not felt tempted to make this section too large. This makes good sense, as the moment you succumb to the white-knuckle performance of this boat, ‘riding point’ will not seem so attractive to your crewmates. On the other hand, the unusual cockpit configuration of two opposing sofas makes good sense. Like the helmsman and navigator, anyone sprawling in the cockpit is low

OVERVIEW FOCUS

The bow area houses a small lounging area on the same level as the cockpit, with a fold-down teak table in the peak of the bow. enough to be cut off from wind blast. This area is long enough to create two single sunbeds or, with the provided infill, a huge sunbathing area. The twin helm seats can be rotated back towards the sofas when needed, and there is the option to deploy a small teak drinks table.

One aspect of modern sports boat designs this boat has not neglected is that all-important heads compartment. The truth is that this will likely sell this boat more than its upholstery.

It sits on the port side between the helm and the bow section, and though it looks externally short in height, with the toilet mounted as low as possible it is realistically usable. Next to the navigator’s seat is a small sink, and opposite the heads is a generous fridge of around 50 litres or more, with a Fusion hi-fi above. In the cockpit sit two deck hatches. The aft hatch reveals a large storage area for all those water sports

TOP: Even a forepeak drinks table. RIGHT: 1.

Rotating helm seats – crucial in a social boat.

2. The upholstery is perfectly detailed. 3. The dash is ripe for a large plotter.

www.powerboatandrib.com 27

OVERVIEW CRANCHI E26 RIDER

'LIGO XLI GSWX SJ ½ RERGI JSV XLMW FSEX EX QEVMRI ½ RERGI SVK TFV

LEFT: 1. A giant sunbed when needed. 2. Plenty of open deck. 3. The black and red colour scheme looks superb.

BELOW: No lack of speaker power.

... I suspect its abilities, features and pure all-out driving fun will make this a popular choice ... toys, not to mention somewhere to stash the all-over cover when you cast off, and the bimini when not in use. Forward of this, another deck hatch provides access to the fuel tank, fuel cutoffs and seacocks. At the stern, the outboard motor is flanked on both sides by two bathing platforms giving direct access to the water or the shore, also aided by a convenient retractable ladder.

The E26 Rider is certainly a slightly different twist on the average budget bowrider. It is aimed at being a superyacht tender as much as being a boat in its own right. However, I suspect its abilities, features and pure all-out driving fun will make this a popular choice for the rank-andfile powerboater, especially those considering squeezing a family into a toiletless 8m RIB at a similar price.

SPECIFICATIONS LOA: 8.10m (26ft 7in) Beam: 2.49m (8ft 02in) Draught: 0.7m (2ft 04in) Fuel capacity: 270L (60 gal) Water capacity: 70L (16 gal) Engines: Single 250hp, 300hp or 350hp Mercury outboard Design: Christian Grande Hull design: Aldo Cranchi CE rating: B

PRICE £99,000 (inc. VAT, approx.)

CONTACT www.cranchi.com

28 www.powerboatandrib.com Issue 170

BOAT TECH

An Impressive Update for Simrad’s MFD Range

The 12in NSS evo3 is one of Simrad’s latest MFDs.

A wide range of user-friendly features add a new dimension to Simrad’s electronics.

T

he recently released Simrad software update has substantially enhanced their range of multifunction displays (MFDs). Driven by the latest technology and visual enhancements, the updates include a series of radar interface improvements, and features focused on safety. In particular, Dangerous Target Alert and enhanced integration with partner systems and compatible electronics are the key improvements now offered.

New radar improvements make it easier to view, track and monitor vessels, and identify craft that may be a risk to the user’s course. New icons for the Automatic Identification System (AIS) and symbols for radar-tracked targets allow greater clarity of risks, and can be combined into one unified view on your screen. In addition, several new features enhance connectivity, as well as comfort and control, with certain product integrations. These include CZone Control Bar for digital switching, SteadySteer support (manual autopilot override) and Mercury Smart Tow for tubing, waterskiing and wakeboarding. Smart Tow provides for easy ski, board or tube towing, based on preset performance profiles for towing, or user-defined custom profiles for the more experienced.

This software update now provides updated icons, clearer symbols and a more vivid display for the radar range rings. The new Dangerous Target Alert warns the operator of dangerous radar and AIS targets, according to the target parameters set in the subsequent Settings and Tracked Targets menus. Dangerous Target Alert provides a simple diagram in a pop-up window that shows the range, as well as the graphical bearing and heading of the vessel in relation to the operator’s vessel. Visually, the moving radar and AIS targets will now display a graduated trail showing the vessel’s post position history for enhanced situational awareness. This tool not only alerts the user but guides them to the relative range and bearing of the dangerous target.

By showing the historical target movement with clean trails, you get much less clutter on the screen than was previously shown.

Graduated trails give a clearer indication of vessel course.

There is no mistaking the Dangerous Target Alert.

New icons for radar-tracked targets and symbols for AIS targets also make for clearer viewing, while the radar display’s new look includes a more modern Plan Position Indicator (PPI), with clearer numbers and a scaled boat icon for the user’s vessel.

For anglers with Simrad NSS and NSO systems, there is also the benefit of SiriusXM Fish Mapping, which identifies specific locations with the highest likelihood of finding fish, based on regularly updated science-based information. It also includes SiriusXM Marine weather data, plus a range of fishing-specific information, including sea temperatures, weed lines, plankton strengths and specific locations for particular types of fish – to name just some of the benefits. For those with Honda outboards, Simrad’s latest upgrade now enables display of the Honda Eco Mode instrument bar.

Contact: www.simrad-yachting.com

30 www.powerboatandrib.com Issue 170

The bigger picture can pack in a lot of information when needed.

ON TEST

GRAND GOLDEN LINE 750 WORDS & PHOTOS BY GREG COPP

With a generous power-to-weight ratio and impressive hull, this boat drives well and is as good as it looks, as Greg Copp reports …

S

omething that always impresses about Grand RIBs is their completeness. Wills Marine, importers for the Ukrainianbuilt Grand, take a comprehensive approach to selling boats. Their range comes fitted, as you would expect, for use at sea, and the new Golden Line 750 is a perfect example.

The only significant upgrade to our test boat was the Yamaha F250, as opposed to being rigged with the smaller F200 or F225 outboard options.

It comes with a wealth of standard features.

The tubes are Orca Hypalon, the upholstery is premium Silvertex and it comes with soft SeaDek synthetic teak decking. Silvertex and SeaDek are what you would often expect to see on an extras list, especially the SeaDek – crucial for bare feet on a hot day. On the basis that nobody should go to sea without a chartplotter and a radio, the Golden Line 750 has a 12in Garmin MFD and VHF

The reality is that Grand are a serious contender in the home-grown competition, and at a price that often wins hands-down fitted as standard. If you really want to go to town in this department, you can choose to have a second 12in Garmin in place of the Fusion hi-fi and Yamaha engine display. This does not mean you lose these items, as Garmin’s latest MFDs can interface with an internally mounted ‘Fusion black box’ as well as Yamaha engine data – and I am informed that this upgrade actually costs less.

The inbuilt fuel tank is a sensible 260 litres, giving the Grand 750 a range of around 160 miles with a 20% reserve – important when you keep the boat in a location where local dockside fuel

is not available. With a strong focus on water sports, it comes fitted with a contemporary ski pole, which, powder-coated black, matches the rest of the rails and hardware. Access from the water is courtesy of a hidden ladder in the port-quarter bathing platform. You will also discover the concealed shower in the portquarter coaming, before stepping into the boat itself. Below the aft bench seat is a large locker, which also gives access to the twin-battery setup – something Wills Marine fit as a safeguard for those that forget to isolate their primary battery when leaving the boat. Like all of the

ON TEST

storage cavities, the internal gelcoat is of a high standard.

The windscreen is spot on, as you and any companions are shut off from the windblast. The helm ergonomics are good, with the wheel and throttles a short stretch away whether you sit or stand. You get a perfect view of the plotter and the engine display, as they sit at the top of the console. The twin helm seats are flip-up bolster types, with an angled footboard for those who want to stand. The only improvement I could envisage in this area would be wrap-around seatbacks, considering this boat’s sporting credentials. Behind the helm seat sits a small sink, and underneath this you have the option of a fridge or a cooling drawer, both of which our test boat lacked. I should add that although these are tempting extras, costing £3,000 and £1,510, respectively, you might opt for something else to keep your drinks cold.

… unless you are devoid of the characteristics that entice people to drive powerboats, you will love the Golden Line 750.

On the front of the console is a realistic heads compartment. Our test boat had no toilet, but you can either put in your own chemical toilet or, for £3,560, have an electric toilet and holding tank fitted. There is also the option of transforming the foredeck into a sun pad from the console to the bow with an optional infill

The fold-out seat bolsters are at just

5 5 ;

Left: 1. The bow section has an optional ʫ 5ʫʙ 5ʪʫ; 2. The lockers are neatly ʙ ʫ5 5ʫ ʫ ; 3. The upholstery is neatly

5 9 : 5ʫ ʫ ʪʪ ;

34 www.powerboatandrib.com Issue 170

GRAND

SPECIFICATIONS LOA: 7.5m Beam: 2.85m Displacement: 1500kg (with Yamaha F250) Power options: 200–250 hp Yamaha Transom deadrise angle: 20 degrees Fuel capacity: 260L RCD category: B Test engine: 250hp Yamaha

PRICE From: £78,000 (inc. VAT) with Yamaha F200 (no windlass) As tested: £89,295 (inc. VAT) with Yamaha F250

section. In terms of storage, this boat is as good forward as it is aft. As well as an anchor locker and windlass, there is deep under-seat storage in the bow section beneath the V-shaped bow seating.

Driving the Golden Line 750 When you get behind the wheel for the first time, unless you are devoid of the characteristics that entice people to drive powerboats, you will love the Golden Line 750. It is blatantly rapid,

with a power delivery that not many boats of its size and type enjoy. It is, after all, meant to be a family boat, but few family boats accelerate to 30 knots in 5 seconds, with 40 knots flashing up some 3 seconds later. It has the benefit of a punchy 4.2L V6, which at 250kg, though no longer the lightest 4-stroke in its class, is still pretty trim. One thing that struck me was the fact that we were easily planing at just 2500rpm/18 knots and returning nearly 4nmpg. There is much to be said for good weight distribution, torque and

PERFORMANCE 45.2 knots Range: 160 miles at 27 knots with 20% reserve with a Yamaha F250

CONTACT Wills Marine Ltd The Quay, Kingsbridge, Devon TQ7 1JF Tel.: +44(0)1548 852424 www.willsmarine.co.uk

It is blatantly rapid, with a power delivery that not many boats of its size and type enjoy.

ON TEST

a perfectly pitched prop. However, the reality is that you are going to drive this boat quite a bit faster than 18 knots, as it simply begs to be driven hard. Unless you are tone-deaf, you can’t help but be drawn to the distinctive Yamaha howl that the engine emits. The boat’s hull is thankfully steady and predictive, and with the hull deadrise angle sharpening from 20 degrees at the transom to 25 degrees amidships, the ride is reassuringly soft.

Our test day started fairly mild but luckily

The Grand Golden Line 750 is as good to behold as she is to drive. began to rise to the occasion at midday when an increasing south-westerly brought in a more challenging seaway. Driving into the weather revealed two things: firstly, driven with no more than 50% trim out, the boat cuts a reassuringly

planted path up to about 40 knots; secondly, if you want those last 5 knots, you need to trim the leg well out. In this second instance the ride is slightly less stable, as you might expect, but the boat really does enjoy the extra trim, as the performance response is noticeable. In reality, you would keep the bow trimmed in running into the weather and drive it in ‘manic mode’ downwind or on calm days. In the turns she is reassuringly sure-footed – no hull slip, and no cavitation driving hard out of the corners.

1. .

ʪ ʪ 5ʪʫ ʪ 5ʫ KL5ʫ 5 ; 2. ) 5ʪʫ ʪ 5 5ʫ

ʪ

; 3. 3ʪ ʫ ʪ ʪ ʪ5 5ʫ ʪʫ ʪ ʪʫ ʪ ;

36 www.powerboatandrib.com Issue 170

CRUISE

W I T H O U T

L I M I T S

New Axiom+ Smarter, brighter, and tougher than ever.

The best multifunction navigation displays are now even better. Axiom+ are performancetuned with high-resolution IPS displays enhanced with HydroTough™ nano-coating for accurate wet weather touch screen control and all-weather viewing. Quad-core speed, enhanced GPS, and all new LightHouse Charts simplify navigation and put you in control.

raymarine.co.uk PHOTO: MAR.CO RIBS

Check the cost of finance for this boat at marine-finance.org/pbr

1. The port quarter houses a transom shower. 2. Side-deck access is not restricted. 3. Having a central antenna mast provides better stern-quarter access.

FUEL FIGURES (Yamaha flow meter) RPM Speed (knots) 1500 7.3 2000 9.6 2500 18.0 3000 22.1 3500 26.5 4000 32.1 4500 35.2 5000 40.0 5500 44.0 5600 (WOT) 45.5

LPH 9.6 14.0 23.0 25.0 35.0 47.0 65.0 80.0 100.0 102.0

Range: 140 miles with 20% reserve at 27 knots

The steering is hydraulic, with fly-by-wire Yamaha steering soon to be offered. This would be worth having, as although the hydraulic steering of the 750 is safely predictable, you get the impression that a quick-responding fly-by-wire system would enhance the sporting experience further. This boat has Yamaha’s latest engine controls, complete with wireless key fob and a push-button engine start panel.

This new system has a neutral engage feature, which, activated at the press of a switch, stops the gearbox from being engaged from the throttle lever, so you can’t inadvertently knock the engine into gear when moving around the boat during berthing.

boat did not have the optional toilet, which no doubt is customer specific, but it is an option that is increasingly seen as crucial in any boat of this size and larger. It also lacked a few other niceties that cost extra. There is a strong argument that says that 80K buys a lot of hard

WHAT WE THOUGHT FOR Performance Solid construction Attention to detail Excellent finish Good storage

Verdict The Grand Golden Line 750 is as good to behold as she is to drive. As is typical of this brand, no space is wasted in creating a 7.5m RIB that has pretty much all the key features that a seagoing RIB should have in standard form. Our test

38 www.powerboatandrib.com Issue 170

boat, so why spend this on a rigid inflatable?

This has been, and will always be, a contentious point. The reality is that Grand are a serious contender in the home-grown competition, and at a price that often wins hands-down.

AGAINST For peace of mind, this boat has twin batteries.

The extras list may be limited but the few items on it are expensive

www.seadekpro.uk | info@seadekpro.uk

Welcome to Summer Marine Non-Skid PE/EVA Decking • Custom Designs Available • DIY Sheets for Self-Cut and Install 3M™ Peel-and-Stick Application • Great Wet/Dry Traction for the Harshest Marine Conditions Custom Cut Deck Grip Tapes Available • On-Site Installation Service Available

The latest 10.2m Cheetah is the first catamaran in Europe to feature two of Yamaha’s new XTO 425hp outboards. Friendship recently travelled from Cheetah’s Isle of Wight base to Nieuwpoort in Belgium to take up her role as a sport fishing vessel in the Channel and North Sea. We learn how boat, engine and owner have proved to be the best of friends …

F

riendship is a vessel built for Steve Rosseau, a boat owner for 10 years and a fisherman since his school days. He’s a man who defines fishing as ‘the ultimate way to spend quality time’, and he has a species list to match his enthusiasm!

‘There are a lot of Cheetahs in the port of Nieuwpoort,’ Steve told PBR. ‘My previous boat was

Cheetah catamarans started turning heads in Nieuwpoort back in 2009. an open craft, which needless to say was very cold to operate during the winter, especially as my friends and I like to fish offshore. But a fellow fisherman on our pier suggested I ought to investigate the benefits of the Cheetah catamaran. Once I checked out the data and information and then seatrialled one of these craft, I was convinced this should be my next

boat! Quality, comfort and space combined with speed - this was exactly the criteria I happened to be seeking.’

Friendship is actually the first catamaran in Europe to feature Yamaha’s all-new XTO 425hp outboard and is the most powerful Cheetah built to date.

Sean Strevens, Cheetah’s founder and designer, commented on the role of outboards in the

development of Cheetah’s designs: ‘We’ve always built and developed our hulls so they can accommodate emerging outboards as the manufacturers battle it out to produce larger and even more powerful units.

Yamaha’s investment in the new XTO has been extensive, which is shown by the build quality and design features of the new 5.6L

model. Outboards are now accepted on vessels up to 15m without hesitation. But when I first drew up our 9m x 3.6m fitted with outboards in 1996, it received a rather sceptical audience because of the outboard engines. Now outboards are fully accepted as being the best propulsion solution for our catamarans. Our new 11.5m,

PREVIEW

which is currently in the plugbuilding phase, will be powered by a range of outboards, including the Yamaha XTO, Cox diesel and Mercury’s new 600hp, as well as smaller units down to Honda’s BF135 and Selva’s 100hp Sei and Killer Whale.’

Round trips of 100 miles or so will present little challenge for Friendship as she has a top speed of 48 knots. Cruising speeds of 25 knots were achieved at just 3000rpm while using 65 litres per hour, or 2.6 litres per mile, during sea trials. So this boat and engine combination is proving an impressive match. Sean added: ‘On a vessel of this size and power, this degree of fuel economy at 25 knots is pretty impressive.’

Friendship left the Cheetah workshops as a fully completed boat ready to sail home. On arrival in Belgium, a detailed electronics package was fitted and customised by Paul De Lange of Marine Electronics, a Simrad expert from Nieuwpoort. As regards the vessel’s layout, the 2.6m wheelhouse is designed with long transits between fishing sites in mind and features a raised workspace with spacious

Cruising at 25 knots and using 65 litres per hour seating for five. Forward of the dash is a marine toilet in the port hull and a berth/storage in the starboard hull. A central hatch then enables easy access to another forward compartment specifically for rod storage.

Externally, Friendship’s deck plan is dedicated to fishing, with a large spacious deck area that incorporates easy sidedoor access

Round trips of 100 miles or so will present little challenge for Friendship as she has a top speed of 48 knots.

42 www.powerboatandrib.com Issue 170

and storage boxes that double as occasional seating.

Cheetah catamarans started turning heads in Nieuwpoort back in 2009. Since then, the seaport and surrounding area has become a Cheetah hot spot as the benefits of Cheetah Marine’s twin-hulled configuration both under power and at anchor have been admired by fellow fishermen and practical boat owners. As more heads were turned, more orders were placed, and now there is a considerable fleet of Cheetahs in Nieuwpoort marina.

CONSTRUCTION AND BACKGROUND Cheetah’s first boat was built by Sean Strevens in the late 80s and was designed to fish the rough waters off the south coast of the Isle of Wight. To handle these conditions, the catamarans feature a hand lay-up with a composite multiaxial Formax and strong honeycomb decks and bulkheads. Construction features include sealed underdeck compartments with the deck bonded direct to the wide lateral bulkheads.

This stiff construction is combined with a hull shape that produces lift in a following sea and a tunnel cushion effect that guarantees a soft ride into head seas. The resultant low-centre-of-gravity and light yet solid vessel has now been tested in harsh sea conditions around the world for over 30 years. Cheetah Marine have a good lineup for 2021, with progress well underway given the current climate. Orders span all sectors and include a police boat for Scotland, a Wetwheels 7 for disability boating and many returning commercial fishing owners.

The new 11.5m x 4.3m series will be launched later this year. www.cheetahmarine.co.uk

RIB and powerboat owners recommend Promarine Finance

Paul Wyeth Marine Photography

And it's not just RIB owners. All sorts of sailors and enthusiasts have recommended Promarine Finance, giving us an average Google Review score of 4.9.

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At Promarine, we're boating enthusiasts ourselves, helping like-minded people to enjoy life out on the water. Our personal approach to marine finance, and our understanding of the industry, means we can be flexible and fit around your individual circumstances and requirements – so you get the boat you want, at a price you can afford.

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BOAT TECH

Dyena Shock Mitigation Management ( JVTWHJ[ YL[YVÄ [ Z`Z[LT MVY YLHS [PTL IVK` HUK ]LZZLS KHTHNL SPTP[H[PVU

T

he Vessel Impact and Motion Monitoring System, or VIMMS for short, is a direct response to the maritime industry’s requirement to monitor levels of shock and vibration at sea. This system is designed to do this on both crew and vessels during offshore passages.

VIMMS includes a helm unit and two remote sensors for measuring accelerations on the vessel structure and at the helmsman’s seat. The twin LED display provides simultaneous information on the impacts received by the vessel and crew. Configurable settings allow the operator to set relevant thresholds to match the LEDs’ response to the vessel’s expected operating conditions. Real-time feedback allows the helmsman to adjust their speed or course before limits are exceeded.

If the upper limit is exceeded, an indicator will remain lit, requiring the skipper to reset the unit by entering a pin number on the front keypad, alerting the system that an incident requiring investigation may have occurred. Data can be downloaded from the VIMMS for further analysis.

The IP67 flush-mounted helm unit measures only 150mm x 45mm (6in x 2in), allowing it to be easily retrofitted to existing vessels. The daylight-readable display can be dimmed for night operations.

Developed in conjunction with leading shock mitigating seat manufacturer SHOCKWAVE to meet the requirements of their military and US Coast Guard clients, VIMMS is currently deployed across three continents and is now The basic VIMMS kit available to commercial operators and comprises the control boatbuilders in general. panel and two shock The system is very simple to fit and sensors – seat and vessel. works straight out of the box with a clear and intuitive display. VIMMS is intended to be a stand-alone system, but it can be expanded and linked to other products if the end-user requires additional features. With the expanding choice of shock mitigating seats available today, it is possible for helmsmen to drive boats harder and faster, potentially increasing the risk of crew injury or vessel damage.

With VIMMS, skippers can maintain an overview of the vessel and potential structural issues that might arise.

For a video demonstration visit www. dyena.com/vimms.

Contact www.dyena.com

44 www.powerboatandrib.com Issue 170

This heavyduty module rides on a custom FOX Float 3 shock absorber.

The heightadjusting ratchet handle is easily accessed at the front.

SHOCKWAVE S6 ;V\NO HUK M\UJ[PVUHS [OL UL^ ZOVJR HIZVYIPUN : JHU Z\ă LY TVYL [OHU P[Z VJJ\WHU[Z

C

anadian-based SHOCKWAVE will be replacing their successful S5 suspension seat module with a new S6. Designed for commercial and recreational boats, this new module is ideal for any vessel that operates in heavy seas. It is also particularly well suited to boats carrying people of different heights and weights.

Apart from being tough and stable, it is fully adjustable in height and has a height range of 75cm. It has an easily accessed ratchet system for precise height adjustability and provides 140mm of shock travel. It can handle occupants up to 136kg (21 stone), with deck accelerations of up to 6g. It uses a custom-tuned FOX Float 3 shock absorber and can be paired with either the SHOCKWAVE Commander seat or any seat with a matching bolt-mounting pattern. Engineered for moderate to heavy sea conditions, it is offered in an anodised black finish to provide improved corrosion protection.

The S6 suspension module is compatible with all SHOCKWAVE recreational product accessories, notably the slide, swivel and swivel/slide for mounting customisation. It aims to fill the gap in the product line between the outgoing recreational suspension module, the S5, and the professional suspension seat, the S2. This will then offer the end-user a broader range of applications with a slightly lighter-duty suspension system than the extreme-use S2.

The retail price of the SHOCKWAVE S6 is $2,480 – the same price as its predecessor, the S5.

Contact www.shockwaveseats.com

8 V P

L E S E I D FIRST TEST

3 X CO

H 00 O

HMS gets the opportunity to undertake the very first test here in the UK of the muchanticipated Cox diesel outboard technology.

The twin 300hp installation, rigged to an Axopar 37 XC, certainly reveals some striking data, but what’s the true thinking behind the engine’s 160-millionpound research and development programme?

We find out …

O B T U

D R A

They rival any of the big 4-strokes in terms of their styling and design.

www.powerboatandrib.com 47

ON TEST

H

ere in the UK, HM Government have stated that their policy is to ban the use of petrol and diesel cars by the year 2030. The deadline, therefore, is just nine years from now. How will this affect the use of fossil fuels in the marine world? Well, as yet, we can’t tell for sure, but the strong likelihood is that the ban will include fossil fuel combustion engine technology in the marine sector too, and legislation, as reported in Issue 168 of PBR, is in fact already at work under the 2021 IMO Tier 3 Emissions Charter. This legislation’s purpose is to ban the commercial use of diesel-powered craft throughout a great swathe of European waters, including the North Sea and Baltic regions as well as most of the US. Being invited to test the newly launched and much-anticipated 300hp Cox diesel outboard, therefore, might seem a proposition at odds with the fast-moving scheme of things. Indeed, the question could be posed: ‘Are we not testing a product here that is, from a viability standpoint, already history – one, in effect, already out of date?’

Investment and return I had the opportunity to put the question of diesel viability, the IMO Tier 3 and gnarly issues involving the 2030 emissions deadline to Cox’s

48 www.powerboatandrib.com Issue 170

EMEA Sales Coordinator, Pedro Almeida, on the day of our outboard test. I specifically wanted to know how those entities responsible for injecting the astonishing figure of 160 million pounds sterling into the research and development of the Cox engine felt about the capital investment they’d made – bearing in mind these investors and bank rollers potentially had just nine years not only to see their investments repaid, but also, no doubt, for their intention of a profit to be realised. In response to my question, Almeida,

looking somewhat circumspect and squinting his eyes, replied: ‘I don’t think they’re nervous …’

Almeida went on to state that he thought the Cox technology would remain viable ‘until electric battery power takes over’. We both

Main: With a sleek elegant design these outboards look as classy as any petrol alternative. Above. Twin 300hp Diesel setup on the Axopar 37 Cross Cabin (XC) test boat.

COX DIESEL OUTBOARD

technology simply isn’t achievable within the next nine years. This will mean that the likes of Cox and their competitor, Oxe, may just be extended legislative leniency. No doubt those who have invested so heavily in outboard diesel power would welcome that, but as Almeida indicated, such an outcome can’t be guaranteed.

The ‘what if?’

agreed that the latter had a very long way to go before it could even begin to be considered a viable option for seagoing, planing, offshoreorientated vessels. And while battery power in the automotive world may be making significant strides, when you’re talking marine, it’s a whole different ball game. Boats, by their nature, are far less efficient objects, and as a result, compared to their road-going counterparts, it requires a whole lot more power/energy to propel them.

Alternative issues While nine years may seem, on the one hand, to be a long way off, there are a multitude of

questions still to be resolved regarding e-power before it can be truly considered a viable option. Let’s face it, it’s not so much the motors themselves that represent the stumbling block here, but rather the marine battery systems that power them. At this present time, battery technology is a long way from achieving the necessary performance demanded by most seagoing planing hulls. Conundrums surrounding weight, energy burn, cruising range, true marinisation, and the critical matter of recycling and sustainability are real issues that remain unresolved.

In light of the huge advancements yet to be made, it could be the case that marine battery

In terms of the long-term viability of Cox, and in light of the challenges ahead, I also wanted to understand whether the Cox engine technology could be adapted to run on substances other than standard diesel oil.

Almeida responded positively, and this time with confidence in his expression. ‘As you may know,’ he explained, ‘Cox’s development originally began life as a 2-stroke piston engine. However, we then changed direction and, as you see today, we eventually settled on the benefits that the conventional 4-stroke has to offer. This technology means that with some further development and modifications – the recalibrating of the ECU, for instance – it would be quite feasible for the Cox motor to run on synthetic diesel, plant-based fuels and potentially even hydrogen. Cox have a strong automotive heritage, so as a company we have the expertise already.’

This response now sounded more forwardthinking, and if such is the case, even in the worst outcome, an engine technology with the ability to utilise/run on alternative fuels could potentially provide Cox and their investors with the long-term solution they may well come to seek. That said, in order to convincingly develop these hybrid resolves, it’s not unreasonable to

I can state, without any reservation, that the appearance of these motors is superb.

ON TEST

assume that even more cash will be required to adjust and modify the Cox system to enable it to run on these types of ‘alternative’ fuels.

Buy with the eye But what of the Cox 300’s performance and, importantly too, its aesthetics and ‘eye appeal’?

Starting with the latter, I can state, without any reservation, that the appearance of these motors is superb. They rival any of the big 4-strokes in terms of their styling and design. It’s clear that the Cox design team have given great thought to this matter, and in my view they look exciting, modern and purposeful. I would go as far as to say that if their work had been lacking in this area, it could have placed the commercial viability of the Cox in jeopardy. It is noteworthy too – and this is something that becomes apparent when driving the likes of the Axopar 37 test craft – that their COG is commendably low.

They neither look too tall or top-heavy on the transom, nor drive as if they are. These 300hp engines individually weigh 390 kilos, and for the purposes of our test boat featured 25-inch legs.

Performance and handling Now of course, the engine performance figures, and related data highlighted in the article’s information sections, speak for themselves. No doubt you’ll spot right away the critical fuel consumption test data. But let me add that in terms of the user experience at least, the differences between a Cox and an equivalent

50 www.powerboatandrib.com Issue 170

4-stroke outboard are minimal – in fact, barely noticeable. Whether it be engine noise, vibration, power delivery and acceleration or top-end speed, the Cox throws up no unwelcome surprises and only seeks to please. (The test boat for some reason had had its fuel pumps housed within the actual cabin. This made the functioning of the engines a little noisier than normal, and on future installations this, I’m assured, will be addressed).

At the helm of the 37 XC

Bearing in mind that the Axopar represents a fair old lump of GRP and the fact that we were housed within a full cabin, which to a large extent diffuses true ‘ground effect’ performance, it remained very evident that these twin Cox outboards had no difficulty ensuring the boat picked up her skirts and delivered a sprightly turn of speed. In addition, low-end torque and essential ‘grunt’ were neither lacking nor any less impressive than one would expect from a

TEST VESSEL AXOPAR 37 CROSS CABIN (XC) This new 37 Crossover craft (37 XC) from Axopar is designed with allweather boating in mind. That’s a very attractive proposition for UK boaters, who understand only too well the vagaries of the British climate. The all-weather solution that Axopar have created here reflects the fact that the Finns are true experts when it comes to engaging with the elements.

As can be witnessed at first glance, the 37 Crossover is designed and built with functionality in mind. Created very much with a view to adventure boating, the vessel’s semi-spartan, clean-cut, non-fussy modern styling is typically Scandinavian.

But again, it’s clear, if we take the analogy of the automotive world, to what degree the UK and other UK consumers have taken to this design approach.

The 37, despite its fully enclosed cabin configuration, still provides ease of movement and a sense of spaciousness to both its outdoor and indoor social areas. Axopar themselves speak in terms of this craft having the versatility of an outboard, walk-around centre console. Likewise, and quite correctly in my view, they consider the 37 XC to be a true Gran Turismo of the seas. In fact, as is made plain in Axopar’s marketing literature, this model has been designed with the intention of opening a world of possibilities for safe, extended voyages in comfort, even in unpredictable weather.

But despite such laudable aims, this would only be possible if the hull design genuinely delivered.

It may come as no surprise to you that it genuinely does, and by all accounts it is a sea-kindly hull.

Furthermore, despite its narrow, semi-wave-piercing-styled bow profile, the 37 XC’s hull has plenty of lift and forward buoyancy, which in our first-hand experience, and as was confirmed in the inclement conditions on the day of the test, means she recovers well in a following sea.

The innovative gullwing door concept adopted by Axopar cleverly and imaginatively opens up the front cabin in a very special way. Plus, the boat’s sociable foredeck, with its seating/table/ sun deck flexibility, coupled to the versatility of its aft deck, ensures that the 37 XC never feels ‘overprotective’ or detached from the world outside the cabin glass.

Indeed, on a fine day you can slide back the canvas roof and the two large sliding doors and let the sunshine fill the cabin interior.

The craft we tested featured a spacious forward cabin with a master double berth and huge degrees of storage with additional convertible berths within the main cabin. This particular boat featured neither a galley nor a heads/ shower cubicle, which I found to be at odds with the 37 XC’s cruising and exploration ethos. But that said, it has been spec’d purely as a test craft for Cox, and Offshore

Powerboats, the chief supplier of these craft on the south coast of England, assured me that such options/facilities are available and can be accommodated at the request of the client. The option on this model of an aft cabin with additional berthing can be chosen too.

The test day was downright murky, with constant driving rain. Even so, we remained warm and dry and fully able to enjoy our time on the water aboard a craft that was a pleasure to helm. From a driver’s perspective, the flight deck’s ergonomics are commendable, and as for the Simrad Glass Screen technology, it simply makes the helming and navigating of this craft an inspirational joy. With virtually 360 visibility at the wheel, a safe eye on one’s surroundings can be maintained without difficulty, and for crew or passengers, this attribute ensures that the sights along the way are never lost. On the day of the test, we also had the heater blowers aiming air directly at the forward-raked cabin windows. This ensured that no misting occurred, which I confess was a joy.

If I had one criticism to make, it would be the table set directly behind the helm seat. It was too large to stand behind comfortably as the space between it and the passenger seating astern of it meant that standing room, etc. was cramped.

But all in all, as could be expected from one of the world’s most successful exponents of offshore leisure boating, Axopar have a very fine model in their 37 XC – one that undoubtedly has the ability to appeal to a wide audience often with distinctly different aims and pursuits in mind.

AXOPAR 37 (XC) CROSS CABIN SPECIFICATION Overall length (excl. engine): 11.50m (37ft 9in) Beam: 3.35m (11ft) Weight (excl. engine): 3770kg (8311lb) Passengers: B:10 / C:12 Berths: 2 persons (with optional aft cabin 2+2) Fuel capacity: 730L (193 gal) Construction: GRP Hull: Twin-stepped 20-degree V sharp-entry hull Classification: B – Offshore, C – Coastal Max. speed range: 38–48 knots

PRICE 37 XC model without engines: £160,000 (inc. VAT) Single Cox 300hp engine: The 25” version starts at £38,950 (inc. VAT) and has a choice of rigging kit from £4,240.37 (+ VAT) Other shaft length versions are available as well as single/twin/ triple rigging kits c/w hydraulic steering, etc.

CONTACT: www.offshorepowerboats.co.uk

www.powerboatandrib.com 51

ON TEST AXOPAR 37 XC CROSS CABIN - COX CXO300 45.0

FUEL CONSUMPTION (L/H)

140.00

40.0

120.00

35.0

100.00

30.0 25.0

80.00

20.0

60.00

15.0

40.00

VESSEL SPEED (KNTS)

PERFORMANCE DATA Vessel data Vessel weight: 4994kg (no fresh water, approx. 60% fuel) Overall length: 11.5m Beam: 3.35m Trim Tabs: Yes

50.0

160.00

10.0

20.00

5.0

0.00 0

500

1000

1500

2000

2500

3000

3500

4000

0.0 4500

ENGINE SPEED (RPM) COMBINED FUEL CONSUMPTION

VESSEL SPEED

Engine Speed

Combined Fuel Consumption

Vessel Speed

Fuel Consumption

[rpm]

[litre/hour]

[knots]

[nmpg]*

1000

6.33

7.5

5.42

1500

19.48

9.5

2.21

2000

36.88

13.7

1.69

2500

51.05

19.6

1.75

3000

65.25

27.8

1.94

3500

85.85

36.8

1.95

4000

125.10

41.5

1.51

IN ADDITION

*nautical miles per gallon

AXOPAR 37 XC CROSS CABIN - COX CXO300 50.0

160.00

45.0

140.00

40.0

120.00

35.0

100.00

30.0 25.0

80.00

20.0

60.00

15.0

40.00

10.0

20.00

5.0

0.00 0

500

1000

1500

2000

2500

3000

3500

4000

0.0 4500

ENGINE SPEED (RPM) COMBINED FUEL CONSUMPTION

Engine Speed

Combined Fuel Consumption

Vessel Speed

Fuel Consumption

[rpm]

[litre/hour]

[knots]

[nmpg]*

1000

7.43

6.8

4.14

1500

24.60

9.1

1.67

2000

40.55

14.8

1.66

2500

52.73

22.1

1.90

3000

76.05

33.0

1.97

3500

102.55

40.6

1.80

4000

142.08

44.9

1.44

52 www.powerboatandrib.com Issue 170

VESSEL SPEED

Notes on this data: Date taken: 2nd June Location: Solent/Lymington Wind speed: 21mph Water temp: 12°C Air temp: 18°C Sea state: 2 (smooth sea) Propeller size: 16” x 23”, 3-blade *nautical miles per gallon

VESSEL SPEED (KNTS)

FUEL CONSUMPTION (L/H)

The information below includes performance data Cox recorded when testing larger props, which, as can be seen, achieve a higher vessel top speed for a slight increase in fuel consumption:

Notes on this data: Date taken: 21st June Location: Solent/Lymington Wind Speed: 14mph Water temp: 14°C Air temp: 12°C Sea state: 2 (smooth sea) Propeller size: 145/8” x 23”, 3-blade

diesel-engineered motor. But when you consider the fact that, even at absolute full throttle, these 300hp engines are burning in the region of twothirds the amount of fuel that their 4-stroke petrol outboard contemporaries would be burning, well, you just can’t fail to be impressed.

Markets and benefits Do I have any criticism to make concerning

300HP MERCURY VERADO 4-STROKE COMPARATIVE DATA Comparative figures derived using an Axopar 37 Sun-Top model, which features an identical hull to the 37 XC but is approximately 300 kilos lighter than the XC model. The figures below were recorded

by PBR, with the 37 Sun-Top test craft being rigged with twin 300hp Mercury Verado 4-stroke petrol engines. It’s clear that the further up the RPM spectrum one goes, the more the diesel outboard comes into its own, until the point where at wide open throttle, the Cox diesel is delivering a 33% efficiency saving over its Mercury petrol counterpart.

RPM Speed (knots) (nmpg/both engines)

2500 3000 3500 4000 4500 5000 5500 6000

15.0 19.0 24.0 29.3 34.0 38.1 42.2 47.4

Fuel consumption

1.8 1.7 1.6 1.6 1.5 1.4 1.2 1.0

either the Cox 300’s design or its performance?

No, I don’t. But it has to be said that any new technology can only be truly substantiated over time, and as for the degree to which the leisure market takes up this new alternative, we will just have to see … But the obvious benefits to those seeking to venture and cruise ‘off grid’, so to speak, to locations where dockside petrol is hard or impossible to come by, are strikingly obvious!

It’s also clear, when discussing such matters with Pedro Almeida, that Cox, though a British concern, have a global strategy, and the leisure market, the military, the performance-orientated commercial arena and the superyacht industry (where the latter, as in the case of the military and customs, favours a petrol-free scenario) are all markets where Cox intend to aim their blows. You might even be surprised to learn too that Cox have already started to attract interest from the North American bass fishing fraternity. These folks see the Cox’s ability to achieve greatly extended operational range, without the need for bigger tanks/increased fuel payload, as one that may well give them the winning edge over their Mercury 400hp and 600hp petrol-powered peers and competitors.

A word of caution being aired by Cox UK distributor Berthon, however, is the fact that boat builders and purchasers of this engine will need to ensure their transoms are validated to be rigged with his 393kg 479 lb.ft torque monster. Not all boats will qualify without modifications and possible new CE/UKCA ratifications being made.

Are there any other horsepower models in the Cox pipeline at this juncture? The answer is no. But there’s a whisper that at some point,

besides this twin-rig configuration, PBR will be given the opportunity to test a single Cox 300hp on the back of an Axopar 28. If so, that will be an equally interesting prospect in my book. So, as and when the opportunity arises, we’ll bring you the results of such a test for sure. And with Cox promising a mere 12-week delivery time on the supply of all new engines, that opportunity may not be too long in the making!

CXO300 POWERTRAIN SPECIFICATION Prop shaft power, kW (hp): 224 (300) Engine propping speed, rpm: 3700-4000 Displacement, L (cu.in): 4.4 (266) Weight, kg (lb) : 393 (866) No of cylinders: 8 Bore/stroke, mm (in): 84 (3.3)/98.5 (3.9) Compression ratio: 16:1 Ratio 1 (prop speed): 1.23:1 (3259) Ratio 2 (prop speed): 1.46:1 (2739) Peak torque, Nm (lb.ft): 650 (479) Aspiration: Twin-turbo Shaft length, inch: 25” 30” 35” Emission compliance: EPA 3, IMO II, RCD II Start assist: Glow plugs Rating: Light duty commercial Trim range: -4• to +16• Tilt range: 71• Gear oil spec: SAE 80W90, API GL-5 Powerhead oil spec: Fully synthetic API CI-4/ SAE 10W40 or 5W40 Propellor spine spec: 1.25” shaft / 19 tooth Colour options: Black/white

CONTACT

www.powerboatandrib.com 53

www.berthon.co.uk

www.powerboatandrib.com 53

ON TEST

LAMONT T430 JET TENDER Previously marketed as the Explorer Jet Tender, the all-new Lamont T430 Jet Tender is a whole different boat. Barry Thompson sets out to seatrial this first of the new breed and determine the T430’s relevance to the wider market.

W

hile the Lamont brand is new to boating, it comes with a heritage that stems back quite a few years. When Andy Lamont bought Explorer Boats in 2018, he inherited a range of RIBs and a fledgling jet tender business.

‘The biggest difference between those earlier boats and today’s models is we have repowered a Yamaha TRI 4-cylinder engine coupled to a Solas 6” jet pump,’ said Lamont. He added that one of the main reasons for the change was to have a universal power platform that any Yamaha dealer around the world could service.

54 www.powerboatandrib.com Issue 170

‘We also dropped the twin-driveshaft design for a single shaft, changed to water-feed seals, which are good for 10,000 hours, and rejigged and simplified the whole drive train.’

In addition, the design of the T430 now incorporates a two-stage muffler to help lower the noise levels and stop any water backing up the exhaust. As an extra safety item, a fire suppression system is provided in the standard package. Flushing the engine can be done without lifting the engine cover, and there is an option for an electric shut-off valve to prevent the engine flooding when being towed.

Power on hand The Lamont T430 is offered with a 100hp Yamaha 100 TRI as the standard engine, but you can get a bit more power from the Yamaha 125hp TRI. I’m not sure I would bother, as I found the 100hp unit was more than enough.

On calm waters off Omaha Beach, we had the T430 running at upwards of 30 knots.

At first, I found it very flighty and so instantly responsive to any helm movement that I had trouble keeping the boat straight. I even managed to do several unintentional jet spins, but at all times it felt safe and was totally dry.

Actually, they were a lot of fun, and after I had familiarised myself with driving the boat (jets have never been my forte), I did plenty more - controlled and intentional. The 100hp offers instant acceleration, and I’m sure it has more than sufficient torque to pull a slalom skier up from a deep-water start.

Previously used as the hull for the Viking jet, the T430 has been lengthened, with longer strakes and a redesigned transom area. The aft deck area has been raised to fit the new engine into the engine space, and the transom platform is also 200mm longer; hence, it is suitable for a cooler to be located, and there is more area for divers, skiers and swimmers. A

If you’re seeking a little craft with a good turn of speed, then the jet coupled to the T430 packs a powerful punch

LAMONT

transom boarding ladder assists in getting back on board. The decking is finished in high-quality SeaDek material, which likewise contributes to both the boat’s aesthetics and its comfort and functionality.

Plenty of space Considering the size of the T430, there is a surprising amount of space and dry storage areas. The full-width aft bench seat hinges up for engine room access, so there is no space for any gear. However, the console offers its share, with all areas under the forward and side seat utilised for gear storage.

She’s designed with functionality in mind but is aesthetically pleasing at the same time.

The vessel’s control console is reasonably spartan, with a speedo, on and off switches, and a switch panel - mind you, what else do you need in a craft like this? There is also room for a bracket or flush-mounted MFD, a compact stereo and a small VHF. The bow area features further seating, with a good-size anchor locker beneath. The Lamont T430 is available with an extended bowsprit - or if you have a length issue in your tender garage, it can be changed for a shorter version that gives this model an overall length from the forward rubbing strip to the back of the jet unit of 4.30m.

Top right: Note the high quality shaping to the stern cones.. Middle left & right:. Fore & aft, the neatly designed seating & stowage units.

Bottom right: Engine access in lazerette.

www.powerboatandrib.com 55

ON TEST

Versatile The Lamont T430 is a versatile craft and a lot more than simply a tender for a big boat. While it will certainly suit a tender garage or on-deck storage (lifting hooks are available), it is also a great little family fun boat, whether for fishing, diving or towing water toys. It’s very neat in design and layout too, which adds to its appeal.

‘While we see good potential for this model within our home market, our main drive for the Lamont Jet Tenders is for export - not only to Australia and the Pacific Islands, but also to Europe and the US,’ Lamont confirmed. ‘I may

SPECIFICATION Builder: Explorer Boats LOA: 4.20m Beam (external): 1.98m Beam (internal): 1.05m Construction: GRP/Hypalon Trailerable weight: 600kg (approx.)

Weight (hull/engine): 390kg Fuel capacity: 55L Engine: Yamaha 100 TRI Jet unit: Solas Power options: 100 - 125hp Yamaha TRI Max. speed: 34 knots Floor covering: SeaDek

PRICE From: £28,613.47 (plus VAT/import duties) As tested: £29,545.65 (plus VAT/Import duties)

CONTACT www.lamontjets.com

56 www.powerboatandrib.com Issue 170

Top: The moderate vee hull affords a dry ride. Above: The sponsons give great stability at rest. be biased, of course, but I genuinely feel our boats are far more practical and versatile and offer more space than a good many others in the market. Plus, they represent a good deal more than simply a ship-to-shore tender.’

The Lamont T430 is a versatile craft and a lot more than simply a tender for a big boat.

Summary

driven boat it delivers zero slip and maximum take-up. Jets also provide that additional safety when it comes to water sports and family inshore fun.

This product may be designed and built in New Zealand, but the company has firm plans to export widely, and its home territory itself is highly respected in terms of its boatbuilding history - something Lamont pride themselves on and seek to uphold.

In summary, it would appear that this little craft represents a versatile option for anyone seeking a sports jet tender - one capable of fulfilling more than simply the role of a ship-toshore tender. She’s designed with functionality in mind but is aesthetically pleasing at the same time. If you’re seeking a little craft with a good turn of speed, then the jet coupled to the T430 packs a powerful punch, and unlike a prop-

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BOAT TECH

BOS Battery System A hybrid lithium extension for conventional batteries that creates more punch, and longer life.

Compact in size, it will ʙ 5ʫ ʪ ;

The system is totally modular.

W

ith 28Ah of power per module, the LE300 is a modular plug-andplay extension to conventional battery systems – be they lead acid, gel or AGM. It is much more than a lithium add-on, as its hybrid functionalities create various advantages – effectively providing the best of both worlds at a fraction of the cost of a full lithium battery bank.

The LE300 was originally developed to extend the lifespan of conventional batteries in solar home systems in developing countries, and this still remains its core sphere of interest. It works via its Smart Battery System, prioritising the conventional battery during the charging process, and keeps it as full as possible during discharge.

This smart hybrid has a basic rule of thumb – the LE300 for regular cycles and the conventional battery as a backup. Only during heavy-load peaks will it discharge from both units at once. This protection of the conventional battery results in a substantially extended lifespan. Even in standby, the LE300 will charge the conventional battery using its own capacity whenever needed, and possible. This means that even during several months of winter, the conventional battery can remain completely charged.

The LE300 was designed for DIY installation, so it is an easy retro modification. It is made of high-safety lithium iron phosphate cells and protected against incorrect operation. Its cables simply need to be connected to the poles of the conventional battery, and the existing charging

58 www.powerboatandrib.com Issue 170

The internal cells can heat themselves in cold weather.

technology remains – no programming, no changes needed. The product’s modularity enables users to adapt capacity to their needs at any time.

Starting off with one or two modules, and adding more later on, is possible – even years later. One module per 100Ah of conventional battery power is considered best value for money. However, it is possible to connect up to 24 LE300s if more capacity is required. Owners of small boats will like the space-efficient size: with measurements of 175x229x67mm per module it pretty much fits anywhere.

The fact that each battery has its individual Management System increases the supply safety.

If one fails, all others keep working, so remotely located users can be sure to have power wherever they go, thanks to double redundancy. Pure

lithium battery systems do not charge well in the cold. As a result, they either turn off in low temperatures or their lifespan is significantly shortened. The LE300 comes with integrated cell heating, creating 5 to 10 °C higher temperatures internally. If the LE300 gets too cold, it turns off automatically and leaves the conventional battery to function until it gets warmer again.

Those who have solar panels on their boat can look forward to maximised charging efficiency, as conventional batteries charge slowly when at about 80% state of charge. This is when the LE300 steps in and takes up energy surpluses – for maximised charging efficiency in the shortest period of time. Production is in Germany.

Contact: www.smart-battery-system.com/en

... the LE300 is a modular plug-andplay extension to conventional battery systems – be they lead acid, gel or AGM. It is comparable in height to most 100Ah batteries.

The smart system controls the different charging cycles.

With a joined up approach to engineering, we’ve created seamless integration from stem to stern.

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OVERVIEW

GOZZI MIMI 9.5 WA Stylish and sturdy, this retro runabout is also a credible lightweight passage maker.

OVERVIEW GOZZI MIMI 9.5 WA

The new 9.5 WA (walkaround) is their latest launch.

Based on the same hull as the 9.5 Sport and 9.5 Cabin, it features a schooner-style rounded stern, similar to the design used by Balearic-based Menorquin Yachts.

Traditional mahogany joinery is a rare sight these days.

T

his unusual-looking retro runabout is a perfect example of the innovative originality of Italian design. It is also an example of the many established Italian shipyards that, if it was not for the efforts of modern PR, would otherwise be unknown in the UK. The Naples-based Mimi Shipyard hails back to 1975 and is still run by its hands-on founder Salvatore Senese, building a range of traditionally styled planing boats.

The new 9.5 WA (walk-around) is their latest launch. Based on the same hull as the 9.5 Sport and 9.5 Cabin, it features a schoonerstyle rounded stern, similar to the design used

by Balearic-based Menorquin Yachts. The hull forefoot is suitably sharp, keeping its rakish lines for 30% of the hull length before the hull lines widen sufficiently to create a 3m beam.

A traditional chine runs to the stem, with two

Italy’s take on ‘The Needles’!

spray rails beneath, and with a reasonable degree of forward flair you can expect a dry ride.

Unlike the Menorquin range, the Gozzi Mimi 9.5 WA is a planing boat, albeit a traditionally styled one, powered by shaft-driven engines. Apart from the design headache of mounting sterndrives in a rounded stern, it would not have been in keeping with the boat’s character. The diesel engine options are either twin 200hp Yanmars,

twin 230hp Yanmars or a single 250hp Yanmar.

Performance is claimed, not unrealistically, to be 27 knots, 32 knots and 25 knots, respectively.

However, given that this boat is not really aimed at the performance sector of the market, one suspects that the frugal single 250hp Yanmar will likely prove popular, with its potential range of over 400 miles. Engine access in a boat with a large open cockpit is an easy affair, and all

GOZZI

power configurations will provide plenty of space around the engine/engines, considering this boat has a 3m beam.

The 9.5 WA is the upshot of the success of the previous 9.5 Sport. It features a redesigned deck, which better exploits available space with its symmetrical central-console design. The boat integrates a number of innovative solutions: firstly, the rigid T-top supported by two side arms provides shade through a breathable lightweight mesh, as opposed to a heavier GRP roof; secondly, the high-gloss mahogany wet bar module hides a seat beneath, which with its mahogany top folded back creates a double helm seat; thirdly, with the whole mahogany bar top folded forward, a sink and double gas hob are revealed, complemented by a full-size fridge beneath. When underway, you have the option of folding down a teak footboard from the front of the wet bar module if you don’t want to stand, which given the height of the seat makes very good sense.

When it comes to sunbathing, the 9.5 WA features a halfbeam sunbed inside the port quarter, which is really a drop-down table disguised by an infill and surrounded by a quarter-circle sofa.

Full standing headroom in the heads.

RIGHT: 1. This galley is more than enough for weekend stays. 2. The wet bar quickly turns into a helm seat. 3. High-quality stainless work. 4. A battleship-like stern gate.

www.powerboatandrib.com 63

OVERVIEW

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The forward triple sunbed will naturally prove popular, surrounded as it is by thick real-teak decking.

When it comes to sunbathing, the 9.5 WA features a half-beam sunbed inside the port quarter, which is really a drop-down table disguised by an infill and surrounded by a quarter-circle sofa. Tucking the sunbed into this corner enables access to the equally stylish curved starboard-quarter stern gate – the chunky construction of which cannot fail to impress. The long 1.2m teak bathing platform is a substantial extension of what really is an 8.3m boat, but its raised position makes boarding a breeze.

The forward triple sunbed will naturally prove popular, surrounded as it is by thick real-teak decking. Sitting higher than the cockpit, the foredeck is encircled by mid-height guard rails, which serve to hang fenders on more than anything. Probably the most striking aspect of the boat is the wide mahogany lip that runs around it, sitting atop the bulwarks. As much as enhancing the simulated clinker-style hull, this feature makes a statement about the quality of the construction. The hull lay-up is via vacuum infusion, as Mimi aim to achieve a high strength-to-weight ratio with all their boats.

Below decks is a twin-berth layout, though unusually Mimi have not created this in the form of a convertible dinette/table. One can suppose that due to the inevitable lack of headroom in a 9.5m walk-around boat, the designers took the not unrealistic stance that nobody is going to really sit down here, especially on a warm Mediterranean evening. Aft of the bed sits a

LEFT: 1. Good use is made of the long foredeck.

2. No dinette seating means a wide bed in its place.3. Hanging locker to port.

SPECIFICATIONS LOA: 9.50m (31ft 4in) Hull length: 8.30m (27ft 5in) Beam: 3.00m (10ft) Draught: 0.9m (3ft) Fuel capacity: 400L (88 gal) Water capacity: 200L (44 gal) Engines: 2 x 200hp Yanmars, 2 x 230hp Yanmars or single 250hp Yanmar – all diesel, on shafts Performance: 25 to 32 knots CE rating: B for 10

PRICE 145,000 euros (plus VAT in Italy)

CONTACT www.gozzimimi.it

64 www.powerboatandrib.com Issue 170

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A narrow heads means no separate shower.

Wide side decks. low hanging locker, and there is a short settee to starboard. Importantly it features a separate heads compartment to port, which has full standing headroom and a shower – though not in a separate cubicle. In fairness, a sensibly sized heads with a shower in this size of boat is always a bonus. With the foredeck running at the same height across the beam, this boat does

66 www.powerboatandrib.com Issue 170

not lose any internal space in the extremities of the cabin. This extra room has not been turned into the usual series of ceiling lockers, but instead a mahogany lipped shelf runs around the edge of the bed, which apart from anything else gives an increased perception of space.

This boat at the moment is indigenous to Mediterranean waters, where traditional and

less conventional designs flourish more than they do in UK waters. Though there are many who favour sterndrives or outboards in a 9.5m boat, there is so much to be said for shafts, especially on a rough day. It appears that Mimi are looking to make an impression in northern Europe, where Water Sports Paradise in Holland have been appointed their agent.

Visit FJORD at the Southampton Boat Show

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ordboats.com

ON TEST

TWO VERSUS ONE PHOTO CREDITS: GREG COPP

Greg Copp considers whether, with the rise of the giant outboard, twin-rigged boats are to become a thing of the past …

T

he argument of two engines versus one has been going on since the advent of pleasure boating. Each concept has its pros and cons, which to a degree has changed over time thanks to advances in technology. More recently, global warming has become an extra dimension, lending an extra voice to the finger-wagging proponents of ‘one prop in the water’.

I have always subscribed to the notion that if it can go wrong at sea, it likely will at some point.

This might have something to do with the fact that my first twin-engine boat, with two 25hp Johnson Seahorse outboards, lost an engine to self-destruction on the first day. From that point I looked keenly at the newly emerging range of 4-stroke Honda outboards, thinking ‘Japanese 4-stroke technology, it’s the way forward’. I was

ON TEST

was not far wrong. Now we have a multitude of super-reliable outboard engines all the way up to 600hp in output, so is there any justification for having a couple of biggish engines on the transom as opposed to one big lump?

In this case, it is never easy to make a true back-to-back comparison, unless you have two identical boats, one with a big single and the other with two smaller engines, and on the same day. This opportunity luckily availed itself when Premier Marinas offered us a pair of their Agapi 950s from their Premier Boat Club range. If you do not know the Agapi, I will tell you from having tested one that it is one of the best boats in its class in terms of the driving experience. Swedish built, it is superbly designed and finished, and runs on a great hull – perfect for comparing two different engine rigs.

Even with today’s superreliable outboards, there is a degree of reassurance from having two engines that is hard to put a price on.

Left: 1. With twin 300hp 4.2L V6s, this boat hits 40 knots in 12 seconds. 2. On a 2.7-tonne 9.5m boat, two 300hp engines are a good match. 3. The XTO 425 might look a bit lonely on its own, but this big V8 can still push the Agapi to over 40 knots.

70 www.powerboatandrib.com Issue 170

The engine configurations on the boats were as follows: first, twin V6 Yamaha F300s – an engine that has been around for a decade now but is still a great engine. Highly reliable and with a broad spread of power, it is still a serious contender in the 300hp category; secondly, a single V8 Yamaha 425 XTO, the biggest Yamaha have to offer at the moment, which launched in the last few years and has replaced the F350. The simple mathematics of 600hp versus 425hp would normally mean a huge performance bonus for one boat, with a bigger fuel bill to match, right?

However, it is often argued that the drag of two outboard legs (or sterndrives/ pods for that matter) equates to quite an efficiency drop, which some claim is as much as 20%. The advent of Computational Fluid Dynamics (CFD) has often served to reinforce this concept. On this basis, two 300hp outboards should have the same top-end power delivery of around 480hp, with the bonus of two propellers giving better mid-range

acceleration. Putting this to the test was interesting, and my figures for the two boats are as follows: From this we can deduce that at displacement/low semi-displacement speed of 7.3 knots, the two boats have very similar fuel consumption, as would be expected. However, moving up through semi-displacement speeds, the consumption for twin F300s is 20% higher at 12 knots, decreasing to 14% at 17 knots when the boats are starting to plane.

Once the Agapis were running in their sweet spot zone from 23 to 30 knots, the consumption was near identical, with no noticeable penalty for twin engines.

This can be attributed to the fact that there is more dynamic lift at the stern, so the outboard legs create less drag, and that the twin F300s are running at between 3000 and 3500 rpm between 23 and 30 knots. The F300 starts to produce maximum torque around 3400/3500 rpm and is consequently at its most efficient around this point. In comparison, the F425 is spinning between 3600 and 4700

SINGLE F425

TWIN F300S

0–30 knots: 11 seconds 0–40 knots: 23 seconds

0–30 knots: 7 seconds 0–40 knots: 12 seconds

Knots 7.3 12.0 17.0 23.6 30.0 35.0 41.0 (max) 48.3

LPH 15.1 25.5 35.2 53.2 71.0 94.0 137.0 194.0

Knots 7.3 12.0 17.0 23.6 30.0 35.0 41.0

If you do not know the Agapi, I will tell you from having tested one that it is one of the best boats in its class in terms of the driving experience.

LPH 17.3 30.3 40.8 52.3 73.3 101.7 160.0

ON TEST

MAKING WAVES THE PREMIER AGAPI BOAT CLUB rpm across the Agapi’s sweet spot zone, and is simply having to work harder. Once the twinengine boat exceeded the speed at which the engines were out of their ‘comfort zone’ and burning more fuel in relation to power produced, the extra drag of two outboard legs exacted a price.

The driveability factor Simply looking at the acceleration figures, the twin-rigged boat looks a clear winner. It is a lot quicker and also quieter, and you do not get the feeling that the engines are having to work. Getting straight from the twin F300 boat into the 425 XTO Agapi, what struck me once we were up and running over 30 knots was the extra

Often the deciding factor in the question of two versus one comes down to … security at sea. mechanical noise from an engine having to work harder. The XTO-powered boat does turn slightly quicker with just one engine on the transom, but both these boats steer superbly. The twin-engine boat would certainly be a lot more responsive when driving in any degree of seaway, but what really makes the case is the performance rush of twin 300hp engines. It takes half the time to get to 40 knots compared to the single-engine Agapi,

Since its debut in August 2020, the Premier Agapi Boat Club has seen a steady growth in membership from customers excited to experience the thrill of performance boating – at a fraction of the cost of traditional ownership. Currently based at Premier’s Swanwick Marina with plans to expand to other locations across Premier’s portfolio, the Premier Agapi Boat Club, offers an established subscription membership model suited to both experienced and novice boaters. With a variety of membership and training options on offer, members can tailor a fee plan to reflect their boat choice, level of usage and service level requirements. Club members also have access to a selection of Premier’s Solent based marinas with options for overnight stays and the opportunity to use any of the growing number of Agapi Boat Club Centres in Europe. The Club’s fleet already includes the award-winning Agapi 950, an Agapi 800, Ring 680 and a Ribeye 650 and earlier this year the club took delivery of an additional Agapi 800 and an Agapi 950 - powered by a single 425hp V8 outboard, Yamaha’s most powerful outboard to date. Built to a high specification, all six vessels are sea-going craft plus, the four Agapi cabin RIBs also offer year-round boating and stay-aboard options, with below deck accommodation, an electric sea toilet and cooking facilities; with capacity for up to 8 people they make for a great friends and family boat.

For further information email: contact@ premieragapiboatclub.co.uk

72 www.powerboatandrib.com Issue 170

Check the cost of finance for your chosen boat at marine-finance.org/pbr The single XTO 425 produces a very quick-steering boat.

THE TEST BOAT: AGAPI 950 This Swedish yard may have been around for only a decade or so, but it has clocked up a few international awards. Built for demanding use in Baltic waters, it was with no surprise that upon stepping aboard the 950 for the first time in 2018, I found myself surrounded by high-quality fittings, all topped by a carbon-fibre composite T-top.

and the whole experience feels more relaxed.

It is really a case of horses for courses, because if performance is secondary to clocking up some sea miles at a fast cruising pace, then the 425 XTO will pay dividends past that 35-knot point. However, beyond this speed the boat does not feel as relaxed as its twin-rigged counterpart, so in terms of comfortable cruising, 35 knots is the speed to maintain with this particular boat. When it comes to berthing, obviously twin engines have an advantage over a single, but with boats like the Agapi often coming with a bow thruster, a big single is far less of a headache to berth than would otherwise be the case.

Conclusion There is no black and white answer, as both engine configurations have their merits. If you simply do not need the extra power of twin engines, then the cheaper initial purchase price, slightly lower fuelling costs and smaller servicing bills of one big engine make sense.

When it comes to berthing, obviously twin engines have an advantage over a single On this matter, I should say that outboard servicing does not mirror the often exorbitant costs associated with maintaining complex sterndrives, whose appendages sit submerged in salt water. Often the deciding factor in the question of two versus one comes down to what I alluded to at the start, namely security at sea.

Even with today’s super-reliable outboards, there is a degree of reassurance from having two engines that is hard to put a price on.

Details on the Premier Agapi Boat Club can be found at https://agapiboatclub.com

The devil is in the detail with this boat. For example, there is a clinical neatness about the Flexiteek-covered foredeck, embellished with inset guard rails, a flush-fitting deck hatch and a deck windlass running an internal anchor chain through a stem tube.

Being typically Scandinavian in design, the guard rails are tall enough not to be a low-level trip hazard, while providing a stooped handhold if need be. They also serve the purpose of providing somewhere to hang fenders, which this boat, unlike more conventional RIBs, needs with its comparatively high forward topsides.

The seating design gives the Agapi a big social dimension. The seatback can move backwards and forwards, converting the seating into either a huge sun pad or a large double bed. Under the helm seat is a drawer fridge, and above it a cleverly designed fold-out gas hob and sink. With the optional T-top, drop-down covers and its Eberspacher heater, this boat quickly turns its cockpit into extra living space. On top of the T-top sit twin compact spotlights, and a long 60W solar panel feeding the leisure batteries. This is capable of supplying the voltage drain of the fridge during daylight hours. Under the rear seat is a huge storage space in which can be found four batteries, fuel filters, the Eberspacher, and bags of room for cruising supplies and water sports kit. For many, the biggest appeal of this boat is the below-decks accommodation.

You actually get one moderate double berth in the forepeak and one wide single amidships, and it has an electric sea toilet in the heads compartment.

PRICE From: £145,000 (inc. VAT) With twin F300s: £165,000 (inc. VAT)

CONTACT www.williamsmarineandwatersports.com

74 www.powerboatandrib.com Issue 170

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A VOYAGE BACK IN TIME HMS takes us on a journey back in time along the south coast of Devon aboard PBR’s MY Horizon and uncovers tales of skulduggery, Canaanite merchantmen and troubled waters …

CRUISING

FEATURE

Plymouth’s maritime heritage ranks alongside the finest and most significant in the world.

Horizon onboard her Vanclaes trailer at MDL’s Queen Annes Battery

I

n our last edition we wrote at length on the subject of exploring Britain’s coastline and gave consideration too to even embarking on a full circumnavigation of our wonderful isles. But the essence of such adventuring is, in reality, much less about the actual number of sea miles and more about savouring the sights along the way, as well as the experience of the destination itself. Of course, such rewards can be enjoyed by anyone who owns a boat, no matter how big or how small. But to my way of thinking, it’s so often the case that the smaller the boat, the greater the opportunities to intimately explore the coast with its multitude of coves, rock features, harbours, rivers and estuaries.

For much of the year, PBR’s MY Horizon is based at MDL’s Queen Anne’s Battery (QAB) marina facility in Plymouth. It’s a great place to keep a boat, because the local boating and cruising opportunities out of this facility, whether they be eastward up the South Devon coast to Salcombe or heading west down the Cornish coast to Fowey,

are, in my experience, second to none. Furthermore, at QAB, the experience begins in earnest from the moment you arrive. For one thing, the view is incredible. But also, from the car park and marina buildings, you can look due south out across Plymouth Sound to the distant line of the breakwater and immediately assess the sea conditions before even having to set foot on your boat! If it’s a glorious sunny day, the sight of

colourful yacht sails and other leisure craft plying the sparkling seas is an absolute delight to behold.

Firepower!

As you make your way down the pontoon gangway to the marina itself, it’s impossible not to be overawed by the sheer size and scale of the Citadel, whose shadow Queen Anne’s Battery lies within. This Bastille-like fortress,

Facing the wind

78 www.powerboatandrib.com Issue 170

dominated by its commanding and immense 17th-century stone walls, stands proud upon the clifftop guarding Sutton Harbour.

Completed in 1670, its appearance to this day remains foreboding and shouts ‘firepower’!

Looking north-west to the opposite shore from the marina mouth, the Barbican’s famed cobbled quayside hails into view.

From here, the likes of Sir Francis Drake, the Pilgrim Fathers and even Charles Darwin set sail. It’s a case in point that even armed with just a smattering of local knowledge and an appreciation of ‘place’, history has the power to bring any location to life.

Indeed, Plymouth’s maritime heritage ranks alongside the finest and most significant in the world. From existing as a humble fishing village back in the 1500s to rapidly becoming a powerful, seafaring city at the very heart of an emerging superpower, Plymouth changed the fortunes of the globe and shaped our modern times.

It’s a city steeped in discovery, endeavour and man’s relentless pursuit of new horizons. I admit that every time I idle out of this marina, into the mouth of the River Plym and out across the water towards Drake’s Island, I find it extraordinary to consider those

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that have gone before - men and women who have set their wooden bows for fame and fortune and the great unknown. What expectations lay in their hearts? What precious supplies were stowed in those ships’ holds?

Island bound Such was the case a few weekends ago when we loaded up family and doggies into PBR’s Axopar, MY Horizon, one bright, latespring day to venture eastwards, out past Wembury Point and the off-lying Great Mew Stone. High cirrus clouds drifted like veiled phantoms across the deep blue sky and a fresh breeze rattled the wire rigging of the yacht masts at rest in the marina as we cast off and idled out into the Sound with Jennycliff Bay off our port bow. You could sense the day held promise and the spirits of all aboard were high.

The Great Mew Stone, derived from the Old English ‘eacen mæw stænen’, which likely means ‘great rock of gulls’, far from being a faceless limestone outcrop is in fact associated with a fascinating

The discovery of bronze literally changed the world, including its much sought-after regions of supply: the fair lands of Cornwall and West Devon. history. In 1744, a petty criminal found guilty of a minor offence was duly sentenced by a cruel magistrate and transported to the ‘Stone’ to serve out his term of penance. A slow and cruel sentence of death, you may well conclude.

But not so for this resourceful desperado! Because not only did he remain there quietly with his family for the entire time without once ever setting foot on the mainland, but when the time came

Top: The ‘Newly Weds’ enjoying the sunshine. Right: 1. Barbican quayside, Plymouth © Gord Bell.

2. The Great Mew Stone © Andrew Roland.

80 www.powerboatandrib.com Issue 170

CRUISING

for he and the family to leave, his daughter chose to remain behind.

‘Black Joan’, as she was called, married and even bore three children on ‘eacen mæw stænen’ before her husband tragically drowned after falling from a rock into the surging waters that rip by. Several inhabitants followed Black Joan, the last being Samuel Wakeham and his family. Sam married his wife, Ann, in 1833 at Wembury church, whereupon they built a highly unusual, circular, turreted building and cleared a little garden to grow food and keep some animals. To this day, it’s still possible to see this obscure and beautiful little building nestled safely upon the mighty rock’s one green slope.

On your approach to this stormlashed outcrop from the direction of the Sound, keep an eye on the rocks invariably seen half awash a little way off the shore and then give the Mew Stone a sensible berth to seaward on your eastgoing course. Don’t cut in too tight around the back of it either as a lone rock lies directly on the

FEATURE

On a full tide it’s possible to navigate between the Great Mew Stone and the mainland, but check your charts

westward approach as well. On a full tide it’s possible to navigate between the Great Mew Stone and the mainland, but check your charts, and if in doubt, follow in the wake of a local boat. Of course, the tide rips through here, so it’s a great place to drop a line, especially on springs.

Troubled waters We were heading for Noss Mayo, a village that came to earn its distinctly non-West Country name thanks to a certain Mathew Fitzjohn. Exactly how or why the village came to bear the name ‘Matthew’s Nose’ is unknown, but ‘Mathew’s Nose’ or ‘Noss Mayo’

it came to be when Fitzjohn, a landowner of some renown, was bequeathed the local area by Royal Charter in 1287 by King Edward I. The waterside community here and its opposite number, Newton Ferrers, located on the northern shore of the Yealm estuary, have been sustained for centuries by the livelihood and trade of fishing.

Today, second homes and property, the holiday and tourist industry, and the location’s popularity as

a yachting destination sustain the community’s existence. It’s a common tale, but still, the likes of Noss Mayo remain beautiful places to visit and take in the air - although unfortunately, we happened to ‘nose into Noss’ at low tide to be met by the

Top: Terraces and citadel, The Hoe, Plymouth © iStockphoto.com Below: Noss Mayo on the River Yealm © Gordon Bell

CRUISING

FEATURE

‘Horizon’ underway.

It’s an absolute travesty that such dumping of untreated waste continues looked delightful, but I just couldn’t help wondering if these folks really appreciated what they were actually swimming in …

Across the bay

overwhelming aroma of untreated sewage.

The dumping of raw sewage into the River Yealm has been the cause of potential health problems to both residents and visitors alike for years. In fact, it was reported that the situation recently put a Yealm-based shell fishery right out of business when the water quality was officially deemed ‘unacceptable’ by the Environment Agency. The convictions against South West Water for negligence and crimes against the environment, as well as the company’s oversights and systemic lethargy in failing to act, are many and go back decades. It’s an absolute travesty that such dumping of untreated waste continues, especially in this supposedly ‘ecologically developed age’. On the day of our visit, the stench was so bad we had to beat a hasty retreat and head for another, less toxic place to have our lunch. Tragically, it left me thinking how perverse it was that this idyllic-looking, onetime little fishing village should,

under the circumstances, bear such an intrinsic and unfortunate connection with that part of the anatomy that Mathew Fitzjohn was famed for. If he was still alive today, no doubt his nose, or ‘noss’, would have been every bit as offended as ours!

Turning tail to weave our way

Top: The Axopar has ample deck space for socialising. Right: Tom at the helm heading West in search of a suitable lunch mooring.

82 www.powerboatandrib.com Issue 170

back out through the fairway overlooked by the river’s densely wooded, oak-treed banks, we emerged once again at the open river mouth. Here, we were greeted by a collection of 20 or so leisure craft of all types lying at anchor with people swimming in the waters of the small cove nearby. It

With heavy hearts we pushed onward, around the point and into fresh waters where the vista of Bigbury Bay opened up before us.

Ten miles away through the blue, late-spring haze, the proud profile of the Bolt Tail could be seen on the far side of the bay. We kept approximately half a mile or so offshore and followed the line of the coast, with its predominant limestone cliffs and irregular

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CRUISING

FEATURE

Mothercombe Beach © netherleigh.co.uk shoreline of reefs and gullies providing the backdrop.

Running on, our north-west course was set on a direct line for the mouth of the River Erme, and before long, Burgh Island became distinguishable against the green backdrop of Challaborough and Thurlestone. The island is linked to the mainland at low tide by a sand spit, which can be walked on foot or, when semi-awash, can be traversed with some amusement via the sea tractor service that operates for the benefit of visitors.

The vantage point atop the isle was a commonly used lookout for the sighting of the great pilchard shoals that once frequented these waters and provided a vital means

CRUISING

of living for so many of the West Country’s coastal communities. It was also a useful lookout for those involved in the illegal business of smuggling contraband, because from here, any approaching Revenue cutters armed with the intent of navigating up past Bantham and on into the upper reaches of the River Avon could be seen at least a mile out in the bay, which gave plenty of time to raise the alarm back ashore. Times were bitterly hard, and landowners often inflicted great hardship on their tenants, with the result that some, in desperation, sought ‘alternative’ means of survival and took to poaching, the looting of wrecks and even the less-than-

Mothercombe Beach © netherleigh.co.uk

FEATURE

romantic offence of smuggling.

Such crimes invariably suffered the death penalty, especially at the infamous hands of the sadistic and cruel Judge Jeffreys (also known as the ‘Hanging Judge’). The nearby Bodmin assizes and its filthy, dark and impoverished jail were among the most feared destinations in the whole of the country during the 1600s.

Empowering the world Few rivers along the south coast of England boast the same rare and open beauty as that possessed by the River Erme. It lies facing due south, and from the extremities of its wide mouth it rapidly shallows northwards to finally expose a great sweep of golden sand, right up through the bay and on as you follow the winding estuary, past the old lime kiln and boathouses set along the oak-treed riverbanks until finally you alight in the heart of the South Hams.

It was low tide upon our arrival, and so, seeking shelter from the lively afternoon breeze, we dropped anchor in the protected lee of the headland to seaward of Wonwell Beach. From here we had a clear view of Mothecombe Beach over to the left of our position.

As we swung on the anchor warp and enjoyed our picnic lunch on Horizon’s aft deck, I mused on the vista before us.

Mothecombe was a favourite trading rendezvous point for the ancient Phoenicians to come and land their Mediterranean goods in exchange for the region’s prize commodity, tin. Tin mixed with iron gave rise to bronze, an alloy that at the time, some two to three thousand years ago, forever changed the developing world in terms of its agriculture, art and military fortunes. The properties pertaining to bronze allowed for much greater fashioning potential, and those nations that had the means and political alliances to acquire the necessary tin, along with the technological ability to work this new super-metal, were immediately granted the upper hand over their rivals. The discovery of bronze literally changed the world, including its much soughtafter regions of supply: the fair lands of Cornwall and West Devon.

Great beach fires were raised here at Mothecombe and lavish

Lunch on board - the aft cabin roof serving as a perfect dining table.

As we swung on the anchor warp and enjoyed our picnic lunch on Horizon’s aft deck, I mused on the vista before us. displays were held as the colourful and wealthy Canaanite merchantmen and their goods were honoured with celebrations that could last for days at a time.

What tales were told, I wonder?

What stories were shared? What knowledge was imparted thanks to this seaborne exchange trade? But one thing is for certain: such trade links with the Middle East, the cradle of humanity, likewise placed the West of Britain at the centre of the world and enriched not only its economy but also its peoples with foreign culture and developed thinking. Strange to think that several millennia or more ago, the world was, even then, quite a small place - all thanks to the sea and that which it bore along.

Back to the future We enjoyed a beautiful afternoon here, lazing in the shallows off the Erme. Besides the nibbling, the sipping and the chatting, throwing caution to the wind, I decided to launch myself with all the finesse I could muster off the bathing platform into the ‘oggin’ for a swim. But I don’t mind telling you, upon making contact with the water, I instantaneously regretted it! The sea was so cold I swear I could feel it burning my skin!

A hasty dive followed by a few determined strokes and then it was time to ditch my self-respect and single-mindedly head straight for the swim ladder. The jibes mattered not. Back on deck with a towel around me was the only place I wanted to be!

With the sun beginning to sink in the west and a smooth sea of gold before our bows, we plied our way back toward the Great Mew Stone and the haven from where our day’s meanderings had begun.

Indeed, it had been a voyage in time, and one our family would remember for some time to come.

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85

SUSTAINABLE FISHING

A CATCH QUESTION

Sustainable fishing is a subject that should be of concern to all of us who take to our boats armed with rod and reel. Will Parkinson, of Smartfish UK, talks us through some of the issues and affords us the benefit of his considerable experience.

I

have been fishing for 27 years in and around the beautiful coasts of the UK and remember well (many years ago now) when I loved nothing better than to take myself off to the beach in order to catch some fish to take home to Mum. The hours seemed to fly by as I stood on the beach at Dungeness filling up my bucket with anything and everything that met the legal size limit. But you can imagine my mother’s response when presented with my great haul? Often as not, she would exclaim: ‘Will, what on earth are we going to do with all this fish?!’

Food for the table Mum, of course, would fit as much as she could in the freezer, and then we would knock on our neighbour’s door and offer the rest to them. All too often, though, this just resulted in my slippery gifts being turned away, with the consequence that my ‘overcatch’ was duly thrown in the bin! Now, while I appreciate that putting good fish in the bin is completely wrong, back then that’s what we did. I was also heavily involved with competition angling at the age of 12 and fished in some of the best junior clubs along the south coast.

But the same thing would happen there too: we would fish for a good six hours, filling up the buckets with as much fish as we could catch, in the hope of scooping up some prizes at the end of the day.

But what happened to all the fish? I

Fishing adds another dimension to boat ownership and is also a good way of switching off and relaxing.

You might be surprised to learn that even valuable and desirable fish varieties are not immune to this abuse. The likes of bass, cod, pollock, etc. all suffer this appalling fate simply because government legislation makes it impossible for even perfectly edible fish to

be landed if a quota is exceeded as a result of a particularly rich or successful catch. The arguments surrounding supertrawlers are, of course, a mighty subject and a topic of much debate. Nonetheless, the principles involving these vessels and how they operate are

regret to say that they suffered the same fate, and rather than being eaten, their demise involved either being binned or being dumped back in the sea dead. Of course, this way of fishing is completely wrong, and now I’m a little older and wiser I fully understand why.

Supersized issues Our sea life and the marine ecosystem in general are struggling to survive, not only due to the terrible issues involving plastic waste and microplastic pollution, but also because of ruthless and reckless overfishing. In terms of the latter, the vast ‘supertrawlers’ that prowl our oceans, scooping up everything in their path, are particularly heinous culprits.

These vessels have huge quotas for fish such as mackerel, herring and other ‘common’ species, but when towing their huge nets they catch vast amounts of unwanted fish known as ‘bycatch’. These fish are invariably filtered out of the trawler’s processing systems, with the result that they’re simply heaved back over the side into the sea, again dead.

Inside Will’s purpose built Smartfish craft. Note the Shoxs seats.

Will Parkinson at the helm.

www.powerboatandrib.com 87

SUSTAINABLE FISHING

Will’s catch. A dinner for four!

not that far removed from those involving the amateur rod-and-line fisherman.

Fishing with insight As I mentioned earlier, I’ve spent many years fishing for pleasure in our home waters, and I fish professionally too from our Smartfish boat in many

Around the UK we have brilliant fishing and some amazing species to catch. competitions around the UK. Fortunately, times are changing and anglers are becoming far more

conscious of what they are taking home, and I personally have no problem with anglers harvesting fish from the sea for the table – but it’s all about just taking only what you will use.

In my competitive guise, I’ve spent many trips out on the water catching a selection of stunning fish and not taken a single one

… learning how to handle caught fish humanely is absolutely essential.

home. I’ve put them all back, and the only thing I come away with is a smile and some photos of a brilliant day. It’s also good to see the competition world in general showing signs of change. With most people owning a smartphone these days, there are some great app platforms that can gather all the information needed by taking a

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SUSTAINABLE FISHING

picture of the fish with a measuring tool, in order to log the catch prior to healthy release. This means there are no dead fish back at the quay, just smiles and photos.

Some of the bigger competitions are also limiting the number of boats to a maximum of 50. This is for good reason, because even with the catch-and-release policy, having a lot of boats all fishing the same patch of water en masse places the environment under real pressure (for example, many boats all dropping anchor can cause damage to the seabed, as their anchor chains can drag and damage seagrasses and kelp beds). But with catch and release being undertaken by people who are skilled and proficient, in these competitive scenarios, the vast majority of fish do go back with a minimal degree of temporary injury.

Responsible fishing I must stress, though, that learning how to handle caught fish humanely is absolutely essential. Being mentored by experienced people is the best way to learn, and this applies as well to learning how to despatch a fish quickly and efficiently for the table. Linked to this is the importance of being responsible in terms of the size of fish you hunt. Don’t use tackle that’s designed for catching creatures beyond your sphere of knowledge and experience. (In our next edition, Adam Kirby will look in some detail at the subject of lures.

Understanding tackle and how to use it is fundamental to responsible

Being mentored by experienced people is the best way to learn and sustainable fishing.)

I’d like to add that, due to the large numbers of bluefin tuna in our Channel waters at present, there have been reports of irresponsible anglers going out under the guise of shark fishermen with the real intention of fishing the tuna. Often, the deadly and prolonged game of tug and war stresses and hurts the fish to such a degree that the battle not only turns its system toxic with high levels of stress-induced mercury, but then, if and when landed, its captors may have no idea as to what to do next with the fierce and immensely strong beast thrashing about on deck. One can imagine the difficulty of trying to unhook the lure in such a scenario and the strong likelihood of the poor creature just being kicked over the side with the steel lure still in its jaw. In any event, it’s illegal to land bluefin ashore, and the fines for doing so are very substantial indeed.

Around the UK we have some brilliant fishing and some amazing species to catch. Fishing adds another dimension to boat ownership and is also a good way of switching off and relaxing. As this article makes clear, it’s also a way of putting some delicious food on the table. If done responsibly with knowledge and insight, fishing can be perfectly sustainable too.

Top: A mature Sea Bass Below: Two beautiful Pollack

It sucks!

New research by the Journal of Experimental Biology has found that fish can’t suck up food as well after having a hole poked in their mouth by a fishing hook. The research team, led by Tim Higham at UC Riverside, focused on marine shiner perch for their study. These perch are a common target for anglers and belong to a broader group of fish (along with bass, bluegill and other perch) known as ‘suction feeders’. These fish eat by getting close to – but not quite touching – their next bite of food. Once in place, they open their mouth extremely fast and the pressure difference pulls in a mouthful of water and food. This is how humans suck. Imagine yourself drinking through a straw – all you’re doing is opening your mouth while keeping your lips sealed tight around the straw. Now imagine there’s a hole poked in the side of the straw – or, to be slightly more gruesome, in the side of your mouth. The suction wouldn’t work as well. This, the researchers found, is analogous to what happens to a fish after an encounter with a hook.

The researchers caught the perch for their experiment off Vancouver Island in Canada. Half they caught with a traditional hook and line, the

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other half they caught in a seine net to serve as a holeless control group.

They brought the perch back to land to undergo tests in tanks in their lab at the Bamfield Marine Sciences Center.

While watching with high-speed video cameras, they fed the fish. The videos allowed them to measure how wide the fish opened their mouths and how quickly; how close they got to their bites of food; and how fast the food was sucked into their mouths. They found that the angled fish behaved the same as the net-caught fish. They opened their mouths the same amount, just as quickly, and approached their food at the same distance. But thanks to the hole ripped in their mouths, the recently angled fish sucked up food 34% slower than the net-caught fish.

‘We were surprised by how dramatic the difference was,’ said Higham.

‘For there to be that big a difference was definitely striking.’

(The foregoing is an extract taken from Anna Funk’s article ‘Catch and Release Fishing Might Hurt Fish More Than Thought’, published in Discover magazine, 9 October 2018; www.discovermagazine.com.)

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Ports of Call:

YARMOUTH ISLE OF WIGHT

Alex Whittaker visits this small but perfectly formed harbour, right on the Solent …

Y

armouth is located to the north-west of the Isle of Wight on the River Yar. It is a pretty town and lies just a short passage across the Solent from equally appealing Lymington. Yarmouth is a historic port town. It is the site of one of Henry VIII’s 16th-century artillery forts and has long been a famous yachting destination.

The recent addition of a modern pontooned marina within its old harbour walls has only added to its popularity. Most conveniently for powerboaters, the harbour and town are immediately adjacent.

Approach from sea Yarmouth is easily spotted against the Isle of Wight hinterland with its long wooden pier and its distinctive, tall and majestically be-clocked church tower. The only off-lying hazards are Black Rock, clearly marked with a green conical buoy

If you truly love boats and boating, Yarmouth, Isle of Wight, is one of the sacred destinations.

(flashing green, 5 seconds), and the shoals that lie north of the pier. The unusual pier has a dog-leg but lies roughly east-west. The constant buzzing of ferries and small craft offers another set of entry clues to the keen pilot. After dark, the ferry terminal is floodlit, and the pier has its own lights. Yarmouth Harbour entrance waypoint is 50 42 42 North, 01 30 05 West.

Tidal set The tide sets strongly across the harbour mouth at half-flood and ebb. If you are not mindful of this fact, you risk being swept either

side of the quite narrow harbour entrance. In essence, one should keep 50 metres clear of the pier head and its fishing lines, which lie to port, and pick up the harbour leading marks 187 degrees true on the quay. The approach channel is maintained to a depth of 2.5 metres below chart datum. Naturally, pleasure craft must give way to the ferry. Generally, this means keeping well to starboard of the ferry slip, and towards the harbour wall. The harbour speed limit is 4 knots. A berthing master will come out to assist you if you have previously radioed ahead on Channel 68.

Incidentally, Yarmouth Harbour offers its own (highly recommended) online pictorial harbour approach and entry guide: https://www. yarmouth-harbour.co.uk/ harbour-entry-fullscreen.php

Rafting up Never forget that Yarmouth is extremely popular in high summer, so booking ahead is essential.

Indeed, over busy summer weekends, ‘Harbour Full’ signs are often posted on the end of the ferry terminal. Rafting up is commonplace too. Also, arriving crews must be prepared to moor up port or

starboard to. The new marina has 220 visitor moorings – these include floating pontoons with direct walk-ashore access, those that will require your dinghy and the harbour taxi (Channel 15 VHF, mobile: 07969 840172). The harbour is an exciting and busy place in high summer, with a lot going on.

The ferry If you are towing your powerboat or RIB overland to Yarmouth, you will need to catch the ferry from Lymington. First of all, let me pay tribute to the ferry staff ashore and aboard. They were extremely helpful, even under trying COVID circumstances – especially when I got in a tussle with the truculent robot ticketing system. The Lymington ferry car park is vast. It is deliciously easy to manoeuvre your boat and tow vehicle straight through the helpful lane system

MAIN: Henry VIII’s chunky artillery fort at Yarmouth.ited about the hub of the village.

RIGHT: Yarmouth offers over 200 berths.

Slipway near Yarmouth Sailing Club – harbour building and town beyond.

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PORTS OF CALL: YARMOUTH

The George’s seaside beer garden.

– great customer support. The ferry terminal’s riverside snack bar staff were similarly cheerful and helpful. You can sit outside in the sun awaiting your ferry and enjoy something to sip or nibble.

All this makes the ferry experience quite an event, like a mini Channel crossing. It’s only a short passage to Yarmouth, at let’s say … ahem … a leisurely pace. Still, you get the chance to visit the ship’s bar, eat a nice sandwich, and giggle at the amusing and wry remarks from the

The restored and rather fine Yarmouth wooden pier.

The harbour entrance from the main slipway, with ferry arriving.

Captain. Most importantly, you can have a good gander up and down the Solent from on high as the ‘cruise’ unfolds. The fab open top deck gives a truly commanding view.

The final approach to Yarmouth is both compact and spectacular, arriving next to the castle and the ferry slip in a bold theatrical setting.

Incidentally, if you keep your eyes open on the ferry’s top deck, you can easily learn the safe approach to Yarmouth Harbour, as it opens up far below – ideal for the visiting skipper

to get her or his initial bearings.

Following the ferry at a safe distance into harbour was clearly the normal thing for many local small craft. Staying well behind the ferry on the rear starboard quarter was their preferred approach. These craft then gently swept to starboard, as the ferry berthed, to access the harbour proper. This approach gives access to the all-important fuel berth and the first marina pontoons. Obviously, with this large ferry running night and day, one

has to pay close attention to its manoeuvrings when in the harbour environs. Give this ship loads of room.

Harbour reception This versatile building, right on the quay with its own car park, is the hub of all harbour operations and services. It houses the harbour master and reception facilities and ‘Cockpit Essentials’. This is a nifty initiative encompassing toilets, showers, launderette, gift

The wooden pier is an utter delight, as are Henry VIII’s castle and the square-towered church – continuity, not cosmetics.

PORTS OF CALL: YARMOUTH

Cockpit Essentials does not feel like a marina reception – more like a mini seaside facility, with a holiday atmosphere.

Tidal flow The tidal flow within the harbour and its entrance can be strong.

These currents can cross berths at odd angles.

Slipway The main slipway is right by the Town Quay wall. This is conveniently close to the car and trailer parking.

It is wide and easy to use. Fees are payable at reception. There is another slipway by Yarmouth Sailing Club, and this is often full of happy families crabbing. Family crabbing is most certainly not frowned upon at Yarmouth, but it is sensibly restricted to this much safer area.

The kids loved it.

Cranage A crane is situated on West Quay. Its SWL is 5 tonnes. Charges apply, and the crane is operated for you by a YHC staff member.

RNLI berth The Yarmouth Lifeboat is based in the harbour. One has to be aware that she might sally forth at any time, day or night. shop, coffee lounge, refreshments, tourist information and mobile charging. It also has a 24-hour news facility, and even Calor Gas and Campingaz sales. Just note that the toilets and showers do not have 24-hour availability – times are posted. For crewmembers with reduced mobility, disabled access to the building and the shower and toilet facilities has been ensured.

This is always gratifying to see.

There are baby changing facilities, and even ice is on sale for your crafty back-deck G&T. Free Wi-Fi is

… it is authentically historic, well kept, very pretty and very friendly.

The harbour taxi rushing to take thirsty ribsters to the pub.

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available too, though we did not try it beyond googling and reading emails. Although the nearest cash dispenser is in town, there is cashback available at Cockpit Essentials – a useful backup. Mind you, all our purchases in Yarmouth town and the harbour were via card.

We found the harbour facilities met all our essential needs as visiting boaters in a pleasant environment.

Water You will need your own hose, but water is available on South Quay, Town Quay and at the fuel berth.

MAIN: Busy, busy, busy. The moral is book early.

2. Yarmouth Harbour reception.

3. The slipway by Yarmouth Sailing Club. Use the other one by the Town Quay.

Local trip craft operate from the harbour.

PORTS OF CALL: YARMOUTH

1. Yarmouth’s only waterside cafe, The Gossips. 2. Fashionable little tuk-tuk on the streets of Yarmouth. 3. The Bugle Coaching Inn is very alluring.

Ten fun facts about Yarmouth Yarmouth has been a settlement for over a thousand years.

Yarmouth is the secondsmallest town in England.

The Danegeld tax of 991 mentions Yarmouth.

Eremue was the settlement’s original name, meaning ‘muddy estuary’.

The French burnt down the town in 1544.

Marine businesses

Fuel

Yarmouth Harbour seems to have the full complement of marine businesses. The Yarmouth harbour website lists them all. We felt Yarmouth would be a great cruising base for a full season’s foray along the Solent, but we would certainly have to book early!

We were delighted to find that both diesel and unleaded petrol were available at the fuel berth. Boats may use both sides of the pontoon.

There is also a free waste pump-out.

Call Channel 68 for these services.

Chandlery There is no chandlery at the harbour, though you can get gas. The nearest chandlery is Harwoods in The Square (01983 760258). It is very Traditional.

Longest wooden pier in the country open to the public.

As an angry response, Henry VIII built Yarmouth Castle in 1547.

In 1784, many of Yarmouth’s ancient charters were stolen by a drunken sea captain.

Yarmouth was a corrupt Parliamentary ‘rotten borough’ for a quarter of a millennium.

Yarmouth Pier, at 186 metres (609 feet), is the longest wooden pier in the UK with public access.

Pamela Green, 1960s glamour model, and doyenne of the modern ‘top-shelf industry’, lived in Yarmouth.

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Recycling The harbour provides comprehensive recycling facilities.

moorings, one must call ‘Yar Bridge’ on VHF Channel 68. In BST, the fixed opening times are: 0800, 0900, 1000, 1200, 1400, 1600, 1730, 1830 and 2000. In GMT, the bridge opens on request. The traffic light system operates as follows: Red = STOP Red and Green = STAND BY Green = GO

Yar Bridge

Swimming area

To transit the Yar Bridge upstream to access Yar Boatyard and the river

Yarmouth Harbour has also provided two more quite unexpected

PORTS OF CALL: YARMOUTH

Boater beware: the harbour is the base for the RNLI Yarmouth Lifeboat.

Day cruising destinations from Yarmouth The whole Solent, the Channel Islands and northern France become your oyster! However, below are a few much closer places you might visit by boat from Yarmouth: The Hut at Colwell Bay, IoW There is a highly recommended beach restaurant at Colwell Bay, well known for its stunning sunsets. Anchor up and they will bring you ashore in a RIB. Alum Bay, IoW This famous anchorage overlooks the Needles. It’s renowned for its swimming.

features. First, beyond the bridge is a protected swimming area, which is very popular on hot days.

BBQ area The second surprising feature was the provision of a defined BBQ area.

Boaters can buy disposable BBQs from the harbour’s main reception building. A nice touch, we thought.

The provision of waste bins was a thoughtful addition.

Royal Solent Yacht Club This is next to the pier and welcomes visiting boating people.

Its bar has unrivalled views over the Western Solent. Your RYA card, or another affiliated boating club card, will do the trick.

Cycling Bike hire is available at Wight Cycle Hire at Yarmouth Station (01983 7611800). We were delighted to discover that there is a bike route from Yarmouth to that hallowed boating location, the Needles.

On the town So, how to describe neat little Yarmouth town? Well, it is authentically historic, well kept, very pretty and very friendly. The wooden pier is an utter delight, as are Henry VIII’s castle and the square-towered church – continuity, not cosmetics.

The main street is picture-perfect southern England, and the narrow back streets and alleyways are full of things to discover. It is a gentle place, both relaxed and relaxing.

Yarmouth town is authentically historic, well kept, very pretty and very friendly.

When we were there, we were bothered by very little road traffic.

True, there were one or two cute and rather fashionable little tuktuks to take you about; however, we sauntered in the hot sunshine like lords. We liked the welcoming pubs and the full range of dining opportunities afforded by the town.

The continuum ranged from quite posh and formal right through to fun fish ’n’ chips. Venues included the rather good George Hotel (and Beach Club) and equally interesting but crucial modern eateries like On the Rocks and Salty’s.

Yarmouth’s shops, mostly individually owned, have deftly avoided high street clone blight.

They provide the visitor with a refreshing variety of interesting things to explore, buy and take home. We looked at everything from gemstones to fossils, country crafts to chandlery. There were adequate opportunities for revictualling (including ‘licensed’) and there was even a cash dispenser. Overall, this is a great place to idle away, doing nothing in particular, after a few pints. ‘People watching’ in the George garden is a great delight. If you truly love boats and boating, Yarmouth, Isle of Wight, is one of the sacred destinations.

Newtown Creek, IoW A superb anchorage within a nature reserve. Take your tender and a picnic ashore to enjoy the beach.

Cowes, IoW As famous as it gets. Also, take time to take your tender to the Folly Inn about 2 miles further up the River Medina.

Hurst Castle This landmark close to Lymington River has an open anchorage, but be careful of the strong tidal current alongside the beach. Good lunch stop.

Beaulieu River Beaulieu is a stunning destination by boat. Tranquil and riparian. Tie up to one of the river moorings at the village or venture to nearby historic Buckler’s Hard.

Cruising further (with approximate sea mileages): Christchurch 18nm Poole Harbour 25nm Studland Bay 21nm Southampton Water 20nm Hamble River 16nm Portsmouth 23nm Bembridge 24nm Chichester Harbour 32nm

Access By road Road access is via Lymington on

the mainland. Exit the M27 at Junction 1, following signs for Lymington on the A337.

At Lymington, the marina directions are indicated by brown tourist signs – initially as Marinas & Riverside, and then as Yacht Haven. By exiting the M27 at Junction 2, you can reach Lymington via Beaulieu, avoiding the potential bottleneck at Lyndhurst during the busy season. Your mainland target is the Lymington Ferry Terminal.

By rail There is a regular half-hourly service from the main line station of Brockenhurst through to Lymington Town.

By air Both Southampton and Bournemouth International Airports are within easy reach – just a 40-minute drive from Lymington. It’s around a 1.5to 2-hour drive from London Heathrow and Gatwick.

Yarmouth Bus Station / Taxi Rank These lie immediately adjacent to the harbour car park. Very convenient.

Contact Harbour master: 01983 760321 VHF Channel 68668 Water taxi: 07969 840173 VHF Channel 15 https://www.yarmouthharbour.co.uk/

Charts Admiralty: SC5600 2021 2035 Imray: C3 C15 2200 Stanfords: 11 Chart packs 24 and 25 L9 L10

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THIS BOATING LIFE:

RUNNING A SMALL SPORTS CRUISER Alex Whittaker offers some simple practical advice to those new to powerboating.

THIS BOATING LIFE

B

uying and insuring your new boat and getting her onto the water is all well and good. Operating her safely and efficiently introduces a whole new set of priorities. We all appreciate the importance of wearing life jackets, using an engine kill cord, planning our passages and checking the unfolding weather.

However, there are a number of often unspoken simple things that a sensible skipper keeps an eye upon.

Know your ropes The first thing you will need to do is tie up your boat safely to the mooring or, more likely, your marina pontoon. If your boat came with serviceable ropes, you are already a step ahead. If not, you need to take advice on which to buy. This is a big subject, beyond a mere mention in an article. The best advice is to speak to someone who can literally show you the ropes. Besides this, there are the many YouTube videos, which are fab, and these will take you through the required ropes, equipment and knots. As for knots and how to tie them, the following website is very useful and very

It is very reassuring knowing that your boat will start the next morning! graphic: www.animatedknots.com.

You will find it fascinating. My own favourite and hugely versatile boating knot is the round turn with two half hitches.

Ropes with eyes Just as an example, this is how I have set up my own 24-footer. I have fitted a long bow rope and an equally long stern line to my boat for basic mooring up. These two ‘long ropes’ are deliberately just shy of the length of the boat. Do not make the schoolboy error of having your bowline so long that if it fell in the water you could drive over it and foul your propellor. (Don’t ask me how I know!) These long lines are TOP: Titan is neatly held off her berth by sensible use of rear lines. accommodation? Your choice.

RIGHT: My mate David Lloyd helping me to sort out my ropes.

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THIS BOATING LIFE WITH ALEX WHITTAKER

always attached to their respective cleats at either end of the boat, and thus they always come to sea with me. I buy such commercially madeup mooring ropes from reputable dealers like Jimmy Green Marine, whom I cannot praise enough.

Keen prices too. Check out their hugely practical Knowledge Centre online – it is very good indeed: https://jimmygreen.com/content/ category/12-knowledge-centre?id_ cms_category=12 I buy their lines with a ready-made eye at one end. This makes securing them to my boat cleats very simple.

The ‘non-eyed’ free end is used for securing to the berth. This free end can also be heaved, when the boat is coming in, to a friend standing on the pontoon waiting to receive it. Alternatively, a crewmember can

A powerboat will require its key fluid levels to be checked daily. skip onto the pontoon with the free end in their hand to secure to a post or cleat. Significantly, these lines are long enough to continue from the pontoon cleat to the boat’s central breast cleat. If your boat has a breast cleat it always pays to include it when mooring up. This means my boat is secured at the bow, the stern and amidships. Get a knowledgeable friend to show you how to tie off a rope properly to a pontoon cleat. In the meantime, you might wish to look at the version on the aforementioned Animated Knots website.

As regards the type and size of line to use, many years ago I asked Jimmy Green Marine to specify the sizes for me for my particular boat.

These days their above-mentioned online Knowledge Centre has all the details for your particular length of boat instantly available.

I have followed their suggestions for decades. Their online presence is also brilliant for anchor sizes, chains and rodes. I use them when I upgrade all my mooring lines every other year. Mind you, for the winter storms, I do double up all my mooring lines.

Tow rope At sea, I also carry a third, much longer line so I am able to give or

receive a tow in an emergency. I also keep a sharp diver’s safety knife to hand to instantly sever the tow line in an emergency. If you do not have an emergency knife, a humble serrated-blade bread knife is surprisingly versatile when cutting boat lines and clearing fouled propellers.

Stowing your lines My boat came from the factory with enough cleats in the right places to tie up safely at the marina berth.

Unfortunately, she had no obvious provision for stowing our long fore and aft lines while underway. In the past I confess that I have simply used an ad hoc bag on a carabiner clipped to a cleat. However, I still fretted that the stern line might somehow slip overboard underway and entangle the prop; therefore I wanted a place to stow these two long lines safely in the cockpit.

After much casting about – and discarding the idea of adding any extra cleats – I decided to go simple and lo-tech. I bought a commercial yachting halyard bag and now use that to stow the lines. This is a heavy-duty blue canvas bag with two compartments, plus nylon netting drains sewn in below. It comes with four press stud poppers to fit it to the boat. I duly secured these to the cockpit wall in a place that was out of the way of any deck traffic, behind the captain’s chair. The lines are brought to the cockpit from fore and aft, hanked up neatly and simply dropped in the bag. I usually leave a small rope tail over the edge of the bag to pull the rope out. So far so good. It is a quick and tidy solution that has worked well. I bought my Solent Leisure 250x300mm (10”x12”) double halyard bag because it fitted the available space better. It cost £30.09, including postage and packing, from Force 4 Chandlery: https://www.force4.co.uk/.

They also offer a larger threecompartment bag. However, it was a bit long for the space I had available, and my spare towing line was too bulky to fit. That longer (tow) line now lives in the stern locker, RIGHT: 1. Much to like about this arrangement; note chafe tubes and use of fairleads. 2. I fitted my rope bag in a low-traffic area of the cockpit. 3. Knowing the ropes is all part of seamanship. 4. A rope with an eye in it simply secures to a cleat.

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THIS BOATING LIFE

Note how the vessel and fenders are held off the berth by her ropes.

A couple of fenders with socks make a great pontoon bumper. under the rear folding bench seat. I commend this simple bag-type rope stowage solution to you. It takes about half an hour to fit the four press studs using simple hand tools.

Fenderology Very briefly, to protect the hull at the pontoon, your fenders should be put out in at least three places: fore, aft and amidships. It is worth noting that Jimmy Green Marine also provide a very informative Fender Size Guide online: https:// jimmygreen.com/content/183fender-size-guide.

For emergency use, and for general boat maintenance and updating, you can’t beat having a wellthought-out bosun’s bag aboard.

My berthing partner!

It pays to not let your fenders dangle in the water, because you will only have to clean them later. Mine are held to the boat by smaller-diameter lines than my mooring lines. Setting your fenders to the right height so that they cannot ride over the pontoon is also important. If you cannot get your fender knots right, there are commercial white nylon items that secure your fender rope to a stanchion or rail, by niftily jamming it inside. Also important is making sure that the fenders run on your boat’s rub rail and not, say, on any gelcoat, hull lettering, skin fitting or styling flashes. Some

Refuelling can be dangerous; develop your own safety regime.

Ideal: holding the boat off the berth, and all the fenders out. people also fit fender socks to reduce any chafing. One of my much cleverer boating mates pegs out his boat on the water, mid-berth, with no parts of the boat actually touching the pontoon. This is a neat trick if you have the required cleats on the pontoon and can put up with the constant tuning of line lengths.

It does, however, stop the hull from touching the stage or pontoon altogether.

Fender etiquette It is considered good form to remove and/or inwardly stow your fenders as soon as you are safely underway from the marina. This is why you see vessels idling off harbours while they put all their fenders back out when they return.

I don’t always remember to pull my fenders in – and get harried by my boating pals for it. Mind you, worse things happen at sea … There is also another point. I need to work my boat from the cockpit. Indeed, when working the boat alone, I never leave the cockpit. This is for safety, and

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also because I am always wearing my engine kill switch cord while underway. This means that I can’t go that far from the helm without stopping the engine! Consequently, I have devised ways of pulling in and putting out my fenders directly from the cockpit – mostly through deft use of my boathook. By the way, I would never be without my trusty boathook, which is also great for berthing single-handed.

Berth bumpers I have also added big commercial plastic bumpers to my marina berth.

These are there for those times when I come in a bit hot, or when the wind catches me out unawares – yet again. I find it best to approach my home berth as slowly as steering will allow. In that way, any impacts are reduced!

It’s good to know your knots.

Refuelling routine We have all seen those harrowing YouTube videos of refuelling explosions. My refuelling routine is to run the bilge blower for a few minutes before tying up at the full berth. Then I get the crew off the boat completely and send them well down the berth. I let the marina staff refuel, and then I restart the bilge blower. This is actually a ‘sucker’ air fan that is supposed to drain

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THIS BOATING LIFE

Bosun’s bag

Running your own boat is one of the greater things in family life.

For emergency use, and for general boat maintenance and updating, you can’t beat having a well-thought-out bosun’s bag aboard. If it lives aboard it can’t be left at home, and you can add things to it is as experience dictates. We bought a basic toolkit in a bag from Halfords many moons ago, to which we have added additional items over the years. Our expanded bosun’s bag now features: Mini socket set A selection of screwdrivers Pliers, engineer’s and electrical A set of jeweller’s screwdrivers In-line and blade fuses Electrical connectors Spare manual bilge pump cassette

the bilge compartment of explosive vapours, just in case there has been an overlooked fuel leak. I’d be lying if I said I was not tense every single time I turn the key on any petrol boat. After about five minutes of bilge blowing, I restart the engine, re-embark the crew and set off. I never carry spare fuel aboard, and I never refuel at the berth or at sea.

There are vapour and gas alarms in the bilge and in the cabin. These need keeping up to scratch, and testing regularly. They may save a life.

VHF If your new boat came without a VHF radio, you will need one.

However, a new one need not cost the earth. Our boat has a substantial factory-fitted 25W fixed VHF with a 2.7mm antenna, and helm fist mike,

complete with GPS readout. However, and perhaps perversely, we tend to use our simple and affordable (60 quid) hand-held marine VHF for most radio traffic. It clips onto a screen support at the helm and is very convenient. It is kept on float charge in the cabin at the berth when not in use on deck. Finally, going on the RYA VHF course is highly recommended. It is great fun too.

Compass and charts If your new boat has a chartplotter on the dash, you will need to find out how to use it. Once again, a knowledgeable friend is always the best way forward. If not, try the manufacturer’s presence on YouTube or, heaven forfend, read the manual.

However, driving most modern chartplotters is not rocket science.

The key advice I would offer is to buy I back up my chartplotter with my smartphone.

If your new boat has a chartplotter on the dash, find out how to use it.

Electrical, gaffer and waterproof binding tapes Safety knife & serrated bread knife A selection of cable ties

a screen that is big enough for you to see clearly while underway. Small screens often look very cluttered, though of course you can tune down their sensitivity. Never forget that a smartphone or tablet can be used like a chartplotter. I keep my smartphone and chartplotter side by side. If cash is tight, best advice is to investigate the Navionics app, which offers a very reasonably priced alternative to a pukka dedicated chartplotter. However, for a small boat inshore in settled weather, a local yachtsman’s chart and a good compass will keep you safe. RYA powerboat courses will teach you how to use them. They’re highly recommended, and once again great fun.

Running fluids A powerboat will require its key fluid levels to be checked daily. For example, our inboard engine uses a number of different fluids, including engine oil, hydraulic oil and transmission fluid. You should clue yourself up on where these various reservoirs and dipsticks are situated and teach yourself what the levels should be. We carry spare fluids, marine greases and marine lubes in our bosun’s locker.

106 www.powerboatandrib.com Issue 170

First-aid kit with an emphasis on burns and cuts

Electrical cables (variety of sizes) Hand brace and an electric drill A set of engineer’s twist drills Simple 12V electrical tester Multimeter 12V inspection lamp Screws, washers, nuts and fasteners in a small waterproof jar WD-40 and 3-IN-ONE aerosols Small gas torch or a gas hot-knife soldering kit A set of mini-flares Spare 12V socket phone charger and Poundshop multi-lead for a variety of phones and tablets

Which items have we used most?

WD-40 Hand tools, screwdrivers, pliers and multimeter Hand drill/electric drill Tapes, various Electrical connectors, fuses, screws Safety knife

And the least used?

Mini socket set Gas hot-knife set Bilge pump spare cassette

THIS BOATING LIFE WITH ALEX WHITTAKER

Battery switching When a boat is fitted with two batteries and a three-way rotary switch, the operation of this switch sometimes baffles new skippers. The basic idea is that the boat has two batteries, one for engine-starting duties and the other for domestic duties, such as running the lights, the boat stereo and the 12V fridge.

The key concept is that you should never let your domestic usage flatten your starter battery. Thus, the three-way switch can be switched to either Engine Only (Battery position switch 1 Only), Domestic Only (Battery position switch 2 Only) or position (3) for ‘Both’. So, if we were staying overnight in a nice cove, after stopping the engine we would select Domestic Battery 2 alone for all the time we were anchored. This would stop our overnight domestic usage (from, say, our fridge, TV or stereo) from draining our allimportant engine starter battery.

In the morning, we would switch to ‘Both’ to select both batteries in parallel, thus doubling the battery capacity (not voltage) available for cranking. This is to give us a brisk start. Once started and running for

a short while on ‘Both’, we would quickly switch back to Engine 1 Only to keep the engine battery backup to muster. Later, when the starter battery is fully charged, we would select either ‘Domestic’ or ‘Both’ to continue to top up both batteries.

However, as soft marina dwellers, we have our boat connected to mains shore power all the time we are on the berth, and therefore on float charge, so we tend to leave our three-way switch on ‘Both’. It is very reassuring knowing that your boat will start the next morning!

Waterproof screw and accessory jar.

LEFT: The ‘electrical items’ in my bosun’s bag. 2. I keep a selection of key fluids and marine greases in my bosun’s locker.

Running your own boat gives you freedom, and a few responsibilities.

www.powerboatandrib.com 107

DEFENCE OF THE DEFENCELESS IN

Jonathan Peers goes on a hunt to learn more about the work of Sea Shepherd and the global issues this organisation and its fleet of vessels are facing …

Photo: TLC-FleetShot

W

hat does the name ‘Sea Shepherd’ conjure up in your mind? A small group of globetrotting activists battling on the high seas in their pursuit of conservation perhaps?

The television series Whale Wars certainly did a lot to portray this image, but as is so often the case, the cameras only capture a glimpse of what is happening on the surface. In speaking with Sea Shepherd directly, PBR has been able to dig deeper into the background of this high-profile, if at times controversial, charitable organisation.

Sea Shepherd see themselves as the last, or maybe the only,

line of defence for marine wildlife.

Countless laws have been passed by numerous countries all around the world with the aim of protecting various species from extinction.

However, laws alone provide little protection when the reality is that there is simply nobody there, out at sea, to enforce the legislation. With high-value catches to be had, and traditions to be preserved, it comes as no surprise that the laws are regularly broken. The sad reality is that if left unchecked, the damage done will be irreversible.

At the time of writing, numerous campaigns under the Sea Shepherd auspices were underway. While one ship was in the Bay of Biscay focusing on tackling the accidental

capture of dolphins, two others were at work on combating illegal fishing activities in Peru and down the west coast of Africa. Though details could not be revealed, other campaigns were ongoing in the Mediterranean and Central America.

Much of the following information is a result of our consultations with Sea Shepherd themselves and contains a lot of direct input from them.

The plight of the vaquita One campaign that caught my attention was that involving two vessels in Mexico. Here, barely clinging onto existence, is the smallest of the cetaceans – the vaquita. This small porpoise is

Photos: © Sea Shepherd

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actually the rarest of mammals.

The tragedy is that this species was only discovered in 1958, and now, just over 60 years later, there are only 10 known individuals left.

It is worth pausing for a moment to actually think about that. In the huge expanse of the world’s oceans there are literally only 10 vaquitas in existence! Should anything happen to these last remaining creatures, without them reproducing, the species will be lost … extinct. The demise of the vaquita is largely down to heavy commercial fishing, with these harmless and beautiful creatures being caught up in fishing nets and subsequently drowned.

Now, for those of you struggling to understand how a ‘fish’ can drown, I will explain. Whales, dolphins and porpoises are not fish, they are in fact known as ‘cetaceans’ – quite simply, aquatic mammals. Mammals, as you may be aware, need air to breathe. Even

though they spend their entire lives submerged in the sea, they - just like us as humans - need to keep coming up to the surface for a fresh breath of air. This breaching of the surface is what we as boaters and wildlife spotters are incredibly privileged to be able to witness first-hand, and what we so love to see caught on film.

The vaquita is not alone in being the victim of fishing, nor is this an isolated problem. You would be forgiven for thinking that any cetacean unlucky enough to be caught up in a net would more than likely be freed by the fishing vessel concerned and allowed to continue on its way.

This is because the ‘romantic’ image of fishing is of small day fishing boats casting off in the morning and returning at the end of the day to unload 20 boxes of fish on the quayside, which in turn are sold to local buyers for the fishmonger and hospitality/

FEATURE

Almost extinct Vaquita porpoise caught in a net © Alamy.com

restaurant trade. However, the reality is very different. Modern fishing fleets are made up of very large, multimillion-pound, technically advanced boats (or rather small ships) whose sole purpose is to catch as many fish as possible. Gone are the days when the boats’ entire catch was

measured in boxes, as now each haul of the nets is measured in tonnes, and when you think about how many times these nets may be emptied into the hold, you soon start to appreciate the scale of each operation. That, of course, is not the end of the story, as you can then multiply those numbers

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by the thousands of fishing boats operating around the globe. As you can imagine, the gross tonnage is simply vast, beyond imagination - to the extent that it becomes difficult to imagine how it could possibly be sustainable. And you’d be right: it isn’t!

Supertrawlers With these ‘supertrawlers’ comes the colossal expense of crewing, fuelling, maintaining and operating/ managing such craft. The overheads will no doubt weigh heavily on the minds and bank balances of the owners, who in turn will put

pressure on their skippers to find ever more fish to trade. Of course, fishing boats exist because of public demand. Fish are viewed as a commodity. The world’s population want fish to eat and are prepared to pay for such. In turn, fishermen go to sea to earn their living, and their vessels, therefore, need to operate in a profitable manner.

But taken to the extreme, commercial pressures such as these are the very reasons behind the many ruthless tactics being adopted around the world by big fishing operators who are either blinkered to the plight of the fish

Industrial trawler © Piola666 istock

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stocks or, worse still, knowingly and wilfully put profit ahead of the environment and our fish stocks.

The methods such entities employ to catch fish speak for themselves.

(No doubt you will be aware of

This global ‘cherry-picking’ and subsequent dumping of caught fish all leads to one thing: OVERFISHING

The use of nets can mean anything in their path will be caught © Piola666 istock

the monstrous net capacities, the carnage these wreak on the seafloor and the indiscriminate slaughter of unwanted sea life. Some have described such industrial-scale fishing practices as constituting the rape of our oceans.)

Many governments around the world put in place legislation to try to protect fish stocks, issuing quotas - in other words, telling the fleets how many fish they can catch.

Not only that, the authorities will even dictate such things as what size the holes must be in the nets in an attempt to prevent juvenile target species, or indeed smaller

SPECIAL

non-target species, from being caught. Despite this, the use of nets is quite indiscriminate, which means anything in their path will be caught and landed on deck.

So, in this scenario, what is the process? With such a mixed catch now aboard the vessel, it’s down to the crew to effect the business of sorting through the catch to determine what needs to be kept and what should be discarded.

Obviously only the most valuable

FEATURE

Drone view of deployed fishing nets gives some perspective as to how vast they can be. © Pham Hung istock

It’s hard to believe that a creature Hollywood has conditioned us to fear is actually one that humans are dependent upon for their very survival! fish, or only those fish listed on the boat’s quota, will be kept.

Everything else - that which is classed as ‘by-catch’ - is literally dumped overboard. The intention of government quotas is to preserve fish stocks, ensuring sustainability, but the reality is very different and results in incalculable tonnes of unwanted by-catch being dumped back into our seas dead, unwanted and unused. It stands to reason that it should either be put to use in helping to feed the planet’s starving millions or should not be caught in the first place so as to ensure the future health of our seas and ultimately the very life and sustainability of our planet.

This global ‘cherry-picking’ and subsequent dumping of caught fish all leads to one thing: overfishing – basically fish being caught faster than they can reproduce. Research suggests that in some areas of the world, cetaceans such as dolphins that feed on fish are being blamed for the reduced numbers of fish in the areas in which the fishing boats operate. Somehow these fishing communities believe that pods of dolphins are removing more fish than their huge nets, and hence they believe it gives them licence to cull or eradicate these ‘pests’.

Returning to the issue of government-granted quotas and regulations, these may grab the headlines as the authorities are

Middle: Sea Shepherd mother ship with the two Humber support RIBs. Above left: Fred and Harriet doing maintenance work. Above: Kerstine carrying out vital maintenance checks to the support craft.

www.powerboatandrib.com 113

SPECIAL

FEATURE

One of Sea Shepherd’s ships, the Bob Barker

Sea Shepherd insight The Sea Shepherd fleet is constantly growing in order to meet the needs of the organisation’s many international conservation campaigns. The four patrol vessels featured are serious offshore vessels and provide an example of the type of craft employed as mother ships to the RIBs and helicopters that are essential to the work of Sea Shepherd.

M/Y Steve Irwin: Former Scottish fisheries protection vessel, then Sea Shepherd flagship, now retired.

Length/beam: 59.5m x 11m Speed: 15 knots Range: Unknown, though 200-ton fuel capacity Displacement: 1017gt Crew: 40

M/Y Ocean Warrior: Custom built in 2016 for Sea Shepherd by the Damen shipyard in Turkey.

Length/beam: 54m x 10.1m Speed: 25+ knots Range: 1125nm Displacement: 429gt Crew: 14

M/Y Bob Barker: Ironically started life as a whaling vessel, then later was part of the Norwegian coastguard fleet that actually confronted Sea Shepherd.

Length/beam: 52.2m x 9m Speed: 15 knots Range: Unknown Displacement: 488gt Crew: 36

M/Y Sam Simon: Once part of the Japanese whaling fleet.

Length/beam: 56m x 9.8m Speed: 15 knots Range: Unknown Displacement: 720gt Crew: 30

Disturbing anecdotes are what drive these volunteer crews to put themselves and their craft in harm’s way in their defence of the defenceless. taking a hard-line stance when it comes to conservation, but with the combination of alleged corruption being rife and the very limited resources available to actually police fishing activities, you would be forgiven for thinking that the world is hell-bent on emptying the entire sea of fish!

The work of Sea Shepherd Sea Shepherd, as a conservation group, recognise these problems and see themselves as the defenders of, or possibly even a voice for, all sea life. This is because they understand that the whole ecosystem of the entire planet is a finely tuned balance of different species feeding off, and sustaining, each other. This applies whether it be plant life, fish or mammals, and losing just one species or stratum of species can have far-reaching implications for the rest.

Taking a proactive approach to their conservation work, Sea Shepherd head out to sea armed

114 www.powerboatandrib.com Issue 170

with their own fleet of patrol vessels and an army of volunteer crews. Following intelligence leads, the latter then actively zone into the perceived problem areas or intercept known offenders in order to fight what must surely feel at times a losing battle.

In cases such as the fight to save the vaquita, Sea Shepherd are faced with the plight of another protected species, proving that problems are often linked. The nets that the vaquita falls foul of are actually targeting the totoaba - a fish of similar size to the vaquita but with a huge price tag, giving it the nickname ‘the cocaine of the sea’.

Just one organ, the swim bladder, sells for thousands of dollars per kilo in China, where it is used for its supposed medicinal properties. We are informed that the flesh itself is not eaten and that the rest of the

fish is discarded as they are, in fact, illegal to catch!

Disturbing anecdotes are what drive these volunteer crews to put themselves and their craft in harm’s way in their defence of the defenceless. Viewers of Discovery Channel’s Whale Wars will have seen numerous instances where Sea Shepherd’s captains position their patrol vessels directly between the harpoon vessels and the mother ship or factory vessel in order to prevent the transfer of a dead whale for processing.

Having three ships in such close proximity is incredibly dangerous, but for Sea Shepherd it’s a risk well worth taking. Their logic is that if a harpoon vessel is delayed landing its quarry, then during that time it isn’t chasing down other whales.

Another tactic employed by the crews to further delay the whaling

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FEATURE

With snag nets at the ready

Extinction facts Which are the most threatened species in the natural world? The main reference for answering this question is the IUCN Red List of Threatened Species.

Established in 1964, it’s the world’s most comprehensive information source on the status of animal, fungus and plant species. The list is being continuously updated by scientists, who so far have assessed more than 134,000 species. Their studies reveal some shocking facts: In the last 500 years, more than 900 species have been forced into extinction by human activity.

Currently, more than 37,400 species are threatened with extinction. That’s 28% of all assessed species.

The endangered species are 41% amphibians, 26% mammals, 14% birds, 36% sharks and rays, 28% selected crustaceans and 33% reef corals.

Extinction is not a remote possibility. For species in a critical situation, it could happen as soon as in the next 10 years. In December 2020, the IUCN announced 31 new extinct species.

Over the years, Humber have supplied Sea Shepherd with numerous RIBs. The most recent examples have been 6.3m and 7.5m Ocean Pro models with 2.34m and 2.6m beams

fleet is the use of propeller fouling gear - in essence a long heavy-duty floating rope deployed across the path of an approaching whaling vessel designed to tangle in and jam the propeller, stopping the offending boat in its tracks.

Tactics such as these require craft that are rather more agile than the organisation’s patrol vessels. For this, Sea Shepherd carry on board each patrol vessel a pair of Humber Ocean Pro RIBs. These highly manoeuvrable and seaworthy RIBs sit upon cradles on the mother ship’s deck until required for deployment, at which point they are launched by means of a mechanical crane over the side.

Support craft There is no question about the seaworthiness of the Ocean Pro RIBs supplied by Yorkshire-based Humber RIBs, or indeed their ability to overcome the mountainous seas that are often encountered far offshore. (Our editor, HMS, can personally testify to the capability of these particular craft as he and the celebrated yachtsman Pete

116 www.powerboatandrib.com Issue 170

Goss MBE had two 6.5m Ocean Pros, now employed by Sea Shepherd, originally built for their Gore-Tex Arctic Challenge. Reported on extensively by the Daily Telegraph, the expedition involved a sea crossing across the North Sea from Scotland to Norway and then all the way up the coast and fjords of Norway to the Lofoten Islands.)

Sea Shepherd’s deployment of the

Ocean Pros is limited purely by the conditions at the time of launch and recovery, as opposed to those they may face during the operation itself. Of course, Sea Shepherd are wise to resist dangling a boat and its crew precariously over the side of the ship in extreme conditions.

Both crew and craft alike are far too precious to risk against the slamming steel hull of the ship when it’s violently rolling and pitching.

Over the years, Humber have supplied Sea Shepherd with numerous RIBs. The most recent examples have been 6.3m and 7.5m Ocean Pro models with 2.34m and 2.6m beams, respectively. It’s true that a 7.5m RIB would appear to tick all the boxes of an offshore workhorse, but nonetheless, the smaller, even more nimble and equally robust 6.3m model is fitted out in an impressive way and Sea Shepherd confirm it’s more than able to pack the necessary punch!

Bolted to the transom of these favoured 6.3s is a pair of Mercury F115XL shaft four-stroke outboards.

Counterrotating gearboxes afford lateral trueness underway, and each twin set-up is fed by twin 200L fuel tanks. This arrangement provides reliability along with redundancy in the case of mechanical failure.

It also enables a long-range operating capability, which is especially useful should recovery back on board the mother ship be delayed for any reason. The crew are protected from the worst of the punishing conditions by the installation of four Scot shockmitigating (suspension) jockey seats. These seats are designed

with the intention of reducing the risk of injury as a result of shock loadings and help to reduce fatigue on extended campaigns. A full suite of Raymarine electronics ensures that the crew not only know exactly where they are but can also find their way back to the ship even in restricted visibility.

Aside from front-line campaign use, these RIBs are utilised as landing craft for crew transfers or gathering essential supplies, as well as man-overboard rescue craft. Their low freeboard allows crews to have unhindered access to the water for things such as the

removal of discarded fishing nets – a huge hazard for wildlife and a large contributor of ocean plastics.

It’s not discarded nets alone that need clearing, though. The nets set by those trying to catch the totoaba are illegal, and so Sea Shepherd make it their business to locate and remove them in an effort to disrupt the fishermen’s - or rather poachers’ - activities, and in so doing contribute toward the saving of endangered sea life.

The sum of the matter No matter how well equipped the boats or how passionate the crews

may be, Sea Shepherd are faced with a lonely, uphill battle. They are the sheriff in a lawless town, trying their best on our behalf to clean up the streets in the face of stiff and relentless opposition.

Sadly, it would appear, we are likely barely scratching the surface when it comes to the sum total of the issues and problems involved. Yet the matter of overfishing and the demise of species is a global issue of which an increasing number of people are becoming aware. It is our hope that this article goes some way to contributing toward this aim.

Sharks

man’s best friend As predators, sharks play an important role in the ecosystem by maintaining the species below them in the food chain.

Sharks can also serve as an indicator for health of the world’s oceans. They assist in removing the weak and the sick as well as keeping the balance with competitors, helping to ensure species diversity. As predators, they shift their prey from its habitat, which alters the diet and feeding habits of other species.

Through their feeding on prey, sharks indirectly maintain the seagrass and coral reef habitats. The loss of sharks in certain areas has led to the decline of coral reefs and seagrass beds, and even the loss of commercial fisheries.

Removing sharks from the coral reef ecosystem means that the larger predatory fish, such as groupers, increase in abundance and feed on the herbivore species. With fewer herbivores, macroalgae expand and coral can no longer compete, which can shift the ecosystem to one of algae dominance, affecting the survival of the reef system.

This is the effect on marine life, but what about us as humans? Well, coral reefs are estimated to have a global annual value of around £6 trillion, with 500 million people depending on their existence.

Their contribution to fishing and tourism industries may be obvious, though beneath the surface these reefs provide natural protection from erosion and the effects of tsunamis to both human and marine populations. The medical world has developed treatments for asthma, arthritis, cancer and heart disease from coral sea life extracts. It’s hard to believe that a creature Hollywood has conditioned us to fear is actually one that humans are dependent upon for their very survival!

See page 118 this issue

TIME FOR ACTION

WHY MAN NEEDS SHARK Wildlife expert and international journalist Giovanna Fasanelli explains why the shark population is so essential to the stability of the oceans and even man’s existence.

O

ne of the great ironies of our times in living alongside other predators is surely that of the relationship between humans and sharks.

Humans have long harboured a distinct fear of these ‘merciless and unthinking hunters’, while almost every single species of shark could not have an enemy more exacting, rapacious and ruthless than mankind. Only a handful of species may be responsible for a small number of human deaths and injuries each

Reef sharks on patrol.

Whitcombe RD © iStock

118 www.powerboatandrib.com Issue 170

year, while the entire taxonomic order of sharks and rays is being dragged towards the precipice of extinction. If these words sound dramatic, it is because the reality is just that: we are witnessing one of the greatest and fastest undoings of biodiversity since multicellular life exploded some 500 million years ago.

The shark chronicles When we discuss ‘sharks’ in the context of the fishing sector we are really referring to the group of specialised fishes known formally

TIME FOR ACTION

as Chondrichthyes, whose skeleton is made of flexible cartilage rather than rigid bone. This ancient group, which may well have begun its existence some 200+ million years before T. Rex and his friends were stomping around ashore, includes over 500 species of ‘sharks’, over 600 species of ‘batoids’ (skates, rays and their relatives), and approximately 50 species of the primitive and mysterious ‘chimaeras’ (the ghost sharks). These remarkable denizens have been surviving and shaping ocean dynamics for over 400 million years, yet today they tragically represent one of the most threatened groups of life forms on our planet. As humans have risen to predatory dominion, chondrichthyans have found great misfortune in their biology, which is much more like our own than that of their bony fish cousins. They simply take a long time to replace themselves, as they are slow-growing, late to reproduce and only a handful of young are born, in some species only biannually, and with prolonged gestation periods of up to 31 months in the case of the greeneye dogfish!

From ocean to dinner table So in today’s globalised market,

Dried shark fins, Malaysia ©iStock G Frandsen. 2. Shark fins from slaughtered catch in Borneo ©iStock-Lonely Travel.

where world trade in shark products hovers roughly around US$1 billion in value annually, we ask ourselves a few key questions: How did we arrive at this most unsustainable situation? Where does the current demand for shark products lie, and why? What will be the domino effect of extracting the majority of our ocean’s sharks?

What is being done to curb the curve of extinction, and is it working?

Believed to have originated during the Song dynasty of ancient imperial China some 1,000 years ago, ‘shark fin soup’ found

You may never swim in the sea, but helping sharks to keep doing so will mean a much more hopeful future for us all. its place on prestigious dining tables as a means of displaying ostentatious wealth and power.

This ‘display’ was clearly highly effective, as the tradition stuck and grew in popularity. As China’s

society has flourished, the number of ‘prestigious tables’ has skyrocketed to include those of weddings and restaurants as well as all those throughout East and South-East Asia, such that breathtaking amounts of sharks, up to 73 million individuals, are harvested each year for fin soup alone. Among the species targeted, manta and devil rays (collectively known as ‘mobulids’) have also become increasingly popular in the traditional Chinese medicine and Asian dried-seafood markets for their gill rakers - rigid sieving pads designed to trap clouds of energy-

Tiger shark swimming over sandy sea bed ©iStock-Aaron Bull

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rich planktonic prey. In recent decades, these gill rakers, known as pengyusai, have been marketed as an elixir for an impressive array of health issues, ranging from coughs and cancer to hyperactivity!

Seafood fraud As the world has awoken to these highly wasteful, inhumane and extractive fishing practices, many governments have stepped up and begun enforcing tighter industry regulations, including the ruling that the whole shark, and not just the fins, is to be landed and processed. Ostensibly this would

TOP: Blacktip shark (Carcharhinus limbatus) © iStock Global Pics RIGHT: 1. Chinese shark’s fin soup © Tomoko istock. 2. Sharks catch on a pier © Yuri Arcurs iStock.

curb the volume able to be fished at one time as whole carcasses take up a lot more room; however, the industry has seen a consequent global uptake in the demand for everything else the shark has to offer, especially the meat itself.

Asia can no longer be portrayed as the primary culprit of the global shark population collapse, with South America and Europe now

122 www.powerboatandrib.com Issue 170

home to some of the largest consumers of shark in the world, most notably Italy, Spain and France. The UK has been enjoying ‘rock salmon’, ‘rock eel’, ‘flake’, ‘huss’ and ‘rigg’ takeaways for decades, and consumers are not helped in making informed and ethical choices due to improper labelling of the type of shark flesh being sold. New DNA barcoding (part of a global plan to barcode all animal life: www.barcode. org) is being used in an attempt to unmuddy the waters when it comes to knowing precisely what animal is actually being traded, and, alarmingly, recent investigations have revealed that critically endangered species such as the spiny dogfish (Squalus

acanthias) are still unwittingly making it onto people’s plates.

It turns out that ‘seafood fraud’ is rife across the world, with undercover studies revealing that one in three European restaurants may be serving mislabelled seafood. If you hail from Australia and enjoy your weekend ‘fish ’n’ chips’, you might be interested to know that your ‘flake’ or ‘gummy shark’ is most likely to be South African smoothhound, a species being brought to its knees to meet the demand ‘down under’. While protecting their own local population of smoothhound, they are driving another towards extinction (visit www.sharkfreechips.com for more details).

© Dan Seddon Unsplash

MAN NEEDS SHARK

Contamination Knowing what species one is eating should surely be a consumer right, but it is simply not being taken seriously. This is not only for conservation reasons but

also to be aware of potential health risks associated with the consumption of contaminated flesh, a worryingly commonplace issue in wild harvested seafood.

Mercury and other pollutants,

Shark Fin Sushi in Japan © iStock-winhorse

TIME FOR ACTION including microplastics, routinely concentrate higher up the food chain and accumulate in the tissues of the ocean predators we eat. Some reports indicate that mercury levels can substantially exceed - by up to six to ten times recommended levels to the extent that certain shark meat may be considered hazardous to health and even illegal to sell! A recent study conducted in South Korea, a major importer and consumer of shark meat, demonstrated that 70% of participants studied exceeded safe limits of blood mercury concentrations, a situation believed to be brought about by the routine exposure to shark flesh. Another market sector seeing rapid growth is the squalene-rich oil derived from shark livers, especially deepsea species. The purported health benefits and wide application in multiple industries, such as food, cosmetics, fuel, pharmaceuticals and even textiles, are driving an alarming forecasted growth rate that points to an annual market value of US$180 million by 2026.

Trophic cascades The great tragedies of shark science and therefore effective management include the following: for many species, especially offshore pelagics, there is just not enough data to support true understanding of changing trends in populations and how species impact one another; and the sheer volume of illegal, unregulated and unreported (IUU) fishing and trade could be grossly underestimating the true situation. So, with an approximate three-quarters of the world’s shark and ray species approaching extinction, what can we expect to happen to our ocean ecosystems? The truth is that scientists are still trying to answer this extremely important question, with answers being confounded by the fact that biological systems are characteristically complex.

Trophic cascades are the most frequently discussed and worrisome consequence, where the removal of predators causes top-down shifts in the relative abundance of prey species further down the food web, which in turn affects the next level of consumers. At some point, we could end up discussing major issues such as breakdowns in oxygen and nutrient transport or the loss of entire coral reefs

124 www.powerboatandrib.com Issue 170

LEFT: 1. The fleet of Fishing trawlers moored at Shengsi Island, China ©iStock Sky Blue 2. Stingrays being for sale at a traditional sea food market in Incheon, South Korea. ©iStock Cherrydonut 3. Sale of dog fish at market ©iStock NickNick-ko 4. A heathly Hammerhead. David Clode ©Unsplash

MAN NEEDS SHARK The magestic Manta Ray. Andrea Izzotti ©iStock

TIME FOR ACTION Ocean white tip shark © Gerald schombs EZIlTX KTYs Unsplash

due to algal takeovers. Like a pandemic, the effects will first be felt in localised areas, most notably among artisanal fishermen whose livelihoods depend upon small catches of seafood, but soon the domino effect will cause avalanches of collapse and fast-acting shifts, spreading to high-end commercial fisheries.

Jobs will suffer, economies will stumble and human health issues will grow. The ways in which trophic cascades may unfold will have wildly varying impacts across regions of wilderness and among different levels of human society.

The take-home message is that we are grossly mismanaging a system we expressly rely upon for survival and growth, both as a species and as a global community.

The black market Relentless advertising and celebrity-led campaigns run by organisations such as Wild Aid have seen excellent results in reducing the demand for shark fin across mainland China, with consumption rates down by 80%.

However, a burgeoning middle

class in Thailand, Vietnam and Indonesia is now taking up the slack. Stricter legislation in both fishing and trade policies across the world has certainly helped to provide some structure for legal recourse, but until IUU fishing is brought under real control, sharks and rays will continue to flow along black-market routes and slip through embarrassing loopholes. In response to this urgent need, Global Fishing Watch was launched in 2017 - an NGO that utilises state-of-the-art satellite tracking technology that monitors movements of fishing vessels in international waters, and, in partnership with Google, this data is then interpreted and shared in open-source formats across the world, allowing for much greater transparency of activities than previously happened sight unseen.

where serious budgets are allocated towards monitoring and enforcement at each level of the supply chain, and to collaborate as a global network in putting an end to IUU fishing and seafood fraud.

Until these changes are seen, shark populations will continue to plummet, as will assurances of their recovery. All we can do as consumers is to ask many more

Honesty and action What sharks urgently need is for us to quell the demand for their body parts - for our governments to apply much more sincere and committed efforts in the management of their fisheries

126 www.powerboatandrib.com Issue 170

Reef Shark © iStock Michael Stubblefield.

questions of our retailers, insist on greater labelling transparency, and hold ourselves and our own governments to higher levels of discernment and accountability.

Perhaps we could soon all carry a personal DNA barcoder with us!

You may never swim in the sea, but helping sharks to keep doing so will mean a much more hopeful future for us all.

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SHOW REPORT

to collect en masse and present themselves unitedly as an ‘industry’ – not only putting their weight and own credibility behind the green initiative but also recognising the commercial value of ‘collective might’? Besides, what a valuable forum a show of this kind offers too in terms of business-to-business fraternisations along with the exchanging of ideas between people, one with another.

THE NEED FOR GREEN

employed, particularly in the areas of propulsion, fuel and boat construction materials. The Green Tech Boat Show therefore offered the many players in the business the opportunity to embrace the bigger issue. This being the case, companies had the chance to take advantage of this dedicated platform to demonstrate that they are not merely seeking commercial profit and opportunity alone, but rather that their chief aims are more noble-minded and forwardthinking in terms of the greater good.

Of course, the current Covid-19 pandemic restrictions may have prevented or deterred some, but many companies appeared either too complacent, too cynical or too commercially cautious, or even lacked the sufficient foresight to see this show as being the opportunity it really was. Their lack of presence spoke volumes and made a notably sad statement as a result. Notably RINA, the Royal Institute of Naval Architects, turned the offer aside to host a ‘green’ marine conference in association with the event. It is incredible, in my view, that they should not consider this opportunity, the first of its kind, to be sufficiently worthy or laudable enough for their membership to be interested in attending. Even in the current situation, a socially distanced or online conference would have been workable. Can you imagine what a forum it would have been if they had, especially with both Plymouth and Exeter Universities, experts in this field, already having such a close association with, and presence at, the show.

Collective might

G7 & GT

On the face of it, what could be more desirable and worthwhile than for all those involved in the business of greener solutions

At the very same time as the world’s very first show seeking to advance and promote a greener and more ecologically sustainable

HMS reviews the Green Tech Boat Show, held last month at MDL’s Queen Anne’s Battery marina complex in Plymouth – an event whose ideals and aims become ever more relevant and pressing as the UK and the world at large press on toward a time when ‘green’ maritime solutions will be the only option legislation allows…

I

f there was one show that the international marine industry should be putting its muscle and investment behind, then surely it should be one dedicated to the cause of a greener, more ecologically sustainable marine environment. The recent Green Tech Boat Show, hosted by MDL Marinas at their Plymouth, Queen Anne’s Battery site, in some ways represented an ideal – a quest, if you will – even more than a show. With just 21 exhibitors on the day, the event was by anyone’s standards small in size, and while exclusively representing a ‘niche’ in the market, nonetheless it distinctly lacked a number of the key players in the ‘green’ market.

Putting the residual difficulties of COVID aside, the show clearly

was a victim of the industry’s cautiousness and a tendency many companies have to ‘wait and see’ what happens in the first year of a new event before committing perhaps in the second or third year when they’ve seen which of their competitors have given it credence. The issue with this type of commercial cautiousness is that if every business had the same approach, there would be no event at all, and neither it, nor any new event for that matter, would ever get off the ground!

The bigger issue The marine world is rife with talk of a greener, more sustainable future – one where more ecologically sympathetic solutions can be found, developed and

128 www.powerboatandrib.com Issue 170

… the Green Tech Boat Show has the potential to contribute to the advancement and awareness of a greener marine industry, to the benefit of consumers and, of course, the environment too.

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marine leisure industry, the G7 members of the world’s most influential powers were meeting to discuss, among other things, climate change – not more than 50 miles down the road! Ironic, don’t you think? Did any of these delegates and their agencies show the event the slightest bit of interest? No, they didn’t.

Furthermore, to my knowledge, not a single national newspaper or international media agency gave the Green Tech Boat Show the slightest credit or column mention.

To my way of thinking, the 2021 show’s attendance figures are largely irrelevant. Why? Because the show, whatever may be said of it, has made its mark, the flag has been raised and a trumpet blast

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22. Porsche Centre Exeter – Taycan

The Virtual Green Tech Boat Show runs until 31st July (supported by ICOMIA). ICOMIA presents: Boating & Sustainability at the Green Tech Boat Show 2021. Introduced by Melanie Symes, the Boating & Sustainability panel presented by ICOMIA looks at how the sector needs to adapt to sustainability. Each of the panellists discusses the current situation as regards boating and

7. ARC Marine

15. The Green Blue

8. University of Plymouth

16. Lynch Electric Motors

sustainability, what we need to do and what we need to be aware of in terms of impact, risks and problems.

has been sounded. That can’t be changed and, in a way, as I said at the outset, the Green Tech Boat Show represents an ‘ideal’ even more than it does an event.

It’s also one that puts the marine industry in an uncomfortable position. Why? Because unlike other boat shows, it’s an initiative wholly associated with principles, motives and concerns that go way beyond the standard norms of trade and commercial gain.

Ever more pressing But if it is to succeed, MDL’s Green Tech Boat Show has to be an internationally attended event

It is our hope that the Green Tech Boat Show does succeed and that the likes of MDL are rewarded for their efforts in this arena. with a genuine line-up of the world’s leading tech companies displaying their products ‘in the flesh’, and with key personnel on hand to inform and educate people as to options and advancements being made in this field. When you consider that 2030 is apparently the year when

Above: The booths and exhibits shown above were typical of the land based displays at the Green Tech Show.

130 www.powerboatandrib.com Issue 170

all fossil burning combustion engines are to be banned, surely then, with only nine years to go, the aims of this new show can only become even more pressing and relevant.

It is our hope that the show does succeed and that the likes of MDL are rewarded for their efforts in this arena. For if it does secure an annual place in the maritime events calendar, the Green Tech Boat Show has the potential to contribute to the advancement and awareness of a greener marine industry, to the benefit of consumers and, of course, the environment too.

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RACE REPORT

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Photos: © Malc Attrill Photography (facebook.com/malcattrillphotography)

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ith the pandemic interrupting most 2020 sporting events, the powerboat racing world looked expectantly at the season’s opening meet over the May bank holiday, the Poole Bay 100 ‘Shakedown’ races. Organised through the United Kingdom Offshore Powerboat Racing Association (UKOPRA), a field of between 20 and 30 boats

assembled at Poole Quay Boat Haven for scrutineering, briefings and safety checks.

Saturday dawned sunny and with light winds, and the shorter 30+ mile ‘fun’ race enabled entrants to test systems probably not used in anger since 2019.

However, Sunday saw a stiffening south/south-easterly provide an underlying swell topped with an ugly, confused sea where wind crossed over tide. This was

potentially boat-breaking stuff, and so it proved to be.

The Class 1 and 2 rolling start thundered past a capacity crowd on Bournemouth Pier and beaches, the Younger/ Lockyer bellowing 725bhp Illmor engines in Team 25 Dragon leading the field away with a massive rooster tail. The new Griffiths/Jory-Leigh/Stevens rig Blastoff Racing (12m Cougar Viper RIB/725bhp Illmors) showed

impressive acceleration but, lacking a gearbox cooling shower, suffered retirement later. Giant Novamarine RIB Pippa spooled up their turbocharged twin 725bhp Seatek diesels remarkably quickly to challenge Team 25.

The fastest rig, the proven Langdon/Jennings Silverline (43ft Outerlimits/2000+bhp), came from behind, eventually taking line honours as one engine began to protest. She provided an

3RD IN CLASS 3 Vintage Torque Gary Aldington, Nick Spenser

1ST IN CLASS 1 - Drew Langdon & Miles Jennings in Silverline

POOLE BAY 100 ‘SHAKEDOWN’ RACE, SUNDAY 30TH MAY 2021 CLASS 1: 121-MILE RACE

1ST IN CLASS 2 - Riptide - Dave Sheldon and Dave Flewin

1st

1-47

Silverline

Drew Langdon/Miles Jennings

2nd

19

Dry Martini

Christian Toll/Mike Bontoft/Mike Peet

3rd

1-88

Vintage Torque

Gary Aldington/Nick Spenser

4th

121

Pippa

Dan Smith/Jack Weller

5th

25

Team 25

Scott Younger/Rob Lockyer

6th

1-86

Freya

Daniel Bentley/Shaun Bentley/Tom Yaldren

Bubbles

Richard Carter/Phil Payter/Iain May

Blastoff Racing

Dorian Griffiths/Shelley Jory-Leigh/Will Stevens

RTD:

CLASS 2: 121-MILE RACE 1st

2-222

Riptide

2nd

2-25

Top Banana

Lee Ornsby/Ross MacGregor

3rd

2-130

Fugitive

Stuart Cureton/Francis Whitley

4th

2-34

Plus One Racing

Wayne Harvey/Rob Jenkins

Motorvated Racing

Barry Culver/Stuart Unwin

Dave Sheldon/Dave Flewin

CLASS 3B: 71.40NM 1st

B26

CLASS 3C: 71.40NM 1ST IN CLASS 3B - Motorvated Racing - Barry Culver & Stuart Unwin

1st

C77

Ananab Racing

Graham Reeder/Martin Foster

2nd

C36

Just Bubbling

Rodney Hawkins/Darren Elliott

3rd

C51

Mad Crab

Rod Lister/Nick Crouch

CLASS 3D: 71.40NM 1st

D08

Mandymoo

Glynn Norvall/Andy Hiscox

2nd

D28

Renegade Master

Andy Foster/Charles Morris

Hugo Peel/Johnny Raymond/James Gaggero

CLASS 3E: N/A CLASS 4: 71.40NM 1st

H400

Thunderstreak

2nd

P8

Hell’s Angels

Brian Peedell/Nicole Peedell/David Salter

3rd

212

Oblivion

Marcus Dodd/Tom Dodd (invitation)

RTD: 1ST IN CLASS 3D - Mandymoo - Glynn Norvall and Andy Hiscox

134 www.powerboatandrib.com Issue 170

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RACE REPORT

Giant Novamarine RIB Pippa spooled up their turbocharged twin 725bhp Seatek diesels remarkably quickly to challenge Team 25. interesting contrast to the secondplaced Toll/Peet/Bontfoft 1970s Dry Martini – which showed wonderful pace and poise over the 120-mile course. The 1980s Cougar onedesign racer Vintage Torque’s single snarling Chevrolet climbed up the field – and snapped an alternator belt as she crossed the line in third place.

The Class 2 entrants, Top Banana and Riptide, were well up with the hunt in their Mercury outboardpowered monohulls, while Plus One Racing – the Harvey/Jenkins Yanmar-powered Sunseeker 2000XS – characteristically porpoised away from the solid, evergreen Fletcher Fugitive piloted by Cureton/Whitley, the veteran co-pilot impressively aged north of 80.

The second rolling start saw a swarm of regular, seasoned Class 3 contenders punch their way through a confused sea. Alongside, veteran Class 4 Bertram 31 Thunderstreak performed strongly with its aged crew but was closely

pursued by the beautifully restored Hunton Hell’s Angels steered by the Peedell family – formerly the 1970s mount of the legendary Lady Arran.

This group, along with the Pelhams’ seasoned Revenger 25, The Beaver Returns, who retired later, largely ran neck and neck over the 75mile course – pulling away from the smaller Class 3 boats as the conditions worsened with a rising wind. Class 3 line honours went to Reeder/Foster in Anabab Racing, Norval/Hiscox’s Mandymoo and Culver/Unwin’s Motorvated Racing.

The results (see panel below) hid many classic racing moments, from equipment coming loose – deckmounted compass bouncing off helmet visor, or fire extinguishers discharging and disappearing over the side – to multiple bruisings, one broken finger and whiplashed necks.

All in all, a satisfactory start to the season – and one for the ‘oldies’, for sure.

1ST IN CLASS C - Ananab Racing - Graham Reeder & Martin Foster

2ND IN CLASS 1 - Dry Martini - Christian Toll, Mike Bontoft, Mike Peet

The second rolling start saw a swarm of regular, seasoned Class 3 contenders punch their way through a confused sea.

2ND IN CLASS 2 - Top Banana - Lee Ornsby & Ross MacGregor

1ST IN CLASS 4 - Hugo Peel, Johnny Raymond and James Gaggero in Thunderstreak

00 www.powerboatandrib.com Issue 170

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With the challenges everyone has faced over the last 18 months making many of us question what we do and why we do it, this may be a good moment to ponder a change in direction. Paul Glatzel takes a look at what it takes to work in the marine sector.

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… if you freelance as part of a wider range of roles that you undertake, this ‘portfolio lifestyle’ gives you a wonderful life and you’ll be the envy of your friends.

If you are looking to work commercially, you’ll need to attain some RYA qualifications and experience

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Associated Yacht Brokers

LIVE THE DREAM

A Professional Association for Yacht Brokers UK based, online membership worldwide.

Find your next boat on TheYachtMarket.com

• Sets professional standards to reassure and protect your clients.

• Provides professional training courses.

• Administers a sophisticated professional Social Media access system

Choose from over 60,000 power and sail craft from brokers and private sellers

RIB brokers and Dealers add AYB membership to your professional affiliations and get the biggest bang for your buck!

All the above for £2 a month and 25% discount for AYB Boat Show Exhibitors!

www.ayb.org.uk

BOAT BUSINESS FOR SALE DUE TO RETIREMENT Based in North Cornwall

CUSTOM RIB BUILDER Storage Servicing Repairs Launching

B U Y I N G A N D S E L L I N G B OAT S M A D E E A S Y

Email: hmattos@explorermarine.co.uk

Have you checked out

powerboatandrib.com We have hundreds of independent boat test reports online, plus news and feature articles.

AYB Classifieds IND_170.indd 1

Looking for a boat test report?

Simply type the boat brand in the search box and press go!

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craftinsure.com

03452 607888

Authorised and regulated by the Financial Conduct Authority

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CLASSIFIEDS 0 - 2·1HLOO ,QVXUDQFHV /WG W D <DFKWVPDQ (XURPDULQH <DFKWVPDQ 0DULQH ,QVXUDQFH <DFKWVPDQ 6HJXUR GH %DUFRV LV UHJXODWHG E\ WKH &HQWUDO %DQN RI ,UHODQG

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www.yachtsman.co.uk 028 90995822

• Powerboat Level 2 • Advanced Powerboat • Intermediate Powerboat • High speed handling • Development days

Porthcawl Insurance Consultants Limited

Specialist Marine Insurance Services

FOR EXPERT HELPFUL & FRIENDLY INDEPENDENT MARINE INSURANCE ADVICE

Open 7 Days, Established 1967 T: 01656 784866 F: 01656 784872 E: reception@porthcawl-insurance.co.uk or why not log on to our Website @ www.porthcawl-insurance.co.uk Authorised and regulated by the Financial Conduct Authority

• Powerboat Instructor • Advanced PBI • VHF Radio • Dayskipper Theory • Yachtmaster Theory

We train on our boats or can usually train on your craft anywhere in the world. We have trained in the US, Middle East, South America, the Caribbean, the Med and Antarctica.

Instructors at Powerboat Training UK have circumnavigated Ireland on the Powerboat & RIB organised event and the UK on Scorpion’s Round Britain event.

They have extensive hands on experience of small and large boat operations in the leisure, commercial and military sector.

Training bases in Poole at Cobbs Quay Marina and in the Solent at Lymington Yacht Haven.

For more details on courses please visit

www.powerboattraininguk.co.uk Contact us on 01202 686666 or via office@powerboattraininguk.co.uk

Authors of the RYA Powerboat Handbooks

HF PVC Welding SPARES & ACCESSORIES FOR ALL MAKES OF RIBS & INFLATABLES W: www.ibsparts.co.uk T: 01621 744250 E: sales@ibs-boats.com

With increased capacity we are able to make your present PVC products, or turn your ideas into reality with the experience we have acquired in tooling and PVC sourcing over the last 15 years.

Contact Jo or John on 01371 830216 or 07795 192588

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Unique DNA It’s what makes Scorpion RIBS exceptional

To discover more about Scorpion RIBS and the Serket 90ST pictured, call us now or visit us online. t: +44 (0)1590 677080 e: info@scorpionribs.com

www.scorpionribs.com B

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