BRITAINS BEST-SELLING BOATING MAGAZINE

No. 599 MAY 2016 4.40

PBO 599 MAY 2016

MAINTENANCE PROJECTS GEAR REVIEWS SEAMANSHIP CRUISING

www.pbo.co.uk

MODERN
NAVIGATION The truth about
metal fatigue
How to get the best from
digital and paper charts
TESTED
CORDLESS
DRILLS How to check your
The boat owners friend: boats gas system
but which one should
you buy?

More speed under

sail: fit a folding prop
PLUS: Take in Torquay
Sailing in the English Riviera

BOATS TO TAKE
YOU ANYWHERE
Early GRP designs that Make a new
changed sailing forever floor for your
inflatable
HOW THE BERMUDAN
<Multiple intersecting links>
0 5

RIG IS CHANGING 9 770032 634245

 Contents SAVE
BRITAINS BEST-SELLING BOATING MAGAZINE

MAINTENANCE PROJECTS GEAR REVIEWS SEAMANSHIP CRUISING

No. 599 MAY 2016

Welcome to the May 2016 issue MONEY AND MODERN

SUBSCRIBE 26 NAVIGATION The truth about
! metal fatigue 90
Great offers How to get the best from
on digital and paper charts
page 48
TESTED
32 CORDLESS
REGULARS BOATS DRILLS
The boat owners friend:
How to check your
boats gas system 49
but which one should
you buy?
5 Waiting for the tide 20 Boats to take you anywhere
The editors welcome to this months PBO Early GRP designs that
changed sailing forever More speed under
sail: fit a folding prop
93
6 News PLUS: Take in Torquay
Man overboard praises rescuers, mummied 40 Hunters fleet Sailing in the English Riviera
45
sailor found on drifting yacht... and more All about an historic boatyard
and its classic hire eet 20 BOATS TO TAKE
10 Regional news YOU ANYWHERE 74
Early GRP designs that Make a new
Multiple-rescue pair quit voyage, more 79 Allures and Exploration 86 changed sailing forever floor for your
inflatable
berths for St Andrews Harbour... and more On the water in two aluminium- HOW THE BERMUDAN
hulled 45-footers RIG IS CHANGING
12 Readers letters your views Cover photo: Westerly Discus (Benjamin Ditto/Bob Shepton)
SEAMANSHIP
14 Dave Selby
From tea towel to ensign, and vice versa

16 Sam Llewellyn
26 Modern navigation
How to get the best from 86
digital and paper charts
Extraordinary hardships of ordinary sailors
86 How the Bermudan
18 Andrew Simpson rig is changing
The spare necessities of life The most popular rig continues to evolve

36 Ask the experts 96 A fluke occurrence

Whether or not to t running backstays, A readers boat collides with a whale
plus more reader queries answered

83 PBO products and services

CRUISING
Books and plans from the PBO Shop 45 Take in Torquay
Sailing in the English Riviera
26 Modern
navigation

GEAR 98 Cruising Notes

32 Cordless drills In a small boat, becalmed off Cape Town
The boat owners friend: but
which one should you buy? SPECIAL FEATURE
52 New gear 63 Beaulieu Boatjumble preview
PBO looks at the latest marine products Bargains galore, PLUS PBOs Ask the
experts LIVE!
66 B&G Vulcan 5 chart plotter
An exclusive rst test 69 WIN a weekend at Beaulieu
Two Boatjumble tickets, a Michelin-starred
meal and a stay in a luxury Beaulieu hotel
PRACTICAL
49 How to check your
boats gas system
Ensuring that youre safe and legal

67 Block: tackled
Restoring an Austin Rover Maestro
engine to use as a boat spare, part two

74 Make a new floor

for your inflatable
Add strength and save weight
67 Block
tackled

84 Repair weeping seacocks

AND make boat cushion covers, 93 More speed under sail
plus more reader projects and tips How to t a folding prop

90 The truth about metal fatigue

Troubleshooting and preventative checks
110 Using fridges and ice boxes
Hints and tips from the PBO Sketchbook 93 Fitfolding
a
xxxxxxxxx
prop xxxxxxx

Practical Boat Owner 599 May 2016 www.pbo.co.uk 3

 

 
  
    

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 Editorial
CONTACT PBO EDITORIAL
By email: pbo@timeinc.com
Via our website: www.pbo.co.uk
By post: PBO, Time Inc. (UK) Ltd, Westover House,

Waiting for
West Quay Road, Poole, Dorset BH15 1JG
By phone tel: +44 (0)1202 440820
By Fax: +44 (0)1202 440860
Editor David Pugh
Editors PA Roz Jones
Deputy Editor Ben Meakins

the tide
Art Editor Kevin Slater
Production Editor Marco Rossi
News Editor Laura Hodgetts
Contributing Editor Sarah Norbury
Technical Illustrator Graham Smith
Charts and maps Qrystof
Publishing Director Simon Owen
Managing Director Oswin Grady with the deputy editor
ARTICLE SUBMISSIONS To receive the editors monthly email newsletter, sign up on our website: www.pbo.co.uk
When submitting letters, practical projects or other
articles please include hi-res digital images. Please
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Letting PBO readers in on a Secret
companies reserve the right to re-use any submission

P
in any edition, format or medium. We cannot take BO editor David Pugh is on There would be little point in going
responsibility for manuscripts or photographs sent in.
shore leave this month, after over the same ground with another
SUBSCRIPTIONS a nasty bout of appendicitis GRP boat restoration so soon. And so,
Tel: 0844 848 0848 (low call rate) which came on during a spell we settled on building a boat from a kit.
Tel: +44(0)330 3330 233 (overseas) of boat maintenance, and a Ever since I did some research for
Email: magazinesdirect@quadrantsubs.com
subsequent emergency a feature on kit boats back in 2009
COPY SERVICE buy previous articles appendectomy. Some people will do (www.pbo.co.uk/buildaboat), one boat
Visit: www.ybw.com/reprints anything to get out of antifouling! had stayed in my mind as something Id
Email: copyreport@timeinc.com. Tel: 01202 440832
Seriously, though, hes on the mend like to have a crack at one day. That was
BUY A BACK ISSUE and will be back at the helm in no time. the Secret 20 (pictured below), a sweet-
Back issues cost 6.95 each. Tel: +44 (0)1733 688 964 In the meantime, its up to me to looking modern gaff-rigged cutter with
(24 hrs). www.mags-uk.com/Publisher/TimeInc
welcome you to this months PBO. Its a surprising turn of speed. Her designer
DISPLAY ADVERTISING an exciting time, emergency surgery describes her as halfway between a
Brand Manager Michael Beattie +44 (0)203 148 4889 notwithstanding. Not only will we Sydney Harbour skiff and an Essex smack!
Account Manager Tom Stevens +44 (0)203 148 4884 be welcoming a new She has a large cockpit,
Account Manager Simon Spong +44 (0)203 148 4894
Account Executive Chris Wilson +44 (0)203 148 4891 line-up for our popular Halfway between a a simple cabin, a clever
Account Executive Jamie Coles +44 (0) 203 148 4888 Ask the Experts LIVE! outboard well, and the
Account Executive Sam Shaw +44 (0)203 148 4882 event at Beaulieu in Sydney Harbour skiff kit itself is intriguing,
Digital Brand Manager Ben Leek +44 (0)203 148 4922
Head of Market Stuart Duncan +44 (0)203 148 4880
April (see p64 for the
talks schedule), well
and an Essex smack the frame slotting
together to form a
Production Peter Burton +44 (0)203 148 2688
also be supporting PBO lightweight, rigid
CLASSIFIED ADVERTISING columnist Dave Selbys project to show structure with minimal fuss.
To advertise Tel: +44 (0) 203 148 2001
e-mail tommy.sullivan@timeinc.com
just how affordable owning a boat can We approached the builders, Scrufe
Advertise online at www.ybw.com/buy-and-sell be (see p9), following his trip and Marine, in Australia, who were keen to
running some practical boat get involved, and one thing led to
MARKETING maintenance demonstrations at another. As a result, were expecting a
Marketing Exec Amy Golby Tel: +44 (0) 203 148 4287
the Southampton Boat Show. large delivery of plywood, timber and
SYNDICATION Most excitingly of all, well soon be epoxy by the middle of April. That
Senior Sales Exec Cerie McGee +44 (0)203 148 5476 taking delivery of our new project boat. exciting news brought on a panicked trip
LEAFLETS & INSERTS INNOVATOR Talking to the many readers and visitors to the PBO garage with a tape measure,
Sales Exec Mona Amarasakera +44 (0)203 148 3710 at boat shows, the one question on to check that the boat will t. The answer,
NEWSAGENTS TO STOCK PBO everyones lips has been: Whats next, fortunately, is yes - just but we might
Contact Mike Dore Tel: +44 (0)20 3147 9177 then? To be honest, it had us stumped, have to make a few trips to the tip before
E-mail: mike_dore@marketforce.co.uk too. Hantu Birus restoration inspired shell t in!
some great reader stories and a loyal Youll be able to follow our progress in
following, and we thoroughly enjoyed PBO and online watch this space.
WWW.PBO.CO.UK the process but the thought of
To advertise on www.pbo.co.uk contact Ben Leek, starting again with another wreck Enjoy this issue of PBO,
tel: +44 (0)203 148 4922, ben.leek@timeinc.com was daunting. Ben Meakins

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Practical Boat Owner 599 May 2016 www.pbo.co.uk 5

 News
News
News and current affairs from the world of boating
Man overboard
sailor praises
rescue heroes:
I owe them
my life
Cornelis van Rietschoten tells PBO:
Another 10 minutes and I would
have been unconscious
yachtsman who was
A catapulted overboard
by a freak wave has
praised the rescuers who
saved him from hypothermia.
Cornelis van Rietschoten was
enjoying a Saturday morning sail
on 20 February, around 6NM off
the coast of Shoreham, when a
freak wave caused him to fall
overboard. The 56-year-old
keen sailor and PBO subscriber
was quickly swept away from
his Morgan Giles 30 yacht
Vagabond amid choppy seas
and increasing winds. The wave
also knocked his friend Spencer
Neal into the cockpit of the
yacht, and by the time he
scrambled up, Cornelis was
more than 100m away.
Cornelis, who moors at Sussex
Yacht Club in Southwick, said:
We knew a weather front was
coming over, so we turned
around to go back home. We
were pretty much on a reach,
running with the wind a lot of the
time with the waves behind us. I
think what happened Ill never
really know for sure is as I was
pushing on the tiller and leaning
forward, sitting on the coamings,
a much bigger wave came from
a different direction and knocked
the boat, and I was literally
catapulted out of it.
6 Practical Boat Owner 599 May 2016 www.pbo.co.uk
SEND US OU S O
Email news edi
newspbo@timeinc.co
He added: It all happened in
a fraction of a second, it was
like being thrown from a horse.
I pulled the toggle on my
lifejacket, it wasnt an automatic.
I remember it opening and
feeling very grateful for that.
While Cornelis tried to keep
his back to the wind and waves,
which were breaking over him
and pushing him under, Spencer
was struggling to control the
boat, which was reefed but the
furling drum had jammed with
a riding turn. Spencer pressed
Vagabond off Shoreham
S
t
5
Cornelis van Rietschoten
and Spencer Neal
on Vagabond
the Digital Selective Spencer managed to get
Calling (DSC) button on
his handheld VHF, which
alerted the rescue services
Vagabond back into Shoreham
Harbour. The following morning,
Cornelis was up early to check
and sent the co-ordinates. on his yacht and to thank his
Just before Cornelis, a rescuers at Shorehams RNLI
web designer from Hove, was lifeboat station. He said: Saying
rescued, his boat disappeared thank you was the least I
from view, and he felt quite could do. I owe them my life.
alarmed: I was oating in
the water, considering my Lessons learned
options, of which there were Cornelis said: I often sail
few. Then I heard a helicopter: single-handed and I have a tiller
that was a relief. pilot which enables me to be
Cornelis was airlifted after 35 away from the tiller to tend the
minutes in the 8 sails, or whatever. But it doesnt
water: By this time get used when I have crew
I was fading. I on board, and subsequently
wasnt unconscious, Spencer did not think of using
but not far off. it, or know how to do so. It
He praised his would have helped him to
impressive control the jammed headsail,
rescuers and said: I to some extent.
was very, very lucky! Secondly, I have a GPS with
My body temp was a MOB button in the cockpit,
down to 30 when I which might have helped
got to A&E. I owe Spencer to nd me. But Spencer
these guys my life. usually brings his own VHF
Cornelis later handheld radio which, apart
found out that from the DSC button, also
Shoreham RNLI enables him to navigate.
lifeboat volunteers In both cases, the lesson I
had spotted him have learned is to ensure the
in the water and crew know what equipment is on
directed the board, and know how to use it.
Lee-on-Solent The other lesson is, of course, to
rescue helicopter always wear a lifejacket: they are
to him. useless unless worn.

Mummied sailor found on drifting yacht
he mummied body of a
T German sailor has been
discovered aboard a drifting
yacht in the Pacic Ocean.
It was initially
reported by
Barobo Police in
the Philippines
that Manfred Fritz
Bajorat, left, had
been discovered
at his chart table by local
shermen on 25 February, some
62 miles out to sea. Mr Bajorat
was identied by documents
discovered on board the cruiser,
Sayo. However, the Clipper Round
the World Yacht Race issued an
announcement on 8 March to say
their LMAX Exchange race yacht
was the rst to discover the
deceased sailor on 31 January,
and race organisers had notied
the authorities.
A Barobo Police spokesman
said sherman Christopher
Rivas y Escarten, aged 23, from
Poblacion, Barobo, Surigao del
Sur and his companions were
about to go home when they
noticed a white yacht oating with
a destroyed sail that prompted
the reportee to enter the cruiser.
The spokesman said: When he
peeped inside he noticed a lifeless
subject sitting at the right portion
Barts Bash to support disabled sailing
ith the decision being
W made to remove sailing
from the Paralympics, the
Andrew Simpson Sailing
Foundation (ASSF) has
pledged to use the funds raised
through Barts Bash in 2016 to
help promote and develop
disabled sailing globally.
Funds raised from the event will
be distributed via national sailing
The British Sonar Team Hannah Stodel, Stephen Thomas, John Robertson
Practical Boat Owner 599 May 2016 www.pbo.co.uk
News
spokesman said: On 31 January,
the LMAX Exchange team ceased
competition during Race 7 of the
Clipper 2015-16 Round the World
Yacht Race, from Airlie Beach,
Australia, to Da Nang, Viet Nam,
to examine an abandoned yacht
found drifting in its path. One
of the crew swam out and
boarded Sayo, where the sole
occupant was unfortunately
found dead, in a state of
advanced decomposition.
Clipper Ventures
After liaising with the US Coast
Guard in Guam on the nding
and location, and also Falmouth
Coastguard, the team was
The lifeless and decomposed body of a missing German sailor instructed to carry on racing
was discovered aboard this drifting yacht in the Pacic Ocean as it could provide no further
assistance, while USCG Guam
of the boat, believed to be the cancer in 2010. The discovery by took over the investigation.
radio room. Thereafter, he called the LMAX Exchange team also Clipper Race director Justin Taylor
his companions and decided casts doubt on an autopsy report notied the German Embassy
to drag said yacht to the on Bajorats body, which claimed in London, who informed the
municipality of Barobo. he may have only died of a heart German Police and Coast Guard:
They arrived the following attack around seven days they in turn traced the sailors next
day, and Barobo Police ofcers before he was found and that of kin via the boat registration
conducted an investigation. a mixture of high temperature, details provided by the team.
Documents recovered referred to dry wind sand salty air caused The spokesman said they
Manfred Fritz Bajorat, of German the advanced decomposition. referenced nding the boat in their
nationality. The statement from the Clipper race reports on 31 January and 1
It is believed that Mr Bajorat, Race team intended to clarify March, but added: It was out of
who has reportedly been sailing misleading speculation regarding respect that we chose not to
around the world for the past 20 the involvement of Clipper Round publicise the full details of the
years, began a new journey on the World Yacht Race team LMAX nding. See the full statement
Sayo after his wife died from Exchange in this discovery. A at www.pbo.co.uk.
Migrant
federations or through the ofcial thousands of pounds for the ASSF
vessel
ASSF grants process, with the aim
to support grass-roots disabled
charity. Iain Percy, ASSF trustee,
said: Bart felt passionately that
intercepted
sailing projects and make disabled sailing should be accessible for hannel Islands Border
sailing more accessible. In 2016,
Barts Bash will take place across
all. It is a travesty that the
Paralympics is dropping sailing
C Controls are on full alert
following reports of a small
two days, 17-18 September. after Rio 2016, so we have placed motorboat that was
Since the inaugural Barts Bash Barts Bash on the last two days of intercepted by French
in 2014, the event has seen over the Paralympics Games. It really is authorities off the coast of
45,000 sailors participate across a call for the worldwide sailing Carteret in Normandy.
62 countries, raising hundreds of community to get together and The vessel was carrying
help raise funds for disabled and a number of migrants
Paralympic sailing in the future. apparently bound for either
To date, the Andrew Simpson Jersey or Guernsey. The
Sailing Foundation has pledged vessel was taken back to
more than 600,000 on sailing Carteret and the occupants
projects across eight countries. released there. The French
Some of the projects supported in authorities have now
2016 include: a UK national increased coastal patrols,
project with Blind Sailing, a from the tiny harbour of Gorey
Chicago Park Districts Community (only 9 miles from Alderney) in
Sailing Program, the UK National the north to Carteret in the
Teri Dodds Photography
Schools Sailing Association, the south. It is thought that
Hungarian Yachting Association migrants moving away from
and Leicestershire and Rutland Calais are looking for other
Youth Sailing Association. exits from France as they
You can register your club or attempt to get to the
venue to take part in Barts Bash English mainland.
at www.bartsbash.com.
7
 News
Yachtsman
detained
Russian man rescued in
A challenging conditions from
a yacht off the west coast of
Scotland has appeared in court
accused of stealing the vessel.
Evgeny Dorofeev, aged 35, was
airlifted by helicopter after the
12m (40ft) cruiser hit rocks near
Skerryvore lighthouse, near the
Isle of Tiree, in the early hours of
16 February. Mr Dorofeev was
detained after Norwegian
authorities issued an international
warrant for his arrest. Norwegian
authorities have made a formal
request for his return to their
country, and claim that the sailor
had an agreement with the
ARC Channel Islands Rally seminar
n ARC Channel Islands
A Rally Seminar will be held
at Chichester Yacht Club on
Saturday 30 April, 2016.
Taking place from 10am-4pm,
the one-day preparation seminar
will cover areas important for
completing a Channel crossing
as well as information for cruising
around the Channel Islands and
preparing boat and crew for the
cruise. In addition to the team
from World Cruising Club, Roger
Seymour, senior instructor from
Booklet Bundle!
Save over
33%
You pay just...
13.99
RRP
22.71
Tel: 01202 440832 email: copyreport@timeinc.com
8 Practical Boat Owner 599 May 2016 www.pbo.co.uk
The rescue operation for a Russian yachtsman (who was later detained)
gets under way at Skerryvore off the west coast of Scotland
company that owned the
200,000 yacht to have it for a
period on condition that he did
not go out of Norwegian waters.
Mr Dorofeevs solicitor said
he did not consent to extradition
Hamble School of Yachting, will
give a presentation. Roger will
also be the skipper of the rallys
lead boat, provided by the sailing
school during the week-long
Channel Islands Rally.
Seminar topics will include: route
overview and ports visited; basic
passage planning; watchkeeping;
night sailing; hazards on the route;
tides; radio procedure; dealing with
problems at sea; weather sources;
safety briengs and equipment;
man overboard tips; and an
SP
EC
IA
LO
FF
ER
Clipper
evacuation
after storm
injury
British crew member
A on the Clipper Round
RNLI/Barra
the World Yacht Race was
evacuated to Shanghai
after suffering a suspected
fractured arm during a storm.
Trudi Bubb, 50, from
and did not accept what the Crawley, was injured when she
Norwegians said about his fell below decks in the galley
being out of their area. The of her teams yacht, Unicef,
Russian national was remanded during extreme weather in
in custody for 28 days while the Yellow Sea on 9 March.
inquiries continue. It was a tumultuous night,
with the eet experiencing
some of the worst conditions
of the entire 40,000NM
circumnavigation so far.
Gusting winds of 70 to 80
overview of skills needed. knots tested the 12 novice
This summers ARC Channel teams, with extended periods
Islands rally (20- 27 August) is fully at 55 to 60 knots and a very
subscribed, with 25 boats signed rough, steep sea state.
up and ve more on the waiting Trudi was transferred to
list. It is being run by World hospital for x-rays and
Cruising Club in association with evaluation of her injury,
the Royal Yachting Associations while the team resumed
Active Marina and with the support racing to Qingdao, China.
of Hamble School of Yachting and The injury occurred 11 days
Practical Boat Owner magazine. after Trudi joined the yacht in
The seminar is open to non-rally Da Nang, Vietnam, having
participants and costs 45 signed up for the nal four
including lunch and coffees. legs of the eight-leg round-
www.worldcruising.com/training the-world race.
Rediscovered Joshua
Slocum photographs
nseen photographs of swizzlesportsmedia.com), along
U Joshua Slocum and his
boat Spray have turned up in
with an article by Bill Springer,
grandson-in-law of the woman
the possession of an elderly who owned the collection. The
woman whose family spent negatives of the Spray photos
their summers at Hyannis were in an envelope simply
Point, Massachusetts. marked Slocum, 1906.
The images were found about
100 miles to
the west of
Stonington,
where the solo
round-the-
world sailor
repaired and
relaunched the
old oystering
boat he chose
for his trip. The
Bill Springer
photos can be
seen on the
Swizzle Media
website (www.

Dave Selby set to undertake
300-mile voyage in his Sailsh
BO columnist Dave Selby is
P gearing up for a 300-mile
voyage in his 18ft Sailsh.
The East Coast sailor will be
setting off from Maldon in June or
July on Marlins Mission to sail to
the Southampton Boat Show in
September, where Marlin will be
on display. Hell be stopping off at
marinas along the way and sharing
tales of his adventures and all the
preparations with a blog at pbo.
co.uk, along with regular updates
in the monthly magazine. Dave,
who has the backing of boat show
organisers British Marine, is looking
forward to inspiring non-boaters to
get on the water. Hell be holding
a programme of events based
around Marlin at the boat show
with the message holidays of a
lifetime, for a lifetime, for 2,000.
For existing boaters, Dave and
the PBO team will be hosting
practical demonstrations of boat
maintenance, repair and restoration.
Dave said: Theres a myth that
boating is expensive. In fact,
theres an ever-growing supply of
small, affordable second-hand
Masked gunmen kill German
yachtsman in Caribbean
German national has been
A killed and another has
been injured after two masked
gunmen boarded their yacht
anchored at Wallilabou Bay in
St Vincent during the early
hours of 4 March.
Wallilabou Bay in St Vincent,
scene of the shootings
Dave Selby in his celebrated 18ft Sailsh, Marlin
boats for less than half the price of
one family holiday. They can open
up a lifetime of adventure. Thats
Marlins Mission.
Dave, who suffers from a rare
viral condition called Guillain-
Barr Syndrome, will also be
raising money for his charity. He
added: This is not a commercial
enterprise: I simply want to share
all that sailing has to give with
The victim was Martin Griff,
aged 49. The skipper of the yacht,
Reinhold Zeller, 63, was injured
during the ordeal. A report has
been issued on the Caribbean
Safety and Security Net, and local
media iWitness News reported that
Wallilabou.com
John Rogers
others, and I hope the marine
trade will buy into that and
support the project.
Dave is calling for PBO
readers to join in with his sailing
adventure, to share their wisdom,
cheer him along the way and sail
in company. To nd out more
about opportunities to get
involved, email dave@
rollingassets.com
Prime Minister Dr Ralph
Gonsalves, who is also Minister of
National Security, had expressed
his revulsion at the murder.
Gonsalves said that his
government was making all the
necessary arrangements to have
the other persons, including the
injured captain, own to the
neighbouring French island of
Martinique from where they
would y out to Europe.
The attack took place at a
sheltered cove that was used in
the lm Pirates of the Caribbean.
www.pbo.co.uk
Visit the revamped PBO website to nd more free practical content
online than ever before. Plus breaking news, gear tests, seamanship
advice, reader forums and your questions answered. www.pbo.co.uk
News
DIARY DATES
Fish & Ships, 9-10 April, Osprey
Quay, Portland with new and
used boats for sale, watersports
demonstrations, sailing
opportunities and food stalls
and musical entertainment, in
aid of local charities.
Irish Boat Jumble, 10 April
2016, Carrickfergus Sailing
Club, Rodgers Quay,
Carrickfergus, Co. Antrim,
www.irishboatjumble.org
Beaulieu Boatjumble, 24 April,
9am-5pm, the largest outdoor sale
of boating items in Europe,
www.beaulieu.co.uk/
events/boatjumble
Horning Boat Show, 30 April,
10am until 5pm, exhibiting boats,
marine equipment and services
within the Norfolk Broads National
Park, www.horningboatshow.co.uk
The Transat, race start Plymouth
8 May, www.thetransat.com
London On-Water Yacht & Boat
Show, 4-7 May, Old Billingsgate
and St Katharine Docks, new and
used boats will be on display,
www.londononwater.com
Push The Boat Out, 14-22 May,
UK-wide event with sailing clubs
and venues offering discounted
and free taster sessions, email
ptbo@rya.org.uk
Jester Azores Challenge, 15
May start off Plymouth Breakwater
1,200 mile race to Terceira in the
Azores. A race village will be
hosted prior to the start at Tamar
River SC, www.jesterinfo.org
Poole Harbour Boat Show,
20-22 May, PBO to attend!
www.pooleharbourboatshow.co.uk
Sail Caledonia raid, 28 May to
4 June, almost 70 miles of cruising
and racing through the Great Glen
from the Atlantic Ocean at Fort
William to the North Sea at
Inverness, www.sailcaledonia.org.
The English Riviera Leisure
and Boat Show, 28-30 May,
inaugural event, Paignton seafront,
www.leisureandboatshow.com
Send your diary dates to pbo@
timeinc.com, see more online at
www.pbo.co.uk/events
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Practical Boat Owner 599 May 2016 www.pbo.co.uk 9

 Regional News
News from your cruising area
SOUTH
530NM UNDER JURY RIG
A dismasted Sigma 38 sailed from
northern Spain to the Isle of Wight
under jury rig in winter for a new
mast. Errislannan, owned by ocean
Yachtmaster Agnieszka Schramm-
Newth known as Agi was
dismasted off La Corua last
October. Once safely back in
port, Agi called the Sigma 38
Class Association, the only
source of the One Design masts
through suppliers Allspars.
Rather than having the mast
delivered to La Corua, Agi opted
to sail under jury rig to the mast in
Cowes. The jury rig was built from
the boom and spinnaker pole
using existing lines and blocks,
and they hoisted laser sails.
The crew left on 19 February,
endured some unpleasant sailing
en route and spent a whole day
waiting for the tide to turn at the
Needles, before concluding the
530NM, seven-day trip on a sunny
CHANNEL ISLANDS
DISPOSAL OF FLARES
The States of Jersey Police have
issued a polite reminder to mariners
who may wish to safely dispose of old
or out-of-date marine pyrotechnics that
the police no longer accept these items.
Anyone wishing to have items such as
these disposed of should take them to
the Domestic Refuse Centre, located
through Gate 4 at Bellozanne, during
their normal opening hours. The items
can be safely stored at the refuse
centre until the explosive ordnance
disposal ofcer can collect them.
LIVE ROUND FIRING
Live round ring will be taking place
on the north coast of Guernsey at Fort
Le Plomb (Fort Le Marchant) during
2016. Guernsey Coastguard will
broadcast a navigation warning to
warn mariners of a live ring event. All
vessels are advised to keep well clear.
GIPSY MOTH IV CONFIRMED
World-renowned yacht Gipsy Moth IV,
in which Sir Francis Chichester sailed
around the globe in 1966, is making
an appearance at the 2016 Barclays
Jersey Boat Show. The 53ft vessel,
which was restored by the UK Sailing
Academy in 2005, is now privately
owned and run by a charitable trust.
This year marks the 50th anniversary
of Sir Francis Chichesters epic
journey, which at the time set a series
10
Send us your local news stories. Email PBO news editor Laura Hodgetts at
newspbo@timeinc.com, tel: 01202 440825, or write to the address on page 5
Errislannan is now safely in Cowes Yacht Haven awaiting her mast
day at Cowes Yacht Haven. courtesy of LGS Marine. Held
between 1000 and 1600 at the marina
FLARE DISPOSAL in Langstone Harbour, Hampshire,
Sailors looking to dispose of the free-to-attend show will also offer
out-of-date pyrotechnic ares can RNLI lifejacket safety checks and a
take them to Southsea Marinas series of presentations throughout
shing show on Saturday 30 April the day from sea angling experts
of records, including the fastest round USA, followed by Mr Shapiro, who
the world voyage by a small vessel, had planned to continue his voyage
the longest non-stop passage by across the Atlantic with a new crew.
a small vessel and the longest Hayle harbour master Peter Haddock
single-handed passage. said: Nora is still at Hayle, but
At the show (30 April-2 May), visitors Wooden Ships Yacht Brokers
will have the opportunity to step from Dartmouth are responsible for
aboard for a look around and also the vessel, which will be taken to
to book a private charter. Dartmouth and put up for sale.
www.jerseyboatshow.com
WALES
PWLLHELI MARINE SHOW
A new marine show has been unveiled
Chichester Archive/PPL
for Pwllheli after the All Wales Boat
Show cancelled its plans for an event
this year. After that shows organisers
announced that they were focusing on
a bigger and better event in Conwy in
2017 instead, Plas Heli the Welsh
Gipsy Moth IV can be seen at the National Sailing Academy revealed
2016 Barclays Jersey Boat Show plans to hold a new boat show at its
venue on the same dates as the
SOUTH-WEST originally planned event, over the
MULTIPLE-RESCUE PAIR weekend of June 10-12. A spokesman
QUIT SEA VOYAGE said: The announcement has been
The two-man American yacht crew well received, and exhibitors are
who attracted much comment in the already supporting the event.
press after involving the RNLI in www.plasheli.org
multiple mishaps have quit the
luckless cruiser. Bob Weise and Steve SECURE YOUR MOORINGS
Shapiro, both aged in their 70s, were As a result of two successive call-outs
assisted by the emergency services to unmanned drifting vessels, the
nine times in seven months as they volunteer crew of Penarth RNLI have
their sailed their 12m (40ft) Colin made a plea to boat owners to check
Archer gaff cutter Nora from Norway all moorings. Penarths D-class lifeboat
to Cornwall. was launched on February 9 and 11 to
Mr Weise was rst to return to the locate small, unmanned tenders that
Practical Boat Owner 599 May 2016 www.pbo.co.uk
in a Q&A marquee. Exhibitors
will include marine electronics,
clothing and safety equipment
suppliers. Head chef Joe Baker
from the Rick Stein seafood
restaurant in Winchester will be
giving a cooking demonstration
and promoting sustainable shing.
BHBB ON THE MOVE
Bucklers Hard Boat Builders Ltd
(BHBB) has relocated one of
the biggest changes in the rms
45-year history.
On 1 March, BHBB moved
its main operational base from
Bucklers Hard Marina into the MDL
Marina in Hythe. BHBB will be
retaining a presence at Bucklers
Hard via its BH yacht brokerage
ofce on site in the marina.
The companys facility in Hythe
Marina is modern, with two sealed,
heated units, and therefore offers
far more scope to carry out works
in all weather, year-round.
had apparently broken free from their
moorings and drifted out to sea.
Station operations manager Jason
Dunlop said: Our volunteers leave
their families and workplaces to launch
our lifeboats, placing themselves at
risk. Were urging boat owners to help
us by making some simple checks.
IRELAND
NEW MARINA FOR BANTRY
A new 20-berth marina is to be
created in Bantry Harbour as part of a
r8.5million regeneration scheme. The
project also includes dredging the
harbour to a depth of 4m to give
access at all states of the tide and to
allow boats to remain aoat alongside
the existing pier. Pier facilities will
be improved and land reclaimed for
marine-related activities, while a new
amenity area will be developed in
consultation with Cork County Council
and the community. The project is
scheduled for completion in late 2017.
NORTH-WEST
NORTHERN BOAT SHOW
The Northern Boat Show is returning
for a second year to Liverpools
waterfront on 3-5 June with quadruple
the number of boats, up to more than
55. The show, part of the International
Mersey River Festival, covers all
aspects of the leisure marine industry.
Most of the show is free to attend: but
 TH
IS RSD
SU A
U

JU ON AP
Regional News

E Y,
NE SA RI
Next

LE L 2
1
for access to the pontoons, tickets EXTRA BERTHS FOR ST SOUTH-EAST
cost 5 in advance or 8 from 3 May.
www.northernboatshow.co.uk

MARINA PLAN PROGRESSES

Plans to build a marina at Port St Mary
have moved forward following the
allocation of 7million for the rst phase
of the work. This includes strengthening
Albert Pier, introducing protective rock
armour on its seaward side and raising
its height to prevent over-topping. A
further 8-9million will be needed to
carry out the second phase which will
see Albert Pier lengthened, while the
third phase will include building a new
pier towards the now extended Alfred
Pier to create the marina.
SCOTLAND
ANCHORING PROHIBITED
Anchoring restrictions are in place
where a torpedo was found on the
seabed of Scapa Flow, Orkney. At the
time of going to press, a Notice
to Mariners states: A torpedo has
been found in Scapa Flow in position
58 54.2 N 002 59.7 W. Anchoring
and diving is prohibited within 500m
of this position until further notice.
EAST
BEACHED YACHT
A yacht abandoned by a Russian
sailor, who was rescued in storms
off the coast of Norfolk, is still
beached at Scroby Sands three
ANDREWS HARBOUR
Additional berths are to be provided
in St Andrews Harbour as part of a
120,000 package of improvements.
Sixteen new pontoon berths will be
installed along the west wall of the
harbour, while water and power
facilities will be provided on both the
existing and new pontoons. Work is
likely to be carried out later this year
or early in 2017.
NORTH-EAST
PHOTOGRAPHY CHALLENGE
Newcastle photographer Jack Lowe
is in the midst of an ambitious project
to visit all 237 RNLI lifeboat stations
around the UK and capture iconic
shots with his 110-year-old camera.
Jack, the grandson of Dads Army
actor Arthur Lowe, uses a Wet Plate
Collodion, which is a Victorian
process that allows him to record
images on glass, and travels around
in a decommissioned ambulance
that he converted into a dark room.
The project is predicted to take
three to ve years to complete.
www.lifeboatstationproject.com
Caister Lifeboat
WEAPON YACHT TRIAL
Three men and a woman have gone
on trial accused of illegally importing
31 automatic weapons into the UK on
a motor-cruiser. The Old Bailey heard
the gang used a boat to smuggle the
weapons, worth more than 100,000,
across the Channel. Nine Skorpion
sub-machine guns and 22 assault
ries similar to AK-47s were brought
into the UK from Boulogne in France
on a 11.6m (38ft) cruiser, the MV
Albernina, arriving near Cuxton Marina
on 10 August last year. The National
Crime Agency seized the cache.
Harry Shilling, 25, from Swanley,
Kent; Jennifer Arthy, 42, who lived on
a houseboat in Cuxton, Kent; John
Smale, 58, from Rochester in Kent; and
Michael Defraine, 30 from Bexleyheath
in Greater London deny charges of
gun smuggling and possessing
rearms with intent to endanger life. Ms
Arthys partner and skipper of the boat
David Payne, 43, has already pleaded
guilty to the illegal importation of
rearms along with two other men.
The trial is expected to last a month.
INLAND
SAFETY SCHEME REJECTED
Lake District bosses voted against the
Boat Safety Scheme recommended
by the Marine Accident Investigation
Branch (MAIB) following the deaths of
a mother and daughter on Windermere.
month
PRACTICAL
Installing a heater
Fitting an Eberspcher
diesel heater, step by step
Plus
Making wooden window frames
Repairing a tiller pilot
Fix a rudder bearing support
Dinghy trailer construction
How to sew covers and sails
TESTED
Raymarine Quantum radar
Pulse compression technology
Outboard alternatives
Rowing, sculling and other quiet
methods of propulsion compared
BOATS
Legend 31
David Harding tests the new
31-footer from across the pond
Golden Globe preparations
One mans tweaks and
adaptations to his Baba 35
SEAMANSHIP
Single-handed mooring
Pick up moorings on your own

months later. The yacht Olivia
sparked two RNLI call-outs in a
week in December, but after the
second rescue the boat could not
be recovered. Caister Lifeboat in
Great Yarmouth posted pictures on
Kelly Webster and Lauren Thornton
Sailing off a lee shore
of Leyland, Lancashire, were killed by
engineless and single-handed
generator fumes on a boat in 2013. Ms
Websters partner Matthew Eteson, 42, CRUISING
This abandoned yacht is still had modied the boats system to
beached at Scroby Sands
make it quieter but a makeshift exhaust Emigrating to Australia

Contents subject to change

their Facebook page on 6 March,
showing the beached yacht at
Scroby sandbank, saying the boat
is now being buried by sand due to
recent storms and waves.
The lifeboat volunteers at Caister
attended the rst call for help last
December, when the yachtsman
had injured his right hand. Six days
later, Great Yarmouth and
Gorleston Lifeboat was called to
Scroby Sands, when the yacht
Olivia had got into difculties again
and run aground on the sandbank.
They tried to tow the yacht off,
but weather conditions made
it impossible, so the sailor was
rescued and the yacht abandoned.
failed, allowing lethal gases to build up. in a small boat
He was given a two-year suspended PLUS
jail sentence for gross negligence.
The MAIB called for new vessels to Essex Melody rebuild
be tted with carbon monoxide alarms, The heritage and renovation
but at a meeting on 25 February, the of a 1950s JOG racer
Lake District National Park Authority
said the scheme was not an effective, JUNE ISSUE ON SALE
comprehensive method of addressing THURSDAY, APRIL 21
the important issue of boat safety.

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Practical Boat Owner 599 May 2016 www.pbo.co.uk 11

 Letters
Readers share their thoughts and opinions
THOSE TRICKY LEAKS, THEY SEEM TO GET EVERYWHERE...
Well, well, well
Re Curing troublesome leaks
you know the drill (Letters, PBO
April), reader Chris Masons
anchor well dilemma reminded
me of a similar problem on my
Jaguar 25, except it occurred in
a boatyard, not at sea. I went
to check my yacht after a
particularly bad bout of weather:
the yard had moved my yacht on
its trailer to a site on a slope, with
the bow facing uphill.
On getting on board, I found
the cabin oor awash: my rst
thought was that the freshwater
tank had split from frost, but
having checked and discounting
that, I explored further. The
anchor well was full of rainwater,
and because of the angle of the
boat, water was spilling down
the chain pipe and then ooding
through the interior. The solution
was to tilt the bow down so water
could run out the drain hole. In
the clean-up I pulled the anchor
chain out of the locker so I could
sponge out any water, leaving
Could you spare some lter tips?
When PBO editor David Pugh
tted a FuelGuard dynamic lter to
his Contessa 26, Red Dragon (PBO
October 2015), I was wondering
if hed had any discussions
regarding the lowest fuel rate that
the lter would still centrifuge the
water and muck to the outside, as I
would have thought ow rate would
have a big impact on the efciency
of the lter? I am thinking about
using such a lter for a polishing
loop, also covered in PBO
(February 2016), but using a
Racor lter as suggested by ASAP.
Simon James, by email
Ian Currie, MD of
FuelGuard, replies:
The minimum ow rate for our
model FGD100, as tted to Red
Dragon, is approximately 1lt per
minute. Our standard element is
rated at 30 microns, which is
sufcient in order to clear out
microbial growth (ie diesel bug).
Simon James replies:
Thanks for the response. Sixty
12
Tracing those
only the rope tail tricky leaks
down the chain pipe.
Boat leaks are the bane
of a sailors
life, but with patience their
source
can be traced. Ben Meakin
s has
On a later visit, some ideas of where to
start...
A
leak-proof boat
might seem like the
I found water in holy grail but it
is achievable with
patience and a
thorough approach to
problem
solving. Here is a simple
the chain locker. procedure to follow should
you nd a leak. Were
talking huge quantities
not
here
if theres a big leak youll
need
to make your way to
a hoist
Although rainwater
ASAP but for smaller
leaks
heres what to do
Step 1: Taste it!
Assuming its not swimming
could now run out of
with
oil or diesel (or sewage,
which
leads straight to the holding
tank!), dip your forenger
into the
the drain hole, water Leaks above the waterline
WATER TANKS The
rst thing
to check with a freshwater
still lay in the bottom leak
is the freshwater tank.
Flexible
bladders can puncture,
hoses
can slip off and taps and
seacocks can leak, depositing
the
contents of the tank into
of the anchor well
the bilge.
You should be able to
reproduce the leak, if it
is the
water tank, by baling the
bilges
and adding more water
to the
and was now
tank with a hose, monitoring
the
bilge water level while
you do so.
If its not the freshwater
tank, you
can move on.
wicking down the
rope tail. Removing
the rope tail solved
26
the problem.
James Brooking, by email
non-return valve between the
pump and calorier, but I still
What a relief had a leak In spite of checking
Re Tracing those tricky leaks all the pressures.
(PBO February), you may be This time there was only a leak
interested in another freshwater when I ran the engine, so I wasted
leak that took me a ridiculously a lot of time looking for a cooling
long time to identify. It was from the water problem. I eventually found
calorier pressure relief valve: these that the new non-return valve was
are tted to many boats, but are working too well! As the engine
generally ignored. In my case, the heated and expanded the water
pressure regulation of the domestic in the calorier, it opened the relief
litres per hour is quite a lot of fuel
for our smaller yacht motors, so
it will be interesting to see how
David and Red Dragon get on
this season.
At the moment I am thinking of
setting up a separate polishing
loop with a higher ow rate to get
the maximum benet and so that
I can regularly keep it clean
through the season.
PUZZLE 201
What is the meaning of this
Q port signal?
A: Vessels shall not proceed
B: Vessels shall not proceed,
except that vessels which can
navigate outside of the main channel
need not comply with the main message.
C: Local meaning, as published in
the local port notices.
Find the solution at the bottom of page 110
Email pbo@timeinc.com
or write to us at the address on page 5.
Photos are appreciated, letters may be edited.
water pump valve. The older, less effective
had become
non-return valve did not do this.
faulty and was As a test, I switched off the
pressurising
water and give it a quick
water pump and opened the
taste to
see if its salty or fresh.
Step 2: What kind
of sailing have you
t e calorier:
hot water tap before starting the
been doing?
Its worth reminding yourself
weather conditions and
your boat has had since
looked in the bilges. If
of the
the use
you last
t e pressure
shes been
engine: no leak into the bilge.
sitting on the mooring
and its
been pouring with rain,
then
nding fresh water in the
bilges
might mean that its a
leak from
above decks. If, on the
other
relief valve
I like a dry bilge and a clean
hand, youve been doing
some
serious sailing with the
rail
submerged in heavy weather,
then
the presence of salt water
could
lead to a leaky deck tting. Sailing like this can
d d its job, so
reveal all sorts of leaks!
engine bay so that I can spot
DECK GLANDS The
I equently
ttings
any new problems quickly, so
designed to keep water
out
where wires pass through
the
deck are another common
source of leaks. Check
these
by pouring a bucket of
f und water
water
this has become a permanent
over them while someone
looks on from down below.
Common failures include
the
rubber gaskets wearing
out,
or the wires being too
small
i the bilge. for the gland. You can
make a
procedure. I thought of removing
Will Sayer
quick x with Sikaex or
another sealant. Some
WINDOWS Windows, of the
especially better glands that allow
as boats get older, are consuming job. Its rarely a plug
a common totally to pass through are of
leak point. Test these with successful to attempt to the
As the
seal these
the non-return valve, but that
a hose J-hoop type.
or bucket of water. If you in situ, but its worth trying
have to add
simple acrylic windows extra sealant to areas where
bolted on, its
you may get away with sparse, and products such
tightening as
the xings. However, other Captain Tolleys Creeping
Crack
windows, especially those Cure can be effective in
xing
system was
with
would then apply pressure to
small cracks and leaks.
complex aluminium frames, However,
may at the end of the day, youre
need stripping and rebuilding,
which is a tricky and time- probably looking at taking
them
out in the winter. Rubber inserts can
perish
o I replaced all Practical Boat Owner
596 February 2016 www.pbo.co.
uk
the pump. The leaky old valve
t components, could have been the reason
including the the pressure regulation went
wrong in the rst place.
If I want water once the
engine is hot I can just turn
the pump back on. There will
be no further expansion unless
I use a large volume of hot water
and the calorier becomes
cold again. This is not a
problem as I am careful to
conserve my fresh water.
Alan Pindar
By email
The box of time-expired ares,
left out for all to see
in a French marina
Flare comment
Re Yesterdays ares (Letters,
PBO April), at rst glance the vision
of a box of time-expired ares left
out for all to see in a French marina
may seem a little irresponsible.
However, it may be less dangerous
than having out-of-date ares hidden
and forgotten in lockers, cupboards
and lofts, as is almost certainly the
case in the UK, where the opportunity
to carry out safe disposal is much
harder. At least in this French
marina it seems somebody is doing
something with them but what?
Robert Turner
Bicester, Oxfordshire
Practical Boat Owner 599 May 2016 www.pbo.co.uk
 www.twitter.com/p_b_o www.facebook.com/practicalboatownermag
Letters

Thick and n of it SEADOG OF

Wreck covered
Re Rhyl life (PBO April), the article
is brilliant and very positive, but the
information about The City of Ottawa,
the wreck which is still visible in Rhyl
Harbour, is not correct. The wooden,
three-masted sailing ship was built in
1860 in Quebec, Canada, and sailed all
round the world until it was towed to Rhyl
Harbour in 1906 for salvage. A full history
of the ship has been published in my
book The City of Ottawa: The Story Of A
Sailing Ship (available from Amazon). As mentioned in the article, there
is considerable interest in the vessel in Canada because of its unique
but very successful design, and this book has recently been published
in French as Le City of Ottawa: Lhistoire dun grand voilier.
Judith Samuel
Secretary, Rhyl Foryd Harbour Forum
The discoloration on this failed
shackle suggests that its
composition was not up to standard
Cracking up
Colin Brown gave an excellent
reply, as usual, to a readers
question regarding bolt failure
in Ask the experts (PBO April).
Although I have not seen a photo
of the failure, I wondered whether
he had considered stress-corrosion
cracking as the cause? Most
examples of fracture, in yachts
and offshore oil production, have
been for this cause rather than
crevice corrosion, which attacks a
far wider area (relatively speaking)
and leads to general wasting of
the affected area.
SCC is fairly common in
heavily-loaded shackles, I have
quite a little collection of them, and
I personally suffered an anchor
swivel failure for the same reason.
The photo shows a shackle which
was one of four used for reeng
pennants on a Sigma 33. It was the
only one that failed and was the
only discoloured one, which leads
me to suppose that its composition
system (PBO April) reminds me of a
was not up to standard.
I am a strong believer in keeping
water out by the use of sealants,
and I also like Waxoyl for difcult
areas. I think I would recommend
using A4-70 or A4-80 bolts in this
readers case, not for the increased
strength but to provide a little
better corrosion resistance.
I always look forward to Colins
responses to metallurgical
questions in the magazine
we think along the same lines!
Vyv Cox
By email
Vyv Coxs article,
Understanding metal fatigue,
is on page 90.
PEYTONS PICK FROM THE PAST
Youre always talking about the good old days, so youd better
come on watch. The batteries are at and weve no engine,
autopilot, GPS, radio, echo sounder or log!
Taken from Practical Boat Owner August 2001
How to service your cooling
problem I had with my new Volvo
Penta D1-13. In the same season
that the engine was commissioned,
an external obstruction blocked the
cooling water inlet and shredded the
impeller. I stripped the pump, pipes
and heat exchanger and removed
pieces of impeller. I blew and washed
through the pipes but could not see
through them as they were shaped
into bends, and I passed probes
through the heat exchanger tubes.
All clear except that when under
way the temperature alarm went off
at apparently random intervals,
sometimes when running at high
revs and sometimes after throttling
back after a good run. Each time I
dismantled and examined the
system, but no obstructions were
found. The answer nally became
apparent when a trapezium-shaped
piece of impeller n appeared at the
heat exchanger. This was just large
enough to t across the rubber pipe
on its long axis, possibly at a bend,
and must have acted as a rotating
valve, virtually closing the pipe when
across it and then lying parallel at
other times! I have had no problems
since this was removed.
The moral is to pull a probe through
the pipework after an impeller
shredding to make sure all is clear,
as even running water through the
pipes may not show up the problem.
Peter Kersey, Tavistock
THE MONTH
This is Lucia,
photographed in Bucklers
Hard, Beaulieu River,
where we had been sailing.
Although the signs say to not
to let your dogs off the leash,
she managed to free herself
and ran off for nearly an hour,
looking like this when she
came back. We were all very
worried. Here, she is waiting
on the pontoon for a wash.
Agnieszka Schramm-Newth
Seadogs
galore!
Visit our seadog gallery at
www.pbo.co.uk/seadogs or scan this
QR code with your smartphone.
Send us your seadog photos for our
web gallery and your pet may be
lucky enough to become Seadog
of the Month and win you 30
Snappy remarks
In your test of teak treatments
(PBO March), you didnt mention
Snappy Teak, which I have used for
15 years. Ive never found anything
better on the Swedish market. I get
frustrated when I see people using
high-pressure water systems! By
the way, it was PBO that introduced
me to Snappy Teak many years
ago: I have been a PBO reader for
40 years now, and always look
forward to the next issue.
Anders Svensson
Sollentuna, Sweden

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Practical Boat Owner 599 May 2016 www.pbo.co.uk 13

 Dave Selby
Mad about the boat
My supply of ensigns dried up
Dave provocatively contends that an ensign can make a serviceable tea towel and vice versa
I
feel sorry for sailors in
countries like France,
Holland and Cornwall
who have nothing but
a national ag to hang
on their agstaff. It
must cause terrible confusion,
not to say social awkwardness.
Fortunately, here in the
developed world we have the
ensign, which in its myriad
permutations denotes not
merely who you are, but more
importantly who you arent,
who you used to be, who youd
like to be, why it will never
happen and which way the
winds blowing quite literally.
Come to think of it, a Sailsh
18 also does all of these things.
So does a Sunseeker, for that
matter. But thats not the point,
and Im afraid the delicate
nuances and etiquette of the
ensign will be lost on those
who live in other lands where
people care less about what
others think, ie the rest of
the world. I should explain.
There can be no other item
on board your boat that serves
so many practical and social
functions. On a small boat,
where space is at a premium
and theres no room for a
butler, your ensign can be
pressed into service as a tea
towel. The very act of drying
your own Tupperware serves
to remind you that you havent
got a butler, which in turn
keeps you grounded and
stops you getting ideas
above your station. Its all
very straightforward.
When it needs drying you
can hang it out on your
agstaff, and while its doing
that its also saying more about
you than mere money or lack
of it ever can. In short, the
ensign is a treatise on the
British class system, and just
like the class system, no one
understands it. Depending
on who you arent youre
supposed to y a pink, red,
14
Dave Selby is the proud owner of a 5.48m (18ft) Sailfish, which he keeps
on a swinging mooring on the picturesque Blackwater estuary in Essex
Dave rarely let on that the emblem on his blue ensign was actually a curry stain...
dark blue, light blue, Burberry
check or white one, any of
which can come with all
manner of heraldic devices.
The pink one is for sailors on
the Amble: like their trousers,
it started off red, but has been
professionally distressed to give
the impression youve been
about a bit and know what
youre doing. The Burberry
check one adorned with the
interlocking Cs of the Coco
Chanel emblem is the
Sunseeker non-domicile
national ensign: this is
tax-deductible, as indeed
is everything. Its all really
quite straightforward.
Other stuff on it...
Most of you PBO readers will
probably y a red one. Mines
dark blue with some other stuff
on it, but Im afraid Im not
permitted to tell you how I
came by it: protocol will not
allow. Lets just say theres a
warrant involved and leave it
at that.
Nevertheless, my dark blue
tea towel I mean ensign has
caused considerable fascination
over the years. Ive been asked
so many times Dave, whats
with the blue ensign? that in
the spirit of translucency Ive
developed a series of elaborate
responses. Answer 1: Need
to know basis, Im afraid.
2: Sorry, if you dont know
I cant tell you. 3: It means
Im the stand-on vessel.
4: Would it help if I simply
say Who Dares Wins?
5: Oh, its just a family thing.
I hope that claries things for
you. The point is that no one
understands the innite,
complex labyrinth of the
British ensign apart from
people who do, and who really
care. And a yacht surveyor
friend of mine came across one
a while ago in a faraway island
hamlet began with C, I think,
but not Canvey who was a
member of some three-letter
organisation like RHS, the NHS
or BHS possibly there was a
Y in the middle, an S at the
end and an R somewhere else.
Anyway, it was an organisation
that has dispensation to y
the white ensign, as own
by the Royal Navy under
certain conditions.
The boat owner was after a
tonnage measurement and
certicate. The surveyor
Practical Boat Owner 599 May 2016 www.pbo.co.uk
measured the boat and found it
to be 29ft; the owner suggested
that if he measured it again he
might nd it was actually 30ft;
surveyor re-measured with the
same result; owner suggested
tape measure might have
stretched; surveyor said no;
owner offered to pay rather a
lot if surveyor was a little more
exible than his tape measure;
surveyor left. Turns out that to
y a white ensign the boat
needed to be 30ft.
So size matters, but as the
owner of a Sailsh 18, which
is actually 18ft 6in, I know all
about that. It all seems a bit
unnecessary as I found a white
ensign for a couple of quid at
the Essex boat jumble; theyre
also all over the terraces at
England games at Wembley
and Twickenham. In fact, they
are really not hard to come by.
The only trouble is theyre
generally a bit large for tea
towels. Mines a tablecloth.
LISTEN ONLINE
Hear Dave Selbys
podcasts on the PBO
website www.pbo.co.uk
 %1,

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 Sam Llewellyn Sam Llewellyn is editor of The Marine Quarterly, www.marinequarterly.com,
Flotsam and jetsam and author of nautical thrillers. Three years ago he bought a Corribee on eBay

Thoughts on the extraordinary

hardships of ordinary sailors
Compared to the privations endured by a band of naval servicemen during
World War Two, life for those of us who sail by choice is a midsummer picnic

T
he boat stuffed its
nose into a wave
and shovelled a
few gallons of
icy water into
the air, whence
it sailed aft and into the collar
of my coat. The sky was grey,
and so was the sea. Someone
complained. I remembered
a book.
It is called Very Ordinary
Seaman by JPW Mallalieu, and
it is long out of print. It tells
the story of a young man who
in the early years of the Second
World War was presented with
the choice of going into the
army or the navy. He decided
on the navy, and found himself
with a bunch of other 100%
landlubbers at a training
establishment, where they were
subjected to square-bashing
and got to know each other.
These landlubbers were then
transferred more or less en
masse to one of HM destroyers.
This was not one of your
sleek ocean greyhounds. It
seems to have been a rattletrap
built in a hurry some time
around the First World War.
The messdecks, up in the nose
of the ship,
were A shell went through the mess deck and
appallingly
crowded and
out the other
dismally through which the Arctic seas plunged
leaky,
admitting volumes of icy water.
Thanks to the almost universal
seasickness they were very soon
a mass of reeking slime. The
only comforts were ki, a form
of thick cocoa; duff, which was
any combination of our,
grease and jam; and the daily
tot of thick, black, sweet rum.
The destroyer was sent to
Iceland in weather bad enough
to wreck large sections of her
Two editions of JPW Mallalieus
book Very Ordinary Seaman,
sadly long out of print (but
available second-hand online)
superstructure. Here she
stooged around from fjord to
fjord, protecting a cruiser (an
enviable affair, with lashings of
space and an actual cinema)
and indulging in the odd bit of
fruitless U-boat hunting. The
raw recruits, who by dint of
proximity knew each other
well and had become a sort of
gun crew, did not feel any less
side, making a big hole
raw. A German aeroplane ew
over the fjord, causing the
gunner to press the ring pedal
early, blowing a hole in the sea.
There seemed to be some sort
of convoy massing, bound,
probably, to the dread of all,
round the North Cape for
Murmansk to resupply Stalins
forces ghting the Germans. A
couple of overexcited Russian
ships managed to shoot up
some of their fellow convoy
members. Nobody was hurt.
The raw recruits felt slightly
proud of having heard a shot
red (however inaccurately)
in anger, and thought the rest
of it was a bit of a joke.
The joke element soon faded.
The convoy set off, trudging
across the icy North Atlantic
at a grim 10 knots. U-boats
evaded the escort
and ships began
to blow up and
sink. The raw
recruits,
becoming less
raw by the minute, slept hardly
at all and worked their gun,
lthy, hungry, icy cold, as the
convoy came within air range
of occupied Norway and
squadrons of Nazi torpedo
bombers dropped between the
snow clouds and released their
weapons. Men were dying now,
scalded by superheated steam,
bisected by ying metal. Ships
sank, but not theirs.
Before they entered the White
Sea, they were detached to a
fjord where a tanker waited to
refuel them. On the way out
of the fjord in company with a
sister ship, the lookout spotted
smoke on the horizon. The
friends for that is what the
recruits had now become
found their ship steaming full
ahead for the smoke, which
was being produced by a
superior German force. The
enemy, which outgunned them
in range and weight of metal,
opened re. The world turned
to a blizzard of steel splinters.
Friends were dying now. A shell
went through the mess deck
and out the other side, without
exploding but making a big
hole through which the Arctic
seas plunged, hard and lethal.
Still they steamed on, until the
German ships were in range.
With the one gun left in
service she sank two of them
and chased the third away.
Freezing, sodden, starving,
bleeding, they limped back
to a home port.
No heroics
It is acknowledged by those
who have served in the navy
to be the best book about life
at sea in the Second World
War ever written. There are
no heroics, only young men
doing impossible things in
abominable conditions that
have become the stuff of their
everyday lives. So let the next
grey wave heap up on the
too-early spring cruise, and the
bow go down, and the clods of
cold water come aft. We are
there because we want to be,
and compared to the existence
of the very ordinary seamen,
bless their hearts, life is a
midsummer picnic.

16 Practical Boat Owner 599 May 2016 www.pbo.co.uk

  
 
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 Andrew Simpson
Monthly musings
The spare necessities of life
Having two dinghies and two outboard motors among your spares makes
sense for offshore sailors especially when one outboard loses the will to live
N
ow, it should
come as no
surprise that
a boat bent
on offshore
sailing should
carry an extensive complement
of spares and Shindig is no
different. Im not talking
about spare batteries for
the torches and spare strings
for the guitar, Im talking
objects of indisputable
signicance, sometimes
size and often price.
For example, we carry two
dinghies: the rst a 1976
Avon Redcrest, deated and
in its bag, stuffed into the
void beneath the bathing
platform. Although undeniably
ancient, its in excellent
condition without a single
patch on it. However, in
anything less than a at calm
taken at a very gentle pace,
the small-diameter tubes
with their resulting meagre
freeboard make for a somewhat
soggy experience, which leaves
one looking like a fugitive from
an incontinence clinic.
Chele isnt exactly enthralled
by it, but was brave enough
to endure it for a few months
after our Avon 2.80 broke free
(my fault the clove hitch
was a poor choice) from its
tether while we rounded a
particularly exposed and
rocky headland in Sardinia.
Our current number one
dinghy today is a Caribe,
hand-knitted in Venezuela and
very nice to operate indeed.
We also have two outboard
motors both for the
transomed Caribe, since the
doughnut stern of the Redcrest
was intended for nothing
heavier than a 1.5hp Seagull;
nowadays too much to expect,
unless you go electric. The
lightest outboard is a Mercury
Mariner 2.5hp, and its pal in
18
Yacht surveyor and designer Andrew Simpson cruises with his wife Chele in his
own-design 11.9m (39ft) yacht Shindig. Read his blog at www.offshore-sailor.com
The neck to the plastic fuel tank had snapped off and had clearly been
cracked for some time, the petrol both evaporating and leaking out
the stable is a 5hp Honda
both four-strokes. Whichever
is the chosen motor of the
moment lives on deck on a
bracket aft, while the other
is stowed in a large cave
locker (known to us with
sickening sentimentality as
The Bosuns Locker) almost
immediately beneath.
Its of the Mariner I wish
to write.
One of the
advantages of
One
four-strokes is ashore, the motor failed completely
their miserly
fuel consumption. And Im
sure it comes as no surprise
to be told that the less powerful
ones are stingier than their
beeer fellows. Thus it is
that in unchallenging
circumstances such as
the sheltered anchorages of
Grenada the smaller motor
is pressed into action.
Since the last place we had
used the Mariner/Caribe
combo was in Port St Charles,
Barbados, back in May last
year, it seemed to me that
it was using more than its
customary allotment of
fuel. The performance was
as good as ever, but I was
beginning to suspect that
it was inviting its chums
around to binge at our
expense. I would ll the
built-in tank to about half
tide, as is my miserly habit,
evening, returning from a meal
returning in a couple of days
to nd we had hit low-water
Springs. Then, one evening,
returning from a meal ashore,
the motor failed completely.
Before I could rig the oars
(in this department the Avon
is vastly superior), we were
blown down onto a nearby
but indubitably blessed
promontory. Blessed indeed.
Without that nger of rock
to block the way, the next
stop is Bonaire in the Leeward
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Antilles, nearly 400 miles
downwind. Further than
I could row, I reasoned.
By now you may be
wondering if I had checked
for leaks. The answer is yes.
Then I discovered I could
start the engine, which ran
normally for a few seconds
before dying. Clearly a fuel
problem probably a blockage.
Or maybe I had just been
unlucky. Charity demanded
I gave it one last chance. I
lled the tank about a third
full and waited a couple of
hours. Again, the Mariner
sprang into life, roared
encouragingly then died.
Inatable dinghies make
poor workstations. Precision
work is very difcult, even
if wave motion is slight.
Tools are easily lost. There
was nothing for it but to heave
it aboard Shindig, back onto
the bracket from which it
recently had been moved.
I was still in the dinghy when
the next surprise came. I had
hefted the Mariner off the
transom and was moving it
towards the bow. There I would
attach it to the two-to-one
advantage engine crane before
hoisting it up to the bracket.
Going forward,
I was just about
at the thwart when
I felt a rush of uid
over my arm and
knees. Petrol! Hardly gallons,
but enough for me to recognise
another good reason to be
a non-smoker. The neck to
the plastic fuel tank had
snapped off and had clearly
been cracked for some time,
the petrol both evaporating
and leaking out with the
natural slop.
It can be repaired, of course,
but in the short term its hullo
Honda its your turn to
take the stage.
 3<Z8' 32' $-$0 !>!@
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 Boats
The Nicholson 32 was one
of the rst GRP top-sellers.
Available second-hand
from 15,000
31-33ft cruisers
Peter K Poland kicks off his discussion of popular 31-33ft cruisers
with a look at some of the most groundbreaking early GRP designs
nce you start already set the precedent for
O
looking at the extended cruising and ocean
early 31-33ft voyaging: to see how it was
GRP production done, just dip into Eric Hiscocks
yachts, you are wonderful books. Who cares if his
into the realm of Cruising Under Sail and Voyaging
go anywhere cruisers that dont Under Sail make no reference to
just potter around the coast or electronic autopilots, GPS,
across the Channel. Many chase plotters, small-ship radar, AIS
distant horizons, taking their etc? They werent available in
crews to exotic, magical parts of those days all of which
the globe. In addition, provided makes his other books about
they are correctly equipped and circumnavigating the globe in his
well maintained, many are sturdy timber Wanderer lll (just over 30ft)
and seaworthy enough to all the more inspirational.
undertake such voyages in However, when GRP became the
comfortable safety. norm in the early 60s, production
Timber yachts of this size had yachts at sensible prices began to
appear, and they changed sailing
ABOUT THE AUTHOR
Peter K Poland crossed the Atlantic in a 7.6m
(25ft) Wind Elf in 1968 and later spent 30 years
as co-owner of Hunter Boats. He is now a
freelance journalist and PR consultant.
20
forever. All of a sudden, you could
buy a proper yacht off the shelf
and cast off. The Nicholson 32
was one of the rst top sellers.
Designed in 1962 by Peter and
Charles Nicholson of Camper &
Nicholsons a premier British
custom boatbuilder at the time
it was a good value, mid-sized,
fast cruising yacht, and the
companys rst series
production all-GRP venture.
The Nicholson 32s long-keel
hull shape evolved from the
smaller wooden South Coast One
Design. A 24ft LWL was then the
minimum to compete in RORC
events, and its other vital statistics
show that it was essentially a GRP
facsimile of a 1960s wooden
yacht. You only have to compare
these gures with those of a 1980
First 32 (in brackets) to see what I
mean: weight 12,200lb (First:
8,390); ballast ratio 55% (39.4%);
displacement-length ratio 394
(172); sail area/displacement ratio
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Sailing Scenes
14.24 (19.4) and beam 9ft 3in (10ft
9in). In many ways, the Nic 32
was destined to become a
classic from the word go.
Halmatic moulded the hulls
and decks and took over the
completion after 1966. This
great yacht evolved continuously
down the years, and the last
boats (Mk X and Mk XI versions
from 1972 to 1981) featured a
sleeker modernised deck. Around
370 Nicholson 32s were built, and
few other designs have remained
in production for so long, sailed
so many miles and crossed so
many oceans.
Clare Francis was an early
adventurer to go transatlantic in a
Nicholson 32. She sailed Gulliver
G single-handed from Cornwall
to Newport (Rhode Island) in 37
days and later teamed up with
Eve Bonham to nish third in the
Round Britain race. Then in 2011,
current owners Geoff and Kate
Caesar cruised the very same
 31-33ft cruisers

Gulliver G on a transatlantic their own. Shes stable and

circuit taking in the Bay of Biscay,
Madeira, the Cape Verde islands,
the Caribbean, Bermuda and
the Azores.
Having come through a Force
8/9 gale in the Bay, Geoff wrote in
his blog, gulliverg.com: As I held
on tight under the sprayhood,
white water frequently swamping
easy to balance.
When I asked another 32 owner,
Peter Poole, where he sailed, he
replied: Four times to Spain
or Portugal; many times to the
east or west coasts of Ireland,
including a circumnavigation; to
Scotland several times, including
a circumnavigation of the British

the decks, the Aries held us
admirably on a windward
course. What I did not hear in
the cockpit were the loud bangs
when Gulliver G fell off each
wave and slammed into the
trough. The structural integrity of
the Nicholson 32 has never been
an issue. He later told me that
throughout the circuit, the boat Chichester to Baiona, near
handled fantastically in all weather
states. At no point did we feel that
she couldnt cope with what we
met. In the whole trip we only
broke two shackles and the
Sailing Scenes
mainland; to Bergen, Norway and
return via the Shetlands and the
west coast of Scotland. Since
2000 I have sailed outward
single-handed, then crew have Rustler 31: available second-hand from 26,000
joined me for return passages,
cruising the area. My longest
single-handed passage, using
a trusty Aries, was from
Vigo, in ve days, 18 hours,
35 minutes and I was still fresh
for an evening in the club!
Any problems, I asked? Peter
said the early Danforth anchor

engine, but thats another story!
We feel this is testament to the
Nicholson 32s strength.
Solid build
But not all Nicholson 32 owners
buy their yachts to cross oceans.
Simon Braunholtz told me:
I co-owned a Beneteau on
Ullswater, but decided I wanted
to sail beyond the connes of a
lake and, looking around the
harbours of Scotland, noticed a
preponderance of heavily-built
yachts with long keels. At the
Sailing Scenes
was unreliable and a pain to
stow so, like many owners,
he changed the anchor and its
stowage. He also said the gas
bottle in the engine compartment Harmony 31: available second-hand from 10,000
was not clever so he had new
stowage built, enabling any
leaks to escape safely. Airlocks in
the engine were also a problem
because of the low location of
the tank, so he added a smaller
header tank. He also said a very
small batch built around 1969 had
thinner bow topsides which could
pant in heavy head seas, but

London Boat Show I found a class
association stand where I could
talk to enthusiastic Nic 32 owners.
The combination of the boats
solid build, good looks and
accommodation below deck,
along with an affordable price
range, persuaded me that this
could be what I was looking for.
Simon bought his 32 in 2012. He
has since found that: A Nic 32 will
be perfectly content in winds that
most sailors would rather avoid. I
start reeng at about 18 knots, but
with the right amount of canvas
and a decent amount of sea room,
Force 7 is perfectly manageable.
A Nic 32 will heel, dig in and cut
its way through the waves.
A Nic 32 I recently raced
against at the CRAB classic
yacht regatta at Paimpol (Brittany)
demonstrated the designs power
as she surged past us in a stiff
breeze. Owner Richard Moule told
me: Compared to modern boats,
or even those 10 years younger,
Glenmohr is a wet sail in strong
winds But at sea shes
beautifully behaved, and in heavy
weather that narrow beam, low
almost all were later strengthened.
He concluded: By taking the
best of a long-developed hull
form, C&N produced an excellent
yacht. Compromises of hull shape
to provide more living space were
not attempted. The result is an
outstanding seakindly vessel.
Any other problems with this
evergreen design? Nick Yonge,
who runs the excellent class
association, said: The only real
drawback is that, like all long-
keeled boats, going astern is
unpredictable. However, I have
never hit anything, and there
are some tricks to make her go
more or less where you want!
Looks and
performance
In 1965, Kim Holman came up
with another lovely long-keeler.
His Rustler 31 (31ft 5in) is
effectively an overgrown Twister
28 transom stern and all. Built by
Russell Anstey Yachts, the Rustler
is an all-GRP sister to the timber
North Sea 24 (its LWL) which
was built by several yards.
With the RORCs minimum 24ft
Seacracker 33: available second-hand from 21,500
ballast ratio and 412 DLR, the
Rustler is an archetypal and
potent long-keeled cruiser-racer.
The rst boat Rustler of Arne
was co-owned by Russell Anstey
and designer Kim Holman, and
won her transatlantic laurels
by sailing from the Canaries to
Barbados. Another owner, Anne
Hammick, completed two Atlantic
circuits in her Wrestler of Leigh,
writing Ocean Cruising on a
Budget. The Rustler also picked
up prizes in offshore races and
still makes a wonderful long-
distance cruiser. Thanks to her
looks and performance, shed
be high on my list of desirable
classic yachts.
Ricus van de Stadt was also
quick to come up with ne GRP
designs in the 31-33ft bracket. His
1964 Harmony 31 is a pretty
yacht with a sweeping sheerline,
well-proportioned split-level
Sailing Scenes
slightly cut-away forward), she
weighs 10,582lb (ie, lighter than
the Nic 32 and Rustler 31) with a
42% ballast ratio and 324 DLR.
The Dutch-built Trintella ll was a
close sister. Then along came the
Trintella llA, Seacracker 33
and Tufglass 33 developments.
Moulded by Tylers and nished by
a variety of yards (and a few DIY
builders), these share similar hull
lines with the notable exception of
the keel. This is slightly shorter
and the rudder is skeg-mounted,
improving manoeuvrability under
sail and power. All in all, these
accomplished yachts perform
well and are easy on the eye. A
well-maintained example could
be a good buy for an owner who
is happy to live with a traditional
layout and relishes the look of
a classic.
If you like the lines and styling
of a van de Stadt yacht, the

prole and deep, long, lead- LWL, 9ft beam, 5ft 6in draught, coachroof and balanced British-built Pionier 10 is also
encapsulated keel come into weight of 12,768lb, powerful overhangs. With a long keel (albeit worth a look. Like its famous

Practical Boat Owner 599 May 2016 www.pbo.co.uk 21

 Boats

Sailing Scenes

Sailing Scenes
Pionier 10: available second-hand from 10,250 Golden Hind 31: available second-hand from 20,000

Sailing Scenes
Sailing Scenes

Elizabethan 31: available second-hand from 10,000 Barbican 33: available second-hand from 20,500

smaller sister, the Pionier 9, this
sleek 31ft 10in yacht was ahead
of the times with its n keel and
spade rudder, and proved its
performance by winning the
Fastnet race in the 70s. A
moderate weight of 9,039lb,
draught of 5ft 11in and DLR of 287
give speed and seaworthiness,
while a generous beam (for the
time) of 9ft 10in means that the
traditional accommodation is
surprisingly spacious. Meanwhile,
the Tyler mouldings and Southern
Ocean Shipyard nish mean
quality and pedigree.
Pionier 10s are often attractively
priced because they dont share
the kudos of more famous yachts
such as the Contessa 32. Much
the same can also be said of
the leaner 1965 van de Stadt-
designed-and-built Sprinter 32,
a sporty cruiser with the looks of
an elongated Pionier 9, even
down to its sleek low roof and
keyhole companionway.
An immediate hit
Predictably, the name David
Thomas crops up when looking
at early 31-33 ft GRP cruisers. In
1968, builder Peter Webster gave
Thomas his big break by asking
for a fast long-keel cruiser. The
Elizabethan 31 was an
50% ballast ratio provide plenty of
power under sail: this yacht goes
like a train in a breeze. An uncle of
mine who earned a reputation
as a top IOD (International One
Design) helmsman in the UK
found himself at a loose end in
Grenada in the late 70s, fell upon
a second-hand Liz 31 and bought
it on the spot. Then he went
racing and, to his astonishment,
found that his new toy was near
unbeatable in stiff Caribbean
breezes. He adored the boat.
The Elizabethans lid was
unorthodox, with a raised deck
line and a low, short coachroof
stopping short of the mast so
the cockpit is deep and secure,
while the uncluttered foredeck
makes sail and anchor handling
easy. Down below, the boat is
conventional and comfortable.
Although most Elizabethan 31s
came sloop-rigged, a centre-
cockpit ketch version with a
separate stern cabin was also
available. If you prefer a less racy
yacht with split accommodation,
this could t the bill.
In 1973, the 31 evolved into the
Elizabethan 33. A longer roof
sat on top, and a pretty counter
extended the stern. Available as
either a ketch or sloop (with
wheel steering as standard), the
locker), saloon and practical
galley and chart table (with
quarter berth behind) beneath
the companionway.
While Thomas started his
career in the 60s, another British
designer was busy consolidating
his reputation. Maurice Grifths
made his name as editor of
Yachting Monthly and creator of
a range of tough little DIY chined
wooden cruisers such as the
Eventide, Waterwitch and
Golden Hind. When GRP
became the default building
material, the Golden Hind (31ft
6in) went plastic, followed by
an upgraded and slightly heavier
Mk 11 version.
This jaunty old girl with her
shoal-draught triple keels,
bowsprit, cutter rig and distinctive
raised deck still has much to
offer creek-crawlers and ocean
voyagers alike. A draught of
just 3ft 8in, DLR of 314 and
SA/displacement ratio of
14.4 hardly spell sparkling
performance especially
upwind but this is a yacht
that keeps its crew comfortable
and relaxed. Down below shes
practical, with good galley and
navigation areas aft and a large
heads compartment amidships.
The Barbican 33, however,
is a more contemporary-looking
yacht. Designed in 1972 for GRP
construction, its a classic Maurice
Grifths cruising design with a
long shallow n keel, or added
steel bilge keels (so it could take
the ground), or with a steel
centreplate giving shoal draught
Sailing Scenes

immediate hit. Its underwater lines 33 is a ne-looking yacht. The

owe a lot to the Folkboat, with a accommodation layout is the
rm bilge and sleek long keel with same for both versions and
the rudder mounted on its trailing features a V-berth forecabin,
edge. A weight of 11,200lb and amidships heads (with hanging Elizabethan 33: available second-hand from 22,000

22 Practical Boat Owner 599 May 2016 www.pbo.co.uk


Westerly Longbow: available second-hand from 10,000
Westerly Renown: available second-hand from 11,000
and improved windward
performance. Above the waterline
theres a raised sheer above a
robust timber rubbing strake, and
a long, low coachroof that blends
into high cockpit coamings
all of which suggest a dry and
comfortable ride in a seaway.
If you are fed up with the bland
loft-style interiors of todays typical
cruisers, youll love the Barbicans
traditional joinery. The layout
offers nothing unusual for a 70s
yacht, but the overall ambience
of a well-nished and well-
maintained example is a delight,
while a DLR of 282 and SA/
displacement ratio of 16.5 suggest
a reasonable performance for
such a chunky cruiser.
Much in demand
Moving on to a much bigger
company, what was the late
lamented Westerly up to in
the 70s? Were they building
top-selling 31-33 footers? The
answer, of course, is a categorical
yes and these yachts remain
much in demand today. The 1972
Longbow 31 is one of the stars,
even if the names of its sisters are
confusing. The Longbow is an
aft-cockpit n-keel sloop; the
Renown a centre-cockpit n-keel
ketch with a short bowsprit; the
Pentland a twin-keel Renown;
and the Berwick a twin-keel
Longbow. Got it?
However, all four models have
one thing in common. They are
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Sailing Scenes
Sailing Scenes
solid, functional Laurent Giles
designs that sail well and offer
a logical step up from the
thousands of smaller Westerlys,
so they sold in large numbers.
The stern-cockpit models offer
different layouts featuring an aft
galley and single quarter berth or
amidships galley with two quarter
berths. Forecabin and amidships
heads are the same on each. The
centre-cockpit versions have a
separate twin berth aft cabin,
saloon with central galley and the
same forepeak and heads layout
as the aft cockpit boats. The
twin-keelers have more ballast
to compensate for reduced
draught and all have ballast
ratios around 45% and DLRs
of between 270 and 280.
Jeremy Walker told me he
bought his Renown in 1981,
adding: We have used her for
holiday cruising in southern
Westerly Berwick: available second-hand from 15,000
Westerly Pentland: available second-hand from 18,000
coastal waters, Brittany, the
Channel Islands, the Scilly Isles
and southern Ireland. We also
participated in WOA racing and
the Round the Island Race on
nine occasions. Prepared for
racing, the Renown is not slow. In
the RIR we had a 1st, 2nd, 4th, 7th
and 13th in our class. To achieve
this, the bottom was faired and
polished and a folding propeller
tted. (A wise man: why drag
around a xed blade brake?)
We nd the Renown predictable
in all conditions, Jeremy
continued, very dry and well
behaved. Shes not good in light
airs, but begins to show her paces
when the wind is above 12 knots.
Shes very balanced and sails well
under genoa and mizzen when
the wind gets up.
She has taken us through a
number of gales without incident,
including a Force 9 ten miles
Sailing Scenes
31-33ft cruisers
Sailing Scenes
south of Portland Bill at midnight.
Like all Westerlys, shes very
well built and over-designed
where it matters, so the boat
has always given us condence
in all conditions.
User-friendly
Were there any problems over
34 years ownership, I asked?
Jeremy said 31s tend to pant
across the rst bulkhead, causing
slight vertical gelcoat cracking.
Having lled the gap between
inner moulding and hull with
expanding foam and made
good the cracks, hes had
no trouble since.
In the late 80s the gelcoat was
removed and epoxy applied after
small blisters appeared along the
waterline. He also tted a new
propshaft in 2009 and a new
rudder after the stock sheared,
and the Westerly headlining
problem has occurred and been
rectied twice. He also made the
saloon more user-friendly by
modifying the galley layout and
designing and tting a new table.
What about performance
comparisons between n and twin
keels and sloop and ketch rigs?
Jeremy often sailed in company
with a twin-keel Berwick sloop,
saying the Berwicks rig made it
slightly faster off the wind in light
airs. Above 14 knots off the wind
there was not much in it, but on
the wind above 12 knots his n-
keel Renown ketch was quicker.
23
 Boats 31-33ft cruisers
Westerly Discus: available second-hand from 20,000
A magic mix
In 1977 Westerly replaced the
31ft range with one of its nest
cruisers, the Giles-designed 33
followed by the upgraded Discus
33. A weight of 15,100lb, ballast
ratio of 41%, DLR of 294 and SA/
displacement ratio of 17 give the
Discus a magic mix of power and
performance, while an 11ft 4in
beam produces space and
comfort aplenty in either the aft or
centre-cockpit version. Theres
also a choice between n or twin
keels and ketch or sloop rigs.
The amazing Reverend Bob
Shepton (winner of the 2013/4
Sailor of the Year Award at the
age of 78) is an intrepid Discus
sailor. He has owned two; the
rst was destroyed by re when
wintering in Greenland. Bob told
me: When I lost the rst Dodos
Delight, I quickly rened the
search down to another Discus
sloop. For the insurance money
available and for what I wanted
to do, I concluded I would be
pushed to nd anything better.
So what did he do? Bob
replied: Circumnavigation via
Antarctica and Cape Horn, Torres
Strait, Cape of Good Hope; 14
Ken Hasties Westerly 33, the model before the Discus: similar boats available second-hand from 24,000
24
Sailing Scenes
Atlantic crossings; 11 sailing/
climbing expeditions in
Greenland, Arctic Canada
including two transits of the
Northwest Passage; east-west
2012, west-east 2013. Beat that! I
could go on but why not just buy
his book Addicted to Adventure
from Amazon? Bob told me his
Discus has looked after us well.
Strongly built, knocked down
once off Cape Farewell (some
minor damage). I have often been
hove-to or lain a hull. And were
any changes made? My son built
a glassbre cuddy. I have added
an inner forestay with a No3
rolling down to a storm sail and
have permanent preventers
rigged to two-thirds along the
boom. Otherwise shes a
conventional production boat.
Martin Couzens bought his
n-keel Discus ketch for cruising
between Ramsgate and Belgium/
France: less extreme sailing than
Bobs, but no less fun. He told
me: Shes a n-keeler and rolls a
little more than my old bilge-keel
Pentland, but she points better. In
heavy weather I use a reefed roller
genoa and mizzen alone: this
gives adequate drive and is more
Bob Sheptons Westerly Discus 33, Dodos Delight, in Arctic ice
easily adjusted than full sail.
Reeng the main, especially when
single-handed, can get too close
to my risk threshold. Ive been out
in all weathers and sea states and
never had concerns about the
boats ability to handle the
conditions. The hull form of the
Discus/W33 lends itself to stability
in heavy weather while still making
good progress. Martin also keeps
a Dufour Classic 32 in the Med,
and said: By contrast, the at hull
form of the Dufour tends to slam
in big waves, wash or swell.
Martin is also delighted with his
Discus accommodation and nds
the passageway to the stern cabin
an improvement on the cockpit
access on older models. His
Ken Hastie
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Bob Shepton/Benjamin Ditto
major gripe, predictably, is the
dreaded foam-backed headlining.
The choice is: pay someone a
fortune to do it professionally, or
buy the kit from Hawke House
Marine and wear a hi-tech gas
mask. Theres no satisfactory
short-cut once they droop.
Ken Hastie told me he replaced
his Centaur with a Westerly
33 sloop, adding: I often sail
single-handed. I have been on
many other boats, but I love
the solid feel of the 33. Shell
punch her way through almost
any sea. Maybe not the fastest
boat around, but shell take
boisterous conditions in her stride
while other boats struggle. Hence
I can often make port before
potentially faster boats. Its the
comfort factor that I really enjoy: I
have never felt overly exposed.
He also loves the spacious
accommodation, while a cockpit
canopy made by Douthwaite Sails
gives protected harbour access to
the separate stern cabin. His only
major problem was the brass ller
neck breaking away from the
aluminium heat exchanger. He
concludes: All in all, a super boat
which you sail at 7 or 8 knots in
the knowledge that you will reach
your destination safely.
What more can you ask of
an elderly GRP cruiser?
NEXT MONTH
Further early 31 to 33-footers,
including Rival, Sadler,
UFO, Hustler, Contessa,
Moody, Sigma, Hunter...
and more
 
  







    
  
    

 Seamanship

Modern navigation
Tips and tricks: How to combine contemporary digital technology with
traditional techniques to help your navigation and pilotage on the water
o misquote Harold positions, good-quality digital full-featured electronic charting life easier and your boats

T Macmillan, when it
comes to navigation
we recreational sailors
have never had it so good.
Never before have we had such
charts and up-to-date port
data mean that most of the
time, we know where we are,
where were going and what
will happen en route. With
suite has plummeted. But that
doesnt mean that paper charts
and traditional techniques are
redundant not yet, anyway.
Navigating in 2016 is all
passage as smooth as can be.
Here are some tips for using
paper and digital charts to
your advantage.

resources at our ngertips. the advent of mobile apps about using everything at Calculating a
Instant, high-accuracy for sailors, the cost of a your disposal to make your course to steer
I covered this in
my article in PBO
January 2014, but
heres a refresh
straight-line course
er. The rst
between Plymou
th and
ur), we
each hour on the knots (thus 5NM/ho
step is to mark off ng that the boat
speed will be 5 position at
us an estimated
LAber Wrach. Assumi in 5NM segments. This gives correct tidal ow
line ne the
mark off the 100NM then use to determi
trip, which we can
every hour of the
t of the trip.
for that segmen
the chart
diamonds on

Calculating a course to steer (CTS)

tidal
METHOD 1: Using estimated hourly
positions and ll
diamonds for the in the cycle
to the nearest tidal By knowing where
We can now refer one for each hour. past Neaps
which has 20 rows Here we are a day
in the table below, ate the tidal rate. we might
we are, we can interpol at the Neaps gure. At other times
of Neaps/Springs the rate is rst hour, we
HW Dover, so we can assume for a guide. In this case, for the
at r 2013 ions.
see PBO Octobe use 0.2 for our calculat your
need to interpolate and neap rate of 0.2. We will at the start of
of 0.3 hour
have a spring rate off a vector for each quite
to do this is to draw can be used. It is
The textbook way Instead , this method
vectors this is ddly. , but its worth the
effort.
line but with 20
a bit of maths involved
detailed and theres
combining the TABLE
The method involves each TIDAL RATES
are within 20 of Rate
tidal vectors that ns. Diamond HW Direction
g out the directio

Calculating a Course To Steer If youre struggling to work out other and averagin
Youll see in the
that the rst two
table below, for instance
hours have a directio
n of
,
K (a) +5 073
Springs Neaps
0.6 0.3
0.4
ively. There are six 091 0.8
your Course To Steer, you can 073 and 091 respect this category, so
further hours that
fall into
K (b) +6
0.9 0.5

(CTS) to minimise the distance K (b) -6 095

A and take a mean 0.5
we can mark them then work -5 103 1.0
can K (b)
download Sticky Stapyltons article heading of 079.
through the list and
We
add up the rest
only one C (103),
but M (a) -4 073 0.3
0.2
0.1
0.1

sailed through the water when and form templates to help jog
youll see there is
ve that fall under
from these is 241.
D. The mean
We can disregard
tide is more or less
heading
the
slack
M (c) -3
M (c) -2
231
236
249
0.7
1.2
0.3
0.6
+3 gure as the M (d) -1
1.4 0.7

crossing the Channel, for your memory from our website at this point.

Tidal rates all the tidal rates to

M (d) HW
M (d) +1
+2
247
254
260
1.0
0.7
0.5
0.4
up L (d)

instance, is one area where www.pbo.co.uk/coursetosteer We can now add

get a total gure
for the As, 0.3+0.1
for each collectio
+0.5+1.1+1.2+
n (eg
L(slack) +3
L (a) +4 067
355 0.1
0.1
0.1
0.5
5.3) 1.1
1.1+0.7+0.3 = L (a) +5 073
2.2

paper charts tend to still nd Cross-check each

detail twice and
tick

favour. Most modern plotters

and electronics wont cope,
instead drawing a simple
bearing line on the chart,
meaning youll sail further
than necessary if you follow it.
Routing software is available
such as Neptune Navigations
Outline Passage Planner but
if youve just got a plotter and
paper charts, a CTS calculation
on paper will be perfectly
sufcient to get you there faster Some software packages, such as Neptune Navigations
than by following the GPS. Outline Passage Planner, will calculate a CTS for you

26 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 Modern navigation

Passage planning

Passage planning is one area where many

Double up
people prefer to use paper charts. You can If youre worried about
use a planning chart to draw pencil lines the lack of detail and
and take bearings and distances, with which zooming errors on
to plan your route. Small-scale paper charts your vector charts,
will have the major offshore rocks and you could always get a
hazards delineated, whereas electronic raster chart app such
vector charts often simplify the screen when as MX Mariner (around
zoomed out. This can lead to danger, as 5) and double-check
the crew of Team Vestas Wind in the Volvo your plan on that. Such
Ocean Race found out when their vector apps are cheap and
charts hid a reef at the planning stage. simple, but make for a
perfectly good plotter.

Completely automated
Autorouting Technology now exists on many boats systems
whereby you can set up an automatic route, set
Technology is catching up. Garmin pioneered your autopilot to track and follow the route, thereby
autorouting some years ago, which despite automating most of the sailing process. While this
some early reservations has begun to catch on. is anathema to many of us (it takes out much of the
Now, its available on the Navionics app on fun!), its a sign of what the technology is capable
tablets and phones as part of the Navionics+ of: but youll need to make sure any waypoints
package. You select a start and end point for are placed in clear water (and not on buoys, etc,
your intended route, having previously set your which it will steer you into), and double-check the
boats draught and your preferred route while keeping a good lookout all the time.
safe depth, and the software does
the rest. These routes tend to err on
the safe side, and usually miss out
the narrow channels and short cuts.
They also dont take into account
things like the Portland Race and the
necessary tactics to round it, but as
a quick way to plan a passage,
check distances and timings, they
are really useful.

Tides When to tack

A quick way to see Software from all the major manufacturers
what the tide is doing, will now show tacking angles and laylines
short of checking a on chart plotters but there are still ways
nearby lobster pot to do so in your head. Easiest is to make a
marker, and assuming note of your COG on each tack, and then
that your instruments when you approach the mark, wait until the Bearing to Waypoint
are calibrated, is to matches the opposing tacks COG.
look at the difference If you dont have GPS, you can do the same with the compass heading.
between the projected However, while this may work in slack water, in a tidal stream youll need
course over ground to apply a correction. In Stuart Quarries book Navigation, Strategy and
(COG) and heading Tactics, he uses the following formula: Tide Speed x 60/Boat Speed. This
He

(HDG) lines on your will give you a course correction for when the tide will be on the beam on
ad

plotter green and your nal approach. So, if youre beating on port tack (as in the diagram,
in
g
CO

purple on this screen. above) against the tide, and boat is doing 6 knots, with one knot of tide
G

The COG will give you against you, youll need to apply a 10 correction, sailing beyond the
an indication of what the tide is doing and how it is affecting you. Of non-tidal layline until the bearing changes (decreases, in this case) by
course, you can also use a magnetic compass and GPS COG gure to 10 before tacking to make the mark. The correction will reduce
do the same without a plotter, but its a useful at-a-glance indicator. correspondingly if the angle of the tide is forward or aft of the beam.

Practical Boat Owner 599 May 2016 www.pbo.co.uk 27

 Seamanship

Simple GPS and a paper chart

Time-saving
tips and tricks
If youve got a simple
handheld GPS, youll still
need a paper chart to make
sense of the numbers on the
screen. However, there are
still ways to avoid having to
laboriously plot latitudes and
longitudes on the chart while
underway. Here are some
ideas to speed things up...
Use it as a handbearing compass
Taking a back bearing or using a sector bearing are still a good way of
keeping your boat in safe water, but keeping a bearing monitored on a
short-handed, lurching boat can be tricky. If you cant see the mark,
even with binoculars, try using a simple GPS, with its waypoint placed
on the transit or point of interest its like a handbearing compass, but
easier to read, and will keep you safe until you can see the beacon.
Here, keeping the bearing of the forts lighthouse on either your
handbearing compass or on the Waypoint Bearing function on the
GPS between 036 and 050, matching the sectored light, will keep
you safely on the approach to the eastern breakwater channel.

Fixes on paper charts

A quicker way to plot your position on a chart is to use the bearing and
distance from a waypoint. Instead of transferring the latitude and
longitude to your chart, you can read off the bearing and distance (in
this instance, the waypoint is at Draystone buoy), dial in the bearing to
your Breton plotter and use your dividers to show the range. This can
be quicker than a normal plot.

Transits and XTE

If youre using transits, for instance this set on the
approach to Braye Harbour, Alderney, you can set
up a waypoint to keep you in safe water and help
you nd the set of transits in the murk.
Use the XTE (cross-track error) to show you when
you wander off course each side and take corrective
action. The rolling road display on some plotters and
repeaters (see right) will do the same job with a
graphical display of your position relative to the
rhumb line from your starting point to the waypoint
and in this case, it will show you how far youve
wandered off the transit.
Of course, you dont have to use charted transits
to use XTE to keep you on track- but if following
your own best to stick the waypoint in clear water!

28 Practical Boat Owner 599 May 2016 www.pbo.co.uk


Poorly-charted areas
Updating digital charts can be an expensive business but recent steps by both cartography companies and the
plotter manufacturers have made it easier, either for a subscription fee or by making downloads over Wi-Fi available.
Nonetheless, charts do need keeping up to date. Here are some ways to navigate in poorly-charted areas.
Google Earth
Google Earth is very good at
showing sandbanks and other
shifting features, which may or
may not be more up to date
than your newest paper chart.
You can nd out the date of a
Google satellite picture if you
use Google Earth, where the date
is displayed at bottom left of the
screen. This isnt displayed on
the website version.
Phones
and tablets
Perhaps the most signicant development to
navigation since the introduction of chart plotters
to most boats is the rise of the smartphone and
tablet. The multi-purpose nature of the tablet
and its relative low cost when compared to
equivalent-sized chart plotters means that its
now the main form of charting on many boats.
With a waterproof case you have a portable,
large-screened plotter with a GPS chip as
good as those found in marine electronics. The
downsides are that they need charging, which
cant always be done in a waterproof case, and
that the screens are not particularly visible in
sunlight. On the plus side, the charts are a
fraction of the price of those made for plotters.
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Modern navigation
Antares Charts
In some areas, ancient surveys and old data is
supplemented by amateur charts like those
made by Antares Charts Bob Bradeld. These,
which expand to cover more areas each year,
offer recent surveys of popular and remote
Scottish cruising grounds and anchorages,
and are a labour of love.
Crowdsourced data
The new buzzword in charting is
crowdsourced data. This is available on
most new charts, with Navionics especially
offering it. You can turn their sonarcharts on
and off and compare them with the ofcial
charts. The data is collected by users with
installed equipment and sifted through by
AIS
Navionics to iron out any irregularities, as AIS is a great collision-avoidance tool,
well as to neutralise the effects of tidal height, but sailors in races like the Fastnet
atmospheric pressure and other factors. have found another use for it. Its
a great way to see what the wind
Here you can see a much-traversed area, the is doing in other areas and, in their
entrance to Poole Harbour. The crowdsourced case, how the competition is doing. Its
chart (below, left) has more detail, especially especially useful to see if a sea breeze
of the sandbanks to the south of the channel. has lled in by looking at the speeds
Crowdsourced charting is likely to prevail as and headings of sailing boats within
the technology improves but commonly- range of the antenna. On the screen-
visited areas are likely to be better covered as grab above, you can see the Fastnet
the trafc of recording boats will be higher. eet (purple boats) heading east.
Goodbye seasickness?
Few things make you as
seasick as clinging on to
a bouncing chart table in
a cold sweat, trying to
concentrate on a chart
thats swimming in and
out of focus. Thats
where modern
navigation comes into its
own. With a waterproof,
touch-screen plotter in
the cockpit, or a portable
tablet, you can avoid
having to go below
as often which will
help the state of
your stomach!
29
 Gear test

ERBAUER BOSCH GSR GMC GDD18 SILVERLINE HITACHI MAKITA DRAPER 18V
ER1603COM 18-2-LI PLUS PRO DRILL DRIVER SILVER STORM DV 18DGL HP457D CORDLESS
79.99 123.00 71.03 72.14 99.99 98.00 59.95

7 Cordless drills
under 125
Cordless drill/drivers are an essential tool for any boat owner
but which to choose from the bewildering array available?
Julian Peckham sets a top price of 125 and nds out

cordless drill/driver you better off spending less two batteries so you could but handy if storage space

A is an essential part
of any boat-owners
toolbox, both in the
yard and on board.
You can pay hundreds of
pounds for powerful, all-singing,
all-dancing battery drills but do
you really want to spend that kind
of money on something thats
likely to be exposed to a salty
sea or coastal environment? Are
on a tool thatll do the job, but
wont break the bank and you
wont feel quite so sorry about
when it nally packs up?
We looked at a selection
of popular, widely available
battery drill/drivers costing
less than 125. All they had
to have in common was that
they were 18V models, and
that they came supplied with
always have one on charge
while you were using the other.
All but one came in hard plastic
storage boxes of varying sizes
some usefully compact for
onboard locker storage, some
larger but with more available
space for other bits and bobs.
The odd one out came with a
soft carry bag rather than a
hard box not so durable,
really is at a premium.
The tools tested ranged in
power from 1.1Ah to 2.0Ah. Of
course, you can get power tools
with more powerful Ah batteries
and more toys in the box, but
youll have to pay substantially
more for them. All tested feature
a keyless chuck, a two-speed
gearbox and variable speed
through the trigger.

The cordless drills we tested at-a-glance

Make & model Battery Ah Weight Chuck Hammer Work No. of torque Charger cable Belt clip Bit holder Storage box dimensions
type rating (kg) size action light settings length (m) supplied width x height x depth (mm)
Bosch GSR 18-2-LI Plus Pro Li-ion 2 1.55 13mm No Yes 20 1.6 Yes Yes, holds 4 440 x 360 x 150
Draper 18V cordless NiCad 1.3 1.89 10mm Yes Yes 15 1.95 No Yes, holds 1 390 x 280 x 115
Erbauer ER1603COM Li-ion 2 1.49 13mm Yes Yes 18 1.8 Yes No 320 x 280 x 115
GMC GDD18 Li-ion 1.5 1.6 10mm No Yes 19 1.85 Yes Yes, holds 1 270 x 250 x 110
Hitachi DV 18DGL Li-ion 1.5 1.7 13mm Yes Yes 22 1.15 No Yes, holds 1 370 x 275 x 100
Makita HP457D Li-ion 1.1 1.74 13mm Yes No 16 2.1 No No 410 x 310 x 120
Silverline 241469 Li-ion 1.3 1.5 13mm No Yes 16 1.85 No No 340 x 310 x 95

32 Practical Boat Owner 599 May 2016 www.pbo.co.uk


How we tested them
ost of the Li-ion tools came
M with some existing charge
in the batteries, so I merely
topped them up until the
charger indicated they were
full (its quite acceptable to
do this see panel, NiCad v.
Li-ion). I fully depleted the
existing charge in the NiCad-
powered drill batteries before
fully recharging them.
Power tool batteries dont like to
get too hot, so a mild winters day
of around 12C gave them the
chance to perform at their best.
I split the test into two tasks to see
how each drill/driver coped with
both heavy and light duties.
Task 1
Experience has shown me that
the fastest way to discharge a
battery drill is to bore holes with
it big holes. So, with each tool
set to its high speed, and with a
large, 24mm spade bit in the jaws,
I got to work making sawdust out
of large chunks of pine softwood.
To ensure fairness, the spade bit
was sharpened before starting
with each drill.
I used a stopwatch to measure
the time the drill was in use, rather
than simply counting the number
of holes it could drill. In the case
of Li-ion drills, which tend to stop
abruptly when there is insufcient
power for them to continue, I kept
on boring until the drill stopped.
I then gave it a couple of minutes
recovery time before trying
again to be certain the battery
was spent.
NiCad v Li-ion Which battery is best?
he battery tool revolution
T really took off in the 1980s
when the nickel cadmium
(NiCad) battery was made
small enough and powerful
enough to run handheld,
cordless tools.
Over the years it got better
at delivering more power
for longer and reigned
supreme. All that
changed with the
development of
the Lithium-ion
(Li-ion) battery
which became
a serious
challenger
seven or eight
years ago.
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Task 1: a stopwatch was used to
time how long the drill was in use
NiCad drills rarely stop
suddenly they just get slower
and slower. I ceased when the
speed had dropped to a point
where it was not really capable
of drilling effectively.
Task 2
With the second, fully-charged
battery in place I adjusted each
drills torque setting to the point
where it would screw a 25mm
crosshead self-tapping screw
ush with the surface of a piece of
softwood timber. With the clock
ticking I then screwed in and
unscrewed 100 screws with each
tool (this took between seven
and eight minutes). Following
that I ran each drill under no load,
alternating between high and low
speeds and forward and reverse
Theres a misconception that
Li-ion batteries are more powerful
than their NiCad cousins, but
thats not strictly true. Both
batteries have the same potential
an 18V NiCad battery can deliver
the same amount of
power as an 18V Li-ion
battery. Li-ion tools do
often perform better
than NiCads, but
Cordless drills on test
As part of task 2, each drill was run under no load
Task 2: screwing and unscrewing
100 screws with each tool
in bursts of around 15 seconds.
Every couple of minutes I used
the drill under load with the
spade bit to check there was still
sufcient torque available to carry
out something useful. When there
was insufcient power to use for
drilling, I stopped the clock.
thats down to the more efcient
brushless motors that Li-ion
cordless tools tend to use.
And for the same power,
however, Li-ion batteries do
tend to be smaller, lighter,
can be recharged faster and
are environmentally safer
than NiCads.
Li-ion batteries suffer very little
self-discharge so will remain
charged up for months on
end, and they dont suffer
the NiCad problem of
memory effect so its safe
to recharge them from
any point of discharge.
With memory effect
the battery remembers
the point in its charge
Recharging batteries
Each spent battery was placed in
its charger and timed to the point
where the charger indicated it was
fully charged. The charge times
are accurate to within a couple of
minutes the frequency at which I
went back to check them. Charge
times sometimes differed markedly
even between batteries of the same
make which could be due to
variables such as slight temperature
variations at the time, or the actual
discharge of each battery. The
average time is probably a fairer
indication of how long you might
have to wait for a full recharge.
Its worth pointing out theres
no industry standard for the way
chargers indicate when a battery
is fully charged. They all have LED
indicator lights, but charged (or
not) may differ between static/
ashing/red/green/on/off, and its
not always obvious which means
what. The only way to be sure is
to read the instructions properly
before plugging your charger in.
cycle where recharging began,
and in subsequent use voltage
will drop off at that point as if it
had been discharged. For this
reason it pays to always to fully
discharge a NiCad battery
before recharging it.
That said, a properly
discharged NiCad can run more
than 1,000 cycles before losing
capacity around the same
as a Li-ion battery. NiCads big
advantage over Li-ion is price
its much cheaper.
So, choice between the two
boils down to a few simple
things: the lighter, longer-lasting
but considerably more
expensive Li-ion versus the
heavier, cheaper Nicad.
33
 Gear test
Bosch GSR 18-2-LI Plus Pro
PRICE: 123.00
Supplier: www.bosch-professional.com
The Bosch has a rugged, quality feel to its
build: the trigger action is smooth and the
switches operate with a reassuring click rather than
the plasticky twang found on some of the cheaper
brands. Its performance in the two tasks was nothing
out of the ordinary, however its 2.0Ah batteries were on
a par with the 1.5Ah batteries of some of the opposition.
Its a compact tool, and being at the lighter end of
the weight range means you wont tire quickly in
sustained use. Theres no hammer action, but
there are 20 torque settings and the best work
light of all the drills tested perfect for those
dark, conned spaces on a boat. A very strong belt
clip is adaptable for left- or right-handers. A useful feature is the
push button on the rear of the battery which gives an indication of
how much charge you have left to use. Charging was consistent at
just over an hour. The storage box is large its part of a Bosch tools
stacking system but theres plenty of extra space inside for keeping
other things.
Prism spreads Bosch LED beam to Push-button on battery gives an
create useful spread of work light indication of charge remaining
Erbauer ER1603COM
PRICE: 79.99
Supplier: www.screwx.com
Relatively cheap but by no means
nasty, the Erbauer impresses as soon as
you pick it up. Its compact, and the lightest
on test, but that doesnt mean its a lightweight
performer. Powered by a 2.0Ah battery, it ran for
longest in both our tasks, and then proved to be
the fastest to recharge. Theres no bit holder, but it
has everything else drill and hammer action, 18
screw torque settings, work light and belt clip.
Switching between torque settings, drill and
hammer action is all done on a single, easy to grip
collar which has a satisfyingly positive click as you turn it theres never
any doubt where you are on the dial. The knurled nish of the all-steel
chuck, however, doesnt offer the best grip when tightening around a bit.
Overall its well balanced and has a really good-quality feel about it. The
moulded plastic case is a miracle of packaging its by far the smallest
hard case on test but that does mean its a bit of a faff getting the cable
packed away so you can close the lid. You also have to ensure the
chuck jaws are wound back inside the casing before itll t in the box.
The Erbauers knurled chuck Sturdy belt clip can be tted
can slip in your hand when either side of the handle for
tting bits left- or right-handers
34
Draper 18V Cordless 20496
PRICE: 59.95
Supplier: www.drapertools.com
The only NiCad battery drill we tested, its
1.3Ah battery acquitted itself well against its
more modern competitors, actually bettering both
the 1.3A and 1.5Ah Li-ion batteries. For lighter duties it
ran longer than all but two of the others tested. It loses out
in the build quality stakes, though. There can be no
complaints with the rubberised grip and armouring, but the
rest of the plastic case feels a bit more brittle than
most of the other tools.
It has all the features drill, hammer action, 15
screw torque settings, work light and a bit holder,
but the impressions in the collar to switch torque
settings are quite smooth, making it difcult to grip
and turn easily. The separate hammer/screw collar in particular was very
stiff to operate. Charge time for the batteries varied markedly, but
averaged out at around an hour. The charger has a commendably long
1.95m cable. Its quite a heavy beast, so you probably wouldnt want to
be using it above head height for any great length of time. The battery has
to be removed from the drill before itll t inside the tough plastic case.
Torque settings collar is not easy
to grip, and hammer action collar Theres a useful bit clip at the
proved extremely stiff base of the Drapers handle
GMC GDD18
PRICE: DRILL DRIVER 71.03
ADDITIONAL BATTERY 35.51
Supplier: www.gmctools.com for dealers
A compact tool with a quality feel and quiet, smooth-
running motor and gearbox, it fared about average from
its 1.5Ah batteries although their average charge time
proved to be 10 minutes longer than the claimed 1
hour from the intelligent charger. The batteries have
a charge level indicator which lights up at the
touch of a button, and they also illuminate during
charging so you have a fair idea where theyve got
to useful if you need just enough power to
complete a job in a hurry and dont want to wait for the
charger to tell you when the batterys full. Theres a powerful work light,
belt clip, bit holder and 19 torque settings but no hammer action. The
chuck accepts drill bits up to 10mm, so if you want to t bits up to 13mm
youll need to look elsewhere. The GMC is supplied in a padded soft carry
case: Velcro strips hold the drill in place, but removing it and putting it away
cant be done quickly. The soft case does mean the package can be stuffed
into a small space, however. Also included are six screw bits, a magnetic
bit holder plus a separate double-ended bit, and six twist drill bits.
19 torque settings, but no Push-button on battery gives an
hammer action for the GMC indication of charge remaining
Practical Boat Owner 599 May 2016 www.pbo.co.uk
 Cordless drills on test

Hitachi DV 18DGL Makita HP457D

PRICE: 99.99 PRICE: 98
Supplier: www.screwx.com Supplier: www.makitauk.com

The 1.5Ah Hitachi performed about
mid-table for the two tasks given our drills, but
managed a relatively fast average battery recharge
time of 50 minutes. Its compact, but on the heavy side:
the motor and gearbox both run smooth and quiet.
The twin squeeze buttons clipping the battery in
place on the drill make it the easiest for battery
changing the single buttons on most other
tools can be tricky to press and pull at the
same time but there was a slightly loose t
between battery and drill body.
The Hitachi wins the crown for most torque settings it has 22 along
with drill and hammer action. The collar was easy to turn, too. The pack
also features a double-ended bit (a holder is moulded into the base of
the handle) and a decent work light. Theres no belt clip, though.
At 1.15m, the charger cable is probably long enough for most
users, but on the meagre side compared to the others tested.
The Hitachis plastic box is fairly compact, but includes some
oddment storage space and has
non-rust plastic securing clips.
The Makitas motor and gearbox are turbine
smooth, and the trigger gives perfect control of
speed the drill smacks of quality. That quality
comes at a price in weight despite its relatively
compact size, its the second-heaviest drill on test.
The tools lowly 1.1Ah battery rating showed
in the performance test: it was outperformed
by all the other drill/drivers, although not by
a huge margin. It made up ground in the
battery recharge times, being among the
quickest, so in realistic average use youd
probably have recharged a second battery by the time youd used up
the rst. Apart from a double-ended screw bit and a plastic cover to
keep muck out of the spare battery terminals when not in use, the
Makita comes with few extras theres no work light on it, and no belt
clip or bit holder. It might be mean with the extras, but not so with the
charger cable at 2.1m in length its usefully the longest on test.
Apart from steel hinge pins, the good-quality moulded case is all
plastic so there are no securing clips to go rusty aboard a boat.

Spare double-ended bit slots

through hole in base of handle.
Hitachi scoops the trophy for Battery release clips are easier Makita gets 16 screw torque The charger cable is longest
most torque settings at 22 to use than most settings, drill and hammer action on test at 2.1m

Silverline Silver Storm 18V PBO verdict

PRICE: 72.14
Suppller: www.silverlinetools.com ll of the drills tested had their plus points, and theres
This drill costs just 46.78, but to get the
second battery youll need to spend an extra 25.36: the
72.14 all-in price, however, is still pretty reasonable. The
A only a couple of minutes run time to choose between
all but one in the heavy-duty drilling task.
The Makitas lower Ah battery meant it ran out of juice sooner
than most but then it had the benet of a fast recharge time.
tool performed worst in the hole-drilling task by a couple of
The Bosch gave average performance, but its build quality
minutes, but was among the best in the screwing and
means it might be worth the extra money for longevity. However,
low-load running task so its average run time
if youre keeping the tool aboard where a salty environment will
turned out to be pretty near the top. You dont get
sooner or later take its toll, the low cost of the GMC and Draper
a hammer action, but there are 16 torque settings
make them an attractive proposition. The Hitachi and Silverline
and a single adjustment collar with a decent click
give a good balance of price versus performance, but at the
as you turn it. The box also includes six screwdriver
end of the day there can only be one winner.
bits, a magnetic bit holder and six twist drills. It looks a bit low-rent
In performance terms alone, the Erbauer left the other drill/
compared with the others tested, and the rubber armouring on the body
drivers standing. Add in the fact that its the quickest to recharge,
is not quite as substantial. That said, the quality of the plastic body feels
the most compact, the lightest in weight and in the smallest,
good, and the motor and gearbox while not as sewing-machine sweet
easy-to-store hard case, and its even further out in front. And it
as a couple of the others are fairly quiet and smooth running. A unique
costs less than 80 a bargain for a great-performing tool with
feature is an LCD charge status indicator: a partial squeeze of the trigger
a quality feel.
tells you what percentage of charge is left in the battery. The charger is
powered via a long but thin cable from a transformer attached to the mains Model Run time Run time Average Charge time Charge time Average
plug: this plug looks like it might be vulnerable to damage from knocks. Task 1 Task 2 run time battery 1 battery 2 charge time
Bosch 8m 9s 33m 10s 20m 40s 1h 3m 1h 5m 1h 4m
Draper 8m 48s 43m 6s 25m 57s 1h 17m 41m 59m
Erbauer 11m 9s 52m 43s 31m 55s 42m 46m 44m
GMC 8m 40s 32m 28s 20m 34s 58m 1h 22m 1h 10m 0s
Hitachi 8m 14s 37m 38s 22m 55s 44m 57m 50m 0s
Makita 7m 10s 25m 12s 16m 11s 57m 39m 48m
Silverline 6m 10s 42m 24m 5s 1h 10m 1h 8m 1h 9m

Clear indicator screen on drill

Silverlines battery charger plug body shows percentage of
looks vulnerable to knocks charge left in the battery Prices correct at time of going to press

Practical Boat Owner 599 May 2016 www.pbo.co.uk 35

 Ask the experts
Got a question? Email pbo@timeinc.com
ENGINES
Go ahead with red,
or is white alright?
I am new to yacht sailing
Q and have purchased a
Sadler 29 with a 1984 Bukh
engine. Can you tell me if I
should be using red or white
fuel? Some members of my club
claim that white is ne, while
others say that red is better
for marine engines because it
contains less biofuel, which will
lead to less microbial growth.
I have been using an additive
each time I refuel, and have
mainly been using red. Is
there a denitive answer?
Chris Gregson
By email
PAT MANLEY REPLIES: A very
interesting question. Red marine
diesel is basically heating oil with
no performance-related additives.
Depending on your supplier, it
may or may not contain a blend
of biodiesel. Red diesel for use
on inland waterways must be
CRUISING
THE PBO EXPERTS
SEA SAFETY BOAT BUYING
Will Stephens is David Harding is a
Staff Ofcer regular contributor
Operations (Coastal to PBO: his photo
Safety) at the RNLI archive is at www.
sailingscenes.co.uk
36
Heres just a selection of the latest questions from
PBO readers. Email or write to the address on
page 5 and our experts will answer your queries
low-sulphur, and the easiest way
for marinas etc to get this is from
suppliers of duty-free road diesel.
Marine diesel for use at sea has no
low-sulphur requirements, so it is
most likely to be heating oil. Some
marina groups procure their fuel
from suppliers of non-bio
low-sulphur diesel.
White diesel in the UK is low-
sulphur and will be a blend of Chris Gregson wants to know if he should be using red or white diesel
biodiesel, up to 7% bio, although
higher ratios of up to 10% are much power for their size in the the extra annual cost of using
likely in the near future (and are interests of longevity, so white diesel is not a signicant
common in France). These fuels performance-enhancing additives factor. However, you will need to
contain performance-enhancing are not of great concern. Low- ll your containers at a road lling
additives. Major marine diesel sulphur diesel requires additives to station in order to refuel your boat,
engine manufacturers guarantee increase the lubricity of the fuel so though this is unlikely to be an
their engines for use with blends that fuel injection pumps do not fail onerous job. Good fuel system
up to 7% bio content. As you prematurely. Low-sulphur marine housekeeping to avoid the
rightly say, biodiesel blends are diesel will contain these additives, accumulation of water in your
hygroscopic and attract water, so but heating oil does not require fuel tank is probably the most
they are much more prone to these additives as the sulphur acts important factor in dealing with
hosting microbial growth. as a lubricant. diesel bug problems more so
Marine diesel engines are For an engine the size of the than the decision on whether to
down-rated and do not produce as Bukh, as tted to your Sadler 29, use red or white diesel.
Registering an interest
I recently purchased a Westerly Nimrod. The previous owner passed on what
Q history he had, which wasnt a lot. The boat has a tonnage plate attached (see
photo): is it possible to obtain the vessels registration details, and if so, how?
Bob Priddle, By email
STUART CARRUTHERS REPLIES: This looks like a carving plate for the part 1 register.
I advise that you contact the UK shipping register to ask if they have any information.
To ask a question email pbo@timeinc.com and include your address. Pictures are helpful
CRUISING SAILS MASTS & RIGS SURVEY AND ELECTRICS ENGINES
Stuart Carruthers Ian Brown of the Mike Coates worked CORROSION Paul Holland is Pat Manley is
is the RYA Cruising International in the spar and Colin Brown runs chairman of the a diesel engine
Manager and has OneSails loft group rigging business for a marine survey and BMEA and MD of course instructor
sailed extensively is an expert on sails many years consultancy company, Energy Solutions and marine author
CB Marine Services (UK)
Practical Boat Owner 599 May 2016 www.pbo.co.uk

MASTS AND RIGS
Should I t running backstays?
My Hallberg-Rassy
Q 36 has a double
spreader masthead rig with
discontinuous cap shrouds.
The cap shrouds are, in my
view, the most critical part
of my rig because, unlike all
other standing rigging, I have
no back-up for them and
should one fail, typically
the one to windward, it
would probably mean an
immediate dismasting!
I have two queries: rstly,
if the upper link were to fail
(eg the T-terminal, wire or the
swage terminal at the lower
spreader), the lower link
would remain in place and
the tension it was exerting
on the upper link would be
transferred entirely to the
diagonal, thereby providing
some support to the mast up
to the upper spreader. Would
this be enough to save the
mast or would it inevitably
WOOD
Woodskin, marketed specically for marine use
50 of the most frequently asked boating questions are answered by our experts on the PBO website. Visit www.pbo.co.uk
GAS FITTINGS PAINT AND
Peter Spreadborough, ANTIFOULING
of Southampton Richard Jerram is
Calor Gas Centre, former UK technical
has 20 years in manager of
the industry International Paint
Practical Boat Owner 599 May 2016 www.pbo.co.uk
break just above the
upper spreaders?
Secondly, the mast has
two slots very close to the
masthead one on each side.
They are currently used simply
to let out the wires that go
to the electric ttings on the
masthead. Could those slots
be used to accommodate the
backplates needed to install
running backstays, and would
running backstays provide
redundancy for the cap
shrouds? Ie, if the cap
shrouds were to fail, would
the mast be saved by a
taut running backstay?
Alberto Fioretti
By email
MIKE COATES REPLIES:
This is highly subjective. I
would agree under most
circumstances, dependent
on wind strength and sea
conditions and whether the sails
Choose your winter coat wisely
The varnish on my
Q hardwood gunwales
deteriorates in winter weather
as my boat is not covered.
Next winter, is there anything
I could coat them with to
prevent this deterioration?
I was thinking of smearing
Vaseline on them, and I
remember reading in a
back issue of PBO that a
reader used beeswax
but this seems to form
a thick, unsightly layer.
Hopefully I would be able
to remove the Vaseline
with white spirit, ready
for re-varnishing in the
YACHT DESIGN TOILETS AND
Andrew Blyth is a PLUMBING
naval architect with Gary Sutcliffe of Lee
interest in stability Sanitation knows
and buoyancy about holding tanks,
toilets and plumbing
were sufciently reefed, that if a
cap shroud fails, unless you are
quick in taking the loads off the
rig ie by immediately tacking
it will almost certainly result in
the loss of the spar, usually by
breaking at the lower spreaders.
However, you may be lucky in
light winds and at sea
conditions: the spar may
survive such a trauma.
On a discontinuous rig such as
yours, where the lower span of
the cap shroud (deck to lower
spreader) is split from the
upper span, if the upper span
of the cap shroud (between
the lower spreader tip and
masthead) should fail, there is
a chance again, depending
on wind strength, sea conditions
and how the sails are reefed
that the intermediate shroud may
briey take the forces, allowing a
little more time to tack.
Should this type of failure ever
occur, its essential that as well as
spring. Can you advise?
Geoff Aston, Lugger Melody,
Southampton
RICHARD HARE REPLIES:
I suggest you use exterior
woodstain. My boat doesnt
have a winter cover either, and
I have used Sadolin Ultra pine
tint to great effect and at least
a two-year maintenance cycle.
Unfortunately, the pine tint has
been withdrawn, but you may
nd antique pine OK (although
it is darker). Perhaps a bit more
expensive, but more varnish-like
in colour than Sadolins antique
pine, theres International
TRAILER- ELECTRONICS
SAILING Chris Ellery of
Colin Haines is a Greenham-Regis
design engineer Electronics is a
who has trailer-
former Merchant
sailed for 25 years Navy officer
Ask the experts
The discontinuous rig on Alberto
Fiorettis Hallberg-Rassy 36
replacing the failed cap shroud,
the intermediate together with its
attachment points to the spar
should at the very least be
thoroughly examined and
preferably be replaced.
Fitting running backstays,
by dint of where they attach
to the aft of the boat, would be
of little use in countering the
side loads imposed on the rig
when sailing.
Woodskin, an exterior wood
stain marketed specically
for marine use. (For more
information see the Sadolin
Ultra review in PBO March
2013, and the exterior wood
nishes feature in PBO
March 2010.
Importantly, if you do use
Vaseline, its essential that
you remove all of it as well
as the old varnish. Get back
to bare wood and cleanse
it with cellulose spirit or
acetone before you start afresh:
although my advice would be
to stay well away from strange
alternative surface coatings.
BOATBUILDING WOOD
Tony Davies has Richard Hare is a
been building and wood technologist
repairing wooden, and long-time
GRP and steel boats wooden-boat owner
for 40 years
37
 Ask the experts

SAILS, RIGS AND MASTS

Read the telltale signs powered up, you should aim to

have the windward telltales just
lifting, especially on at water,
I sail a Dehler 31, which is wide (3.05m) for its length (9.40m). and in this mode the genoa itself
Q The genoa goes outside the shrouds, which makes the angle
larger than on other boats. There are more possibilities with the
should not really be lifting very
much, if at all. In stronger airs
fully-battened mainsail, where I have a traveller over the entire when you are pressed, it is not
width of the cockpit, so I can atten the main (traveller windward, unusual to have the windward
high tension on sheet) or have lots of twist (traveller leeward, telltales lifting all the time with the
sheet loose). genoa also lifting at times. The
When trying to sail as close to the wind as possible in normal genoa sheet might be eased
wind conditions, we pull the genoa as close to the shrouds as we slightly in these conditions so
can without hitting the shrouds. My helmsman often steers on the that the boat doesnt become
mainsail and not on the genoa. As I see it, when the windward overpowered, and careful
telltales of the genoa no longer stick to it, it is time to bear away a trimming of the mainsail will
bit; and the twist of the main and the genoa should be more or less keep the boat pointing and
equal. I often see the windward telltales of the genoa oat away, driving hard. The helmsman
and the genoa lifts at times, even if the main still behaves ne. I should certainly be using the
Luc Dens seeks some advice
think the boat loses much of its power as a result: can you advise? on the topic of sail setting
lower set of telltales to steer
Luc Dens, by email by rather than the mainsail.
In light airs I would expect
IAN BROWN REPLIES: You are the boat will underperform and similar. In heavier airs you should the foot of the genoa to be set
correct when you say that the twist will likely feel unbalanced. still aim to keep the traveller maybe 5-10cm away from the
proles of the main and genoa Aim to keep the main boom high if possible and ease the shroud base, but as soon as
should be similar: it isnt effective somewhere near the centreline mainsheet a little (without letting the boat is powered up dont
to have the genoa set up in high and use the mainsheet to control the sail ap) to allow the sail to be afraid to sheet the sail on
pointing mode with a relatively the amount of twist in the sail. In twist and atten. If you can keep harder so that the sail touches
rm leech if the mainsail is set up light airs, the traveller will be well the traveller high you prevent the the shroud base. Youll need
for speed with a twisted leech. to windward with not much sheet slot between the two sails from to keep an eye on the leech
When racing, the helmsman, tension to promote twist. In getting too closed, which prole though, to make sure
mainsail trimmer and genoa medium airs, the traveller will becomes inefcient. that the sail doesnt get pulled
trimmer must therefore likely be just to windward, but In terms of the genoa telltales, onto the spreaders. In stronger
communicate so they are all trying with more sheet tension to give a in light airs the windward and airs the sail will probably be set
to achieve the same thing and tighter leech and better pointing. leeward telltales should stream slightly away from the shroud
everyone knows what is required. In both cases the boom position together most of the time. In base, again in order to keep
If the two sails are set differently relative to the centreline will be medium airs when the boat is the boat on its feet.

Tall order for a Tyler The former PBO Project

The mast snapped on my
Q Tyler Cinder 22 due to an
unfortunate shroud failure, so
I am looking for a replacement
mast. The mast and boom in
particular are almost exactly
the same as the ones on the
former PBO Project Boat
Hantu Biru, and I was
wondering if you had any
details of the design and
any suggestions where I might
nd a replacement, or if you
know of any other yacht
designs which may have
similar masts?
Dan Peskett
By email
MIKE COATES REPLIES: A
rigger with experience in spar
repair may be able to x the spar
by manufacturing a sleeve to
join it, providing the break is
clean and there are no bends
above or below the break. From
the age of your boat, Id guess
the spar could be from any one
Boat, the Snapdragon 23
Hantu Biru, was tted
with a Proctor mast
of a number of manufacturers its a
who have since ceased trading.
Its doubtful youd nd an
new mast
youre after.
identical second-hand spar One of
unless you can nd a similar PBOs
boat that is being scrapped. contributors
Spars from other classes of bought a
boat are a possibility, but can be Quarter
problematical in that they may Tonner without
not have the same dimensions a rig and tted
nor have similar moments of a second-
inertia (this denes the fore/aft hand rig from
and athwartships strength of an Etchells to
the spar). My recommendation it there are
would be to ask a reputable always lots
spar maker such as Seldn or of racing
Z-Spars for a quotation for a dayboat
replacement. You will almost masts around
certainly have to replace the which might
standing rigging as well, as the be made to t
type of terminations holding for not very
the stays to the mast will have Westerly, etc) will have Proctor much money. An Etchells rig
changed since your original masts, which I believe is the kind might be too big, but it could be
spar was produced. we had on Hantu Biru. Proctor cut down. Perhaps something
are now part of Seldn, but a like a second-hand Squib rig or
BEN MEAKINS ADDS: Most new mast is likely to be fairly similar would work? You may
British boats of a certain era expensive. Z-Spars are often a also be able to cut down a
(Hurley, Snapdragon, early bit cheaper and worth a look if damaged longer section to t.

38 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 
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 Boats
Hunters Fleet
Richard Johnstone-Bryden discusses the history and ongoing activities
of a historic boatyard and its hire eet of classic Broads sailing yachts
wenty years ago,
T over 200 people
gathered in a small
Broadland boatyard
on the edge of
Ludham to witness the dawning
of a new era, as the Norfolk
Heritage Fleet Trust (NHFT)
assumed operational control of
the much-loved Hunters Fleet.
Those present were able to
reect on a remarkable 12 months
in which the strength of public
opinion had prevailed in the
battle to save the sole surviving
hire eet of engineless classic
Broads sailing yachts and the
yard in which they had been built.
As the last of its kind, Hunters
Fleet had become an important
symbol of the golden age of
sailing holidays on the Broads
in the early 20th century, and
the prospect of its modernisation
or splitting up was considered
40
unthinkable by many people. It
would take a further six months
before the trust could complete
its purchase of the Fleet, using
a 200,000 grant from the
Heritage Lottery Fund along
with 40,000 which had been
raised from other sources.
The change of ownership
concluded the most turbulent
chapter within the eets history,
which has been shaped by
far-sighted, determined
individuals who were blessed
with considerable good luck. The
eets story began amid some of
the worst economic conditions to
be faced by Great Britain during
the 20th century. For many
Broadland boatbuilders, the job of
foreman at a successful boatyard
would have marked the high
point of their career, but for Percy
Hunter who held that post at
George Applegates Potter
Heigham yard it was merely a
stepping stone to establishing his
own boatyard, from which he
could hire out high-quality sailing
craft. By 1931, Percys sons Cyril
and Stanley had gained enough
experience of boatbuilding to be
able to play a useful role within his
new venture, so Percy began the
search for a suitable site along the
banks of the northern rivers of the
Norfolk Broads.
Having turned down a site at
the end of Upton Dyke, and failing
to acquire one on the edge of
Blackhorse Broad, Percy settled
for a plot of open marshland at the
end of Ludhams Horsefen Road.
On completion of the paperwork,
the Hunters took possession of
the land in February 1932 and
began the arduous task of
excavating a dyke by hand to
link Womack Water to the site
of the proposed boatsheds.
Practical Boat Owner 599 May 2016 www.pbo.co.uk
The Hunters set themselves
some ambitious targets for their
rst year in business, because
in addition to developing their
Ludham site they had also
committed to building their rst
three yachts, Lustre, Lullaby and
Woodruff, which were marketed
in that years Blakes brochure.
Realising that they could not
complete all three boats
themselves, Percy Hunter
negotiated a deal with Alfred
Pegg of Wroxham to build the
three-berth yacht Woodruff. Before
the outbreak of the Second World
War, the Hunters built a further
nine yachts and two half-deckers
to form the backbone of their
hire eet.
Serious threat
The gathering clouds of war
over Europe in 1939 presented
Hunters Fleet with the rst serious

Luna and Lullaby
at the head of
Hunters Fleet
threat to its existence. During
August 1939, rumours began
to circulate that soon after the
outbreak of war, the Government
would seize as many boats as
possible on the Broads to moor
on open stretches of water to
prevent German seaplanes from
landing. Fearing for the future of
the eet he had worked so hard
to establish, Percy took the bold
decision to suspend his business
at the height of the hire season
and haul out his boats before
they could be seized.
These actions were to prove
extremely wise, because following
Britains declaration of war on
Nazi Germany on 3 September
1939, the Government began
commandeering several
Broadland hire craft. By the end
of the war, many of these boats
were in need of extensive rets
or reconstruction before they
could be used again. When the
Government ofcials visited
Hunters Yard they allowed
the eet to remain at Ludham,
providing a motor launch was
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Lullaby was one
of the rst three
yachts built by
the Hunters
sunk at the entrance to the dyke
to prevent the rapid relaunching
and use of the eet in the event of
an invasion. Once the threat of a
German invasion had passed in
1944, Percy Hunter was given the
go-ahead by the Government to
resume his business.
During the 1950s and 1960s,
motor-cruisers progressively
replaced many sailing craft within
hire eets around the Broads,
which created the next major
threat to the future of Hunters
Fleet. Following the death of Percy
Hunter in January 1964, his sons
Cyril and Stanley continued to run
the business, but it was becoming
an increasingly difcult task for
them. The combination of the
absence of Percys leadership,
Stanleys deteriorating health
and Cyrils desire to reduce his
workload left the brothers with
little choice but to sell the eet.
The direction of the Broadland
hire industry at that time meant
that a potential buyer would
probably rebuild the yard and
either modernise or replace the
boats. Fortunately, the sale of
the eet coincided with Norfolk
County Councils (NCC) desire
to establish a sailing base on
the main Broadland network
to build upon the experience
offered by the facilities at the
Filby sailing base.
Under the leadership of NCCs
chief education ofcer, Dr (later
Sir) Lincoln Ralphs, NCCs
Lullaby is launched from Hunters Yard
Hunters Fleet
Education Authority purchased a
number of extra-curricular facilities
to offer Norfolk schoolchildren
the chance to gain a rounded
education. Dr Ralphs was a
strong supporter of sailing
within Norfolks schools, not
least because it taught children
important life skills such as
discipline, tolerance and
teamwork. When he was informed
that Hunters Fleet was for sale,
Dr Ralphs could see the eets
potential to provide teachers with
the chance to take parties of
children for prolonged periods
aoat and enable them to learn
more about the Broadland
environment as well as sailing.
A major boost
Having guided his proposal for
the eet through the various
council committees, NCC formally
purchased the eet on 1 January
1968 and renamed the yard the
Norfolk County Sailing Base.
Stanley Hunter retired, while
Cyril remained as a part-time
consultant and boatbuilder.
During the councils ownership
the eet was enlarged through the
addition of the half-deckers Brown
Bess and Sundew in 1968 and
1973 respectively. The eet faced
its next crisis when a working
party was formed in 1981 to
investigate NCCs extra-curricular
facilities. It was clear that at least
one site would be closed, and the
survival of each facility depended
entirely on the case presented by
its staff. Dismayed at the prospect
of losing the eet, its supporters
soon rallied round, and the
councils attention focused on
the County Field Studies Centre at
How Hill. The issue of selling How
Hill proved equally controversial,
but the council pressed on
regardless with its disposal.
Shortly afterwards, the eet
received a major boost when the
41
 Boats
The half-decker
Rebel Reveller was
recently restored
at the yard
BBC approached the yard to
use one of the boats within its
television production of Arthur
Ransomes Coot Club and Big Six
stories. Lullaby was subsequently
selected for the role of Teasel,
while the yard itself became
the ctitious Rodley & Co.
Further expansion
As the number of Norfolk schools
using the eet fell to an all-time
low in 1994, some of Norfolks
county councillors thought it could
be used as a pawn in their game
of political brinkmanship with
John Majors Government. In
February 1995, NCCs decision
to sell the eet as an economy
measure became front-page
news. Unimpressed by such a
crude attempt to use an important
piece of Broadland history to
score cheap political points,
the people of Norfolk reacted
strongly against this decision.
Their support quickly led to
the foundation of the Norfolk
Heritage Fleet Trust (NHFT),
which completed its purchase
of the eet in September 1996.
Since its acquisition by the trust,
the eet has undergone further
expansion with the addition of the
half-deckers Rebel Reveller, which
was restored at the yard, Buff Tip
and most recently Valiant Rebel.
42
The trusts most ambitious project
came to fruition in 2007 when the
8.8m (29ft) Lucent joined the eet,
thereby fullling a pledge by
NHFTs founding members to
build a new wooden yacht to one
of Percy Hunters original designs.
Initially, it was hoped that it could
be undertaken as a millennium
project, but it remained on the
back burner while the trust dealt
with more pressing issues.
The idea resurfaced in response
to the interest generated by Rebel
Revellers restoration. The yards
then manager, Lisa Morgan,
broached the subject with the
trustees during one of their regular
committee meetings in June
1998, suggesting that in light of
customer feedback, there would
be most demand for another
four-berth yacht. Once the project
had been authorised in July 1999,
a set of plans had to be produced
before work could get under way.
None of the original Hunter
drawings appeared to have
survived, so the yards then
foreman Graham Cooper had to
take the lines of Luna during the
winter of 2000/2001 to create a set
of drawings. The basic design for
the four-berth yachts has stood up
very well to the rigours of eight
decades of use by hirers of
varying abilities, and there was
... as is Valiant Rebel
little room for improvement.
Having obtained the
measurements, little further work
was done until the spring of 2001,
following the launch of the eet
for the coming season, when
the dimensions were lofted out
(plotted) full-size on to MDF
boards to produce the shape
of the yacht. Once Graham
was happy with the lines he was
able to lay the keel. The boats
construction had to take second
place to the eets maintenance
Lunas lines were used as the basis of a new four-berth yacht
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Buff Tip is
another of the
eets half-
deckers...
work, so progress was rather
spasmodic over the coming
seasons and conned to the
summer months.
Launch of Lucent
As the day of her launch nally
approached in 2006, the trustees
assembled to resolve ve years of
mystery by agreeing to call her
Lucent, thus following Percy
Hunters original selection criteria
for the class of choosing words
beginning with the letters LU for
Ludham. Her launch on 30
September 2006 provided the
highlight to the celebrations to
mark the 10th anniversary of the
trusts purchase of the eet.
Lady Mary Colman, the wife of
local record-breaking yachtsman
Sir Timothy Colman, was invited to
ofcially name Lucent at a short
ceremony held in the presence of
approximately 200 members of the
Fleets Friends organisation. With
only a few weeks before another
busy winter maintenance period,
Lucent was hauled out of the
water a few days later to await the
remaining internal tting-out work.
A year later, Lucent was
relaunched. Within hours of
sliding down the slipway, the
moment had come to stretch her
 Hunters Fleet

example, some of the older boats

Lucent was launched on 30 September 2006
crisp new sails and see if she
possessed the renowned sailing
characteristics of the eets other
yachts. Without all of the extra
weight usually gained through the
tting of an engine and modern
domestic equipment, the Hunter
yachts have gained a reputation
for handling like overgrown
dinghies despite their generous
proportions. When asked if there
was a particular reason why
his yachts sailed so well, Percy
Hunter once explained that
they were designed to sail on
the water and not through it. In
the predominately light airs
experienced that afternoon,
Lucent exhibited a good turn of
speed as she responded swiftly to
the occasional stronger gust of
wind and showed every prospect
of living up to the example set
by her predecessors.
Sadly, it seems as though
Lucent will be the last yacht to
be completed by the yard. The
present facilities are unable to
cope with further boats, and the
construction of another building
would radically alter the character
of the site, thus going against the
whole spirit of the trust. These
constraints may be a blessing in
disguise for the yards team of
craftsmen, as the task of
maintaining the eets ageing
sailing craft will inevitably
increase in the coming years.
Proven routines
Under the trusts ownership, the
maintenance team have continued
to observe the proven routines rst
established by Percy Hunter in the
1930s. As the season draws to a
close each year, the team start
planning the winter programme.
Inevitably, the boats incur a certain
amount of damage during the
season. When
accidents occur Sadly, it seems as though Lucent
the damage is
usually sorted will be the last yacht to be
out with a
running repair, to completed by the yard
keep the boat
operational for the rest of the
season. Where necessary, work
needed to complete a permanent
repair will be incorporated into the
winter programme.
Over the years, there has been a
change in the type of accidents
involving the Hunter boats. The
greatest cause of damage in the
1930s arose from collisions with
other sailing craft, whereas
encounters with quay heading
accounted for the majority of the
damage incurred by the boats
until a couple of years ago, when
collisions with hire eet
motorboats became increasingly
frequent. These trends are
explained by three factors. Firstly,
the number of other sailing craft
being sailed by inexperienced
sailors has dramatically dropped,
due to the decline in the numbers
of sailing craft available for hire.
Secondly, the amount of quay
heading has steadily increased
around the Broads since the
1930s. Before many of the
riverbanks were piled, they
consisted of reed banks which
were much more forgiving of
hirers mistakes! Thirdly, an
increasing number of
inexperienced hirers in motor-
cruisers have been caught out,
while trying to pass a Hunter boat,
by a change in pace caused by
uky wind conditions.
Wherever possible the team try
to anticipate potential problems
with the boats and take preventative
measures, to ensure that each
boat is kept to the high standards
that people have come to expect
of the eet. As the boats get older,
the scope of this programme will
progressively increase. For
have had to be re-planked above
the waterline as a direct result of
repeated sanding, which has worn
down the thickness of the hull
planks to the point where they are
likely to be stove in by minor
bumps incurred when coming
alongside quay heading etc.
Obviously, it is not possible, or
necessary, to strip all of the boats
back to bare wood each winter, so
the team focus their main efforts
on one boat every winter, while
conducting routine maintenance
on the rest of the eet. The work
on the boat selected for intensive
care begins with the removal of
the varnish to reveal all of the
hulls blemishes, which are then
eradicated either by routing out
the damaged wood, or replacing
an entire plank of wood. When all
of the woodwork is completed the
stain can be applied, followed by
seven coats of varnish.
Elsewhere in the sheds, the
work on the other boats is split
into manageable chunks,
beginning with the cabin tops,
rails and blocks, followed by cabin
sides, toerails and then the hull,
before concluding with the
application of the white line and
the antifoul. The logic
behind this approach
is that all of the muck
and debris ows
downwards.
Providing all is well,
the high-level work
is nished by Christmas and
the hulls are on their way to
ensure the eet is ready in time
for the arrival of the rst hirers
during the Easter weekend.
By adhering to these proven
routines, the trust has managed
to uphold the Hunter standard
for the past 20 years which,
combined with its ongoing
commercial success, means
that the eets future prospects
have never looked better.
FURTHER INFORMATION
Hunters Fleet Tel: 01692 678263
Email: huntersyard@btinternet.com
www.huntersyard.co.uk

The Friends of the Hunter Fleet

If you want to know more about the NHFT and its activities, why not
join the Friends of the Hunter Fleet? This organisation was formed in
1996 to maintain and focus the public interest and support of the
NHFT. More than 800 members raise additional funds for the NHFT
Extensive work as part of their ongoing support, and the secretary is Percy Hunters
takes place when
granddaughter, Jennifer Mack. In return for an annual 15
the boats are laid
up over winter subscription the friends organise twice-yearly get-togethers and
special offers at certain times of the year on hire charges.

Practical Boat Owner 599 May 2016 www.pbo.co.uk 43

   
  
 
 

 
  

  

   
 

         

  

        
    
           

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Tantalising Torquay
Nick Burnham visits Torquay, a convenient and well-catered
stopover for yachtsmen heading west across Lyme Bay
iterally Hill-Harbour,
L Torquay town is, like
Rome, arranged over
seven hills (tors),
grouped around the
busy and centrally-located
harbour (quay). The ground
rises steeply, giving a uniquely
locked-in feel, not to mention
great protection from prevailing
westerly winds.
ABOUT THE AUTHOR
After 20 years as
a yacht broker,
Nick Burnham
embarked on a
marine media
career, quickly rising to the
position of boat test editor for
Motor Boats Monthly. Nick is
now a freelance writer and
photographer covering all
things nautical.
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Indeed, it even avoids the worst
of any north-easterlies, with only
strong south-easterlies disturbing
the otherwise calm ambience of
this bustling harbour. As the rst
port of call with any serious visitor
facilities for yachtsmen heading
west across Lyme Bay, its a
convenient stop once Portland
Bill has been rounded and the
bay crossed.
Steeped in history, development
of the harbour was initiated back in
1803 by an act of Parliament under
the stewardship of local baronet
Sir Lawrence Palk. As the town
ourished as a fashionable
Victorian resort the port was
extended, making it popular with
yachtsmen as well as being an
important commercial port. The
fabulous J Class yachts favoured
by King George V raced in Torbay
in the 1920s and 30s, using
Torquay as their base. During the
Second World War, landing craft
Destination guide
ramps were constructed and used
in 1944 to load troops and tanks
for the D-Day Normandy landings
during Operation Overlord. The
ramps are protected and still very
much in evidence, although no
longer in use (for many years
they continued to serve as
leisure boat launching facilities).
Back in time
Delving even further back in time,
a short walk from the harbour lies
Torre Abbeys Spanish Barn. A
medieval tithe barn originally
constructed in the 12th century to
store taxes paid to the abbey in the
form of grain, hay and other farm
produce, it acquired the title
Spanish Barn after Sir Francis
Drake used it to imprison 397
prisoners at the time of the
Spanish Armada.
Today, life at Torquay Harbour is
altogether more peaceful. A few
tripper boats and crabbers ply their
trade from the port, but with
Brixham Harbour serving as the
areas (very busy) sh quay just
ve miles away, Torquay is mainly
the preserve of the leisure sailor
and the competitive sports sailor.
From Optimist dinghy racing
through full-on RS Aero National
Championships as well as the start
and nish base of the Triangle
Yacht Race, Torquays terric
harbourside facilities and sheltered
yet open waters lend themselves
well to sailing events theres
always something going on. New
for Torbay is an air show in June
2016 including the Red Arrows,
and the Torquay Regatta in
August is always worth a visit for
its plethora of sailing events and
spectacular rework display.
45
 Destination guide
LY M E B A Y

Approaching Torquay Babbacombe Bay

Cockington

n absolute doddle for Hopes Nose

A navigation at any state of

the tide, if youre heading west
0 200
TORQUAY

metres Ore Stone

across Lyme Bay then look
Torquay North
Thatcher Rock
out for the low-level Ore Stone F 06
Quay Clock
Tower East Shag
rock ahead of the imposing 2F.W
Marina
Office
Moorings
E 03
Thatcher Rock (more a small 03 2F.W 13 27 Old
D 01 Harbour
island than a mere rock)
2F.W 13 TOR BAY
close to the shoreline. C
2F.R Sill PAIGNTON
East Shag, a little further in 14 2F.W 15
2F.G
South
B Pier
(and again quite close to the 15 2F.R
D
2F.G
shoreline) is the only other 16 16 C Beacon
2F.G Town Quay
hazard to be aware of, otherwise 19 Dock
Pr
in

2F.R B
ce

its plain sailing right to the 35 RTYC

ss

21
26
Pi

Q.R
harbour entrance. Coming
er

A 14
22 Berry Head
46 52
up the coast from the west, 47 2F.G
Pier BRIXHAM
its slightly west of north once Q.G
Hald
on 23
11 0 2
youve rounded Berry Head 54
Q.G
53 miles
Inner
and ve miles across the bay. Controlled Area
Millstone
Outer
During the summer, a huge 6 62
The
Millstones
Millstone
white Ferris wheel acts as an
extremely visible marker by
day and indeed early evening,
62
when it is illuminated.
56
Red and green can buoys Torquay Roads
(during the season removed in 71
winter) mark the fairway into the Charts not to be used for navigation

harbour, and the beginning of

the 5-knot speed limit. Flashing
red and green lights on masts
atop the end of Haldon Pier to
the south and Princess Pier to
the west guide you in at night.
Beware the area between
Haldon Pier and the shore
further in it looks deep but
dries at low water, revealing a
rocky seabed. Yellow marker
buoys off beaches around the
bay guard the 5-knot exclusion RIGHT Visitor
zone set to protect swimmers moorings are
from the perils of fast boats. accessed by
gangway from
The entire outer harbour is
Haldon Pier
deep water at all states of tide,
with the exception of a very
small area right in the corner approximately three hours either to visiting yachtsmen.
by the MDL Marina access side of high tide) and an opening If youre coming by road,
bridge. There is an inner harbour bridge, but with only permanent Torquay Harbour has an
accessed by a lifting sill (open berths within, it is of little concern excellent 10m-wide deep-water
slipway which makes for a
superb small-boat launching
site. Contact the harbour
master for permission to
access this there is also
trailer parking on Haldon
Pier alongside the slipway.

Moorings
There are two large marinas in
the connes of Torquay Harbour.
The 440-berth marina to port as

Access is very simple stay

between the two markers

Torquays inner harbour sports a brand-new third marina

46 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 Tantalising Torquay

An illuminated bridge and

you enter is a private concern
run by Marina Developments
Limited. While not cheap (daily
charges are banded between
3.50-4.85 per metre per
day), the facilities here are
superb. Twenty-four-hour
security, excellent toilets and
showers, a launderette and
Wi-Fi are all available, and
those prices include a 240V
electricity hook-up for your
boat. If youre planning a
longer stay, then monthly rates
are available (60-75/metre/
month), and at the other end
of the spectrum you can
short-stay for up to four hours
at a much reduced rate. Call
the marina on Ch80 as you
approach the harbour and the
dockmasters will direct you to
a vacant berth. You can also
book ahead which is
advisable for larger craft.
Reduced costs
The alternative is the council-
run marina directly ahead as
you enter the harbour. Keep
this to your port side and the
whole run along the outside
of the marina is given over to
visitor moorings, augmented
during the season by a 96m
pontoon on the inside of the
harbour wall to starboard,
accessed by gangway from
Haldon Pier. While lacking the
ve-star facilities of Torquay
Marina, costs are much
reduced. Think in terms of
1.94/metre/day and that
includes VAT. Toilets and
showers are provided on
the harbourside, open to the
public during the day but with
coded access for berth-holders
and marina visitors at night.
Overseen by the harbour
master, you cant book these
moorings, but it is rare that
anyone gets turned away. Call
Torquay Harbour on Ch14 as
you enter, and be prepared to
raft during peak season.
FACILITIES
Torquay Harbours town centre
location in a seaside resort is both
its greatest attraction and its
biggest drawback. In the debit
column, a dearth of space means
that there are no boatyard facilities
at all beyond a small fenced-off
area on South Pier, between the
inner and outer harbours.
Operated by Torbay Seaways &
Stevedores Ltd, boats can be
lifted ashore for short periods
by its mobile crane, which can
handle craft up to 15m and 45ft.
It used to be possible to dry out
on the small cobbled slipway in
the inner harbour, but since the
sill was erected this no longer
drains Brixham is now the
nearest port with drying facilities,
or theres a handy boat-lift
operation there run by MDL if
you cant wait for the tide.
Against that, accessing the town
is simply a case of crossing the
road: and as a tourist resort,
eateries from sh n chips to
ne dining are plentiful. Try The
Elephant, a couple of minutes
walk from the harbour, for the
latter. Meanwhile, Rock Fish
on the inner harbourside is an
excellent provider of the former.
The Harvester is a popular and
good value pub/restaurant on
the harbourside itself, but bear in
mind that it gets hugely busy in
the summer and youre not able
to book, so allow plenty of time
to be allocated a table. Theres
also a chandler at the harbour
and a shing tackle shop. Birchell
Marine offers a good engine
servicing and repairs facility.
A short walk up the main
pedestrianised high street will
gain you access to a well-
stocked Tesco Metro.
The Elephant is a couple of minutes walk from the harbour
If youve got children to
entertain, then Living Coasts a
busy sea life centre is certainly
worth a visit. Theres also a big
wheel in the summer, two
theatres (one of which is on the
harbourside), tenpin bowling and
of course, amusement arcades.
GOOD WALKS
Head up the hill, past Living
Coasts to your right and the Royal
Torbay Yacht Club to your left, and
youll nd the Imperial Hotel. Head
through the car park past the front
of the hotel and youll discover
an enchanting (if steep in places)
coastal walk up to the Daddyhole
Plain headland. A great
opportunity to stretch your legs
and take in some magnicent
views across the bay and, from
the headland, right across Lyme
Bay. On a very clear day you can
see Portland Bill! In the other
direction, the picture-postcard
hamlet of Cockington is a brisk
half-hour walk and well worth a
visit. Its an absolutely beautiful
unspoilt thatched village that
dates back to the Iron Age.
lifting sill split the inner
and outer harbours
ANCHORAGE
Head back out toward Lyme
Bay, but make a sharp turn
to port at the Ore Stone, and
youll round Hopes Nose
(a local shing spot) and
nd yourself heading into
Babbacombe Bay. Theres
plenty of space to anchor or,
for a small fee, pick up a buoy
owned by the Carey Arms, a
boutique hotel and restaurant
belonging to Peter de Savary.
USEFUL CONTACTS
TORQUAY MARINA
Tel: 01803 200210
www.marinas.co.uk/
mdl-torquay-marina
HARBOUR MASTER
Tel: 01803 292429
www.tor-bay-harbour.co.uk
ROYAL TORBAY
YACHT CLUB
Tel: 01803 292006
www.rtyc.org

Practical Boat Owner 599 May 2016 www.pbo.co.uk 47

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 PRACTICAL

Maintaining your
marine gas system
Peter Draper explains whats required for a marine gas system to be safe
and legal, and how to assess the condition of the gas system on your boat

s the gas on your boat

I safe, legal and insurable?

Will it satisfy your marine
surveyor and insurance
company? When was it
last tested or inspected, and
do you know who installed
it? Usually that would have
been the yard that built your
boat, and hopefully it would
have been installed to a high
standard. Apart from routine
maintenance and inspections,
it should never give cause
for concern.
Then theres the work, rebuilds
and alterations done by the
skilled amateur. Although
uncertied and not strictly legal,
their workmanship should not
cause any signicant issues. The
problem is when work is carried
out by enthusiastic but completely
unskilled have-a-go guys.
Systems like these, and those
that havent been inspected for
years, are the ones we should
be concerned about. The bone yard corroded regulators, seized valves and a piece of automotive radiator hose used as a gas pipe
Those of you with your keels
in the fresh water of the inland practical boat-owning engineer its not illegal, but if youve never and marine-grade, it should not
waterways are bound by the emails to shout loudly that been trained in gas installation and be used on your boat.
rules of the Boat Safety Scheme working on your own vessel is not youre not registered, how can Take a look at your system. One
and will have regular inspections illegal, I will refer the interested you or the person doing it on the indicator of a DIY installation is the
carried out by a qualied reader to the Gas Safe website: cheap be competent? You or they lack of a test point, which means
inspector. As yet, however, there if youre going to pay to have gas denitely wont be insured, nor can the system cannot have been
is no such requirement for work done on your boat, make either of you issue a legally- tested to the correct standard.
privately-owned coastal and sure the person doing it is qualied, binding Gas Safety Certicate. Look for worm drive clips some
seagoing vessels, so unless and from Gas Regulations, no are totally unsuitable for LPG
your surveyor or insurance person shall carry out any work in Rogues gallery pipes and look for an absence
company asks for a gas certicate relation to gas ttings or gas Over the years Ive seen a rogues of clipping on copper pipework.
your gas safety could be reliant storage vessels unless he (or she) gallery of incorrect pipe used, Both shout DIY installation.
upon poor workmanship carried is competent to do so. Some may corroded pipes in wet bilges, Parallel thread ttings are the
out years ago. believe that if its your own boat low-pressure hoses on high- worst: soft solder ttings are not
Before every capable and and youre not receiving payment pressure systems, water ttings allowed. Certain ttings just wont
and taps, natural gas ttings, steel keep LPG in, no matter how much
ABOUT THE AUTHOR hydraulic ttings, hoses out of paste is smeared round the joint.
date by entire decades, gas pipes For other indicators of a
Marine gas engineer Peter Draper (Nautigas), City clipped to engines, bits of car poorly-maintained system, look
and Guilds qualied for over 40 years, rst took radiator hose and, the worst yet, for long-out-of-date hoses: there
a boat to sea aged 10. He is a sport diving boat plastic push-t pipe used as a will be a date printed or stamped
skipper and an HSE3 commercial diver, and for gas line. Quite simply, whether on the hoses, and they should
over a decade owned and restored a 1927 Dunkirk
Little Ship, Caronia, based in Chichester Marina.
its ttings, hoses, regulators or
valves, if its not LPG-approved
be less than ve years old.
Unfortunately, many vessels are

Practical Boat Owner 599 May 2016 www.pbo.co.uk 49

 PRACTICAL
The manufacturing date on this hose is the rst quarter of 1999!
tted with camping-grade
regulators, and may have been so
since new. They are usually blue
for butane and red for propane.
They are just not designed for the
harsh conditions of the marine
environment: they are not
marine-grade materials, and dont
have a safety pressure relief valve.
When they corrode internally and
externally, they become incapable
of regulating the gas pressure. Ive
found butane regulators rated at
28Mb passing over 40Mb: it
doesnt boil the kettle any faster,
and its not safe for the eyebrows.
New marine-grade regulators have a pressure relief outlet for safety
The good and the bad
Whats good and bad about the gas we use?
There are two types of gas in
common use, butane and
propane. Butane is hotter than
propane and is available in a
larger range of leisure-size
cylinders, although propane is
cheaper the bigger the cylinder
you use. Propane will give you
gas when there is thick frost on
the ground, whereas butane will
stop gassing at the rst sign of
your breath in the air. In practical
terms, if you use your boat in the
warmer months and only have a
50
Armoured hose has a data
and date badge attached
small gas locker, then you will be
on butane: but if (like me) youre
a liveaboard on a converted
shing boat, you will almost
certainly be on propane.
So, the good thing is that there
is plenty of choice to suit your
needs, and cylinders are readily
available from a variety of
stockists. However, whats bad
about butane and propane is
that theyre both an LPG (liquid
petroleum gas) and, as such, are
very different from natural gas.
A typical gas system
t the heart of a typical gas
A system on a boat, as found
on 95% of the vessels I work on,
would be a cylinder in a locker
which should be gas-tight. This
means that should there be a
leak from the cylinder, the gas
cannot enter the vessel by any
means. From the locker there
should be a drain, preferably
straight overboard: there is a
relationship between the size
of the drain needed to the size
of the cylinder stored. Most
lockers are made from the same
material as the vessel and are
This gas locker has a side
often an integral moulding. door to allow access
Some have a gas-tight door to
access the cylinder, but most very high pressure in relation to
allow access from the top only. what is required by the appliance
There should be some method (the cooker, in most cases). A
of securing the cylinders, and regulator is used to reduce this
the locker should be big pressure. The latest marine
enough to contain both the regulators are now tted with an
cylinder in use and any spare over-pressure vent to ensure the
carried. Dont, as I have seen pressure inside the regulator is
more than once, keep the spare not any higher than it can cope
cylinder under the guest bunk. with. Some systems will have the
The gas in the cylinder is at regulator mounted on the side of
This is a new installation, with the regulator tted directly on
the cylinder with an O-clipped hose
They are produced by the same cylinder or gas pipes and ttings:
rening process that makes
petrol and diesel, and both burn
wherever it runs is also where a
gas leak will nd its way into,
in the right air/fuel mix. Most which unfortunately is the same
signicantly for us on the water, place as your bilge water and
they are both heavier than air electric bilge pump.
so they will go Other unfortunate characteristics
downwards into are that butane and
the bilges of our propane need an
watertight boats awful lot of air to burn
if there is a gas efciently roughly
leak. To make 30 times their own
sense of that, volume and if they
imagine a bucket dont burn cleanly
of water they will produce the
coloured with silent killer, carbon
blue ink. Tip it monoxide. They can
over anywhere also leach through
you have a gas incorrect ttings.
Practical Boat Owner 599 May 2016 www.pbo.co.uk

the locker and a high-pressure
hose running from it to the
cylinder. Some have two
high-pressure hoses, attached to
dual cylinders and selected by a
changeover valve. These hoses
are usually black rather than the
commonly seen low-pressure
orange hose. The regulator
directly onto the cylinder system
will have the low-pressure hose
connecting it to the pipework
entering the boat. This hose
should be connected with O-clips
or swage ttings. The advantage
of the high-pressure system is
that there are adaptors available
to connect to most cylinders
worldwide, and the twin
changeover means not having
to swap the regulator to the
spare, just moving the valve
over. The downside, as always,
is cost. BSS-applicable boats
usually have a bubble tester
after the regulator.
Bubble testers will show up leaks
The main pipe through the boat
is LPG-grade copper, much
thicker than domestic-grade
pipework. It should ideally leave
the locker higher than the
regulator or cylinder and be
sealed through the bulkhead. It
should be clipped throughout its
run with suitable clips to prevent
damage or abrasion. The pipe will
usually terminate at a quarter-
turn shut-off valve (right)
near the appliance, and
any moving appliance
such as a gimballed
cooker will have the
Rigid copper pipe with suitable clips to prevent damage or abrasion
Practical Boat Owner 599 May 2016 www.pbo.co.uk
nal connection made via
an armoured hose. Lastly,
but most importantly, there
should be a test point tee
at the appliance.
One nal variation on
this set-up is the use of an
electronic solenoid to shut off
the gas. The idea is that you
can leave the gas on at the
cylinder and, from a location
close to the cooker, turn on the
gas via an electronic switch.
They can also be activated
via a gas alarm, which will
automatically turn off the gas
if it detects a leak.
Common sense
Using your system safely is
common sense: only turn the
gas on at the cylinder when you
are going to use it, and make
turning it off again a matter
of habit. Ensure you have
adequate ventilation, which
means opening a hatch or
portlight. Never use the cooker
for space heating. If your
cooker is old it wont
necessarily have ame failure
devices that shut off the gas if
the ame goes out, so never
leave it unattended. Poorly-
maintained or even dirty
cookers can cause poor
burning of LPG. A rusty grill
fret/mesh is a very efcient
producer of carbon monoxide.
Gas alarms, whether
stand-alone or linked to a
shut-off solenoid, are a good
idea. The stand-alone ones are
by no means expensive, and a
practical owner will nd them
easy to t: theyre certainly no
more complicated than (highly
advised) carbon monoxide and
smoke alarms. If you follow the
manufacturers instructions as
to where they should be tted,
they can be put up with
a couple of screws
each: but remember
to test them
regularly.
Maintaining marine gas systems
Getting the job done
o, who can legally work on
S your boats gas? It will be
someone who is qualied,
registered and insured to do so,
which means someone who is
Gas Safe registered, someone
who has undertaken core LPG gas
training and the additional boat
qualication. Ideally, someone who
has specic marine insurance and
experience of working on boats.
Ordinary domestic plumbing
and gas insurance will not
cover marine work, and the
idiosyncrasies of boat gas are
very different to LPG in caravans
or domestic properties. Only a
qualied and registered engineer
can issue the Gas Safety
Certicate. As we know, your BSS
inspector can test your gas by the
bubble tester, or if they are trained
and Gas Safe registered they can
break into the system and use a
manometer, which by its very
nature is classed as gas work.
Your gas engineer will be able Pressure-testing to regulations
to advise you as to best practice,
then install and test the system Peace of mind
to the required standards. They Practical-minded boat owners can
should have the necessary test do a lot themselves. Take a boat
equipment to pressurise the that has no gas at all, or which has
had to have its substandard gas
installation removed: the practical
owner, following a discussion with
the gas engineer, could quite
capably and legally install the gas
locker, drain, cylinder restraint,
cooker gimbals, cooker and any
ventilation requirements. I would
be happy and its my name on
the certicate! for the owner to
install the copper pipe run through
the boat, providing it was the
correct grade of pipe, it was to an
agreed route, it was correctly
clipped and had no joints. I, the
gas engineer, could then use the
correct ttings and procedures and
Carbon monoxide testing
is of vital importance actually connect and test the gas.
Thats going to save the gas man
system to above its working a lot of time and the owner a lot
pressure, and should test all of money.
pipework and appliances on air Is it expensive to use someone
and on gas. They should check like me? Well, once brought up to
all safety devices, ame failure standard, the ongoing checks and
devices, carbon monoxide risks, hose changes would cost no
ventilation and, if relevant, ueing. more than a three- or four-night
Much of the knowledge and stay in a South Coast marina. A
equipment required is way small price to pay for peace of
beyond the scope of even the mind, a safe and legal system
most competent and practical and that all-important Gas Safety
owner. My own electronic Certicate. Next time youre
manometer will measure down putting the kettle on, its milk
to 00.1 of a millibar: thats about and one sugar, please.
0.0015 PSI, or about 1-20,000th of
the pressure found in the average Peter Draper, Nautigas,
car tyre. So when I sign that the Email: nautigas@hotmail.co.uk,
pipework is gas-tight, it is! Tel: 07801 250066
51
 New Gear

New Gear
Laura Hodgetts reports on the latest marine products

Nasa Marine Clipper

Tactical Wind System
Designed for demanding conditions, this system
provides 10 display updates every second. It
is promised to respond quickly to the rapid
changes of wind speed and direction
experienced during tricky manoeuvres. The
sensor is supplied with a mast mounting kit, 20m of lightweight cable and
all necessary electrical connectors. Output data is in the NMEA 0183
format and can be used to drive any compatible display that utilises the
MWV sentence. The Clipper True Wind display shows apparent wind
speed and direction and, when
connected to a log or GPS, can also
show true wind speed and direction. The PBO readers
Tactical Wind System complete with can enjoy a 5%
True Wind display costs 270. The
Tactical Wind Sensor with NMEA output
Solar kits discount with code
PB5DIS before
These solar kits from Energy Solutions include all 30/09/16.
is available separately to drive third-party
systems, price 174: the Clipper True you need to add solar panel charging to your boat,
Wind display with NMEA input is with panels ranging from 30w to 260W and regulators to
available at 98.40. suit. The smallest kit includes: a 30W polycrystalline panel
www.nasamarine.com (measuring 410 x 670mm); a BlueSolar 10A PWM Pro charge
controller; 3m solar cable (terminated with MC4 M/F connectors);
3m DC charge cable; fuse and fuse holder; and mounting system

Nasa Marine KS-60 suitable for a cabin roof. The range also includes 24V options.
Price from 179.38.
long-range Wi-Fi www.es-store.co.uk

Nasas new KS-60 combines a Wi-Fi transmitter, receiver

and high-gain antenna into a single unit, and is claimed to Yacht Shine
provide up to 30 times more power than a typical built in
Wi-Fi card. It does not require a separate modem or router Yacht Shine is claimed to be better, faster and more
but connects directly into a PC or Apple computer via a durable than wax, creating a hydrophobic surface
standard USB port. It is promised to greatly improve stability that repels water and beauties gelcoat. It is said to
and download speed when using Wi-Fi provided by marinas, bring out the colour better than wax as a result of
harbours, resorts and hotels. The weatherproof unit is nanoparticles penetrating below the surface. To
compatible with OSX10.4 to 10.8 and Windows XP/Vista/7 apply it, simply clean the surfaces, wet them with
and 8, and a standard 1in, 14 TPI base is required to mount clear, fresh water and spray Yacht Shine on the
it. Price 78: mounting brackets start from 5.40. wetted surfaces, drying immediately with a soft,
www.nasamarine.com lint-free cloth. The product can also be used on a dry
surface: spray it on and wipe completely, again using
a dry, soft, lint-free cloth. It lasts for six to eight weeks,
and is promised to reduce drag. Price 29.99 for 500ml.
www.nanoitmarine.com
Dorset from the sea
One man and his boat and his
camera. Dorset from the sea does
exactly what the title suggests and
Wide-Eye mooring aid
250mm

showcases the Jurassic Coast from Like the cheats version of Hoopla!, the Wide-Eye easy
its best viewpoint, from Lyme Regis to mooring aid from Easy Lift Marine keeps a spliced loop open
Old Harry Rocks, along with descriptive so that it can be positioned above a cleat or bollard and then
captions. All of the images in the dropped over it using your own boathook, or indeed any
128-page book were snapped by Dorset long pole. It is
sailor (and PBO reader!) Steve Belasco, designed to
and there is a foreword by Dame Ellen get you
MacArthur. For every book sold, a secured rst
donation goes to the Ellen MacArthur Cancer Trust. From bustling beach time, and to be of
scenes to unspoilt seascapes, this book will transport you back out to sea particular assistance
wherever you are and encourage you to set sail. Price 14.99. to solo sailors.
www.veloce.co.uk Watch the video
at http://youtu.be/
We have six copies of Dorset from the sea up for grabs! For your AD7uBJuDp0Q.
chance to win a copy of Steves book, enter the free prize draw online Price 30.
at www.pbo.co.uk/dorsetbysea www.
mooringaids.co.uk

52 Practical Boat Owner 599 May 2016 www.pbo.co.uk


Lynx wind
steering system
Beauforts newly-developed Lynx
windvane can be tted to almost
every type of transom thanks to
its adaptable fastening bracket.
Steering lines can be tied either
atop or below the pendulums
horizontal rotation axis. On the
gear, the steering lines are xed on
an adjustable hose clamp: on the
boat, they are attached to the tiller
or wheel drum. Different lengths of
pendulum are available: 350mm,
500mm and 700mm. The lever arm
for the steering lines is proportional
to the pendulums length: 330mm
for the 350mm, 420mm for the
500mm and 470mm for the
700mm. The pendulum can be
rotated sideways to the transom to
almost 180, which compacts the
system when not in use; it is easily
dismountable by taking off two
bolts and sliding it backwards out
of its housing. The Beaufort Lynx is delivered ready to mount, with two
adjustable mounting brackets, a light polycarbonate vane for light winds
and a marine plywood vane for heavy weather conditions. It also comes
with a one-year guarantee. Priced at 2,291 (r2,950).
www.beau-fort.com
SailShield
A new low-friction performance coating that can be
applied to sails and spinnakers. It is promised to assist
in reducing weight aloft by helping to keep the sail dry
telltales should stop sticking and y freely, even in
light winds and it should also help to rejuvenate old
spinnakers. SailShield is a water-based application,
applied straight from the bottle, so theres no need to
mix liquids. Price 24 for a 1lt bottle enough to cover
45sq m of sail, which is about the size of a mainsail from
a 26-28ft boat, applied on both sides.
www.staydri.co.uk
Garmin GNX Wind
This NMEA 2000-compatible marine
instrument provides wind, speed and
navigation data intended to assist sailors in
making condent decisions on the water. It
can display two data elds along with the
dedicated digital wind rose (that shows true
and apparent wind) simultaneously, steering
guidance, boat speed and more. It can
also pair with compatible wireless devices
including Garmins new quatix 3 GPS marine smartwatch. Featuring an
anti-fog, glass-bonded, backlit monochrome LCD display, the GNX
Wind is designed to be highly visible in all conditions. Large black
digits are displayed on a white background or a choice of backlight
colours. The screen layout can be customised with preferred settings,
from a choice of more than 15 congurations.
The Steer Pilot feature is based on information provided by
connected sensors users simply follow the needle, or track. This
function also allows for the wind direction to be locked so as to track
wind shifts and keep you on the lifted tack.
The GNX Wind can be ush- or at-mounted: the power consumption
is 0.35W during the day with no backlight, and 0.4W at night when only
a mid-level backlight is required. Maximum current draw is 300mA.
Price 419.99. www.garmin.com
Practical Boat Owner 599 May 2016 www.pbo.co.uk
New Gear
Garmin VIRB
XE Camera
and to the GPSMAP
8000 series using a
Wi-Fi router. The VIRB
XE works best with
an ultra-high-speed
(UHS) MicroSD card.
The battery is
charged via a USB
cable. Theres a
ip switch for video
recording, and three
buttons: a joint OK
and camera still
footage button, plus
power and menu
functions that are also
This waterproof HD action up and down arrows
camera has a G-Metrix feature to scroll through menu options.
with built-in Garmin GPS so it Theres no viewnder or screen
doesnt just shoot what you did, to show footage unless you link
it can also record where you did it up with your smartphone but
it. The VIRB XE can be linked a small display shows the
with other compatible Garmin hours of lming and number of
devices, such as chart plotters photographs left on the card
and wind sensors, to show space, the battery life, whether
apparent wind angle, apparent Wi-Fi and GPS are connected,
wind speed, true wind speed and the resolution setting.
and water depth. It is waterproof
to 50m, and the hydrophobic,
Green ashes show the camera
is on, red ashes show when a
at glass lens repels droplets. photograph is taken or video
Theres a microphone for audio. recorded. The front casing
Data from the camera can be unlocks to access the MicroSD
streamed to the GPSMAP 7400 card and battery. Price 349.99.
series using the inbuilt Wi-Fi www.garmin.com
PBO verdict
I tested this at the London Boat Show and while out on in-line skates in
Weymouth for action footage, and was impressed with the wide-angle
view that the camera achieved. However, in dim indoor lighting it
required a steady hand
to avoid blurred images.
My iPhone S4 was
unable to link with the
cameras Wi-Fi router
due to the lack of an
iOS9 software update,
but the VIRB XE easily
linked up with an
iPhone 5 creating a
viewnder and remote
control for the camera.
This made a huge
difference to its
user-friendliness as
youre shooting blind with i di l h
the footage is uploaded to a computer or the camera is connected to
a smartphone (via Wi-Fi) that you can see the quality of the shots.
Initial impressions are that this is an impressive tool for taking hi-res,
wide-angle videos and photographs in all weather conditions. PBO
contributor Dave Selby will be putting the VIRB XE to an extended test,
along with a Scanstrut ROKK Mini adjustable mounting system, on his
forthcoming 300-mile voyage in a Sailsh. Watch this space for Daves
in-depth review. Laura Hodgetts
53
   
    

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Beaulieu
Boatjumble
Sunday
24 April
Beaulieu
bargains!
Shhh! Dont tell everyone: but this
boat jumble is really rather special
ucked away in the
T idyllic grounds of a
Hampshire country
estate, Beaulieu
Boatjumble manages
to be both a hidden treasure
and also the largest outdoor
sale of boating items in Europe.
For those who are yet to
experience it, its a day out
thats well worth discovering,
full of nautical bargains and
access to Beaulieus National
Motor Museum and other
attractions all included in
the ticket price.
This year, Beaulieu Boatjumble
will take place on Sunday 24 April.
With thousands of new and used
boating goods, Boatjumble
products range from big-name
brands, many at special show
offer prices, to bargains in the
Trunk Traders area where amateur
jumblers can clear out their
lockers, sheds and garages of
boating bits to sell from car boots.
Beaulieu spokesperson Jane
Riddiford encouraged would-be
treasure hunters to get there early
as trading is always brisk! She
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Special feature
said: We look forward to the 39th
Beaulieu Boatjumble this year.
Trunk Traders continues to be a
very popular part of the event,
where those with even a limited
amount of items to sell have an
affordable way to become part
of the Boatjumble experience.
Trunk Trader stands are just 35
and include admission to the
event for two people.
Meanwhile, the Boatmall also
known as Beaulieus nautical high
street has the latest products
from manufacturers displaying
trailerable yachts, dinghies,
motorboats, accessories,
clothing and services.
If you are looking for a
used boat, Boatmart offers
an opportunity to browse
around a wide range of used
craft for sale, from classics to
nearly-new and project boats.
Ask the Experts LIVE!
For the second year running, PBO
will be building on the success
of our Ask the Experts pages
by offering free practical
demonstrations and talks, plus
63
 Special feature

Ask the Experts LIVE! talks schedule

the chance to quiz a diverse range
of experts with your boating
questions. Last year, YBW forum
user oldbilbo said: Best value of
the day, I reckon, was the multiple
Ask The Experts sessions in the
PBO marquee, where I was able
to get real world answers to
some current thorny probs each
one of which will save me time
and money worth rather more
than the price of admission.
We are teaming up with Beaulieu
once again to host the PBO Ask
the Experts LIVE! marquee area
from 9.30am to 4.30pm see the
box on the right of this page for
the full schedule. Beaulieus
events manager, Judith Maddox,
said: The Ask the Experts feature,
introduced by the shows sponsor
Practical Boat Owner last year,
was a great success and will be
repeated again this year. It offers
show visitors an opportunity
to take part in hands-on
demonstrations, learn top tips
and get the answers to burning
boating questions from a team
of leading marine specialists.
The Classic Motor Boat
Association will be putting on
their traditional display of
members classic boats and
antique outboard engines.
Members will also be on hand to
talk to visitors about the activities
of the association, whose aim is
to promote the affordable
preservation and enjoyment of
classic runabouts, racing boats
and engines through active
rallies around the UK.
How much do
the tickets cost?
Ticket prices are 8.70 for
adults and 6.50 for children
(aged 5-17) if booked in advance
by 8 April 1 extra thereafter.
Admission is not only to the
Boatjumble but also to all
Beaulieu attractions including
the National Motor Museum,
with its new display area Driving
Change, plus On Screen Cars,
World of Top Gear, Beaulieu
Abbey and Palace House.
Sunday, 24 April, from 9.30am to 4.30pm.
International Paints Kate Moss and Roger Bolton at PBO Ask the Experts LIVE!
9.30am-10am: LIFERAFT
DEMONSTRATION
Andy Cook of Viking Life-Saving
Equipment will be demonstrating
liferaft ination, discussing the
importance of getting your safety
equipment serviced. He will be
on hand to give advice on all
aspects of marine safety and to
answer servicing questions.
10.30am COOKING
ON BOARD
David Wells from South Devon
College will be demonstrating
how tasty, inventive dishes can
be prepared on just one or two
gas burners in limited galley
space.
11am-11.20am:
PREPARING YOUR BOAT
FOR LONG-DISTANCE
CRUISING
The World Cruising Club will
present practical ideas and top
tips gleaned from 30 years of the
Atlantic Rally for Cruisers.
11.30am-11.50am:
BUYING AND SELLING
BOATS
Paul Singer of British Marine
South West will be sharing his
expertise and revealing the
pitfalls of buying and selling
boats, while his colleague
Hannah Cash from Yachting
Lawyers will be offering legal
advice.
12pm-12.45pm:
VARNISHING MADE EASY
International Paints chemist Kate
Moss returns to Ask the Experts
LIVE!, this time to share her
knowledge on how to prepare for
and apply varnish on boats.
1pm-1.45pm:
EFFECTIVE EPOXY
An expert on WEST SYSTEM
Epoxy from Wessex Resins
will return to Experts LIVE!
to demonstrate the safe and
effective handling of epoxy
products in the repair and
Golden Arrow Marines Dave Hill and Sam Cobb will return this year
t-out of wood and glassbre
on your boat.
2pm-2.45pm: ENGINE
MAINTENANCE
Golden Arrow Marines
Dave Hill will return to
Ask the Experts LIVE! for a
second year with a practical
demonstration on how to
keep diesel engines in
tip-top shape.
3pm-3.20pm:
GAS SAFETY
Marine gas engineer Peter
Draper of Nautigas will be
sharing his 40 years (and
ongoing) experience.
3.30pm-4pm: SEALANT
TIPS AND TRICKS
Sikas technical services expert
Gareth Ross returns to Ask the
Experts LIVE! for a second year
to demonstrate how to use
sealants for bonding and
waterproong on board.
4.10pm COOKING
ON BOARD
For his second easy but
inventive boat meal recipe,
David Wells from South Devon
College will be making king
prawn marinated with oranges,
couscous salad, plus another
surprise dish.

The Boatmall and Boatmart

are open to visitors from 9am
and the Boatjumble from 10am,
Ongoing throughout the day...
with the show closing at 5pm.
LIFEJACKET CLINIC ELECTRONICS ON BOARD
A free delivery service will drop
Mike Hannams RNLI Community Safety PBO tester Alan Watson will once again
your heavier purchases to your
team will be returning to the PBO Ask the be manning a stand, and this time round
car park on request.
Experts LIVE! marquee for a second year he will be offering his encyclopdic expertise
Quote PBOMAG16 for 15% off to host free lifejacket clinics. about Radar and electronics on board.
boatjumble tickets.
Special ferry offers are also
available. Visit www.beaulieu.
Register online to secure your place at the FREE talks: www.pbo.co.uk/
co.uk/events to buy tickets expertslive the rst 30 to register will receive a free pack of PBO
online, or call the ticket hotline Free Anchorage playing cards. You can also just turn up on the day!
on 01590 612888.

64 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 Beaulieu Boatjumble guide 2016

VISITORS EXIT

DISABLED
VISITORS ENTRANCE / EXIT
EXHIBITORS
NORTH GATE CAR PARK
BRABAZON
RESTAURANT
RED FIELD

GREEN FIELD

1 56 57
2 888a BOATMALL STANDS
NATIONAL 27 3 BOATMART
26 4
MOTOR 25 5 AREA MARQUEE
24 6
MUSEUM 23
22
RED FIELD RED FIELD TRUNK PAVED ROADWAY
21
20
7
8 STANDS STANDS TRADERS GRAVEL ROADWAY
28 19 9 GRASS BANKS / MISC. STRUCTURES
29 18 10
17 11 TREES & BORDERS
BOATMALL 16 12
15 32
14 33 GATE
13
VISITORS
30b 30a 30 31 ENTRANCE/EXIT

BABY CHANGE
43 44 45 46 51 54 55
47
50 SHOP BANK & CASH FACILITIES
49 FC
BOATMART 48 FULLING MILL
CHEMICAL TOILET
AREA DISPOSAL POINT

CLASSIC
TRUNK DELIVERY SERVICE - FREE
(for heavy goods)
MOTORBOAT HOSPITALITY
ASSOCIATION & PRESS GREEN FIELD TRADERS FIRE POINT
DISPLAY
STANDS
Ask the FIRST AID

Experts INFORMATION

LIVE!
CATERING & BAR
MARQUEE REFRESHMENTS
TO PALACE HOUSE
SHOP SHOP &
FC FURNITURE COLLECTION

TO BEAULIEU ABBEY SHUTTLE BUS TO CAR PARKS

& ADDITIONAL TOILETS

TELEPHONES

*Correct at time of publication, EXHIBITORS TOILETS

EXHIBITORS
CAR PARK/ ENTRANCE
but please check show guide ASSEMBLY AREA TOILETS - DISABLED
for accurate stands information.
WATER TAP

Sunday 24 April 2016

Be a Boatjumble trader!
Sell your wares to up to 10,000 boating enthusiasts.

PBO SUBSCRIPTION DEAL BOATMART Sell used trailerable boats: spaces cost 30.
TRUNK TRADERS Sell your surplus second-hand sailing

Subscribe to items from your car boot. Spaces cost 35.

BOATJUMBLE Stand prices start at 50 for a single exhibitor stand.
BOATMALL Marine equipment on Beaulieus nautical high street.
Uncovered stands cost 85.

PBO from just

16.99
BRITAINS BEST-SELLING
BOATING MAGAZINE
No. 599 MAY 2016 4.40

MAINTE NANCE PROJEC

TS GEAR REVIEW
S SEAMAN SHIP
CRUISIN G

MODERN
Find the latest Practical Boat NAVIGATION The truth about
How to get the best from metal fatigue
digital and paper charts
Owner magazine subscription TESTED
CORDLESS
deals at the PBO stand in the DRILLS
The boat owners friend: How to check your
Experts marquee. Sign up to but which one should
you buy?
boats gas system

Britains biggest-selling boating

magazine for 16.99 (based More speed under
sail: fit a folding prop

on a six-monthly direct PLUS: Take in Torquay

Sailing in the English Riviera

debit) and get a free BO TS O

YO
Aquapac Dry Bag (while E
c g ii g r
Make a new
floor for your
stocks last). You can also HOW THE BERMU
RIG IS CHANGING
inflatable
0 5

buy the latest issue for 1 9 770032 634245

and get a free sachet of

Swarfega hand cleaner Each stand now comes with two exhibitor wristbands rather
and a PBO keyring than one, as in previous years. To book a stand, Trunk Trader
(while stocks last). or Boatmart space call the events department on 01590 614614
or email events@beaulieu.co.uk.

Practical Boat Owner 599 May 2016 www.pbo.co.uk 65

 Gear test

B&G Vulcan 5
chart plotter
Ben Meakins takes B&Gs new compact
5in multifunction display for a trial sail

arly last year, we

E spoke to Leif
Ottosson, the CEO
of Navico (parent
company of B&G),
who told us to expect plenty
more entry-level products
under the B&G banner in the
coming year. The Vulcan 5 is the
latest of these, a compact 5in
multifunction display (MFD) that
at 469 costs slightly more than
a modern instrument display, but
which has many more features.
We tested its big sister, the
Vulcan 7, early last year, and were Available displays include charts with sailing features (top), instruments (left) and the SailSteer screen (right)
impressed by its functionality and
low cost. The Vulcan 5 is from the
same stable and, despite its small your stereo and autopilot. There start the route handy if you information. The unit can be
screen size, has many of the are race features, too: a starting were to lose power along the way. ush-mounted, leaving only a
features of B&Gs larger plotters. timer and Wind and Time Plot Waypoints are equally easy to 10mm-thick screen protruding,
It has B&Gs Sailing features screens, which display current store, place and go to, and theres or you can use the supplied
(laylines, SailTime calculations and historical wind and other a simple measurement tool. mounting bracket.
and the SailSteer screen) and NMEA 2000 data in graph form, As with B&Gs bigger plotters There are fewer small plotters
can display AIS, ForwardScan useful for identifying trends. you can select a split screen available these days, so this is
and Fishnder data (see PBO However, it cant display radar as mode, the visibility of which we good news for small-boat sailors.
February for our test) and there is no Ethernet connection. were initially dubious about, given Viewing angles are impressive,
StructureScan data. experience with other plotters with nearing 170 each side, and it was
Its barely bigger than a Ease of use small screens but in practice it visible even in bright sunlight and
standard instrument display, Inputting a route is a matter of was easy to read, with a sensible when viewed through polarised
which means that you could tapping new route and then font size. The unit has built-in sunglasses, which make some
mount it alongside your adding waypoints with single Wi-Fi, allowing you to connect to screens look blank. We tried
instruments in the cockpit, taps along the way. You can the GoFree store and download operating it with wet hands, and
where it could be used as an then navigate the route, and the updates via a hotspot. You can it still worked well. Power
extra instrument display or a chart system asks you if you want to damp all NMEA data, which as consumption was around 0.3A
plotter. Connected to compatible follow it forward or reverse. You we found in our previous test was on full brightness. Competitors
systems, it can be used to control can also select a point at which to really useful in making sense of include Raymarines A65 plotter,
wind, speed, heading and layline with a slightly larger 5.7in screen.

B&G Vulcan 5 connectors

PBO verdict
arly worries that the Vulcan 5 would be simply too small

Power/
NMEA2000
12V supply
data input/
E to be of use proved unfounded once we started using it.
The Vulcan 5 is a good, fully-featured plotter with a
beautifully clear screen. With its internal GPS it would work
well as a standalone chart plotter for small boats, or as part of
output
a wider NMEA 2000 network adding wind, speed and depth
turns it into a full-featured solution. Its relatively low cost
Sonar connector makes it a good option for larger boats too, as either a
CHIRP echo sounder mini plotter in the cockpit or as an instrument repeater or
and ForwardScan
sonar port
autopilot control head elsewhere.
Micro SD card reader

66 Practical Boat Owner 599 May 2016 www.pbo.co.uk


Block:
tackled
Stu Davies nishes off his
project to convert a rusty
Rover Maestro engine into
a usable spare boat engine
by restoring the block
n basic terms, the Rover
I Maestro/Montego LDV 200 van
engine base block, a modied
Perkins Prima engine, is exactly
the same as the Volvo Penta
MD22L engine in our Bnteau
Ocanis 381 Sacha, but the cam belt
cover and some of the water pumps
are different. The early LDV 200
engine is the most similar: as with
ours, the freshwater pump exits to
the starboard side of the engine and
the starter motor is on the port side,
but it utilises negative earth through
the block while ours is separately
cabled back to the battery.
Having located a rusting Maestro
turbo engine which I bought with the
intention of using it as a boat spare, I
stripped all the ancillaries off the engine
and removed the cylinder head as
detailed in the rst part of this article,
Over to you, Maestro (PBO April).
The cam belt cover was broken, but
it was different to ours anyway and
wouldnt be used. The water pump was
also completely different, although the
face where it bolted to the block was
Practical Boat Owner 599 May 2016 www.pbo.co.uk
PRACTICAL
the same. The oil
pump was again
different on the
Maestro turbo,
with a small oil
cooler integrated
into the circuit: however, suitably
modied and with the oil cooler
ABOVE The
block was given
enough to change with the block
stripped, but are a bit more difcult
a thorough
blanked off, we would be able to use it. scrubbing with the engine in situ.
The ywheel housing on the Maestro before priming (Another valid point: dont ever run
turbo engine proved unusable, and your engine without antifreeze, which
was discarded. (An interesting point: also protects against internal corrosion:
the rear crankshaft oil seal was tted and these core plugs are the rst things
in the housing backplate.) to go. Not good, especially if its the
one at the back of the engine under
Removing the sump the ywheel housing backplate!)
I started off by giving the block a good I removed the rusty core plugs by
scrubbing using parafn and a stiff tapping an old screwdriver through the
brush. I also removed the sump, middle and levering them out: they are
battered as it was from its tenure in the held in by friction and some jointing
scrapyard. This would be used later as compound. I then cleaned up the
a protective cover only, as ours was The engine core hole with some emery paper before
plugs were tapped
different. The pick-up for the oil pump in with a hammer checking the t of the new core plug.
was also removed: just three bolts held
it on to the crankcase, and an O-ring
sealed the joint. This left a fairly at
area upon which to balance the block.
I cleaned up all the machined faces
using a blunt wood chisel to get the
worst off, and then applied a Scotch
pad, which cleaned them wonderfully.
After that, I nished off the cleaning
with another scrub, using petrol with a
stiff brush an approach Ive used all
my life, with due care. (A safety note:
this is not recommended!)
I had noticed that some of the core
plugs were seriously corroded,
and decided to change three
of them: www.parts4engines.
co.uk stock them for a modest
sum. The plugs ll holes in the
crankcase used in the iron casting
process, and also act as a safety
plug if the engine freezes: they pop
out when the ice expands instead of
cracking the block. They are easy
67
 PRACTICAL
The sides are tapered slightly, and they
need to be placed a little way into the
hole and then tapped in with a hammer.
A small amount of sealant is smeared
on the sides rst any reputable gasket
cement is ne. (Dont laugh at my claw
hammer in the picture my ball pein is
on the boat!) The plug ends up ush
with the block.
Pistons and rings
The next job was to get the pistons out
ready for the cylinder honing. They come
out through the top of the block, and I
cleaned some slight surface corrosion
off the tops of the cylinders so that the
pistons would come out easily. The
piston and con rod are removed by
undoing the big end bolts from the
sump end: before undoing them, there
is a piston base lubricator bolted to the
bottom of the cylinders with a small pipe
pointing at the underside of the pistons
that needs removing. These were tted
to turbo engines to squirt oil on the
68
underside of the wide tolerance: the MD22Ls top ring
piston and help to and second ring gap is 0.28-0.56mm
cool the piston (approx 0.011-0.022in), while the oil
crown, which runs ring gap is 0.23-0.56mm (approx
hotter due to the 0.09-0.022in).
turbo boost The rings looked to be in tolerance,
increasing the but I sourced a set on eBay
power. A single nevertheless. I had found out the
hollow banjo-type Perkins part number, and when I
bolt holds them conducted a search, a set of rings
in, easily reached for an Alfa Romeo came up: weird!
with a socket on However, 12 later, a set of genuine
an extension. Perkins rings with the correct part
The big end number were mine. The rings are
bolt nuts were marked top to mark which way up
in AF 12-point they go. The top ring has an angled
nuts, presumably internal edge which goes to the top:
a consequence the second ring is slightly bevelled,
of these but is marked top to show orientation.
engines being The oil control ring has an internal
manufactured spring which must be tted rst, and
when industry then the grooved oil ring is tted over
was changing the spring. The ring gaps must be
over from unied staggered. Before tting, a broken ring
threads to metric. can be used to gently scrape out
The nuts are carbon from the piston lands.
undone, the big I have tted rings before now by gently
end cap removed spreading them with my two thumbs,
The injector and then the rod and piston are tapped but nowadays discretion is the better
sleeves were up and out of the cylinder with the heel part of valour, and a ring spreader can
cleaned up
with a piece
of a hammer. The big end shells, which be bought from eBay for about a ver
of broom pole t in the con-rod, were in excellent a much easier and safer method.
condition with no discernible wear,
as were the crankshaft journals. The Cylinder honing
tolerance on the big ends are Because the cylinders were well within
0.03mm or 0.0012in. tolerance, they only needed honing to
The main bearings were the same, make them t for purpose. If anyone is
with no play and within tolerances thinking of doing this job, and the bores
which are the same as the big ends. need reboring, complete pistons can be
The crankshaft oat was within tolerance bought from www.parts4engines.co.uk
of 0.03-0.26mm or 0.0012-0.0104in. for about 30 each.
The pistons and rings were checked, I have a honing tool, which is basically
TOP TIP and some surface corrosion was found a three-legged thing with abrasive strips
There are two to be evident on the rings. I checked on the side. The block was washed
plastic dowels in the gaps by putting them in the top of down well with kerosene, and I mixed
the block deck the cylinder about a centimetre down, some engine oil with some as cutting
which help to where most wear occurs, and checking oil. The hone is driven by a hand drill,
locate the head the gap with a feeler gauge. There entered into the bore, well lubricated
gasket when are three rings, the top one being the and run up to medium speed, then
assembling: compression ring with an intermediate swept up and down the bore for 20
gently ease one below and an oil scraper or control seconds or so. This busts the glaze
them out and ring on the bottom. and cleans up the bore, ensuring
keep them safe. They have different gaps, with quite a the new rings will bed in properly. A
good clean-up with more kerosene
ensures that no abrasive bits are left
in the engine.
I had checked the crank journals and
bearings, and they were all in good
condition and within spec. However, I
did buy a set of standard big end shells,
just in case, from parts4engines for just
under 20. I next poured fresh engine
oil into the oil pump pick-up and rotated
ABOVE The the engine to ll the oil galleries and
new oil seals oil pump with fresh oil. I didnt take the
oil pump apart. However, there is a
LEFT A set of
genuine Perkins restrictor in one of the ports to make
piston rings was a differential pressure diverter so that
sourced on eBay some of the oil goes through the oil
heat exchanger: I used an 8mm bolt to
FAR LEFT A
set of big end pull this out. It is only a light interference
bearings t and comes out easily.
Practical Boat Owner 599 May 2016 www.pbo.co.uk
 Engine block renovation

Reassembly the time comes to change the engine, I

Then it was time to reassemble it. I
bought a piston ring compressor from
eBay for a ver: this is wrapped around
the piston to hold the rings in tightly while
the piston is put back in the block. All the
con-rods have the number of the cylinder
stamped on both halves of the big end
journal so that you know which way to t
them. No1 is to the front of the engine,
and the number is stamped on the
starboard side.
I cleaned up all the pistons and tted
the rings. The new big end shells were
snapped into place in the big end caps,
and then I gently tapped the pistons
and rods back into the bores, using
the ring compressor.
Plenty of clean engine oil is needed,
and the big end part of the con-rod
needs to be gently guided over the
crankshaft: a second pair of hands
makes life easy here. The numbers
stamped on the big end journals ensure
everything goes back into place, and the
big end nuts are torqued up to 47Nm. If
you want to be really spot-on, the VP
manual gives gures for piston heights
above the block, etc, but as I used the
old ones I didnt bother.
After they were all tted, I turned the
engine over to check that all was well
and it was. The front cam belt gear and
pulley was mounted loosely. If and when
will use the marine-type timing cover and
ywheel housing, so at the moment this
engine will be just a base block with the
essentials all done, ready to go.
As previously stated, the sump was well
battered from its time in the scrapyard:
I hammered out the dents and retted it
as a protective cover only.
The injectors and pipes will be kept on
the boat as spares; the injector pump is
for sale to anyone with a turbo engine
who wants a spare, as is the turbo. I had
a spare cylinder head gasket at home,
so one is kept on the boat and I bought
a cheap gasket for other bits to do with
the rebuild.
Loosely tted
The cylinder head is also tted loosely
on the block, not forgetting the two plastic
location dowels, with the spare head
gasket used to protect the mating surfaces. ABOVE After of etching primer to prime the block
another good
The engine cant be turned through 360 before using a rattle can of Mondeo
clean, the nal
now because some of the valves are part of the job green. Any machined surfaces not
always open, and there isnt a cam belt was to paint painted were covered in grease.
tted to synchronize the timing so be the block using This left it looking good, so for the
a rattle can of
careful, if you do this, regarding where grand sum of 260 I have a spare
Mondeo green
the pistons are. This isnt a clearance base engine ready to go, plus a set
overhead cam engine! of spare injectors, etc. Even with a
The nal part of the job was to paint the rebore and crank grind, I reckon that
block after again giving it a good clean it wouldnt cost much more than
with kerosene and a wire brush. I used 600 to have a completely
rust converter uid rst, then a rattle can reconditioned engine.

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Practical Boat Owner 599 May 2016 www.pbo.co.uk 69

 Cruising

A Hebridean triangle
David Smith enjoys a charter sail in the Hebrides,
taking in St Kilda and the facilities offered by the
Lochboisdale, Lochmaddy and Tobermory marinas

W
ith the opening explore either side of The Minch.
of two marinas at Our adventure started in July 2015 with
Lochboisdale (South a one-week charter from Isle Of Skye
Uist) and Lochmaddy Yachts. After a shakedown cruise to
(North Uist), the Inverie on Loch Nevis to visit the most
Outer Hebrides now remote pub on mainland UK, the
has the facilities to rival any sailing grounds following day we pointed the Elan 434 in
on the planet. Many sailors like the idea the direction of the Sound Of Harris, en
of a remote anchorage in beautiful route to St Kilda in the North Atlantic.
scenery, but for refuelling, victualling The weather the previous week had been
and showering, nothing beats a good atrocious, with a vicious Atlantic storm:
marina. Built a few years ago, Tobermory Charmian Entwistle from IOSY was pretty
Marina completes a perfect triangle to doubtful when the crew said where we
were headed. Having watched the forecast
closely on PassageWeather, we noted that Andrew Smith in the galley
ABOUT THE AUTHOR
a one-day weather window was opening
David Smith (54) is for our passage beyond Harris. Really, we to calmer water in the Sound Of Harris.
a qualied RYA/MCA could have done with two days. I am Yachtmaster Offshore-qualied and
Yachtmaster Offshore The crew was two very experienced do a lot of commercial deliveries: the rst
with 15,000NM logged. sailors and four novices. I ran through the thing to do was to put the crew on a two
delivering yachts passage plan, noting it would be calm on hours on, four off watch as used by yacht
round Europe and one the way out but bumpy on the way back. delivery company Halcyon Yachts, much
Transatlantic delivery. David is a keen However, everyone was so excited about to the amusement of my Yachtmaster
sailor, either with the family on short going to St Kilda that they were happy to instructor brother-in-law but it worked
hops or on longer delivery passages. put up with a bit of discomfort on the way really well. People were fed at the right
back, especially as we would be heading time and completely engaged with the

70 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 A Hebridean triangle

ISLE OF THE MINCH

LEWIS

ST KILDA

ISLE OF
SO HARRIS
UN
D
OF
HA
RR
IS

NORTH
UIST Lochmaddy

LEFT Andrew Smith QC ISLE OF

and Crombie Smith SKYE
SOUTH
UIST

Lochboisdale

Inverie

RUM Loch Nevis

BARRA
EIGG

MUCK

Tobermory

0 20 0 COLL
NM

The cloud base lifted to give us a beautiful sunset over St Kilda TIREE

passage plan; and for teenagers, it is
important to know they have time off to
catch up with gadgets. Filling out the log
coming on watch was great too. The yacht
had a chart plotter at the chart table, but
the iPad with Navionics was brilliant: I
also have it on my iPhone.
With a 2300 ETA at Hirta, the main
island of the St Kilda archipelago, the rst
pilotage exercise was the Sound Of Harris
between Harris and Uist. Two possible
routes are Cope Passage and Stanton
Channel. The southern one is not
recommended due to shifting sands,
so we opted for the northern one because
it is buoyed. Its still tricky, but the
recommended passage is on Navionics.
The tidal information on Navionics was
great. As we passed a family of porpoises
at the entrance to the sound, we quickly
made progress. The weather was
improving, with the wind easing to
15-20 knots and the cloud base lifting to
give us a beautiful sunset over St Kilda,
complete with a crescent moon.
St Kilda
The main anchorage is in Village Bay with
good holding on sand, but in a swell there
is no safe anchorage: so to complete the
passage in a sailing boat you really need a
three-day weather window, and should be
we would be doing as it was dark, and
preparation and explanation was essential.
The electric windlass made dropping the
anchor easy. There was the unexpected
hazard of a single yacht in absolute
darkness in the bay without its anchor
light on, so in a depth of 8m the clunk of
50m of chain going out and a quick pull
back meant we were set for the night.
At dawn we checked in on the VHF with
the ranger, who reminded us the weather
was deteriorating. I dropped the crew
ashore in the dinghy, and a warm welcome
from the ranger left them with only one
hour to get round a UNESCO Dual World
Heritage Site, involving getting to the
highest sea cliffs in the UK. I stayed on
board with my dad: both of us had visited
before, and with the strengthening wind
swinging round to the east it meant we
could get the engine on if necessary.
The crew came back buzzing with
excitement, having taken some fantastic
photographs. We quickly pulled up the
anchor and headed for Stac Lee, which
is home to a massive colony of gannets.
It rises straight out of the sea, and is part
of the eerie landscape which is the St
Kilda archipelago.
On the return passage, the choice was
between heading for Barra at the south of
the Hebrides or going back through the
MULL
state in the Sound would be slight, albeit
gusty. So began our 45-mile passage over
the North Atlantic, with the waves against
us as predicted. We took care to avoid a
south cardinal mark, fully aware that we
were crossing the tanker lane. The boat
made pretty good progress: it was such a
relief to enter calmer waters in the Sound
and switch on the central heating to warm
everyone up. Navionics made pilotage a
dream, watching carefully on the iPad and
two iPhones. We had a hot meal, and
those who had been knocked about a bit
had a lie-down. Our next destination was
Lochmaddy on North Uist to pick up a
mooring or anchor or so I thought.
Lochmaddy, North Uist
A sea loch, Lochmaddy is one of the main
ferry ports in the Outer Hebrides. I had
previously picked up one of half a dozen
mooring buoys listed in the Reeds
Almanac, so in a stiff 25-knot breeze
and with the sun having gone down we
headed for the ro-ro terminal where the

prepared to be on the high seas for three Sound Of Harris. With the wind forecast to moorings are marked. In pitch darkness,
days. I was keen that the crew knew what go round to the south, it meant the sea with little more than the lights from the

Practical Boat Owner 599 May 2016 www.pbo.co.uk 71

 Cruising A Hebridean triangle
berthed ferry, two of the crew were on the
bow: in the strong wind, I could hear
them but they could not hear me. The six
mooring buoys had become two. In the
darkness I could dimly make out a couple
of dozen masts, so I decided to investigate
what appeared to be a marina, and
which turned out to be wonderful new
pontoons. The only berth left was really
tight, wedged between a rocky outcrop
and the main length of the pontoon.
Striking the balance between taking it
easy and not surrendering to the wind,
we berthed perfectly.
As it was the closest berth to the shore,
a quick check told us
the tide was going out
and had 2m to LWS
at 0400. The depth
sounder showed 3m
under the keel, which
meant we could tie
up securely for the
night. Nevertheless, I
set my alarm and got
up at LW, and with
0.7m showing it
reinforced my faith in
Navionics. Our host
at the marina was
George (accompanied
by his son David),
and we could not have had a warmer
welcome. My lasting memory is of
Georges face appearing at the top of
the stairs at midnight, saying he was so
worried about us grounding that he could
not sleep. We reassured him that even
though it was Springs we had calculated
there was enough draught and absolved
him of any liability.
The pontoons were built by the
Crown Estate and are managed by the
community. This was the rst year of
operation and a few things needed
nishing, but the pontoons are a real asset
to sailing in the Western Isles. Berths for
26 yachts, washing machines, shore
power and internet access all provide a
terric alternative to rowing ashore, and
the teething problems are all now sorted.
Lochmaddy is difcult to describe, but is
the essence of the Outer Hebrides in terms
of beautiful landscape and tranquillity.
The lawyers aboard had a visit to
Lochmaddy Sheriff Court, a lovely
building resembling a Hollywood idea
of a courthouse. Atticus Finch would
not have looked out of place there.
The marina was full for the rst time
due to the strong winds. German, Italian,
Dutch and Austrian visitors gave it a very
international feel, and most had put in to
shelter for about a week. Quite a few were
astonished we had been to St Kilda, and
most had predicted we would go aground
on the pontoon. It was a reminder that
you should make your own decisions
and use the best information available:
Navionics and PassageWeather were
absolutely vital.
Lovely though Lochmaddy was, it was
time to see more of the Hebrides: so, on a
72
ABOVE We spotted
a super pod of
dolphins in
The Minch
LEFT Andrew Smith,
Jane Smith, Crombie
Smith and Andrew
Smith QC, with
Countess Of Sleat
visible in the
background
rising tide, we prepared to spring off into a
25-knot wind pinning us to the pontoon.
After brieng the crew, we were set to head
off. Everyone sheltering from the wind in
the marina came for a look, but a steady
reverse out without a hitch meant we were
on our way again. In sunny conditions
with a stiff breeze, we headed back out
into the Minch, the body of water between
the Inner and Outer Hebrides. I handed
control of the boat over to Andrew and
was able to catch a rest, albeit keeping
an eye on progress via Navionics.
Lochboisdale, South Uist
With sails up, reefed down and graced
with a visit from a super pod of dolphins,
we headed south: the only hazard was
the TSS (Trafc Separation Scheme). As
predicted, the wind strengthened, so the
sails were folded away to nish off the
transit to Lochboisdale Marina. We
headed along a well-buoyed channel to
the brand-new marina, which sets an
admirable standard with its 52 berths
and a fabulous new toilet and shower
block, plus laundry facilities.
Lacking any detail in Reeds, but
thankfully this time in daylight, we were
welcomed by marina manager Donald
Currie and another large crowd sheltering
the wind. The author Alexander McCall
Smith was one of those who took our
lines: a delightful person. Donald was
brilliant: he organised a hire car for us
with a local company, which turned up
without fuss, and despite there being no
fuel berth, he arranged for four 25lt jerry
cans to be delivered to the boat.
The western beaches of Uist are jaw-
dropping, with white sand and an
Practical Boat Owner 599 May 2016 www.pbo.co.uk
indescribable aquamarine sea. We enjoyed
lunch at the Politician pub and a drive
over the causeway to Eriskay, bathed in
sunshine. As with most of the rest of the
week, a 25-knot wind blew throughout.
Inverie, Loch Nevis
journeys end
As our week drew to a close, we set off
back to Inverie before handing the boat
back to Isle Of Skye Yachts on the Saturday.
As forecast the wind dropped off, so we
had a gentle motor back over the Minch
past Skye and the Small Isles (Rum, Eigg
and Muck). A shipwrecked shing boat on
Rum was a sober reminder of the dangers
of a lee shore. The Old Forge Inn at Inverie
was packed with crew from charter yachts
on their moorings, ending their weeks
charter with a host of stories to tell
before an early start to Armadale on
the Saturday morning for handover.
Ours was a family trip with my dad,
my son, my brother, his wife and their
son. Many who set off for St Kilda dont
make it, so it was a massive achievement
for all of the crew. Countess Of Sleat,
an Elan 434, proved to be a well-kitted-
out boat and a pleasure to sail, with a
reliable engine and made a change
from my dad racing his Sadler 25 at
Loch Lomond Sailing Club.
For anyone contemplating a week
sailing in the Hebrides, the marinas at
Lochboisdale, Lochmaddy and Tobermory
constitute a fantastic triangulation
of modern, good-quality facilities.
WEB LINKS
Footage of journey: see www.
youtube.com/user/DavidHSWUK
www.visitouterhebrides.co.uk/
see-and-do/activities/lochmaddy-
pontoon-p545781
http://lochboisdaleharbour.com
www.skyeyachts.co.uk
www.halcyonyachts.com
www.kilda.org.uk
   &+'
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 PRACTICAL

A reconditioned
inatable oor
Jake Frith nds an interesting alternative to a
RIB, and undertakes some long-overdue repairs BEFORE

and enhancements to its at plywood oor

recently purchased an three of them together weighed BEFORE: The

I inatable of a kind Ive

always had a hankering
for. It was the design I
wanted, but the condition
was pretty poor in places: it
had a completely waterlogged
plywood at oor, and the boat
37kg rather a lot for three bits
of plywood.
Sheathing a plywood oor in
glassbre is a good idea in many
respects, but once the integrity of
that sheathing is compromised,
water will nd its way in and soak
old oor was
waterlogged,
heavy and so
warped it would
not stay in
the boat

had been sitting on a rusty,
collapsed trailer which had
punctured the outer fabric
oor in many places.
This boat had, in common with
many at-oored inatables, a
oor made from 12mm plywood
sandwiched between layers of
glassbre and woven rovings.
Given the fact that the whole boat
(excluding engine) when new
weighed 90kg, I was alarmed that,
once the console was out, I could
barely lift the three oor sections
individually out of the boat.
Balancing them on the bathroom
scales out of curiosity, I found the
into the wood like a sponge, then
the glassbre sheathing will do an
AFTER: The new oor helps
excellent job of not allowing the
make this a stiff, light, exciting
wood to ever dry out. Previous boat, so while many may
owners had drilled various holes not notice it, its key to the
in this oor for various reasons success of the project
over the years, but hadnt sealed
the edges of the exposed
plywood in any way. The oor
then spent years underwater in
rainwater, and thats how I explain
the scientic marvel of a small
dinghy oor that weighs 37kg.
Heres how I made a
replacement oor that weighed
22kg, and xed the fabric outer
oor of the boat while I was at it.

AFTER

The concept
A racing tunnel-hull inatable is an impressive performer, but
would it make a sensible base for a small family inatable?
ve always admired super-efcient asymmetric

I Zapcats, Thundercats
and their ilk. These
catamaran powerboats,
sometimes referred to as SLTs
(superlight tunnel-hulls, from
their US powerboat racing
classication), have some
hugely attractive qualities:
Ross Elliot/Creative Commons
catamaran hulls featuring a at air
entrapment tunnel between them.
They have narrow high-pressure
tubes, called highjackers, under
the main tubes, and under these
there are robust grounding strips,
as some of the races nish by
intentionally driving the boats

but for a leisure, non-racing up the beach at full speed. This

enthusiast, they present some
serious drawbacks too.
Originally developed in South
Africa for racing in the sort of
exposed surf conditions they get
over there, SLTs are seriously
high-technology boats with
makes them much more resistant
to grounding damage than RIBs.
As the tunnel-hull name neatly
explains, at speed they partially
ride on a tunnel of air as well as
the hydrodynamic lift from the
hulls. If a couple of you want to

74 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 Reconditioned inatable oor

STEP
I started with the plywood oor: later on BY
Ill turn my attention to the fabric outer... STEP
Having removed
2 the engine and
console, I removed the
old oor in its three
sections. I would be
replacing it with a
two-section oor that
would be lighter and
stiffer due to better
materials and one
fewer joint. The oor
weighed 36.9kg. In a
boat that is so light,
and dependent upon
its light weight for
much of its
The hardest part of this whole operation was removing the performance, this
1 (90kg!) engine and manhandling it through my garage to suddenly became the
store it securely in my back garden. My back has not been the most important job in
same since. the boats overhaul.

Heres a possible reason The old oor was 14mm

3 for the oors horrendous
weight: there had been
electric bilge pump pickup
and mounting holes in the
rear corner, but the edges
of the holes were untreated.
4 overall with its layer of
glassbre woven rovings top
and bottom, so I opted for
12mm Lloyds-registered gaboon
ply. With sheathing it should
come out at about 14mm.
I drew round the old oor and marked all the holes that I would need to
5 keep for the console bolts and towing eye bolts. My bolts would be
through epoxy plugs to keep the wood dry. Once the ply was cut into its two
sections, I routed the edges and then sanded them smooth as these would
be rubbing up against the tubes, presenting a potential puncture risk.

go very quickly, using very
little horsepower (and therefore
relatively little fuel) but being
able to handle rough conditions,
you really cant do much better.
Because these boats are raced,
there are a lot of them about;
and once retired from the
racecourse they can be
bought relatively cheaply.
Thats the good news. The
bad news for those wanting to
use such a vessel as a more
conventional form of family marine
transport is that they usually
have a tiller-steered outboard, no
console to steer from, so you have
to sit on the oor to steer the boat.
A wash-through transom makes
this bit a wetsuit or drysuit job.
Zapcat or Thundercat and put
a console and remote-steered
outboard on it, and block off the
wash-through transom with a
conventional RIB setup with
elephants trunk bailers should we
take a green one over the front.
I thought that it would combine
most of the abilities of a small
RIB, but would be light enough to
beach and launch on fold-down
wheels watch this space!
Buying a Surfcat
With a folding trailer, the boat
which rolls up could be put
away into a very small storage
area, and could even be broken
down and passed through my
garage (with its standard
parts for secure winter storage
in the rear garden.
I have lots of ideas, though, and
this one was looking as if it might
stay on the backburner when,
looking through a used boats for
sale website, I saw that someone
had already had almost the same
idea. The difference was that they
had actually gone and built it.
Unfortunately, I didnt buy it
from the original owner (a marine
photographer from Essex who
needed it for its low wake at
slow speeds), but instead
ended up purchasing it from
the second owner, who had
done various things with it
most notably, letting its hull ll
up with rainwater and allowing
puncture the oor in 27 places.
The boat is a Ceasar Surfcat,
made in South Africa, and unlike
Zapcats or the similar Thundercat
class boats it has a conventional
front otation tube that encircles
the bow, making it a little less wet
and more secure. This one also
already had the added luxuries of
a steering console, a power trim
four-stroke outboard and a
blocked-off transom.
I just needed to replace the oor,
repair the outer hull, rebuild the
trailer, move the console back a
foot (it was dangerously bow-
steering at speed), introduce
some system of getting water out
of the boat, and then I could end
up with the ultimate compact,

So I had an idea: buy a cheap household rear door) in separate its trailer to rust, collapse and economical, seaworthy inatable.

Practical Boat Owner 599 May 2016 www.pbo.co.uk 75

 PRACTICAL

Inatables get slightly longer with age. I

6 made my new oor 2cm longer so that it
was a tight t, aiding the stiffness of the inated
boat. Here Im dry-tting one of the oor
sections. Like almost all dinghy oors, this
one goes in with the boat partially deated,
then locks in place once it is inated.
The beauty of making up this oor from
7 scratch was that I could add some
custom improvements. Here Im marking
the position for a D-ring for a webbing strap
to hold the fuel tank in place.
I was determined that my new oor would
8 not get waterlogged again, so I added
this drain plug at the lowest point of the boats
fabric lower oor. I found the exact point by
partially lling the boat with water.

I drilled massively oversized

10 20mm holes for my 8mm console and syringed in mixed
11
9 Iallow
also incorporated a small hole in the rear oor that would
me access from above to my drain bung. Here Im
and towing eye bolts, then taped them
over from below with parcel tape
epoxy/hardener which was
thickened with West System
measuring and marking the bolt holes for the console. (which is resistant to epoxy) High-Density Filler.

12 With the epoxy plugs green cured after
about an hour, I could slice off the excess
(easier than sanding).
I sheathed the oor top and bottom with
13
epoxy and biaxial weave glass cloth,
which provides excellent stiffness in many
directions without adding much weight.
I added unidirectional carbon tape to
14
aid stiffness fore and aft. Bidirectional
(conventional woven) tape holds down the
fuel tank webbing and D-ring.

15 After priming and drilling and threading
the console bolts, I coated the underside
with International Yacht Enamel. This will never
be seen, so I quickly applied it with a roller...
and coated the upper side with
16
Kiwigrip. Here I have just spread the
Kiwigrip on the smaller front oor section
and am just starting to roll its non-slip coating
into the thick paste with the included roller.
Kiwigrip, once cured, is enormously
17
abrasive (dont try falling on it with bare
knees). Therefore, I nished all edges that
would contact the tubes with a wet nger to
prevent unwanted punctures.

76 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 Reconditioned inatable oor

I pre-tted the console in the garden
18 to ensure all bolt alignments were
correct and to ensure the bolts would hold
the torque as they were threaded into
high-density ller.
While the console was out I cleaned all
19 connections, tidied up the wiring and
tted this PVC boot with cable ties to keep
the motor wiring all together and out of the
way of any stored items.
The nished oor only just goes in
20 the boat as its 2cm longer than the
outgoing one. It goes in by aligning the
two parts kinked upwards, then applying
judicious force on the join.

Now it was time to turn my attention to the fabric outer

I rst tried identifying all the I also pulled off a few

2 leaks by lling it with water
and getting underneath. This
With the plywood oor nished, it was time to turn my attention wasnt effective. It was much
1 to the fabric outer oor: the bit that would actually be keeping the better to climb under the upturned
water out. It was in a messy state, with multiple punctures and rust hull on a sunny day and look for,
staining after sitting on a collapsed trailer. then mark, all 27 of the pinholes.
3 historic, botched repairs.
Most pulled off with my ngers,
although a few slightly better
ones required pliers. Several
were, bafingly, covering areas
with absolutely no damage.

I didnt go to all this trouble to
4 skimp on glue. The correct
two-part glue is easy to nd, and if
the instructions are followed to the
letter its very effective.
5 You need to prime both the
patch and the place you want
to put it, wait for it to dry, then
reapply a second coat to each. You
nally stick the patch down when
tacky, almost dry to the touch.
Conclusion
hile the new oor was
W a great improvement
over the outgoing one,
the most important aspect
was ensuring the next one
would not go the same way
as the rst.
Even my super-expensive,
epoxy-sheathed, elite plywood
oor will eventually succumb
to water ingress and rot if not
kept dry. What keeps the oor
dry and therefore, hopefully,
long-lasting is the small
dinghy drain plug in the fabric
oor about a foot forward of
the transom. I chose the
placement of this by pouring
water into the boat when
parked on its trailer and
I tried everything to clean up this white oor, from thinners to oxalic
6 seeing where it pooled, so
acid, but to little effect. When buying the glue, however, I spotted this
exible, rubbery inatable dinghy paint which is quite thick, so it could
providing I remember to
take this bung out, the boat
also help to ll the pinholes outside. At 29, it wasnt cheap to do my little remains completely empty
oor, but well worth it. It lled all the pinholes and xed some minor in storage; and its oor is
abrasions too. Once all was dry, I covered the oor with a few inches dry despite any winter
of water from the inside and it did not leak a drop overnight. condensation or cover issues.

Practical Boat Owner 599 May 2016 www.pbo.co.uk 77


 

 
 


   
 
 

  
    

   PQY QP OKNKVCT [

          TGUEWG  NKHGDQCVU
 Boats

An Allures 45 on the water

Peter K Poland
You can read
Peter K Poland

about the Garcia

Exploration
on page 81

A certain Allure
Peter K Poland takes the helm of two very different French-built,
aluminium-hulled cruising yachts, starting with the Allures 45

wonder why aluminium- Theres no logical reason Examples of French multi-chine- pivoting aluminium centreplates.

I
hulled cruising yachts for this shortage of UK-built
built in the UK are so aluminium yachts. High-quality
rare? Take a trip across and semi-custom production
the Channel and you will cruisers always have a place
nd French examples of in niche markets, and British
all shapes and sizes bobbing production builders have
happily in most harbours manufactured many excellent
and those who cruise to more examples in GRP down the years.
distant shores will nd them Yet although the exceptional
there as well. This is because strength-to-weight ratio of an
many aluminium-hulled French aluminium hull has never been in
cruisers and their owners like doubt, and this material has long
to chuck off their traces and been a favourite with blue-water
sail across oceans. sailors, the Brits have never
competed in this eld.
ABOUT THE AUTHOR
Peter K Poland crossed the Atlantic in a 7.6m
(25ft) Wind Elf in 1968 and later spent 30 years
as co-owner of Hunter Boats. He is now a
hulled aluminium Ovnis have
appeared in the UK to ll this gap
in the market and more recently,
Williams & Smithells has marketed
a range of beautifully-built,
round-bilged aluminium Allures
cruisers over here. I was fortunate
enough to sail two such yachts in
Cherbourg the Allures 45 and
the dramatically different
Exploration 45. Allures Yachting is
part of the Grand Large group that
also includes the successful GRP
Outremer catamarans and
specialist aluminium boatbuilders
Garcia. These three companies
offer very different products, but
have one thing in common: they
produce high-quality semi-custom
craft that appeal to serious sailors.
To start with the Allures, these
The current range all designed
by Berret-Racoupeau includes
the 39.9, 45 and 52.
I was impressed by the Allures
45s production process when I
visited their Cherbourg factory.
The aluminium hull and deck unit
(fabricated elsewhere by sister
company Garcia) is a well-made
piece of work. The aluminium
plates are so skilfully rolled,
welded and fettled into a round
(as opposed to chined like an
Ovni) hull that there is no ller. The
nish is fabulously fair. The skin
thickness goes from 10mm on the
bottom to 8mm just beneath the
waterline to 6mm on the topsides.
The 5mm deck is welded to the
hull for maximum strength at
the join, and theres additional

freelance journalist and PR consultant. are driveurs intgrals with thickness in areas like
substantial internal ballast and chainplate bases that need

Practical Boat Owner 599 May 2016 www.pbo.co.uk 79

 Boats Allures 45
An Allures 45 in build. Note stringers, forward watertight
bulkhead and fair aluminium hull
Peter K Poland
The heads and shower
compartments are aft
extra reinforcement.
An extensive web of aluminium
stringers adds further strength
and rigidity; a collision bulkhead is
welded into the forward sections;
and fuel and water tanks (550lt
each) are tted into the bilge
where their weight will do the most
good, along with the xed ballast
(4.4 tonnes out of an all-up weight
of 11.8 tonnes).
Much of the interior t-out is
completed before the composite
GRP coachroof is bonded and
bolted into place. Berret selected
this material for the roof for several
reasons: a stylish moulding
makes for a more elegant
shape than welded aluminium
plates, reduces weight and
maximises insulation.
As you would expect with any
semi-custom cruiser, Allures offers
many options and a ne nish.
The Owners Version is aimed at
small crews planning big voyages,
featuring a large forecabin (with
centreline double berth), a double-
berth cabin aft and a useful
workshop to port. The heads and
shower compartments are also
aft. The Cruiser Version has a
forecabin (with en suite heads),
two aft double cabins and a large
80
Peter K Poland
Peter K Poland
The chart table area including stowage etc, saloon and linear galley, forepeak berth
Peter K Poland
Allures
A detail of the Allures 45s The Allures 45s twin rudders and at bottom sections
neat hatch stowage (with centreplate raised) mean she can sit on a beach
heads plus shower cubicle aft. squirrels away almost 12,000lt of twin-wheel steering, well-
Finally, the Family Version offers locker space, compared to the proportioned seats and deep
an extra passage berth cabin (to 8,500lt typically found on a yacht backrests. The teak cockpit table
port) aft of a forward V-berth cabin. of this size and type. acts as a convenient foot brace
There are also other options such Up on deck, the cockpit is and has storage space inside.
as generator, watermaker, extra comfortable and secure with This example was tted with a
electronics, extra refrigeration et beautifully-made sprayhood
al. Owners optimise these boats and bimini that stowed away
to suit their needs, be they ocean Tech spec against the multi-function arch
voyaging or coastal pottering. over the back of the cockpit.
ALLURES 45
Every detail is carefully thought
Serious voyaging Price: Standard Allures 45 out and well executed.
As I took in the test yachts ex-Cherbourg: r334,350 ex-VAT Before setting sail, I asked the
ambience and quality cherry Length: 13.98m boats owner why the Allures 45
woodwork down below, it was Gennaker: 82m2 had topped his shopping list.
obvious that this is no run-of- Maximum beam: 4.43m We could have spent less on an
the-mill mass-produced yacht. average GRP yacht, but we wanted
Spinnaker: 125m2
The linear galley runs along the something special, he replied.
port side (with lockers and drawers Draught: 1.05-3.00m The aluminium construction,
aplenty) while the saloon settees Offshore category: 8 persons shallow-draught ability, beautiful
and dining table are to starboard. Displacement: 11.8 tonnes nish and exibility on the
The centreline settee hides the Onshore category: 10 persons specication added up to a tailor-
centreplate housing with an made yacht. And shes beautiful.
Air draught: 19m
inspection panel for checking the Leaving the quay, the 55hp
lifting tackle. Robust stainless steel Engine: 55/75hp Volvo was whisper-quiet. As on
grab handles fall easily to hand. Mainsail: 55m2 any twin-rudder yacht, astern
The navigation area is to starboard Architect: Berret-Racoupeau/ steerage took time to bite when
featuring a big table with stowage Franck Darnet reversing out, but there was a
inside, an adjustable forward- Solent: 45m2 bow thruster if needed (which it
facing seat and useful drawers for wasnt). Under way, the feathering
Contact: www.allures.fr
charts and other sundry gear. Its three-bladed prop provided
all obviously designed for serious UK dealer: Williams & Smithells, plenty of push, giving 5 knots at
voyaging. And while on the info@williamsandsmithells.com 1,500rpm, 6 knots at 1,800rpm
subject of storage, the Allures 45 and 8 knots at 3,000rpm.
Practical Boat Owner 599 May 2016 www.pbo.co.uk
 Garcia Exploration 45

Once outside, the fully-battened

mainsail went up without catching
on the lazyjacks which makes a
change. Allures sensibly leads
these down via a point halfway
along the spreaders, which
The benets
of Exploration
widens the gap. In the lightish
breeze, we unrolled the Solent
headsail rather than the smaller
staysail that sets inboard on its
dedicated inner forestay and roller.
This cutter rig adds to the cost,
but you have the benet of
different-sized headsails to suit
differing conditions. The standard
The aluminium-hulled Garcia Exploration 45 is the
sails were of high quality, as bets
a boat designed to travel far.
ultimate go anywhere 45-footer, says Peter K Poland
Unlike mass-production builders,
Allures doesnt cut corners.
With the 180kg NACA section The Garcia Exploration 45
centreplate lowered (operated
from the cockpit by an electric
winch), the draught increases
from 1.05m to 3m so theres
plenty of bite. She went upwind at
6.8 knots, tacking through less
than 90 with the wind at 12 knots.
The helm felt balanced and the
motion was easy as 11.8 tonnes
of yacht slipped effortlessly
through the sea. She is not a race
boat, and tacking a cutter can
take longer: but this Allures is a
pleasure to sail and will eat up
sea miles with comfortable ease.

Slides safely sideways

Being a centreplate yacht with
internal ballast, a reef is tucked in
at about 18 knots true upwind.
Owners experiences prove that
these yachts take heavy weather
Peter K Poland

in their stride and with the plate

raised they will slide safely
sideways in storm-tossed seas,
whereas deep n-keelers can be
prone to tripping and pitchpoling.
Once in open sea, we set the
large nylon gennaker. This lives on
a continuous-line Profurl furling
system. Having tacked the sail
onto the front of the bowsprit, we
hoisted the furled sausage and
put plenty of tension into the luff,
keeping it straight and taut. As
a result, we could set it with the
wind ahead of the beam. With
a true wind of just 10 knots, the
Allures 45 surged along at an
impressive 7.5 knots.
This is a versatile and distinctive
yacht. With its plate raised, you
can crawl up creeks and dry out:
then you can cruise offshore in
comfort and security. Of course,
its high quality doesnt come
cheap, but you get what you pay
for in this life. With the Allures 45,
this amounts to a variable-draught
aluminium-hulled blue water cruiser
that can be custom-built to suit
ne of the delights
O of being a yachting
journalist is sailing
a wide variety of
boats be they big
or small, fast or slow, brilliant
or mediocre, GRP, timber or
aluminium and xed- or lift-keel.
This diversity makes it easier to
compare and contrast. However,
once in a while, something unique
pops up: a yacht aimed at a
specialist market that therefore
bears no relation to the all-
purpose volume-produced
cruisers dominating todays
marinas, charter eets and
exhibitions. The Garcia-built
Exploration 45 is such a boat.
Garcia Yachting has specialised
in building aluminium-hulled
custom craft for 40 years. Ranging
from 50 to 115ft, around 300
Garcia yachts cruise the world
Large group, producing the
Allures hulls then along came
Jimmy Cornell. Having invented
(and later sold) the Atlantic Rally
for Cruisers (ARC), Cornell bought
an aluminium Ovni 43 driveur
intgral and took off again.
Between 1998 and 2009, he
sailed 70,000 miles, cruising
to Patagonia, Antarctica and
Alaska, and joined the
Millennium Odyssey that he
set up, circumnavigating the
globe. Later, Grand Large invited
Cornell to speak at its annual
seminar for long-distance sailors
and elucidate on the new Blue
Planet Odyssey he was organising
a circumnavigation via high or
low latitudes. Someone asked
Cornell why he didnt buy a new
yacht and join in the fun.
Cornell told me: I decided I
had an unmissable opportunity to
ideal cruising boat. I was
fortunate in being able to
infect with my enthusiasm
Stephan Constance of Garcia
Yachting and Allures Yachting in
my view the best aluminium yacht
builders in the world and
Olivier Racoupeau, one of
Frances top yacht designers.
My requirements were for
a strong, fast, comfortable,
functional and easily-handled
boat, perfectly suited for both high
latitude and tropical sailing. Many
of the best features in my previous
boat were to be incorporated into
the new one: an unpainted
aluminium hull, centreplate,
shallow-draught, cutter rig.
I asked Cornell what was
special about this new ideal
cruiser and he replied my idea of
transplanting the almost all-round
visibility that I found so attractive

your needs. Several sailors have from the Arctic to the Antarctic. come up with a concept which from a catamaran to a
decided its worth every euro. In 2010, Garcia joined the Grand would be nearest to that elusive monohull. A deck saloon

Practical Boat Owner 599 May 2016 www.pbo.co.uk 81

 Boats Garcia Exploration 45
Robust rudder stock tubes and hull build
Peter K Poland
The heads compartment
was something that had never
been attempted on a yacht
with an integral centreplate,
primarily because the added
height may affect its stability.
By settling for a low prole,
the designer produced what I
believe to be the perfect solution:
a comfortable deck saloon with
270 visibility and an inside
navigation/steering position
without compromising either
the stability or the looks.
When I saw Exploration 45s
under construction in the Allures
nishing shops, I realised that
Berret-Racoupeau had indeed
added style and elegance to
Cornells concept. Its near-plumb
stem (complete with icebreaking
snout-cum-towing eye at the base
of the forefoot), elegant sheer
and unique coachroof set this
yacht apart from the norm. The
low roof has a reverse-raked
double-glazed screen forward
and a raised wedge aft (making
a sprayhood redundant). As with
the Allures 45, its silver aluminium
hull is so fair that theres no call
for ller.
Seeing a yacht being built
helped me to spot its secrets.
The Exploration 45s through-
hull ttings are made of welded
82
Peter K Poland
Optional passage berths aft of the forecabin
aluminium with valves positioned
above sea level. The thick
double-glazed windows provide
superb insulation and strength.
A foam core insulates the oor
panels and the engine sits
beneath these, putting its weight
low and amidships. 80mm
polyethylene foam panels on the
inside of the hull skin and 40mm
panels on the underside of the
deck provide thermal and acoustic
insulation while cutting out
condensation. Water and fuel
tanks go in the bilge, positioning
weight centrally and low. The
contents can also be pumped up
to the windward tanks to add extra
power under sail. The cabin roof
is a composite moulding, bonded
and bolted to the aluminium cabin
sides, saving weight up top and
adding to insulation. Everything
about this boat shouts comfort,
whether you sail in freezing or
sweltering latitudes. Its the
ultimate go-anywhere 45-footer.
Natural element
Once you see the Exploration 45
in its natural element, its impact
is truly dramatic. No matter where
it goes, itll grab attention; and its
unorthodox roof looks great. The
wide transom features a stern
A general view inside the Exploration 45s deck saloon
Garcia
platform, outside lockers for the
liferaft etc, a stern anchor line
on a spool and a bracket for
mounting a hydrogenerator or
auxiliary outboard pad. Above, a
multi-purpose arch incorporates
davits, solar panels, wind
generator and aerials. Theres
a place for everything, and
everythings in its place.
Two wheels make movement
easy, and the twin aluminium
Tech spec
Garcia Exploration 45
Price: Standard Exploration 45
ex-Cherbourg: r453,000 ex-VAT
Length: 14.21m
LWL: 12.57m
Bmax: 4.44m
Draught: 1.14/2.90m
Displacement: 14.1 tonnes
Offshore category: 6/8 persons
Onshore category: 6/8 persons
Engine: 55/75hp
Water capacity: 500lt
Architect: Berret-Racoupeau
Contact: www.garcia-yachting.com
Dealer: info@garcia-yachting.com
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Garcia
rudders protected against
collision by robust, short skegs
have JEFA self-aligning bearings.
A folding cockpit table sits on tough
tubular legs that act as foot braces
when the boats heeled. There are
two large side lockers and open-
fronted stowage spaces set into
the coamings. The overlapping
roof provides cosy corners where
on-watch crew can shelter, while a
double-glazed two-part hinging
door gives easy access below and
will withstand breaking waves. In
short, its an exceptional and
comfortable all-weather cockpit.
When I went inside (rather
than below), I realised how well
Cornells deck saloon concept
works. The forward-facing helm
station with its comfortable chair
gives the feeling of being on a
ships bridge rather than on a
yacht. With a clear view ahead
and to the sides, you can steer
with remote autopilot controls,
navigate and use the VHF, all
while staying warm and dry. Aft
of this, the settee and dining area
to starboard and linear galley to
port give panoramic views onto
the outside world.
Garcia offers several layouts.
Peter K Poland
Workmanlike stern and arch
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At sea, the Exploration 45 was all
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Copy Service
But you dont need to sail to the Photocopies and downloadable PDFs of articles,
Arctic to discover how special this guides and reports from PBO Yachting Monthly
yacht is. Warmer climes will do Yachting World Motorboat and Yachting
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Practical Boat Owner 599 May 2016 www.pbo.co.uk 83

 Practical projects Email your projects and tips to pbo@timeinc.com or write to us at the
Great ideas and tips from PBO readers address at the top of page 5. We pay at least 30 for each one published

Cushion covers?
Its curtains
for you
A quote of over 1,500 wouldnt wash with The curtain material was located The sewing machine was then
at our local branch of Asda pressed into service...
Robert Chapman so he splashed out a
mere 70 on shower curtains instead

ailing on a budget shower one day, I realised that the

S involves a lot of DIY,

which is where PBO
comes into its own. COST
I recently had to re-cover AROUND
my boat cushions due to a 70
poor fabric choice by the
previous owner, and
obtaining a quote of over 1,500
to cover all eight cushions left
me feeling a little nauseous!
Searching for a cheap but
effective material left me with a lot
to think about until, while having a
shower curtain material was
sp ash-proof but breathable
and thin enough to work
with. So, shower curtain
material with a nautical
pattern was searched for
and located at our local
Asda. With basic sewing skills,
my wife knocked up a set of
cushion covers with buttons that
are fully functional, comfortable
and removable to wash, costing ...resulting in a set of good-looking, The cushion covers in situ: they
less than 70 for the lot. economical cushion covers are easily removable to wash

Weeping seacocks? Check the handle

HERES HOW I DID IT...
he seacocks on my
T Sabreline 36 are made
by Groco in the USA, and
can be taken apart for
servicing. Despite the fact
that they are 17 years old,
parts are easily available
through their distributor
in the UK.
So, when the starboard
engine inlet started
continuously leaking, it
was time to take the boat
out of the water, strip both
The seacock handle
showing the bent lug
and there was a continuous
leak on the starboard side.
On went the handle, but it
wouldnt t: close inspection
revealed that lug on the
handle, which is meant to
stop it in the right place, had
been bent probably by
someone stepping on the
lever! After a quick visit to the
workshop, and a bit of heat
and bending, all was well.
During the rebuilding of
the two seacocks I think the
handles got transposed,
so the port one suffered
Tommays Photobucket

seacocks down and replace
the Teon seals and O-rings.
When this was done, the
boat went back in the water:
a quick check, and we were
off to the mooring.
The trouble started when I
took the inlet strainer apart,
After some head scratching,
I wondered if the stainless
ball inside had to go a
certain way around? Off
came the handle, and with a
spanner the shaft was turned
through 180. Miraculously,
the ow of water stopped.
the same problem as the
starboard one. Were the
lift-out and rebuild necessary,
or could I just have got
away with straightening
the handle? We shall never
know now. The seacock body and shaft, showing where
Gilbert Park the handle ts to turn it

84 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 Practical projects

A heaven- DIY seat, plus vat

scent Stewart Robertson
solution designed and built
e Holding tank for
an easily mountable/
R a small boat (see
Practical projects at www.
demountable seat
pbo.co.uk), if youre using a using wood from an
caravan cassette-type tank,
or portable camping-style old whisky barrel
toilets, a great way to avoid
the horrid smell especially
he sketch depicts a
when emptying into a public
toilet, etc is to use Napisan
(powdered nappy soak)
instead of the chemicals. It
T comfortable (and actually
very practical) seat I made
for my Nautor Swan 441 Grampus,
which cruises extensively in
still breaks the waste down,
primarily Scottish waters.
but only produces a mild
Seeing as I (and many of my guests)
citric smell instead!
tend to gravitate towards sitting on the
In a standard 12lt portable
not-so-comfortable pushpit, I decided to
toilet, place about six
create an easy to mount/dismount seat
dessertspoonsful in the
from scrap pieces of wood. The wood
holding tank with a small
in question came from a (sadly empty)
amount of water to activate,
Talisker whisky barrel: the staves form a
then add about half as much
natural curve to accommodate ones
to the water holding tank. The
backside, but any old teak will do.
only drawback is, if you have
The seat wasnt created for beating
used the chemicals it will
into the wind in a Force 7 to St Kilda, but
all need a thorough clean
on most days it provides a comfortable
before use or the chemicals
viewing perch from which to either keep
will kill off the good bacteria,
the helmsman on course or amuse the
and it wont work.
crew with anecdotes!
Justin Cook

Sander on Freeing stuck

the mount nuts and bolts
hile tting a new instrument e all have come across nuts and bolts
W panel to the binnacle on my
Bavaria 34, I wanted to sand down
W that appear to be welded solid with age
and rust, and nothing will shift/undo them.
the edges using my Proxxon circular I was recently in this frustrating situation,
sander, which needed to be clamped trying to undo four bolts that had not been
onto a solid work surface but there undone for many years. I tried using
was no such surface in the cockpit. penetrating oil (including 3-In-One), WD-40
However, the outboard mount on the and a number of other solutions, to no avail.
stern came to the rescue. I loosened I considered drilling off the bolt heads, or
the xing bolts and turned it through inserting a saw and sawing off the nuts, which
90, retightened them and then would have been a long and laborious process.
clamped the sander onto it: and However, I was given the following unusual
the idea worked perfectly. suggestion by an acquaintance. Mix a solution
Nathan Lomas of 50% acetone and, wait for it, 50% automatic
transmission uid. Apply the mixture liberally to
the nuts and bolts, and leave for a good few
hours. I left it overnight, and when I returned the
acetone had long since evaporated. Three of
the four bolts came undone with surprising
ease: the fourth received a further soaking by
applying the solution using a straw as a sort
of pipette, with a nger over the other end, and
ABOVE Nathan Lomas circular a step of duct tape to keep it in a little pool. A
sander is attached to the outboard
mere 30 minutes later, the bolt came undone
mount on his boats stern
with the same ease as the other three.
LEFT Et voila! The edges of the instrument Doug Gillanders
panel can be sanded down with ease

Practical Boat Owner 599 May 2016 www.pbo.co.uk 85

 Seamanship
Evolution of the
Bermudan rig
It has long been the norm on both racing and cruising
yachts, but the Bermudan rig has seen many changes
and still continues to evolve. David Harding tells the story
owever much
H it might hurt
acionados of junk,
gaff, gunter, sprit
and lug, theres no
doubting which rig rules in the
popularity stakes.
Its the Bermudan, of course,
and the reasons for its dominance
are simple. Its relatively
straightforward to manage and
arguably the most efcient for
upwind sailing. True, the mast is
often tall, rig loads can be high,
it usually calls for a winch or
three and its not always so
great downwind in the context
of a typical cruising yacht.
Nonetheless, all things considered
it does a pretty good job.
In this article were going to take
a look at what it is and how it came
about, before moving on to more
recent developments and
answering some of the questions
they throw up. Why, for example,
does the Folkboat have a simple
fractional rig while most of its
derivatives were given masthead
rigs instead? Why do so many
yachts from the 1970s and 1980s
86
have enormous genoas and
tiny mainsails? And why have
forestays on fractional rigs crept
progressively up the mast over
the years until now theyre nearly
at the top?
What makes
a Bermudan?
A Bermudan rig is commonly
thought of as the type seen on
anything from the aforementioned
Folkboat to, for example, a
Nicholson 35 or Bavaria 33. These
rigs are all different but they share
some common features, whether
theyre masthead or fractional.
For a start, they all comprise a
single mast (two masts would
make them a ketch, yawl or
schooner) and one upwind
headsail (two would turn them
into a cutter).
Multiple masts or headsails
dont stop a Bermudan rig being
a Bermudan rig, though. You can
have a Bermudan cutter or a
cutter-headed Bermudan ketch:
the important thing is that theyre
Bermudan because of the shape
of the mainsail. Bermudan
mainsails are traditionally a
triangular shape (even if modern
fat head mains are moving
towards the rectangular) and
they have a continuous luff
running up the back of the mast
from the tack to the masthead.
Topper and Laser dinghies
have Bermudan rigs un-stayed,
una-Bermudan rigs with the sail
sleeved around the mast, but
Bermudan nonetheless. Cat
ketches like the Hunter Liberty
and some of the Freedoms also
have Bermudan rigs, as did the
72m (236ft) four-masted schooner
Club Mediterran that Alain Colas
sailed to second place in the 1976
OSTAR. Bermudan is a pretty
broad church.
Bermudan beginnings
It all started, so the marine
historians tell us, in the 17th
century thanks to the inuence
of the Dutch and Spanish in
Bermuda. Lateen rigs lost the
short masts that supported the
yard and the result was triangular
sails on raked, unstayed rigs. The
rest is well, history, not that the
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Old and new, masthead and
fractional, pin head and fat
head: the Bermudan rig
encompasses a broad spectrum
Bermudan rig has entirely
displaced rigs that evolved on
traditional working craft. In many
instances these have endured for
sound practical reasons.
Neither did Bermudan become
dominant overnight. If we skip
forward a couple of centuries to
when recreational boating began
in the early 1800s we still nd
ourselves surrounded by gaff rigs,
and they remained the norm for a
further 100 years. Over this time in
competitive circles, where most
developments in yacht design
were and still are taking place,
masts progressively became taller
and topsails of higher aspect ratio.
Rigs began to look pointier and
more Bermudan-like, but yards,
topmasts and ying jibs remained
part of the seascape.
Many larger yachts were
schooners, the rig becoming
highly fashionable in the latter
part of the 19th century. For
reasons that included both
structural integrity and human
capacity, the canvas needed to
be divided into multiple sails and
spread out fore-and-aft.
Keeping the sails to a
manageable size was less of a
challenge on smaller boats, which
were more likely to have just one
mast. Rigs supported by this
mast were still predominantly
gaff, however, and often of lower
aspect ratio than on offshore

Mikado, built in 1904, is one of many yachts of
her era to have been converted from her
original gaff rig to Bermudan
racing yachts. This was
exemplied by the Bug the
forerunner of the Star whose
boom extended well abaft the
transom to create a mainsail with a
foot that was almost as long as its
luff. When the Star itself appeared
in 1911, the rig was similar to the
Bugs until, in 1921, gaff gave way
to Bermudan. Despite this move,
the ratios remained the same:
long boom, short rig. It took a
further eight years for a few feet
to be chopped off the foot and
added to the luff to create the rig of
the proportions we know today.
Moving up the size range still in
racing yachts it might seem odd
that the 6-Metre class wasnt further
ahead of the game. Described in
the 1970s by Douglas Phillips-Birt
as perhaps the greatest and
most superbly performing, and
ultimately the most sophisticated
small inshore racing yacht ever to
have appeared, the 6-Metre was
also still sporting gaff rigs into the
second decade of the 20th century.
At the same time as the Star
was changing its rig, one of the
best-known racing yachts of the
day was doing the same. Nyria,
designed by Charles Nicholson in
1906, underwent conversion from
gaff to Bermudan in 1921 and,
competing in the aptly-named
Big Boat class against the likes
of Britannia, became the boat to
beat. Her success arguably did
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Many small cruisers from the 1930s and 1940s were
rigged as cutters, ying a yankee from the masthead
in light conditions but effectively being fractionally
rigged much of the time
more than anything else to bring
the Bermudan rig to the attention
of the sailing world.
By the 1930s, the J Class yachts
including Velsheda, Shamrock,
Endeavour, Ranger and Lionheart
were sporting towering, single-
masted fractional Bermudan rigs.
The gaff and the schooner had
had their day, by and large,
though for yachts without an army
of paid hands the ketch and the
yawl remained popular for many
decades to come. And, of course,
we mustnt forget multi-masted
racing yachts of more recent times
such as Vendredi 13, Steinlager II
and the Swan 65 Sayula II.
Fractional gains
As has always been the case,
advances at the top of the
competitive world soon ltered
down to benet the leisure sailor.
Many families in the 1930s
were introduced to the joys (or
otherwise) of weekends aoat
by the small cruisers of Thomas
Harrison Butler (see PBO
September 1996), which had
begun to appear shortly after the
turn of the century. Harrison Butler
was an early adopter of Bermudan
rigs, sometimes masthead and
sometimes fractional. The
alternating dominance of the two
congurations that weve seen
over the ensuing decades is an
interesting one.
Evolution of the Bermudan rig
designed Silver Shamrock, which won the
typical IOR rig of the day with its enormous
In the days of gaff, a permanent
forestay ran to the top of the
mast, so the rigs were effectively
fractional and of lower-fractional
proportion when the topsail was
being own. To increase sail
area, many yachts would add a
slim-sectioned topmast to carry
both a topsail and a forestay from
which a jib topsail could be own
above the other headsails in light
conditions. More sail higher up
was the aim. As the breeze
increased, the headsails would
be struck from the top down.
Signicantly, this system of
having the permanent forestay
below the highest point of the
canvas on the main mast, but
ying some light-weather
headsails and spinnakers from the
very top, is the same as on many
modern performance yachts.
Fractional rigs made and still
make a lot of sense. So how and
why did forestays end up at the
masthead, and what are the
benets, if any?
Racing rules had much to do
with how rigs developed over the
40 years or so from the end of
World War II to the mid-1980s.
While many small cruisers from
the 1930s and 1940s, like
Harrison Butlers designs and
the Yachting World 5-tonner, were
demonstrating the simplicity and
practicality of the fractional rig
(as was the svelte and sportier
A production version of the Ron Holland-
Half Ton worlds in 1976, demonstrates the
genoa and tiny mainsail
Folkboat), the rating rule of the
RORC (Royal Ocean Racing Club)
encouraged large headsail areas
by allowing them with little penalty.
Racing yachts began to emerge
with their masts further aft,
permanent masthead forestays
and heasails that were
correspondingly larger.
Such boats were far from being
all bad, though. Just look at the
legendary Myth of Malham,
designed by Jack Laurent Giles
and John Illingworth. She won the
Fastnet at her rst attempt in 1947
and again in 1949, and advanced
yacht design by leaps and bounds
in signicant areas.
Unsurprisingly, masthead rigs
held sway in racing circles under
the RORCs rule and then under
the IOR (International Offshore
Rule) that emerged in 1969. Many
ne yachts were designed and
built to both of these rules, though
the 1970s in particular saw some
pretty extreme examples of big
genoas combined with mainsails
that were little more than trim tabs.
Even the evergreen and highly
capable Contessa 32 carries a
larger percentage of her sail area
in the headsail than some cruising
sailors might wish for.
Reecting the inuence that
racing yachts have always had on
their cruising brethren, a fair
few out-and-out cruising boats
followed the trend. Never had the
87
 Seamanship

winch manufactures had it so set by the Folkboat. Eventually,

good, the trimmers worked so
hard or the foredeck crews
changed so many headsails.
For better or worse, most of the
designs inspired by the Folkboat,
such as the Contessa 26, Bowman
26 and Cutlass 27, went the
masthead route as well.
Healthy ratios
Some areas of the yachting
world did resist the rule-induced
excesses. From the 1950s to
the 1980s, mainstream cruisers
typically adopted the four square
masthead rig: a mast of moderate
height and typically of chunky
section, supported by cap
shrouds, forward and aft lowers,
forestay and backstay. Tough,
undemanding and forgiving, it was
easy to set up, providing relatively
little scope for tweaking and
tuning but also making it harder
for the uninitiated to do anything
drastically wrong. With minor
variations it was the standard rig
seen on cruisers such as the
Westerlys, Macwesters,
Snapdragons, Nicholsons,
Moodys and so on, as well as on
more performance-orientated
designs including the Sadlers,
Pioneers and Contests. It still
has much in its favour.
Right up until relatively recent
times, the question facing buyers
of many of these boats was
whether they wanted one mast
MASTHEAD OR FRACTIONAL? Here are two of the fastest examples of
their respective classes: Sundowner, a Contessa 26, and Edward
Donalds multiple-Round-the-Island-winning Folkboat
or two. Before the advent of
roller-reeng headsails and other
sail-handling systems that allowed
short-handed crews to tame large
areas of canvas with relative ease,
there was a much lower limit to the
area one person (or small crews)
could manage. Sir Francis
Chichesters Gypsy Moth IV was of
relatively light displacement for a
boat of that era in order to minimise
the amount of sail needed to drive
her. Her modest sail plan was
divided between two masts and
four upwind sails she was a
cutter-headed ketch to keep
each sail to a manageable size.
Smaller production cruisers
including Hurleys, Fishers, Colvics,
Westerlys and Moodys right
down to the Fisher 25 and the 26ft
Westerly Centaur were offered
with two masts, most commonly
as ketches. Some sailors
preferred two masts on even
smaller boats, like John Guzzwell
who, in the 1950s, built and sailed
around the world in Trekka, a 20ft
yawl designed by Laurent Giles.
The benets of having two masts
extend beyond the reduction in
the size of each sail, though they
can present signicant drawbacks
too ketches especially, in my
opinion, and that was formulated
during two crossings of the
Atlantic and one of the Indian
Ocean on ketches. Theres so
much to say about yawls and
ketches that the subject will have
to be covered in a separate article.
Back to the fractional
While the masthead rig was
holding sway during much of the
latter half of the 20th century, the
fractional alternative was still very
much around and was always
popular in Scandinavia. Here, tall
fractional congurations with large
mainsails and relatively small
foretriangles continued the theme
changes in the IOR opened the
door for fractional rigs and their
versatility became appreciated by
a much wider audience when
detuned versions of successful
IOR racing yachts were offered
by production builders.
In the racing world, the fractional
rig followed the mastheads
example by having in-line
spreaders and being supported
fore-and-aft by running backstays
(to the hounds) and often
checkstays (to mid-height) as well.
Fractionally-rigged racing yachts
were frequently given shorter
masthead rigs in their production
forms, but next in the evolutionary
process came the swept-spreader
fractional rig. Cap shrouds over
spreaders that were angled aft,
typically from 20 to 25, provided
both lateral and fore-and-aft
support to the mast, obviating
the need for check stays and
usually runners too.
David Thomass Sonata came
a close second in the in the Mini
Ton Cup (then called the Eighth
Ton Cup) of 1976 with a swept-
spreader rig, though the sweep
was (and still is) far less than is
common today.
Whatever the spreader angle, in
those days the hounds (where the
forestay and the cap shrouds join
the mast) were lower than they are
now. The idea was to allow the
topmast to be bent by the

Sir Frances Chichester divided the canvas on Gypsy
Moth IV into multiple sails to keep each to a
manageable size for one man. Many mainstream
production cruisers were once available with ketch rigs,
including the ubiquitous Westerly Centaur
Designed in 1967, the Squib has an but the lidded version, the Hunter 19,
efcient fractional rig with a close- has an IOR-inspired masthead rig with a
sheeting jib large genoa that will tend to lose its shape
when reefed on a roller-reeng system

88 Practical Boat Owner 599 May 2016 www.pbo.co.uk

 Evolution of the Bermudan rig

backstay to depower the mainsail.
If the hounds were three-quarters
of the way up the mast, it was a
three-quarter rig. Over time, three
quarters gave way to seven
eighths, because tensioning the
backstay on low-fractionals like
three-quarter rigs didnt increase
forestay tension. All it did was
induce mast bend, and too much
mast bend effectively made the
mast shorter, lowering the position
of the hounds and slackening
both the caps and the forestay.
On the J/24, the cap shrouds are
tensioned in stronger winds to
limit mast bend, which might
sound counter-productive. By
limiting the bend in the middle,
however, greater tension on the
lowers ensures that more of the
backstays tension is transmitted
to the forestay.
Following this line of reasoning,
and to reduce the height of the
unsupported topmast to allow
larger downwind sails to be own,
the hounds have crept ever
upwards over the past couple of
decades to the point where many
fractionally-rigged boats are now
near-masthead but the leverage
provided by the topmast above
the hounds makes a signicant
difference when it comes to tuning
the mainsail without sacrice to
forestay tension.
Forestay tension is important for
upwind performance in a breeze
and, importantly, to ensure the
efciency and longevity of
roller-reeng systems. Under-
tensioned forestays ensure
plenty of business for riggers.
Economical ways
For production builders, a
fractional rig means just one set of
chainplates, less standing rigging,
a mast thats further forward to
create a larger saloon, and the
ability to mount the mainsheet
on the coachroof. The extra
fore-and-aft stiffness derived from
the longer chord of todays mast
sections makes the rigs robust,
too, though it does present
problems if you lose the mast
of a boat with low hounds and a
relatively exible section like an
Impala 28, for example. Most
spar-makers dont provide
extrusions like this any more. If
you can no longer bend the
topmast, everything changes:
your sails will no longer match the
rig and it might be a while before
youre competitive again. Some
owners of re-masted boats from
the 1980s reckon they have never
quite regained the performance
they once had.
Sometimes a new mast can be
chosen for purely positive reasons.
Take a boat like the Hunter 19, for
example essentially a Squib
with a lid. Whereas the Squib has
always had a highly tweakable
fractional rig with a small,
close-sheeting jib, Oliver Lee gave
the Hunter 19 an IOR-inuenced
masthead rig with a small mainsail
and large foretriangle. That meant
lots of headsail changes not ideal
on a 19-footer, and even more of a
pain on the smaller but similarly-
rigged Hunter 490. On any size of
boat with a rig like this, if you t a
roller-reeng headsail you will
inevitably end up with a seriously
compromised sail by the time you
have taken in more than few rolls
around the headfoil. With a smaller
headsail and a larger mainsail that
you can progressively atten and
depower, you can carry the same
sail plan through a much wider
range of wind speeds simply by
pulling a few strings so much
more practical than regular trips
to the foredeck.
One owner of a Hunter 19 on the
South Coast has given his boat a
fractional rig to very good effect.
Many boats in the revived Quarter
Ton eet have also been re-rigged,
now sporting sail plans very
different from those they were
designed with in the 1980s.
Diamond stays over jumper
struts are widely used to stiffen
the topmast just as on the
Folkboat from the 1940s.
Despite these obvious benets
of the fractional rig, its possible for
masthead rigs to have relatively
large mainsails and small
foretriangles, as some do.
Whether its masthead or
fractional, the move towards larger
mainsails and non-overlapping
headsails has resolved the
question of how to achieve close
headsail sheeting angles. With
large overlappers, the longer the
spreaders (and therefore the
better-supported the mast) the
further outboard the genoa had
to be sheeted and the poorer the
pointing angle. Many IOR designs
adopted the approach of shorten
the spreaders an inch at a time,
and stop when the mast falls
down. Thats no longer necessary
when the headsails leech is
inboard and forward of the cap
shrouds. Longer spreaders
and wider shroud bases mean
stronger rigs and lower rig
tension, and nobodys going
to complain about that.
Fat head mainsails are a more
recent development. Chris Evans
of XP Rigging, who was racing
in the TP52 class in the mid-
noughties, remembers when
pin head mainsails and
permanent backstays gave way
to fat head mains and runners.
At around the same time,
symmetrical spinnakers were
superseded by asymmetrics own
from retractable bowsprits. Now,
barely a decade later, fat head
mainsails and asymmetric
spinnakers have become
commonplace on production
cruising yachts.
Where next for the Bermudan
rig? Lets watch and see.

The solution of one Hunter 19 owner has
been to replace the masthead rig with a
fractional but to leave the mast in the
same position
A typical modern high-fractional rig on a
Beneteau First 260, with swept spreaders,
the rigging taken right outboard and the
high-aspect, non-overlapping jib sheeted
inboard to the coachroof
Production cruisers have often followed where racing
yachts have led. Heres a Jeanneau Sun Odyssey 349
sporting a fat head mainsail, a bowsprit for an
asymmetric spinnaker, a multi-spreader swept
fractional rig and no permanent backstay

Practical Boat Owner 599 May 2016 www.pbo.co.uk 89

 PRACTICAL
Understanding
metal fatigue
Vyv Cox describes the causes of metal fatigue in yacht
components, and suggests regular checks of at-risk
xings to prevent such a contingency from occurring
here is a great deal
T
of confusion in yacht
owners minds about
the topic of fatigue
in metals. Fatigue suffers on
account of its name, which
many people associate with
tiredness in humans.
In fact, fatigue in metal
components occurs when a crack
grows through them, until nally
the force being transmitted
exceeds the strength of the
remaining material and it breaks.
The consequence of this
mechanism is that fatigue
fractures always have a
characteristic two-zone
appearance the part where the
crack was propagating and the
nal fracture. The diagram above
shows a typical appearance.
A simple fatigue crack is
initiated at a single point. The
crack grows through the metal
from that point in the way that
ripples spread from a pebble
thrown into a pond. This can
result in a very characteristic
appearance, known as beach
marks, particularly if the crack
stops and starts periodically as
the stress varies. Sometimes
fatigue cracks have multiple
origins, such as along sharp
changes in section.
So why does
fatigue occur?
Fatigue is the result of cyclic
stress, perhaps the most
common example being the
bending of a piece of wire
backwards and forwards until
it breaks. In yacht engineering,
it is very common where
components like bolts and
rigging are insufciently tight,
allowing cyclic movement to
apply stresses to a point where
they are maximised, such as
changes in section, swaged
90
TYPICAL APPEARANCE OF A FATIGUE FRACTURE:
TWO ZONES ARE ALWAYS PRESENT
Initiation
Crack progression (beach marks)
ttings, holes and various
others. It has been common
in engine mountings, but
modern versions are made
stronger and less exible.
Failed connecting rod
The photo below shows a failed
connecting rod from a Volvo
Penta D2-40 engine, where
the fatigue crack was initiated
along a line near the bolt head
rather than at a single point.
The bolt was loose, resulting
in the transfer of stress to the
connecting rod. Propagation
took place towards the camera,
producing beach marks and
some polishing where the two
faces rubbed together before
nal fracture.
A description of fatigue failure
often expressed is that the failure
was sudden, out of the blue
or with no warning. The reality
is that the crack may have been
growing for months or even
years, failure taking place when
the stress in the remaining part of
the metal exceeded its strength.
The recent well-publicised loss
of the yacht Harrier of Down,
following fracture of a heavy
rudder stock, was almost
certainly an example of this.
Final fracture
(overload)
The main difference between
the diagram and real fractures in
engineering components is that
the nal fracture area is usually
quite small. Safety factors are
such that most components are
capable of carrying far greater
forces than they see in service.
The nal fracture area in the
connecting rod photograph
is the bright area at the extreme
left, along with the shear lip
where the metal has been
pulled outwards.
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Failed
shroud
I
was sent a failed shroud
to examine (right). It
was known that the rig
had been very slack for
some time, with the result
that a couple of shroud
wires had fractured and
were protruding from
the swaged tting.
I examined the wire ends
with a microscope and could
identify beach marks on one
and polishing on the other,
both indicating fatigue. Finally,
I slit the swaged tting open
to reveal that several more
wires were fractured inside.
This owner was fortunate that
his mast and rig remained in
place, as no doubt the other
wires were also fatigued but
not yet fractured.
Bending stresses
A couple of years ago we
were berthed adjacent to a
very well-found Italian boat
tted out for long-distance
cruising. We met the owner
and enjoyed an evening
with him and his crew. A few
days later we had moved on
and met him again, in very
different circumstances. On
passage between islands a
shroud had failed, his mast
had gone over the side and
his cruise had been ruined.
I inspected the shroud tang
that had failed and found
fatigue to be the cause.
The tting had been riveted
directly to the mast without
Beach
marks
 Understanding metal fatigue

ABOVE The fracture in

a failed shroud: wires
protrude from the The failed shroud tang from the mast of the boat pictured below.
swaged tting The crack initiated along the whole width at the lower edge of the tang

RIGHT I examined
the wire ends with
a microscope and
could identify beach
marks on one and
polishing on the other,
both indicating fatigue

ABOVE I slit the swaged tting

open to reveal that several more
wires were fractured inside

toggles, allowing bending

stresses to act directly upon it.
The crack initiated along the
whole width of the tang at the
lower edge in the photograph,
forming beach marks as it
propagated and nally failing I diagnosed the shroud failure on this long-distance cruiser as the result of metal fatigue.
along the top edge. The mast had gone over the side, and the boat owners cruise was ruined as a result

Carry out regular checks of at-risk components

o far as prevention is was incorrect. The composition of

S concerned, the yacht owner

should ensure that the rig of
his boat is kept tight, make regular
checks of components known to
be at risk such as all wires, engine
mountings, coupling bolts, forestay
attachments and suchlike.
Of particular importance, it is
essential that all standing rigging is
tted with toggles that prevent the
direct application of stresses to the
mast or ttings.
Turning to the article The jurys out!
(PBO January 2016), in which failure
of an aluminium rudder was attributed
to fatigue, unfortunately this diagnosis
the aluminium was unknown, but it
is assumed to have been a grade
that was not corrosion-resistant. The
fracture face photograph shows a
typical intergranular fracture with
no sign of a two-zone appearance.
Aluminium readily fails in fatigue,
often displaying beautiful beach
marks, but it does not normally fail
in a brittle mode unless there are
environmental factors. Corrosive
media can penetrate the metal
along grain boundaries, resulting
in a brittle appearance on fracture.
This is the crystalline appearance This photograph shows a typical intergranular
mentioned in the article. fracture with no sign of a two-zone appearance

Practical Boat Owner 599 May 2016 www.pbo.co.uk 91

   
  
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 PRACTICAL

Fit a folding
propeller

Mark Ryan talks us through the process of removing the old propeller on
his Albin Ballad and replacing it with a two-bladed Flexofold folding prop
he old, three-bladed,
T xed propeller
on my Albin Ballad
Triola had de-zinced
to the point where it
was so brittle that the smallest
of knocks would have caused
it to crumble away.
After doing some research, I
decided that my best option
was to go for a two-bladed
Flexofold folding propeller.
The potential for 20% extra
boat speed under sail was
particularly enticing as it would
shave hours off passages
and allow us to y even
faster past all the modern light-
displacement stuff we routinely
overtake! However, the process
wasnt quite as simple as Id
expected: heres how I did it...
1: Removing the existing prop
To start with, we needed to
remove the old propeller. Its
worth doing this before talking to
Darglow (Flexofolds UK agent)
or directly to Flexofold as you
need to know exactly what you
need to order. Before you begin,
its a good idea to clean up any
visible thread behind the nut
securing the prop to strip off
any antifouling or the remains
of sea denizens. Once this is
done, brace the prop with a
long bit of timber (we borrowed
a storm leg from the yard), and
use a suitably long breaker bar
to back off the nut.
Only back the nut off four or ve

ABOUT THE AUTHOR

Mark Ryan, an IT manager for Mortgages for
Business, has sailed all his life from the River
Medway and now cruises with his wife Elizabeth,
two children (Sophie, aged 1, and Thomas,

aged 3) and seadog puppy Patch on his 9m The rst mate applies torque to the nut, while
(30ft) 1970s Albin Ballad, Triola. the galley swab supports the storm leg brace

Practical Boat Owner 599 May 2016 www.pbo.co.uk 93

 PRACTICAL
The rst prop puller we
tried didnt t
threads, and work it back and
forth to prevent it binding. Do not,
at this point, take the nut fully off:
the reason for this will become
apparent. Next, get out your prop
puller: the rst one that we tried
out wouldnt t on the small
amount of propshaft that we had
available behind the prop, so it
was on to plan B. I got out my
big Sealey PS982 bearing puller
set and, after a bit of trial and
error, got it set up.
The Sealey puller is put to work removing the old propeller
2: Figure out exactly what you need, and order it
his is where we came a
T cropper. I had previously
purchased a 25mm shaft
anode, and it tted (albeit
tightly). I lazily measured
the propshaft with my digital
calliper without conguring
it, then called Flexofold
directly after visiting their
website and ordered a 25mm
ISO prop. They were very
helpful, and delivered the prop
quickly but the trouble was
that it didnt t the taper and
didnt t the thread.
Ill pause at this point to suggest
another approach which is to
order the prop via Darglow,
Flexofolds UK agent. It will cost
you around 20% more for the
same prop, but for that you will
get a bespoke, machined, tted
94
Keep the key safe as you
will reuse this when tting
the new prop
After a few revolutions of the
10-tonne hydraulic ram, the prop
shot backwards towards the nut
with a bang. (This is why we
left the nut on earlier, to prevent
the prop ying off and embedding
itself in a member of the crew).
The nut and prop were then fully
removed: make sure you keep
the key safe as you will reuse
this when tting the prop. At this
juncture, we hoped the hardest
part of the prop replacement
procedure was complete but
we were very wrong.
The proud crew with the recently removed prop and nut
prop and excellent customer
service. The process is a bit
different to going direct: with
Darglow, you send them your
old prop and nut and they will
make sure the prop and nut
they send out to you will t.
Back to our tting experience.
On discovering that the hub did
not t, I properly congured my
digital callipers and measured
the shaft again and discovered
that it wasnt 25mm at all, it was
25.4mm (1in)! The moral is, be
careful and make sure of your
shaft diameter.
I spoke to Flexofold, who
advised that I send the hub back,
along with the old prop nut and
the old prop, which we did. On
Measuring the shaft with callipers: make sure you calibrate inspecting the old prop they
your calipers, otherwise youll be in for big trouble advised us it was indeed a 1in
Practical Boat Owner 599 May 2016 www.pbo.co.uk

IMP shaft, and the nut was 34in
10 TPI (threads per inch),
UNC-threaded. They sent this out
and, to my relief, the hub tted:
but to my horror, the nut would not
do up! There are at least two other
sorts of thread that are 10 TPI, and
using thread gauges its almost
impossible to tell them apart.
Mild steel nuts
The others are BSF and BSW
so I ordered two cheap mild steel
nuts to this specication. The
BSF nut didnt t, but the BSW
(Whitworth) nut did! I visited a
local engineering shop and had
them cut the nut to BSW using a
tap: I went back, tried again, and
it still didnt t. Finally, I ordered
a die to run over the propshaft
thread, as well as a BSW 34 tap
of my own to put through the
nut if necessary.
Both the tap and the die took
3: Fitting your shiny new folding prop
his is the easy bit, and
T Flexofolds instructions
are very clear. Slide the hub
on without the key and mark
the propshaft with a marker
pen, ensuring it doesnt wobble
about: this would be a sign
that the taper/hub is wrong
and doesnt t.
Remove the hub and put the key
in the keyway, slide the prop hub
back on and make sure that it
goes all the way back to where
you marked the propshaft to make
sure the hub isnt riding the key.
Next, do up the hub nut
Flexofold merely suggest to do it
up really tight, but I occasionally
work on cars and like to do things
by the book with a torque setting.
I contacted Flexofold, and they
suggested 25Nm. On a 34in
thread, this is not tight at all as far
as Im concerned, so after some
research into what other prop
manufacturers suggest, I settled
The Flexofold nut is on the left
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Turning the BSW die to cut a new thread on the propshaft
The rst four or ve BSW threads
have been cut
The prop hub tted: make sure the prop hub isnt riding the key
on doubling this to 50Nm.
I had two nal concerns at this
point. The prop nut locking grub
screw, which I assumed would
locate onto a at face of the prop
nut, was locating onto part of
the circular body of the nut.
Unused thread
Additionally, there was a bit
of unused thread on the nut. I
contacted the long-suffering (but
still very helpful) Keld Willberg at
Flexofold, and he observed that
this was perfectly normal and that
the grub screw was supposed to
locate onto the body of the nut,
not onto one of the faces. Finally,
the blades were secured in place
Fit a folding propeller
This is the Flexofold prop nut
on the shaft
and all the other paraphernalia,
I suppose!
The tted Flexofold prop all shiny and new!
material off the thread and the nut.
In the photo below, you can see
that the rst four or ve threads
have been cut: note the treads are
sharper than the uncut thread to
the left. Always use a good cutting
oil when doing this sort of work.
Finally, the prop nut tted onto
the shaft!
Lapping the hub
One nal thing I wanted to do
before tting the hub was
lapping it to the shaft. (Flexofold
reported that the old prop only
tted the taper at about 20%
of its circumference: there
should be contact on at least
70% of its circumference, as this
connection is all that stops the
prop from shearing the pin and
spinning freely.) To do this, I
added some valve rubbing
compound to the shaft and
rotated the hub on the shaft.
using the locating pins and
locking grub screws, and the
prop As with everything when
messing around with old boats,
a simple process can often
be fraught with unforeseen
problems. Darglow might have
spotted some of the problems
earlier if I had gone that route,
but there still would have been
plenty of messing around before
we reached a satisfactory
solution: and, ultimately, even
after purchasing the die and tap
I still ended up saving money
by going directly to Flexofold
in Denmark. Caveat emptor,
95
 Learning from experience

A uke
occurrence
Paul Thompson recalls, with regret, the occasion
his boat struck a whale in the seas off Porto Santo

I
bought Pisces, a Contessa 32 built
in 1978 by Jeremy Rogers, in 2010
and sailed her from Pwllheli to my

PORTUGAL
mooring in Poole. Over the next Lisbon
ve years she spent time in
Jeremys yard undergoing
considerable refurbishment.
At the end of May 2015, I left Portland to
make an Atlantic circuit. With family and
friends, and sometimes single-handed, I
cruised my way across the Channel, along
the coasts of Brittany and down to Bilbao,
PORTO

then along the north coast of Spain,
through the rias and down to Lisbon. From
there I was joined by David, an old sailing
friend from Poole, and Terry from the
Cruising Association to make the passage
to Porto Santo, Madeira and on to the
Canary Islands to join the ARC 2015 for
the trip across to St Lucia.
We departed Marina Parques das Naes
in Lisbon at 1600 on 29 August and
motored down the river and out to sea with
a strong south-going tide but little wind.
We had good visibility, but the engine
was on and off during the night. The wind
came behind us the next morning, and
we deployed the twistle rig (twin high-cut
headsails poled out on either side, the
poles joined at a universal joint rather
than to the mast). The wind went further
to the south on the Monday, so we furled
the twistle and set the No3 jib on the
inner forestay after some hassle. This
worked very well in 15-knot winds, and
we sailed overnight. Again, the engine
was on and off the following day, and
we had the twistle up for longer.
The Wednesday saw rain and a full moon
in the sky: we turned the engine off and
enjoyed a nice beam reach for the fth day
ABOUT THE AUTHOR
Paul Thompson is a retired
consultant rheumatologist
from Poole. He spent a year
sailing in the western Pacic
in the late 70s and completed
the ARC 2015 with an old sailing friend.
Paul plans a return trip around Tasmania
in 2017 in his mates 37ft sloop.
SANTO
Madeira
0 80 160
NM
at sea. At 0900, about 50 miles from Porto
Santo, I was in the cockpit when, all of
a sudden, we apparently went aground!
It was that familiar sensation when the
boat suddenly slews to one side and rises
forward, so common in Pooles mud
except for the fact that in this instance,
we had 10,000ft of ocean under us. The
next moment, a huge uke splashed into
the water on the starboard side, soaking
me, then I saw a bloody whirlpool as
something big dived behind us.
I was stunned. Davids head popped up
from the companionway, and he asked
why we had gone aground. I pointed to the
whirlpool behind us and said we had been
attacked by a whale, and that I was terried
it was coming back to nish us off. We
could see at least two other ns a few
cables aft cruising across our stern. Terry
came up, and we all had a quiet moment
or two to contemplate the situation.
However, there were no further attacks,
and the pod disappeared. I checked the
tiller, but there was no obvious damage,
and there were no leaks in the bilge.
An hour later we saw land, and were tied
up in Porto Santo Marina by 6pm 500
miles, ve days and two hours after leaving
Lisbon. David dived down to check the
MOROCCO
boat when we reached port, but on
resurfacing, reported that there was
no perceptible damage to the keel or
rudder. So what happened? We think
we sailed over a pilot whale that was
sleeping on the surface. It was quite a
surprise for all concerned, and I hope
the whale was not too hurt.
Similar incidents
Of course, we were by no means the rst
to have been involved in such an incident.
Among four reports of collisions with
whales during the OSTAR (one in 1964,
two in 1988 and one in 1996), one
involved Ellen MacArthurs Kingsher,
in which the dead whale was found
wrapped around the keel. Meanwhile,
David Sellings Hyccup sank as the result
of a whale collision in 1988. In the second
of two reports from Whitbread races in
1989 and 1998, Knut Frostad said: It
was like being in a car crash.
In the Artemis Transat solo race in 2008,
there were reports from several vessels
which had struck whales: two of the
collisions were catastrophic for the vessels.
In the same years Portimo Global Ocean
Race, two 12m (40ft) yachts reported
colliding with whales. Neither vessel

96 Practical Boat Owner 599 May 2016 www.pbo.co.uk


suffered signicant damage.
Delta Lloyd and Ericsson 3 both hit
whales during the 2008-2009 Volvo
Ocean Race, with minor damage. There
were four other reports during previous
races in which boats were damaged, with
rudders being particularly vulnerable. Also
in 2009, the 12m (40ft) J/120 J/World was
sailing in the Baja Ha-Ha Cruising Rally
from California to
Mexico at about 9 knots We think we sailed over
when a crew member
spotted a humpback
a pilot whale that was
whale 60m to port. sleeping on the surface
A second whale was
spotted to starboard and another two
whales were seen 15m ahead, but before
any diversionary action could be taken,
J/World struck a whale with the keel. The
owner believed the whale then struck the
vessel with its tail, jamming the rudder post
up and aft, holing the transom. The vessel
sank within 45 minutes. The crew took to
the liferaft and were rescued by the USCG:
there is no information about the whale.
The 15m (49ft) sloop Peningo had a
whale encounter 700 miles from the
Azores while travelling from the US to
the Americas Cup Jubilee in the UK.
The vessel would appear to have struck a
Practical Boat Owner 599 May 2016 www.pbo.co.uk
Collision with a whale
Send us
your real-
lif
experienc e
e
and win
a
painting o
your boat f
!*
sleeping whale: the whale was severely
injured, and the yacht was disabled with
rudder damage. Luckily, Peningo remained
aoat until a rescue ship arrived.
Multiple reports of vessels colliding with
whales include two British yachts lost in
the 1970s. Dougal Robertson set sail in
1971 aboard Lucette, a 13m (43ft) wooden
schooner, with his wife and four children.
On 15 June 1972 she
was holed by a pod of
killer whales, and sank
200 miles west of the
Galapagos. The family
escaped to an inatable
liferaft and a dinghy, and were rescued after
38 days by a shing trawler. Afterwards,
Robertson wrote the classics Survive the
Savage Sea and Sea Survival: A Manual.
One year later, Maurice and Maralyn
Bailey were transiting from Panama to
the Galapagos when, on 4 March 1973,
their 9.4m (31ft) Auralyn was struck by
a whale and holed. The crew drifted
1,500 miles in an inatable liferaft
before being rescued. The account of Paul Thompson and David Everett on
their ordeal is entitled 117 Days Adrift. board Pisces before last years ARC
*Send us your boating experience story and if its published youll receive the original Dick Everitt-signed
watercolour which is printed with the article. Youll nd PBOs contact details on page 5.
97
 Cruising Notes We pay for your published cruising stories and
Readers cruising destinations, near and far harbour updates. Email pbo@timeinc.com or
write to the address at the top of page 5

Cape of Storms Tristan da

Cunha

Cape Town

Cape Town, with a commanding view of Table Mountain

John Apps nds himself all at sea on a small boat 200 miles from Cape
Town, crying to the heavens for a change in wind strength or direction

pproaching Cape Town heard forecasts of Force 7/8 sails, and allowed myself to drift in

A
from the north-west is not
as easy as conventional
wisdom would have you believe.
It is generally argued that when
going south in the South Atlantic,
one has the south-easterly trades
that will drive you slightly west
until you get down to the westerly
airow that will drive you east,
and then onto a rounding of the
southern tip of Africa presuming
that those same winds will allow
a landfall at Cape Town.
At 33 55S 18 32E, Cape
Town is above the 35S latitude that
marks the prevailing wind change
from south-easterly to westerly.
I passed Gough Island, in the
Tristan da Cunha group, at around
40S 10W and set a course for
Cape Town as I was running short
of drinking water the water in
my main tank was foul. I had also
ABOUT THE AUTHOR
John Apps
has completed two
single-handed
Jester Challenges
to the US and two
Jester Azores Challenges
in his UFO 27 Glayva.
0 2 4
NM
Robben Is
Table Bay
CAPE TOWN
Table Mountain
National Park
discovered that a stainless steel
saddle fastening my starboard
lower forward turnbuckle to the
chainplate had cracked, and that
particular tting was not in my
spares kit. I bodged together a
temporary repair with shackles
and gaffer tape, but did not want
to test my repair in a strong wind
over my starboard bow.
As I passed over the line of 35S
the westerly winds changed to the
prevailing south-easterlies which
the pilot charts show at that latitude.
It was difcult in the strong ocean
swell to sail at less than 60 on the
wind, and with the north-owing
Benguela current I found myself
north of Cape Town on a risky
starboard tack with my failed tting.
Picking up Cape Town radio on
VHF at 60NM north of Cape Town I
south-easterly winds.
The increasing wind and a falling
barometer persuaded me to go
onto port tack, which had me
sailing south-south-west and
generally away from Cape Town.
After 10 days of indecisive sailing in
a constant Force 7/8 south-easterly
wind I found myself 200 miles from
Cape Town, crying to the heavens
for a change in wind strength or
direction. The crew of one bulk
carrier I spoke to on her way to and
from Simons Bay in South Africa,
suggested I might be the mythical
Flying Dutchman, as the positions
the watchkeeper plotted me at on
both of our meetings were only ve
miles apart. Fortunately the wind
nally answered my exhortations
and changed to a light westerly,
allowing me to get to Table Bay
and within sight of lights on the
famous Robben Island.
Cape Town is a particularly busy
shipping harbour. I asked for advice
from Cape Town radio on entering
the harbour and customs and
immigration arrangements. I was
told to speak to port control, but
they were busy with shipping that
needed to anchor. It was dusk when
I stopped about 15 miles away from
the breakwater. I took down my
the light north-westerly wind.
A sleepless night
I felt vulnerable to the many ships
that were approaching the harbour
and anchoring in Table Bay, but a
few calls on the radio alerted them
to my presence. Nevertheless, it
meant a sleepless night for me.
I spoke to port control at around
0300 hours: they suggested that I
go direct to the V&A Marina, where
staff would direct me on how to
clear customs and immigration.
I asked to wait for daylight. Port
control suggested that I come to
within 100m of the end of the
breakwater at dawn, and they
could give me permission to enter.
The V&A Marina is straight
ahead once you have rounded the
breakwater, whereas the Royal
Cape Yacht Club Marina is through
the second entrance to the north
Duncan Dock and then in the
middle entrance at the end. This is
a more complex passage, shared
with large ships. Once past the
breakwater, the much older Victoria
and Alfred Docks are far smaller,
and you will just share the passage
with ocean-going shing boats,
tugs, tourist boats and other yachts.
Just after dawn, I shared it with only

98 Practical Boat Owner 599 May 2016 www.pbo.co.uk


John Apps boat Raven in Cape Towns Royal Cape Yacht Club Marina
two returning shing vessels.
There are two lifting footbridges
to negotiate, and you need to call
V&A security on Channel 71 to
have someone open them. There
were plenty of free berths in V&A
Marina, even though the Clipper
Round the World boats were on a
stopover, so I took a convenient
berth close to power and a water
tap facing into the wind.
Helpful marina staff
The marina ofce opened at
around 0800, and I was advised
how to clear immigration, about
1km away, and customs, which
was about 1.5km into the middle
of town in the opposite direction.
Immigration suggested that I
shouldnt have gone straight into
the V&A Marina as it was private
property, but cleared me in without
a problem. I found customs very
welcoming and informative.
I had mentioned to Louis and
Michael at the marina ofce that I
was looking to replace a broken
tting on my boat. They rang every
chandler in Cape Town on my
behalf, and then started on the
riggers. Associated Rigging were
able to source the part for a
40-year-old British boat within 24
hours and sent two tters down
to ensure it was right. I cannot
praise the V&A Marina and
Associated Rigging highly enough.
Right next to the marina is a
big shopping and entertainment
complex with many restaurants. I
found the South African food and
wine to be incredibly good quality
and remarkably cheap, as the UK
pound was at a very attractive
exchange rate (1 = 16 rand). On
the rst night I was still deprived of
sleep and not thinking clearly, and
had trouble with the idea of paying
109 rand for a sirloin steak, so I
opted for sh and chips at 60 rand
and ice cream for 10 rand. After a
good nights sleep, I realised the
Practical Boat Owner 599 May 2016 www.pbo.co.uk
whole meal had cost less than 5:
after that I enjoyed paying more
than 100 rand for a sirloin steak.
Quay Four, an outside restaurant
overlooking the tourist boats,
received most of my patronage.
Lots to do
There is a lot to see and do in
Cape Town. I found the Big Red
Bus an ideal way to see most of it.
I enjoyed the gold and diamond
museums, a tour of Groot
Constantia winery and the
obligatory trip to Table Mountain.
To clear out of Cape Town when
going abroad, you need to visit
customs, immigration and port
control. Before you leave either
of the small boat harbours you
are also required to get radio
clearance from port control.
Following a knockdown in the
Southern Ocean 250 miles south
of Cape Agulhas that damaged
my forestay, foresail and jib and
spinnaker halyards, I had a choice
of returning to Cape Town or Port
Elizabeth for repairs. I chose
Cape Town, even though it meant
backtracking, as I now knew the
port: and, most importantly, I knew
Associated Rigging could solve
all my problems.
This time I chose the Royal
Cape Yacht Club Marina as it is
co-located with both Associated
Rigging and an excellent chandlery.
However, I found the food in the
Table Mountain, dramatically shrouded in a bank of cloud
Cruising Notes
Free anchorage!
Scapa Flow, Orkney Islands
capa Flow in the Orkney
S Islands, off the north
coast of Scotland, forms
a protected area of water with
Houton
Bay
Scapa
many good anchorages. The St
Marys
Cruising Almanac advises
sailors to enter from the west SCAPA
FLOW
through the Sound of Hoy, Cava
passing north of the island of Rysa
Graemsay, or from the south. Little
HOY
Passages to the east are Fara
closed by the wartime Churchill Lyness Flotta
ay
Barriers. All yachts with a length
alds
greater than 12m/40ft must
South Ron
South
report to Orkney Vessel Trafc Walls
Services (VHF11) when entering
Scapa Flow or leaving a berth or
anchorage within it. anchorage can be had between
The whole of Scapa Flow Rysa Little and Hoy, and to the
contains many historic wrecks north in Houton Bay, sheltered
with surrounding restricted from all winds. Scapa Pier (a
areas, particularly near the tugboat base) is 80m with 6m
island of Cava. Sailors should depth, but is very exposed to
be aware that the ebb out of the south-west. The village of St
the Sound of Hoy is erce: Marys on the Bay of Ayre in the
if conditions allow, it may be parish of Holm has a small shop
better to travel from the south, and is convenient for a visit to
keeping very close to the shore the Italian chapel on Lamb
of Hoy and South Walls. Holm. Longhope, to the east of
The former naval base, the narrows, is a useful marker
Lyness, has a 120m quay with to ensure accurate timing for
8m depth alongside. Good the Pentland Firth.
Send in your free CHANNEL
anchorages and win
ISLANDS
In association with
FREE ANCHOR
AGE
Bouley Bay, Jersey
a pack of PBO playing cards
for published suggestions B ouley Bay is
nestled under
coast of Jersey.
a popular anchora
the cliffs on the
The
ge
north
enter; a tidal harbour wide bay is easy to
moorings. Holding with deep water
south east of
is good on sand
the pier. Beware
school activity local dive
and rocks at the
end of the pier seaward
during low tides.
Email pbo@timeinc.com or write to www.pbo.co.uk
pebble beach The
shelves steeply.
good pubs ashore. There are a few
S
SAND
the address at the top of page 5
Call 01202 440832 to order our playing cards,
with 54 top spots: just 4.99+P&P
club mediocre and more expensive It does require planning and
than the V&A Waterfront, and knowledge to enter. However,
getting to and from the V&A it is worth the effort with a
Waterfront involved either a wonderful history, good food,
very long walk or a taxi ride. good supermarkets, good wine
Cape Town as a harbour is and, most importantly, great
relatively small and very busy. repair facilities.
99
FIND A BOAT Tel: 020 3148 2001 Fax: 020 3148 8316 email: privateboats.ads@timeinc.com
CRAFT FOR SALE






  
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MARINE DIRECTORY Tel: 020 3148 2001 Fax: 020 3148 8316 email: tradeboats_ads@timeinc.com
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Practical Boat Owner 599 May 2016 www.pbo.co.uk 103
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104 Practical Boat Owner 599 May 2016 www.pbo.co.uk
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ENGINES INBOARD/OUTBOARD

ELECTRONICS SURVEYORS INT MARINE ENG & ANCILLIARY EQUIP



 



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Practical Boat Owner 599 May 2016 www.pbo.co.uk 109
 by Dick Everitt

A few tips on using fridges and ice-boxes

Front-opening fridges are
A quick and convenient to
use but can spill out their
B
contents in heavy weather, C
plus some cold air every
time you open the door.
A. Top-opening fridges are
D
more efficient because the
cold air sits at the bottom,
but it can be hard to find
things in them. To reduce
the time the lid is open,
boxes can be stored in
laundry nets that can
be lifted out quickly. D. Some designs of top-opening
B. Canvas shoe-storage fridges have a small door, set in
racks are even better. the side, high off the base. This
C. Stacking crates with gives easier access, but still
solid bases catch leaks, retains some cold air in the
but reduce air movement. bottom of the fridge.

H
E
F
G

E. An icebox for cold drinks reduces the number of times the fridge is opened during the day. This
one takes a big chunk of ice, is built under a seat, and has a plugged drain to save losing cold air
down it. F. A plumbed-in cold drinks tank, or a pump-out thermos (G), saves opening the box.
H. Use an old blanket to reduce the amount of free air space when the cold box is part-filled.

I
J
I. Buying in cold, in the form of ice, can help an
onboard fridge cope with high ambient temperatures
and saves running the engine, or generator, too often.
However, commercial ice blocks can be big and heavy, J. Old two-part polyurethane foam insulation can break
so a very strong bag is needed to get them back to the down over the years. If this happens it might not
boat. Having one can help convince a taxi driver to take completely fill the void and absorb water, which can
you, and makes handling ice much easier. Frozen meat, reduce its insulation value. Check for moisture by
if kept on ice and well-insulated, can last for a week. drilling a small hole and pushing in a cotton bud.
www.dickeveritt.com

Original Boat Owners Sketchbook volumes 1 to 5 are now available to download from www.pbo.co.uk/sketchbook priced at 4.95
each. A limited number of printed volumes 3, 4 and 5 of the original Sketchbook series are still available from the PBO Editorial office
priced at 3.75 each, or all three for 10. Order yours by calling tel: 01202 440830 or email: pbo@timeinc.com

PUZZLE SOLUTION: B: Vessels shall not proceed, except that vessels which can navigate outside of the main channel need not comply with the main message

110 Practical Boat Owner 599 May 2016 www.pbo.co.uk

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