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No. 579 OCTOBER 2014
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O
ne of the biggest names
in British boatbuilding,
Southerly Yachts, has folded
again, writes Barry Pickthall.
This latest setback to the
Southerly name comes just
13 months after the brand had
been rescued from an earlier
receivership with debts of
1,972,520. The builder, which
once employed 165 people at
Itchenor Shipyard and its moulding
operation in Havant, went down
with the loss of 50 jobs.
A creditors meeting held at the
Gatwick Hilton Hotel on 22 August
was told that efforts to reoat the
building arm of the business had
failed and that once three yachts
currently under construction for
customers were completed,
production of the Southerly
brand would cease.
Chris Stephens from FRP
Advisory was once more
appointed receiver but, like last
year, when the assets available
to offset debts amounted to little
more than the ofce furniture and a
database of potential clients,
there are precious few pickings.
A spokesman for FRP Advisory
refused to divulge the list of
outstanding creditors for
Southerly Yachts Ltd or its level of
debt to boating businesses, stating
that this will eventually be published
by Companies House.
The land and buildings at
Itchenor are owned by Sunchalk
Ltd and the mouldings, intellectual
property rights to the Southerly,
Fisher and Vancouver yacht
brands together with equipment
and machinery, all remain outside
the grasp of the receiver.
Northshore Yachts was formed
in 1971 and purchased by Lester
Abbott from founder Bryan Moffatt
for a reputed 4.5m in 2003. Mr
Abbott invested heavily in
expanding the Southerly range,
constructing two new factory
buildings the latest of which was
opened by Princess Anne in 2010.
After the previous crash, Mr
Abbott faced criticism for leaving
key suppliers high and dry. Their
reluctance to supply the new
Southerly Yachts business with
vital parts forced Mr Abbott to pay
off past debts, and companies like
Irons Brothers which manufactured
Southerlys unique swing keels
and was owed 59,000, is said to
be owed just 38 this time.
Spokespersons from Tek Tanks,
Houdini Windows, Holman Rigging
and IPC Media, which all took
considerable hits in the 2013
bankruptcy, also reported that
debts had been cleared.
Southerly Yachts folds again
E
nthusiasm for sailing in
Croatia is shared by around
13,000 boat owners from all
around the EU, writes Stuart
Bradley, Past President of the
Cruising Association (CA).
The CAs Mediterranean Section
includes more than 600 members
who provide reports to keep
information on the CAs website
up to date. We have received
many reports from sailors whose
boats are out of the water and
wont be launched until theyve
paid r600 in cash to the marinas
agent. Because of this, one of the
largest Croatian marinas is known
to have lost 150 private berth-
holders this year.
Unfortunately, although the
EU has recognised that some
progress has been made in
dealing with corruption in Croatia,
a report published in June stated
that Croatian citizens trust in their
key institutions remains low.
However, sources in Croatias
marine industry report that, in
response to approaches by
several EU countries and
unfavourable international
publicity, a soft solution will be
found to the requirement to use
agents to establish free
circulation in the EU.
The British Ambassador in
Croatia, David Slinn, contacted
Croatian customs to query the
need to go through an agent
and the costs of doing so.
Customs are now insisting that
this is not an absolute requirement,
but this information seems not to
have percolated down to regional
ofces or individual Croatian
customs ofcers.
In addition, the Croatian
Ambassador in Britain has
forwarded a report of the
situation, including the PBO
article (August 2014 issue), to the
relevant bodies in Croatia and
requested a response which is
currently awaited.
It is important to stress that the
problem of over-charging only
applies to boats that were already
in Croatia and had contracts with
Croatian marinas on 1 July 2013.
Boats entering Croatia for
the rst time this season have
generally been welcomed with
few formalities. Anyone planning
a cruise in Croatia should obtain
a T2L form from HMRC a
straightforward procedure.
Update on Croatian
boat fees situation
The Southerly Yachts yard at Itchenor in West Sussex
Volunteers with the National
Coastwatch Institution keep
an eye on British coasts
B
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he National Coastwatch
Institution (NCI) has been
allocated a national licence by
OFCOM for the use of VHF Ch65,
with strong support from the
Maritime and Coastguard
Agency (MCA).
The dedicated channel will allow
communications between NCI
lookouts run by volunteers
and seafarers on routine matters.
Stations will be able to respond
to requests from passing as well
as local sailing craft and shing
vessels for radio checks plus
actual weather and sea state
conditions. They will also be able
to provide information on facilities
including local moorings, charted
anchorages, water taxi contact
details and local hazards.
National Coastwatch stations will
go live on Ch65 on 1 October. In
the meantime, stations will be
equipped with a dedicated radio
for this purpose and the service
will replace the practice of some
stations currently holding a
temporary licence to operate
on marina Ch37.
National Coastwatch
gets its own VHF channel
8 Practical Boat Owner 579 October 2014 www.pbo.co.uk
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T
hree Maritime Rescue
Co-ordination Centres
(MRCCs) at Solent, Portland,
and Brixham will close between
September this year and
December 2015.
Meanwhile, sites at Liverpool,
Swansea and Thames will become
Coastal Operations Bases and will
no longer have a search and
rescue coordination function. As
part of The Future Coastguard
programme, the remaining nine
MRCCs will be upgraded to
Coastguard Operations Centres
(CGOC) and, together with a desk
at the London Port Authority, will
be networked through the new
National Maritime Operations
Centre at Fareham to create a
national command and control
network. Stafng patterns will be
reorganised to mirror incident rates.
The MCA will give the volunteer
Coastguard Rescue Service (CRS)
better access to training and
support. From April 2015 the MCA
will take on additional search and
rescue helicopter responsibilities,
managing a single contract for
search and rescue helicopters
across the United Kingdom rather
than the current mixture of military
and civilian arrangements.
In 2015 new bases will open
at Inverness and Humberside,
Caernarfon and Manston, Cardiff
St Athan, and in 2016 at Prestwick
and Newquay. Coastguard
helicopter bases at Sumburgh,
Lee-on-Solent and Stornoway will
transfer to the new system in 2017.
A revamped IT infrastructure will
enable remote working, and the
MCA says that for employees who
remain in the service, there will be
greater responsibilities, training and
career progression, and better pay.
A
short cruise to Spain turned
into a 16-year, round-the
world adventure for sailing
couple Clive and Jane Green.
After testing the water to ensure
they could live together on their
10.7m (35ft) yacht, the Jane G, the
Greens visited 51 countries. During
their rst ocean trip, to Barbados,
they travelled so slowly in light
wind that Clive swam alongside
the yacht holding onto a rope
while Jane was at the helm.
Their adventures took them
around the Caribbean, up to
Bermuda, to Connecticut, around
New York during rush hour when
they were sailing past the cars in
trafc jams, to Newport, Rhode
Island, then mast-down through the
Erie and Welland canals to Lake
Ontario. They left Staten Island two
days before the 9/11 terrorism
attacks on New York.
They spent three-and-a-half years
in Australia and New Zealand.
In early August this year the
couple returned to Pembrokeshire,
having sailed 51,000 nautical miles
across the globe. Prior to leaving,
the Greens spent 10 months doing
up Jane G and rented out their
home to help nance the trip.
Clive, 62, said: I took early
retirement and Jane chucked her
job in because she didnt want to
be at home working, with me
sending her postcards.
They lived on 130 a week,
bartering their belongings for food
and other supplies, including one
of Janes bras on an island off Fiji.
They also made countless repairs
to their yacht and helped many a
fellow sailor along the way.
Sixteen-year
cruisers return to UK
Clive added: Ive never charged
another sailor to help and havent
been charged either. If we had a
problem with the boat we had to x
it ourselves. Jane is just as capable
as me, theres nothing on this boat
she cant do.
They survived up to 23 days at sea
by desalinating seawater, wrapping
potatoes individually in newspaper,
keeping cheese in cooking oil and
packing butter in salt. One of their
biggest scares was being followed
by a boat in waters inhabited by
Somali pirates, which turned out to
be skippered by an injured Eritrean
sherman seeking rst aid.
Since returning home, the Greens
have been amazed by the media
attention. Clive said: If it encourages
other people to follow their dreams,
thats great. We really have gone full
circle: all the way around the world
at an average speed of 4.5mph.
A
n employment specialist is
suing one of Britains most
famous yacht race companies,
the RollOnFriday.com legal news
website has revealed.
The annual Clipper Round The
World Yacht Race, run by Clipper
Ventures PLC, was founded by Sir
Robin Knox-Johnston, the rst
sailor to perform a single-handed
non-stop circumnavigation of
the globe. Ruth Harvey, an
employment lawyer who used to
be a partner at Hunton & Williams,
is suing Clipper Ventures. Harvey
signed up for the race, joined the
yacht Jamaica and appealed for
donations towards the 40,000
cost of entry. The eet left
Southampton last September and
arrived back in the UK in July, but
without Harvey on board. Like
Employment lawyer
sues Clipper Ventures
Coastguard shake-up under way
many participants, she had
dropped out of the race before
the nishing line.
Harvey is claiming that both
victimisation and harassment
were behind her failure to nish.
She claims that she was an
employee of the race organisers
despite her paying Clipper
Ventures PLC to take part. A
preliminary hearing was held in
the Southampton Employment
Tribunal on 18 July. In November,
the tribunal will rule on issues such
as jurisdiction and whether she
can be classed as a worker.
Harvey wouldnt elaborate on the
nature of the alleged harassment
or victimisation, and a spokesman
for Clipper Ventures said: It is not
our policy not to comment further
upon ongoing legal matters.
Ruth Harvey (right) is in a legal argument with Clipper Ventures
LEFT Jane G in her
element at sea
BELOW Globetrotting
Clive and Jane Green
News
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Practical Boat Owner 579 October 2014 www.pbo.co.uk 9
IPC standard terms and conditions apply. The winner will be drawn at random after the closing date of 8 October 2014, and will be contacted by phone within four weeks.
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foul-free for a season.
NonStop is a self-polishing antifouling based on advanced hydrating binders,
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orth
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Premium antifouling
No scraping or sanding
T
he 2014 Aberdeen Asset
Management Cowes Week
resulted in more members of
public than ever trying their
hand at sailing.
More than 450 people took to
the water for taster sessions on
Colgate 26 keelboats run by the
ofcial event charity, UKSA. Each
participant was asked to donate 5
towards the UKSAs scheme to
enable every Year 6 primary
schoolchild on the Isle of Wight
to experience
watersports some
1,600 pupils.
The historic
yachting event was
established in 1826
and has run every
August since
except for during
the two World Wars.
Big names
participating in this
years regatta
included Princess
Anne, Pippa
Middleton,
Olympian Heather
Fell, actor Warwick
Davis and British
Sailing Team
members. A special Victory Race
was held to mark the 80th
anniversary of the Victory Class.
The UKSAs Boss up a Mast
fundraiser saw 15 managing
directors and company chief
executives winched up a 30m
(100ft) mast with their mobile
phones and not allowed back
down until their contacts pledged
donations. At the time of going to
press, Cowes Week had raised
more than 33,000 for UKSA.
F
ollowing months of
controversy regarding
the new Greek circulation tax,
the Greek government has
introduced two changes which
cut harbour dues, the Cruising
Association has revealed.
Until August 1 harbour dues in
Greece were collected by the
Hellenic Coast Guard, colloquially
known as Port Police or PP. Fees
comprised an entry charge (paid
per visit) and a berthing charge,
payable from midnight to midnight
for each day the boat was in port.
They were charged per metre
LOA, plus VAT.
The new changes mean the
entry fees are no longer payable.
Secondly, berthing fees will now
be collected by the municipal or
local authority (Limeniko Tameo)
responsible for managing the
quay. Advance payments for
a month or more will earn
discounts. Marina fees, which
broadly seem to include any
privately-managed quays or
pontoons, will be collected as
before, by the marina operator.
Jim Baerselman from the CA
said: The old system of hunting
down a port police ofce hidden
in some tiny back street was very
unpopular. The net result was that
large numbers of cruising folk just
didnt pay, and there has been
very limited investment in
quayside facilities. Dropping the
entry fee is welcome. And if
collection agents now come to the
boat, far more people will happily
pay harbour dues. Genuine
agents will offer a tax receipt.
From now on, visits to the port
police will be only be required on
entering the country, or once a
year after that to have your DEKPA
or transit log (Greek cruising
papers) checked for the new
circulation tax (TPP) payments.
This is the controversial tax which
came into force in January, but
there is still no indication if or
when TPP collection will start.
The CA has compiled a detailed
schedule of the local authority
fees payable: nd it online at
www.cruising.org.uk/news/
greeceupdate
Some good news for
cruising yachts in Greece
Cowes Week round-up
HRH Princess Anne
was among the Cowes
Week participants
U
K
S
A
News
10 Practical Boat Owner 579 October 2014 www.pbo.co.uk
DIARY DATES
Get the latest boating news online
every day. Visit the PBO
website, www.pbo.co.uk
Breaking news
Southampton Boat Show,
12-21 September,
www.southamptonboatshow.com
Solent Boat Jumble,
5 October, Royal Victoria Country
Park, Netley, Southampton.
Kent Boat Jumble,
12 October, The Hop Farm,
Paddock Wood, Tonbridge, Kent.
East Hants Boat Jumble,
2 November, Havant Leisure Centre,
Civic Centre Road, Havant,
www.boat-jumbles.co.uk
Scotlands Boat Show,
10-12 October, Kip Marina,
www.scotlandsboatshow.co.uk
Mumbles Oyster and Seafood
Festival, 16-19 October, Southend
Gardens, Mumbles, Swansea,
www.mumblesoysterfestival.com
The 2015 Anstruther Harbour
Festival will be held 29 to 31 May.
2015 Beaulieu Boatjumble
26 April 2015
See more online at www.pbo.co.uk
A
Northamptonshire couple
who were diagnosed with
cancer have achieved their
dream of sailing around Britain
to raise money for charity.
Alan Sineld and his wife
Geraldine, from Polebrook near
Oundle, spent three months
completing the 2,000-mile
circumnavigation in their 10.4m
(34ft) Bavaria yacht Tante Helena.
They hope to raise 10,000 for
The Urology Foundation, the only
charity in the UK that covers all
urological conditions, including
prostate, bladder, testicular and
kidney cancer. It is a charity dear to
their hearts as Alan was diagnosed
with prostate cancer and testicular
cancer in 2013. Earlier this year
Geraldine was diagnosed with
bladder cancer. Their diagnoses
are all the more upsetting as Alan
lost his rst wife Wendy to cancer
in 2002, and Geraldines rst
husband Ian also died from the
disease four years later.
Tante Helena left Shotley Marina,
near Ipswich, in early June and
returned at the end of August.
Highlights have included seeing
hundreds of curious seals on the
Humber, howling seals at Holy
Island and 12 dolphins in
Inverness. Alan described the seas
off Ramsgate in their approach
back to home port as the worst of
the whole trip.
The 71-year-old said the adventure
had denitely lived up to
expectations. Everyone we have
spoken to has been interested in
our story, and some marinas waived
D
isabled sailing teen Natasha
Lambert successfully scaled
the 2,907ft Pen Y Fan in the
Brecon Beacons to complete her
Sea and Summit Challenge, then
modestly summed up her
achievement as: Not bad.
Almost a month after leaving her
hometown of Cowes, Isle of Wight,
the 17-year-old, who has athertoid
cerebral palsy, achieved her aim of
sailing 440 miles around Englands
south west coast to Wales before
climbing Pen Y Fan, the highest
peak in southern Britain.
Accompanied by a 17-strong
support team, including four
members of the Central Beacons
Mountain Rescue team and four
military personnel, plus parents
Gary and Amanda, eight-year-old
M
aritime communities are
being urged to help
combat threats from criminals
and terrorists as part of a
revamped coastwatch campaign.
Reporting channels for Project
KRAKEN a joint initiative now
being delivered by the National
Crime Agency (NCA), Border
Force and police forces have
been simplied to make it easier
to report suspicious water-based
activities, through the 101
non-emergency police number or
Crimestoppers anonymously on
0800 555 111.
Sir Charles Montgomery, director
general of Border Force, said:
Border Forces eet of cutters,
supported by its dedicated
surveillance aircraft, operates 24
hours, 365 days of the year and
can be deployed to shores across
the UK with 30 minutes notice.
NCA, Border Force and
Hampshire police ofcers carried
out a public outreach activity at
Cowes Week, meeting competitors
and visitors and sharing key
messages of the KRAKEN
campaign. Similar activity will be
carried out around the country.
mooring fees in place of donations.
Geraldine accompanied Alan for
most of the trip. At other times he
was joined by his friend Mike
Maconochie and the boats
previous owner James Hancox.
www.tantehelena.com
Survivors challenge
Miss Isle
conquers
Sea and
Summit
Challenge
sister Rachel and sailing coach
Phil Devereux, Natasha started the
ascent at 6.45am on 22 August
and reached the summit three-
and-a-half hours later, using a
special Hart Walker walking aid.
Through Sea and Summit,
Natasha has so far raised more than
11,000 of her 15,000 target for the
RNLI, the Ellen MacArthur Cancer
Trust and the RYA Foundation.
Dad Gary said: I am incredibly
proud: Ive always been proud of
her, I know what she can do and
this is just the icing on the cake.
Natasha sails her 6.4m (21ft) Mini
Transat boat, Miss Isle Too, by
breathing through a straw in a
specially-engineered bicycle
helmet designed by her dad.
Q www.missisle.com
Cancer sufferers Alan and
Geraldine Sineld have
sailed round Britain to raise
money for cancer charities
The Miss Isle team conquers Pen Y Fan
INSET RIGHT Natasha is queen
of the mountain
Maritime neighbourhood
watch keeps an eye out
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"highest score we've ever awarded,
by some distance: "
aIso at Southampton:
93]100
22 Practical Boat Owner 579 October 2014 www.pbo.co.uk
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
Andrew Simpson
Monthly musings
T
here are many
manoeuvres and
drills buried deep
in sailing lore that
one respects, even
venerates, and has
prepared for. Take heaving to,
for example. We all know it
involves lying aslant to wind
and waves, usually under a
deep-reefed main and a jib
aback but when did we last
do it? In my case, I really cant
remember certainly never in
the last score or so of years.
Then there are storm jibs and
trysails. These, I suppose, you
can regard in the same way
as re extinguishers, in that
they remain unused until
confronted by a corresponding
crisis that demands you use
them. However, unlike re
extinguishers most of which
become spent and irrevocably
useless once triggered storm
A bight on
the backside
Some 18mm-diameter octoplait is pressed
into service as a rope bight trailing behind
Shindig, and does a grand job
For directional stability in a cross-swell,
the old advice about trailing bights of
rope astern isnt such a bum steer
sails are without exception
reusable. Yet, in my days as a
yacht surveyor, I was amazed
at how many such sails I found
neatly stowed in their original
bags with the sailmakers
binding quaintly a strip of
sailcloth, cut
from a handy
offcut still tied
around them.
Clearly they had never been
spread, even to see which end
was up, let alone set to ensure
they tted. Neither were there
any signs of sheets.
I thought about this just a
couple of weeks ago. Shindig
had quit the Med and was a few
days into the Atlantic, heading
for Lanzarote in the Canaries.
The sailing was excellent: wind
Force 5-6 almost dead astern,
with a long ocean swell that
exhilarated. We had stowed the
main and were running under a
single headsail, mopping up the
miles at around 7 knots. The
Monitor windvane self-steering
gear was holding the course
well, allowing the watchkeeper
to concentrate on well
simply keeping watch.
It was late on day four that
things got uncomfortable. The
wind picked up a little, but the
main irritant was a persistent
cross-swell that now rolled in
onto our starboard quarter,
slewing the stern to port,
causing the headsail to gybe
denitely an annoyance we
could do without. A small
course change to put the
apparent wind more
emphatically on the quarter
had helped a bit, but night was
approaching and there was no
doubt that further taming
inuences would be useful.
When in the Med we very
often towed the inatable
astern, largely through laziness
but also to keep the decks clear.
And there was no doubt that
the drag aft added directional
stability to Shindigs nether
quarters. Down below was a
Galerider drogue that we had
bought and never used for its
intended purpose downwind
stuff of a rather hairier nature
but to deploy it in such
relatively modest conditions
seemed a disproportionate
palaver. By the time we had it
dug it out, rigged it and had it
properly adjusted (for maximum
efciency, the drogue should sit
behind the second wave back
from the transom), it would be
dark and well into our night-
time watch routine.
Then I remembered the
100m of 18mm-diameter
octoplait we kept, primarily
for the Galerider but also for
running long lines ashore
almost every inch of it on one
occasion in Menorca. Now, of
course, trailing bights of rope
was one of those ancient
practices employed by sailors
of yore when the broaching of
a tall ship was not to be
contemplated with any relish.
It was also one of those
practices familiar,
complacently acknowledged
but never seen working that
I mentioned at the start of
this article. And here was
something we could do
without major effort. After a
little thought, and a short
discussion with the ladies of
the crew, the decision was
made to put it to the test.
In fact, it took less than 20 or
so minutes to have the bight
streaming astern one end
of the rope secured to the
starboard mooring cleat and
the other to port. I must admit,
I found the immediate effects
rather disappointing. It was
only when I realised that the
Monitor wasnt
working as hard as
before and that the
headsail now held
its set without gybing that I
appreciated that very real gains
had been wrought. Now with
the sail drawing constantly,
we may also have picked up
a little speed.
So we sailed through the
night, with the wind and swell
gradually abating. Since I had
drawn the dawn watch, it fell
to me to retrieve our rope
bight I must say with a small
measure of pride that it had
worked rather well. Now, what
else can we practise?
It took less than 20 minutes or so to
have the bight streaming astern
oz 8oqy qyo;
satesverus.co.un | www.verus.com
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24 Practical Boat Owner 579 October 2014 www.pbo.co.uk
PRACTICAL
Fitting a furler
T
heres no doubt that
roller furlers have
made a huge difference
to cruising yachts.
They cut the cost of a
full sail wardrobe from up to ve
jibs of different sizes to just one
or two, and make short-handed
sailing signicantly easier.
As Hantu Birus sails were at
the end of their useful lives, we
decided to t a furler before
commissioning a new suit, in
order to modernise the boats sail
plan and keep things simple. We
called on Wareham-based Kemp
Sails, fairly local to the PBO ofce
in Poole, but rst we needed to t
the furler so that they could take
the correct measurements from
the new set-up before making the
rst cut in the sailcloth.
There are furlers of different
designs available from a number
of diverse manufacturers
Plastimo, SailSpar, Harken,
Barton, Schaefer Marine, Profurl,
Rotostay and Furlex being the
main players. We went with a
Furlex, for a few reasons. Cost-
wise, it comes in at the middle
of the market: but more than
that, the 50 S model that suited
Hantu Birus 23ft length is a neat,
high-quality system, which is
available in a kit that is designed
A tape measure is used to check
that the bottlescrews are in the
same position on both sides Rob Kemp sights up the mast to ensure it is correctly set up
The forestays bottlescrew position
is marked with tape to ensure
correct length measurement
Before commissioning a new suit of sails for the PBO Project Boat Hantu Biru,
a furler needed to be tted to modernise the sail plan. Ben Meakins reports
turned up to give us some expert
tting advice, joined by Rob
Kemp, boss of Kemp Sails, to
lend a hand and measure up for
our new sails once the roller furler
was tted.
Forestay wire length
First, Rob and Chris set to
work tuning the rig. For a full
explanation of this process, read
David Hardings guide to rig
tuning in PBO May 2012 or you
for DIY tting by boat owners as
well as professional riggers. It
also comes with a new forestay,
which keeps our existing stay free
should we wish to repurpose it as
an inner forestay in the future.
The tting kit duly arrived, and
we motored Hantu Biru from her
mooring to the nearby Poole
Yacht Club, whose members
had kindly loaned us their mast
crane for the day. Chris Evans
from Poole-based XP Rigging
can download it for free at www.
pbo.co.uk/rigtuning. To briey
summarise, they used a
tape measure to check
that the bottlescrews
were in the same
position on both sides,
then used a halyard
to conrm that the rig
was upright side-to-side
before checking the rake
by hanging a weight from
the main halyard.
A little aft rake was present, so
they then tightened up all three
sets of bottlescrews, sighting up
the mast to check the mast was
correctly set up and tweaking
each stay in turn to correct any
slight bend.
We found there was a little
sideways S bend above the
spreaders which could be
corrected by releasing the port
forward lower and pulling on the
starboard.
Finally, Chris marked the
forestays bottlescrew position
with tape to ensure the length
measurement would be correct.
With this done, it was time to
remove the forestay. You can
drop the mast to do this, but
as we planned to be sailing the
following day we did the job with
the mast stepped.
See the
PBO Project
Boat on berth
M465 at the
Southampton
Boat Show
Practical Boat Owner 579 October 2014 www.pbo.co.uk 25
Fitting a furler
HELP FOR
A KELT:
the boat that
wouldnt beat
I
ts always interesting to
hear fromreaders whose
boats seemreluctant to
sail as they should. Every
challenge is different even
if some of the same problems do
crop up pretty regularly and
when John Taylor got in touch
about his Kelt 550, it sounded
an interesting one.
John and his wife Sheila sail
fromBrundall in Norfolk, where the
River Yare is both tidal and narrow
enough to call for frequent tacking.
Johns suspicion that the boat
wasnt going properly was
conrmed on one occasion when
a couple of other yachts tacked
straight past himand left him
struggling to stemthe tide.
Something had to be done.
Talking to John before my visit,
it was clear that he was no novice:
he had sailed on competitive
quarter-tonners on the Blackwater
for several years, and had also
enlisted the help of another
experienced sailor to make sure he
hadnt missed anything obvious. I
headed for Norfolk hoping to nd
something, but with little idea what
to expect. I did, however, knowthat
October Dreamhad a at steel
centreplate and a at rudder
blade. This would inevitably
make her more challenging to
sail than the alternative versions
of the Kelt 550 that have a xed
n or a daggerboard, both
proled. It would call for a
different approach to sailing in
the conned waters of the Yare.
Wayward wind
Strong winds caused the most
obvious problems, John told me:
the helmwould become heavy,
the rudder would lose grip and the
boat would round up. It was then
difcult to get her going again, as it
was to pick up speed after a tack.
Finding plenty of breeze
hasnt been a problemin recent
summers. For my visit, ideally we
wanted a good wind fromthe
north-east or south-west to give
plenty of opportunity to beat
against the tide, but the isobars
seemed to go on holiday the week
we earmarked. All we could do was
to meet in Brundall on the most
promising day we could nd.
A quick check over the boat
conrmed, as I had suspected, that
The wind is dead astern, but
this is as far as the original 4:1
mainsheet would allow the sail
to go out...
... so we reduced the purchase
to 2:1, which allowed us to
ease the sail until it was
against the rigging
A DOGS BREAKFAST: This is not
how shackles should be used!
They need to be replaced with
an adjustable link tang
Rig problems
The lack of pre-bend in the mast
meant that the mainsail was
too full, with the draught too far
forward and the leech closed so
the top of the sail was stalling.
The jib wasnt perfect either,
being short in the luff so the head
was well short of the hounds.
That wasted sail area, and area
high up, is doubly critical in a
river where the wind sweeps over
the reed-beds and theres often
very little at deck level. On the
positive side, at least both sails
were relatively new.
There were things we could do
to improve matters in the rig and
sail department, but not a great
deal there and then. We took
some turns on the cap shrouds
and reduced the tension in the
lowers to try to induce some
pre-bend, but soon ran out of
thread on the bottlescrews.
Several shackles had been added
to the bottomof the forestay to
make it longer, which had the
effect of increasing the masts
rake and shortening the caps.
Excessive rake would have
contributed to the weather helm
in a breeze and, whats more,
shackles are not designed for
applications like this. A rigger
would have a t. If extra length is
needed, a steel link tang is a better
solution a pair of stainless steel
plates with adjustment holes, as
commonly seen in a dinghys rig.
A further complication was that
the chainplates simply channel
sections of stainless steel bolted
A straight mast leads to an overly-full sail and a closed leech
This is a lot of rake for an 18-footer its almost 60cm (24in)
A distorted chainplate on the
starboard side is forcing a
bend into the cap shrouds
bottlescrew. Adding toggles
would allow some articulation
through the ange of the
hull-to-deck joint were
distorted and, most notably on
the starboard side, forcing an
unhealthy bend into the cap
shrouds bottlescrew.
I left it with John to straighten
the chainplates and replace the
forestay shackles with a tang.
That would make the rig stronger
and allowthe rake to be reduced
and accurately adjusted.
the rig was set up better than
many, though the mast had
insufcient pre-bend and what
looked like too much rake.
As usual in these situations,
however, I wanted to sail the boat
as she was before making any
adjustments or, more precisely, I
wanted John and Sheila to sail and
I would observe. Then we would
start addressing the problems.
Downwind sailing
Fromwhere we started, it was a
matter of you have to run before
you can beat, so we set off down
the river with the wind astern.
Although downwind sailing had
presented John with no specic
concerns, we were wasting sail
area because the mainsheet
was too short and only letting the
boomout to about 45 fromthe
centreline. As a temporary
measure, we re-rove the 4:1
purchase to make it 2:1. In
relatively light downwind
conditions, 2:1 would still provide
adequate purchase while allowing
the boomto go out further. It would
also reduce friction for easier
trimming. We subsequently
changed the sheeting arrangement
completely, as well see later, but
the point here is that if the boom
isnt out as far as it can go on a
run, youre not presenting the
maximumsail area to the wind.
Youre also increasing the risk of
broaching when the breeze picks
up because the mainsails centre
of effort is further aft.
Upwind sailing
When we reached an open stretch
of river with relatively clear wind,
I hopped ashore and took some
photos as John and Sheila sailed
back and forth. In a pleasant 10-12
knots, everything was just ne: the
boat appeared to be going nicely
and showed no hint of
misbehaving. This was evidently
the wind-strength equivalent of the
Goldilocks Zone: enough to get
her going, but not so much as to
over-press her and induce any
wayward behaviour.
The wind soon dropped,
however. By the time I was back
aboard and we had headed a little
further downriver to a stretch that
gave us a dead beat back, it was
a variable 8 knots or less.
Thats when the problems
started. The boat was lethargic,
even allowing for the lack of wind.
She was slowto accelerate and, on
coming out of a tack, would spend
a lot of time going sideways with
the keel stalled. By the time she
eventually got moving, we would
have reached the opposite bank
and would need to tack again.
A number of factors were
contributing to this lacklustre
performance. The rig was one
of them, so lets start there.
The mast is too straight and excessively
raked, while the jib is short in the hoist
but these were not the only problems
WIND WIND
THE RUDDER
AS IT WAS: a
at plate with
chamfered
leading and
trailing edges
Pivot
point
Rudder
stock
Rudder
blade
An unbalanced
rudder blade, with
all the area abaft
the pivot point
28 Practical Boat Owner 579 October 2014 www.pbo.co.uk
Seamanship
ELECTRONICS
SEA SAFETY
GAS FITTINGS
Peter Spreadborough,
of Southampton
Calor Gas Centre,
has 20 years in
the industry
PAINT AND
ANTIFOULING
Richard Jerram is
former UK technical
manager of
International Paint
TRAILER-
SAILING
Colin Haines is a
design engineer
who has trailer-
sailed for 25 years
ELECTRONICS
Chris Ellery of
Greenham-Regis
Electronics is a
former Merchant
Navy officer
TOILETS AND
PLUMBING
Gary Sutcliffe of Lee
Sanitation knows
about holding tanks,
toilets and plumbing
YACHT DESIGN
Andrew Blyth is a
naval architect with
interest in stability
and buoyancy
WOOD
Richard Hare is a
wood technologist
and long-time
wooden-boat owner
50 of the most frequently asked boating questions are answered by our experts on the PBO website. Visit www.pbo.co.uk
BOATBUILDING
Tony Davies has
been building and
repairing wooden,
GRP and steel boats
for 40 years
Q
I have a Westerly Fulmar
with a JRC 2kW radar dome
mounted on a Scanstrut pole on
the starboard side of the transom.
Id now like to mount a Rutland
wind generator on the port side
of the transom, but am not sure if
this would cause interference
with the radar or too large a blind
spot for it.
The height of each from deck
level would be similar, but they
would be almost a full transom
width apart.
also a natural place to turn to for
spares: the Woodrolfe boat sales
company near Maldon that was
once an active and helpful Etap
dealer may be able to help.
DIY spares
You can source a replacement part
yourself, which is not as difcult
as you may imagine. I am retired
after a career spent designing
machines that sometimes needed
gears that were not off-the-shelf
items. I would send out drawings
to local gear-cutting companies to
get quotes.
After describing a typical Etap
crown wheel to a rm in West
Yorkshire, I received a guesstimate
price of 200 for one wheel. Nearly
all this cost pays for setting up the
machines to make the wheel, and if
you asked for a second to be made
at the same time, it would cost
next-to-nothing to make a small
business opportunity, perhaps?
There are a number of gear
forms that look very similar, and
to be sure that the right shape
is generated by the cutting
machines, it would be prudent to
send both the broken crown wheel
and the good bronze pinion to the
gear cutting company.
Q
I can no longer easily
handle my inatable dinghy
and outboard, so Im selling
them. As the dinghy would have
been called into service as a
liferaft, getting rid of it leaves me
without a raft in an emergency.
I read with interest the test of
ve budget liferafts (PBO March
2014), but I was concerned that
the smallest was for four crew,
and the lightest one weighed a
not-inconsiderable 19.1kg. I
then looked online at light
aircraft liferafts for two crew
and found they weigh less than
a third of that.
I day-sail on the Clyde in
my Leisure 23, mostly single-
handed and occasionally with
my wife, but I am always within
a couple of miles of land and
carry a PLB and handheld radio
along with the usual safety gear.
Would it be worth buying one
of these lightweight liferafts?
Ross Robertson
By email
Q Survival equipment such as
ares aircraft rafts tend not to
have this.
For leisure liferafts for use in cold
water areas such as around the UK
coast, its worth looking for a raft
built to ISO 9650 Part 1/Type.
To minimise weight, you could go
for a valise rather than a canister,
but make sure it is stowed in an
easily accessible position that is
out of harms way.
One-man rafts similar to those
provided to ghter pilots are
available. Theyre small and light,
and may provide adequate
protection for what you want but
as the name suggests they will of
course only take one person.
Ultimately the choice is yours,
but any raft is better than no
liferaft at all.
I have considered making a full
stern gantry to mount the radar
centrally with the Rutland above
it to one side, but this would be
quite expensive and add rather
more above-deck weight than Id
like on a 32-footer.
Chris Stone
Tavistock, Devon
CHRIS ELLERY REPLIES: Id be
inclined to avoid mounting a wind
generator in the same horizontal
plane as a radar scanner. I cant
actually say that Ive seen the effect
this has, since most people avoid
installing in this way.
Any blind spot or area of reduced
sensitivity would be less the further
the two units are apart, but Id be
much more concerned with the
wind turbine reecting back radar
signals from varying angles and
causing a confused radar picture.
Better is to put one above the
other, either by a new gantry as
you suggest or, if you have plenty
of cable, moving the radar scanner
up the mast instead.
I do not have the weight gures
for a JRC 2kW scanner at hand as
this unit is no longer sold in the UK,
but a comparable 2.2kW Furuno
scanner weighs around 4.5kg, and
is quite often tted on the mast of
vessels around 32ft in length.
Mounting the scanner higher
would improve the radar picture
too, as mounted at a lower level
the JRC unit can struggle to
provide a decent radar picture
at longer ranges.
Wind turbine versus radar? It just doesnt scan
Lightweight
lifesaver
Ask the experts
Do lightweight aircraft liferafts constitute a viable alternative to maritime ones?
S
w
i
t
l
i
k
Ask the experts
34 Practical Boat Owner 579 October 2014 www.pbo.co.uk
David Atkins wants to know
if an electric outboard or,
separately, a tube heater
and CD player can be run
from an 800A booster battery pack
INSURANCE
ELECTRICS
Q
I am increasingly
uneasy about taking
crew overseas. I have been
to and fro without incident
many times, but looking back
I am increasingly aware that
I might have been taking
undue nancial risk, for both
them and me.
One or two tales have
come to recent notice, like a
dismasting in France and a
holing off the Norwegian coast.
Should the yacht manned
by myself and any invited
crew members suffer such an
incident, and should the boat
be unable to get us back to UK,
am I insured to pay for their
unplanned return?
On one incident the boats
insurers would not pay for
repatriation of the crew, and
then each of the crews travel
insurers would not pay up
either for their accommodation
and ights because sailing was
deemed a hazardous sport.
Furthermore, after the boat
has been repaired, one must
then get skipper and crew back
overseas to sail the boat home.
Casual discussions with boat
insurers at a recent London
Boat Show revealed that
companies do not seem
to have a denite ruling
themselves, and to be caught
between the boat and travel
insurers each disclaiming
responsibility is unsatisfactory.
Any ideas?
Frank Pullen
Bosun of Forth
Q
I have a Ring 12V 800A
34Ah hour booster battery
pack, with a built-in 300W
inverter (and a 3-pin socket
for a plug).
Can I run a small electric
outboard off this battery?
Also, can I run a 60W tube
heater (obviously not at the
same time as the outboard)
and a CD player?
If I can, for approximately how
long can I expect the battery to
give power?
David Atkins
By email
PAUL HOLLAND REPLIES: A
small electric outboard will draw at
least 30A at full power. At that rate
of discharge I would expect you to
get about 20 minutes to half an
hour of use from this pack so it is
possible, but not for longer trips.
You can certainly run a tube
heater. My estimate is that you
may get four hours use from the
How do I look after
my crew overseas?
Does this battery pack much power?
battery for this.
The uncertainty
is down to
the way that
manufacturers
state battery
capacity. All lead
acid batteries will
release more
power if that
energy is taken
slowly. Logic
would tell you
that a 100Ah
battery would deliver
100A for 1 hour or 1A for 100
hours but in reality this is not the
case. Battery manufacturers will
normally state the capacity of the
battery based upon either a C10 or
C20 rating. This means the power
is taken evenly over a 10- or
20-hour period. All the examples
you have given are over a much
shorter period so the amount of
energy the battery delivers will
be signicantly reduced.
Q
As the owner of a mature
plastic cruiser I have always
found something of interest
in the series concerning the
refurbishment of the PBO
Project Boat Hantu Biru. In
the June issue the team were
retting skin ttings, but no
mention was made concerning
bonding the metal skin ttings to
an external sacricial anode. I
have always hard-wired my skin
ttings to the bolts holding the
anode. Is this still considered
good practice?
Colin Mark
By email
COLIN BROWN REPLIES: The
benets of bonding all of the
underwater ttings into one circuit
have been found to be limited, and
in some cases the bonding can
actually accelerate corrosion by
forming a route for stray currents.
For an anode to work it has to be
immersed in an electrolyte (the sea)
and be electrically connected to the
object it is supposed to protect. The
voltage differences that are involved
are very small so the circuit has to
have low resistance to work:
typically 1Ohm or less.
To achieve this you must have
SURVEY AND CORROSION
Thinking in isolation
heavy-gauge wires and clean
contacts. Furthermore, an anode
has to be able to see an object to
protect it, and its doubtful whether
the anode would ever see the
inside of a skin tting or a seacock.
Its easy to check whether
your anode is working: using a
multimeter, you should be able to
measure the resistance between an
anode and an object it protects.
A well-known and investigated
case of a brass skin tting failure
through dezincication was the
angling boat Random Harvest in
1999. The MAIBs report found
that wires bonding the underwater
ttings had probably carried stray
currents and accelerated the rate of
corrosion of brass skin ttings. They
recommended the use of higher-
quality ttings and leaving them
galvanically isolated.
This doesnt apply to most
propellers. Manganese bronze is
the most commonly used alloy for
propellers, and as it is a brass its
subject to dezincication and
requires galvanic protection for
a reasonable lifespan.
It seems likely that Hantu Biru will
not have an inboard diesel this year.
If that is the case then it would be
reasonable to t no anodes at all.
SIMON TONKS REPLIES
Whats important is that you
choose a policy that complements
your sailing and reassures you
that, should the scenario you
mentioned occur, then you and
your crew are looked after.
If sailing outside UK waters,
then alongside your own boat
insurance it is paramount that all
crew have a travel policy in place
and they have fully disclosed
sailing as an activity some travel
policies can exclude sailing.
Moving onto your own boat
insurance, I cant comment for
other insurers but Navigators &
General includes Get You Home
Cover which is added on to
Brest-Elbe cruising ranges and
gives cover up to a maximum of
1,000 to repatriate crew to the
UK and to get a delivery crew to
return the vessel to the home port.
This is if the vessel is damaged,
rendering her unseaworthy by
something covered by the policy;
if it puts it out of use for seven
days minimum; if someone on
board is injured or becomes ill,
preventing them from sailing for
seven days minimum and if it
leaves the boat without sufcient
experienced crew.
If your crew and/or guests suffer
nancial loss as a result of an
incident caused by your negligence
as the owner/skipper, they may
be able to claim back some or all
of their costs under the liability
section of your insurance policy.
The key is to fully understand the
policy you have purchased, and
then you can enjoy your boating.
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Westerly
Nimrod,
from 1,900
second-hand
Silhouette:
projects from
500, otherwise
from 1,500
Express Pirate: available from
550-1,200 second-hand
I cant stop grinning: I frequently outsail larger
yachts in our club, especially in light winds
and mighty Olin Stephens classics. The
haunted expression on their faces tells
its own story.
The Cornish Shrimper is one of the UKs
most successful small boats: more than
1,000 have been sold. It comes with a
variety of interior layouts and the choice
of an outboard in a well or an inboard
Yanmar diesel. It weighs 2,348lb and
draws 1ft 6in with the pivoting
centreplate up and 4ft with it down so its
trailable, albeit behind a beefy car.
I often suspect, however, that the
Shrimpers major appeal lies in its lovely
lines and elegantly proportioned gaff rig.
Its almost a cult boat, and an active
class association organises an extensive
programme of sailing and social events.
Its accommodation is not huge for its
length, but as on the Sailsh 18 a good
cockpit tent works wonders when at
anchor in wet or windy conditions. If you
like the idea of a versatile and attractive
day-sailer-cum-weekend-cruiser, the
Shrimper wont let you down: and if you
dont fancy a gaff rig with varnished spars,
the new Adventure
version has an alloy-
sparred Bermudan rig
with a semi-fathead
mainsail and no backstay. Both versions
will always be easy to resell should your
circumstances change.
Value for money
A similar but less known trailer-sailer-gaffer
is the Dudley Dix-designed and Honnor
Marine-built Cape Cutter 19. At 2,535lb
its slightly heavier than the Shrimper,
while its draught with centreplate up or
down is almost identical. Its slightly longer
waterline and wider beam combined
with a longer full-width coachroof mean
that it offers more space down below, and
its cutter rig is more adaptable than the
Shrimpers single genoa rig.
Charles Erb (www.travellingaurora.
wordpress.com) recommends the boats
class association website (www.
capecutter19association.org) and sums
up the boats appeal perfectly. After
considering a Hawk 21, a Drascombe
Longboat, a Shrimper and a small
Beneteau he went for the Cape Cutter,
saying: We chose it because it looks very
handsome, it can sleep all four of us I
didnt think this would be possible until I
saw inside one and handles really well.
It is also excellent value for money.
The main alternative was the Shrimper,
but its a lot more expensive and doesnt
do anything more or better. Trailer-sailing
was also an important factor, given that
Charles lives in the Midlands.
Dennis Ogle is grateful that he stumbled
across the Honnor Marine stand at a
Southampton Boat Show, saying: I have
sailed Mary Ann for six seasons and I
cannot stop grinning. It was one of the
best decisions Ive ever made. Its the
sailing performance that really does it for
me. I frequently outsail larger yachts in
our club, especially in light winds. When
its blowing I am often out enjoying it,
while the bigger boats are tied up at the
club marina.
I mainly sail single-handed, and the
Cape Cutter is ideal for this. The cutter rig
gives lots of options as the wind strength
varies, especially if you opt for a Yankee
rather than a genoa: my boat came with
both. The Cape Cutter carries a lot of sail
so it will reach hull speed in the lightest of
breezes. At the other end of the scale, its
not overpowered in a Force 6 with a single
reef in the mainsail and the staysail only.
As a result of living aboard with my wife
when on holiday on the Frisian waterways
I have modied the internal arrangements
to make life more comfortable for two.
My wife is a reluctant sailor, but shes
very happy with the domestic
arrangements on the Cape Cutter.
PBO was responsible for another owner
settling on a Cape Cutter. While waiting
to catch a plane to holiday in Greece,
Chris Wilks picked up a copy of PBO at
the airport and spent the ight reading
about the new Cape Cutter 19. Although
I have a fair sailing experience, I had
never owned anything bigger than a
Comet dinghy. Having read the Cape
Cutter article, I was captivated: this was
the boat I wanted to own one day.
To cut a long story short, he went on to
buy a small olive farm overlooking
Platanias and the Aegean Sea and a Cape
Cutter 19. Since then we have spent our
summers mainly day-sailing in the Aegean
and occasionally going further aeld to
Skopelos and Alonnisos. We nd our Cape
Cutter a fantastic boat, well made and
feeling very secure in a blow. With the
centreplate up we can approach and anchor
at any beach in a few inches of water.
Chris and his wife Kathryn let the
cottage on their farm and often sail
with guests. Search Olive Store Cottage
to nd them.
Perhaps the most
intrepid Cape Cutter
19 adventure, however,
was Mike Brookes 1,783-mile trip
around Britain. This took 86 days, and
he visited 60 ports. The voyage aimed to
raise 27,500 for a fast light scanner for
Moorelds Eye Hospital: Mikes godson
Theo was diagnosed as blind at the age of
six months, and this machine could help
him and thousands of other children with
the same condition. You can read about
the voyage on www.theosfuture.org or
buy Mikes excellent book from the same
website. The book proceeds go to the
charities Fight for Sight and the Cetacean
Research and Rescue Unit.
On a sportier level, Mike won the Small
Gaffers Class in the Round the Island Race
on three successive years. All in all, the
Cape Cutter is a versatile delight.
38 Practical Boat Owner 579 October 2014 www.pbo.co.uk
Boats
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Above-average performance
Reverting to Bermudan rigs, one of the
most successful yet most overlooked
designers of small trailable cruisers was
Ian Proctor. Hes famous for his many
great dinghy designs Wayfarer,
Wanderer, Topper, Osprey et al but
his Nimrod, Prelude 19 and Pirate 17
are all excellent pocket cruisers with
above-average performance.
Westerly commissioned the 17ft 9in
Nimrod as a starter boat for families
graduating from dinghies. Most have a
pivoting lifting keel, weighing 260lb out
of an all-up 1,050lb. The draught goes
from 8in (up) to 4ft (down), and a
generous sail plan (giving a SA/
displacement ratio of 21.7) combined
with a slippery hull provides sporty
performance. The cabin is on the small
side, offering occasional overnight
accommodation, while the long cockpit
makes the Nimrod an ideal day-sailer. If
you want a trailer-sailer
that can live in your
drive then give hours of
fun aoat, this boat could
be on the list.
The Rydgeway Marine-built Pirate or
Express Pirate (17ft 3in LOA) is of
similar size but very different in character.
The drop-keel version has a draught of 2ft
(up) and 4ft 9in (down). Fin (3ft 9in) and
twin keels (2ft 3in) were also offered. The
Pirate was a top seller, and about 400 were
built. The n- and drop-keel versions are
obviously the quickest and offer sparkling
performance, as you would expect from
Proctor. The three-berth interior, complete
with compact galley, is surprisingly
spacious, although the cockpit becomes
a bit crowded with three or more crew.
The Pirates ability to go to sea was
dramatically illustrated by a cowman from
a farm near Cirencester. The 51-year-old
Phil Ashwin sailed his Pirate Laynee 1,732
miles single-handed around Britain to raise
money for Help the Heroes. Farmers Weekly
magazine quoted him as saying: There
were grown-up seas, wonderful wildlife
dolphins, seals and a whale and
tremendous scenery, but best of all there
were great people all around the UK who
couldnt have been kinder, more helpful
and more interested in the project. PBO
also featured Phils great adventure.
The 19ft 3in Prelude was another top
seller. Once again, Proctor offered a choice
of n-, twin- and swing-keel versions,
and all sail extremely well. The twin-
keel version was way ahead of its time,
featuring shapely, CG-lowering bulbs
on slender foils. Rydgeway Marine and
Pegasus Yachts built around 500 between
them. A busy owners association (www.
prelude-owners.info) provides valuable
back-up.
The Prelude offers good accommodation
with her excellent performance. There is a
double berth in the forepeak (with WC
under) and two berths in the saloon,
along with a galley unit and small dining
table. Extensive use of inner mouldings
means that the boats interior ages well,
and the well-styled coachroof gives ample
sitting headroom.
A while ago, a Prelude owner told the
owners association: Our Prelude, Pela,
has a xed n keel. Fifteen years ago
my wife and I lived aboard her for 14
months, sailing from Bristol to Greece and
back. For a couple of weeks in Majorca,
we even had four people living aboard.
The rst three days it didnt stop raining,
and the next three days it rained every
morning until 1pm! With all our
equipment, and the unnecessary items our
two guests brought out with them, it was
quite a character-building event. Still, that
was the last rain we saw for 17 weeks.
This just proves what a versatile little
yacht the Prelude is. I confess that in the
old days I used to dismiss it because it was
deadly competition to our Hunter 19
Europa, but now I am able to see it for
what it is: an outstanding boat from a
brilliant designer.
The evergreen Silhouette
If you are happy with a more sedate
pocket cruiser available at budget prices,
the evergreen Silhouette is worth a look.
Huge numbers of the 17ft 8in MkII
version (which is about 6in longer than
the original MkI) were built in plywood
before Hurley Marine introduced GRP
construction. The later MkIII version is
10in longer on the waterline, draws 5in
more, carries 165sq ft extra sail and has a
rounded rather than chined bilge. The
majority are bilge-keelers.
Enthusiastic owner Ed
Hughes sums up the
Silhouettes appeal and
a few of its drawbacks
and provides useful advice for small-
boat buyers.
I drew up a shortlist of three trailable
bilge-keelers under 18ft, Ed remembers,
the Hurley Silhouette Mks II and III,
Leisure 17 and 17SL and Rydgeway
Express Pirate. Although these three look
different, their statistics are similar.
Accommodation-wise, the Leisures and
the Pirate have much better arrangements
plus cabin headlinings compared to the
Silhouette, which has a very basic two
berths and nothing else.
After an extensive search I found
Misty, Ed continues, bought for 2,250
including many sails, trailer and outboard,
in good but untidy condition. Trailability
was a requirement but I had no
intention of trailer-sailing, the pursuit
Leisure 17: from 500
second-hand
Hurley 18:
second-hand
around 2,500
or project boats
from 500
Practical Boat Owner 579 October 2014 www.pbo.co.uk 39
Buying second-hand: 16- to 19-footers
39
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Practical Boat Owner 579 October 2014 www.pbo.co.uk 47
Gear
W
ith a few
exceptions, the
petrol outboard
has a monopoly
on propelling
our tenders and small boats.
These engines are cheap,
easily repairable, easy to refuel
and dependable enough to
get us where we need to go
in any weather.
Here at PBO weve been using a
4hp 2-stroke outboard on the
back of our project boat Hantu
Biru to get us around when theres
no wind. But its smelly, noisy,
heavy and requires us to carry a
can of fuel on board. Is there
another way?
We assembled a selection
of alternatives to the petrol
outboard powered by either
propane gas or electricity and
took them for a spin, rst on the
back of Hantu Biru and then on a
2.6m Zodiac inatable tender.
The Lehr outboards range,
imported from the US by
Lymington-based Hypro Marine,
runs on propane, either from a
small canister that sits in the
engine cowling or from a remote,
larger patio gas type cylinder.
We also tested electric
outboards, some of which
have been seen in the pages
of PBO before.
Most electric outboards are
trolling motors, designed for
American lake shing when the
large outboard is switched off and
the sherman wants a slow, silent
means of propulsion. However,
there are now some more options.
The rst on the scene and the
market leader in electric
outboards with performance
was Torqeedo. They make a
range of electric outboards,
developed in Germany, which
are claimed to offer performance
comparable to petrol engines, and
have been developed to be light
and powerful.
We also tried some cheaper
alternatives, made in China and
sold in the UK by Marathon
Leisure, which offer improved
performance to the traditional
trolling motor at a low cost.
How effective are electric
(left) and propane (right)
outboards when
compared with the
humble petrol equivalent?
Electric v propane
outboards
Are electric or propane outboards a
viable alternative to the ubiquitous petrol motor?
Ben Meakins and the PBO team test a selection to nd out
48
Gear test
Electric engines
O
n the face of it, an electric outboard seems the ultimate
solution for a boat lightweight, quiet, and it doesnt pollute
the water. Theres a catch, of course, and its a big one:
battery power.
Battery technology is moving on in leaps and bounds, and theres
a chance that in time a lightweight battery that doesnt cost the earth
and gives a long run-time and quick recharging will be developed.
But for now, batteries are the stumbling block theyre heavy,
and/or they have a short run time.
Torqeedo Travel 1003s
PRICE: 1,449
Contact: www.torqeedo.com
TECH SPEC
Shaft length: 62.5cm (short), 75cm (long)
Weight: 13.4kg
Maximum yacht speed: 4.5 knots
Acceleration to 4 knots: 26 seconds
Acceleration to 5 knots: not applicable
Bollard pull: 32kg
Tender maximum speed: 3.6 knots
W
e based our tests at
MDLs Cobbs Quay
Marina, where we
installed each engine on the
outboard bracket attached
to Hantu Birus transom.
We looked at the top hull
speed achieved at full throttle,
heading up and downwind to
establish an average. We then
slowed the boat to a stop and
selected full power to compare
acceleration, timing how long
it took for the boat to get to
4 knots and also noting the
time it took to get to 5 knots if
they could manage it.
This done, we transferred the engines to the inatable to carry
out a bollard pull test using a spring balance. Finally we took the
engines for a trip in the tender with two passengers aboard to
measure top speed, and also to make an assessment of how
useful theyd be in general use.
How we tested them
Benchmark engine
The rst motors performance we measured was Hantu Birus
usual outboard, a 4hp 2-stroke Mariner SailMate. This is
pretty much the optimum petrol engine for the boat relatively
lightweight, with a ne-pitch propeller, charging coil and an
exhaust that exits through the propeller hub to reduce noise. It can
be refuelled easily with readily available petrol. On the downside,
its thirsty, smoky and can be polluting if fuel is spilled.
Mariner SailMate 4hp
PRICE (SECOND-HAND)
FROM AROUND 400
TECH SPEC
Shaft length: 50.8cm
Weight: 25kg
Maximum yacht speed: 6 knots
Acceleration to 4 knots: 18 seconds
Acceleration to 5 knots: 21 seconds
Bollard pull: 45kg
Tender maximum speed: 5 knots
Measuring top speed two-up in an inatable tender
The compact Travel
1003s is extremely quiet,
especially at low revs
This compact engine comes with
its own padded carry bag. Its
lightweight and, best of all, has an
integral Lithium manganese
battery which slots into the top of
the engine. Two models are
available the 503 (1,249), which
has a stated equivalent of 1.5hp,
and the 1003, which we tested and
which sells for 1,449, rated at 3hp.
In use, the Travel 1003s delivered
almost instant power via its
twist-grip tiller a bit of a shock
until wed got used to it. The twist
grip also facilitates switching
between forward and reverse.
It was so quiet, especially at low
revs, that manoeuvring was eerily
calm and silent. Its bollard pull was
third-highest of all the engines on
test. There is an LCD screen on top
of the motor which displays GPS
speed as well as battery capacity
and the estimated range remaining
at the current throttle position.
In the tender it was ideal, being
small and compact, and pushed
us along at a useful speed.
The charging issue is still the
main drawback. It can be
recharged via mains power, which
means you can charge it on board
via an inverter or using shorepower
at a marina, which would take
around 15 hours for a full charge.
A fast charger is available for just
under 80, which reduces the
charging time to around 7-8
hours. A Torqeedo solar panel is
also available for a trickle charge,
and it can be connected directly to
the battery.
At full throttle it gave us a run
time of 40 minutes.
Practical Boat Owner 579 October 2014 www.pbo.co.uk 49
Alternative outboards
Haswing Proturar 2hp
PRICE: 449.99
Contact: www.marathonleisure.co.uk
TECH SPEC
Shaft length: 90cm (adjustable)
Weight: 14.3kg (motor), around 60kg (batteries)
Maximum yacht speed: 4.3 knots
Acceleration to 4 knots: 29 seconds
Acceleration to 5 knots: not applicable
Bollard pull: 34kg
Tender maximum speed 3.9 knots
This motor offers improved performance to the usual trolling motors.
For one thing, its rated at 2hp rather than the 55lb thrust seen on most
electric engines, which is a sure sign that it has been designed to
compete with petrol engines.
It requires 24V (2x12V batteries wired in series).
In use, after a momentary confusion that forward and reverse were
incorrectly labelled, it performed well not as well as the Torqeedo,
but at less than 500 it is considerably cheaper. The difference in
speed between full throttle and anything under a quick drop-off
was noticeable, but was ne once we were used to it.
It was impractical in the tender due to the two heavy batteries
needed, but on board the yacht it was impressive, providing
appreciable power for a low cost. It has a simple battery condition
indicator, and the shaft length can be easily adjusted. A wireless remote
and joystick can be used if required.
Haswing Comax
This 55lb trolling motor looked promising, but the unit that arrived
for test had been abused by a previous tester and was dead on
arrival. We hope to try another soon, and will report in the New Gear
pages at a later date on how it compares.
Torqeedo Cruise 2.0TS
PRICE: 2,499 SEPARATE LI-ION
BATTERY 2,099
Contact: www.torqeedo.com
TECH SPEC
Shaft length: 62.5cm (short), 75.5cm (long)
Weight: 17.5kg (motor), 24kg (battery)
Maximum yacht speed: 5.9 knots
Acceleration to 4 knots: 15 seconds
Acceleration to 5 knots 20 seconds
Bollard pull: 55kg
Tender maximum speed: 4.6 knots
The Cruise 2.0TS gave instant
power and the second best
acceleration on test
On the boat, the Haswing
Proturar provided
appreciable power for a
low cost
Cheap,
disposable
brushes
usually cost
less than the
solvent youd
need to clean
them for re-use
If brushes shed bristles,
try pinching the metal
collar tighter
Rollers, plastic spreaders and a paint tray essential tools for
epoxy coating and fairing
58 Practical Boat Owner 579 October 2014 www.pbo.co.uk
PRACTICAL
NEXT MONTH Sheathing and
laminating. Missed parts one and two?
Call the Copy Service on 01202 440832
The completed epoxy
coating provides a durable, waterproof nish.
Once it is fully cured, paint or varnish should be
applied after rst lightly abrading the surface
Epoxy-coating
a battery box
A
n epoxy coating will give a
durable, waterproof surface
to this plywood battery box (I
showed how to make it in PBO last
month). Im using new timber here
but remember that any surface must
be free of contaminants such as oil
or grease before applying epoxy.
When coating components, plan in
advance how you can treat all the
surfaces but still leave it to dry without
affecting the coating too much.
For example, when coating rudders or
daggerboards I have put temporary
xings in one edge to literally hang them
out to dry. Here I placed some wooden
battens on the bench to raise the edges
of the pieces off the workbench slightly
and prevent the coated edges sticking
to the work surface as the epoxy cures.
Plastic parcel tape stuck on the battens
would make them even more non-stick.
1
Ensure the working area is well prepared,
with everything to hand so you can work
systematically. Make sure you have plenty of
light to work in.
2
Mix the resin and hardener accurately and
then decant it into a larger vessel such as
a paint tray to give you the extended working
time required for coating.
3
Use a brush in awkward areas and ensure
the whole surface is coated well. Pay
particular attention to internal angles which are
easily missed.
4
A high-density thin foam roller is used on
larger areas and will quickly produce a
thin, even coat.
5
After the roller, tip off the coating with the
home-made foam brush dragging tool to
smooth the surface and remove air bubbles.
6
Pay particular attention to vertical surfaces
where runs might occur and use the foam
brush to remove them.
7
When the previous coat feels tacky the
next coat can be applied so it goes on
wet on wet. If its left to dry then it must be
abraded before the next coat. Two or three
coats form an effective barrier.
8
When applying each coat, work the roller
both horizontally and vertically with an
overlapping motion.
9
Tip off each coat and use a new head in
the foam brush for each new coat.
DIY PROJECT
STEP
BY
STEP
Practical Boat Owner 579 October 2014 www.pbo.co.uk 59
I
m a great fan of rigid
tenders. They row
and motor better, last
longer outdoors and
are often considerably
cheaper than their inatable
alternatives. While an
inatable is invaluable to
have aboard on cruises, a
good little rigid dinghy can
be much more convenient to
leave on the hard for regular
use such as getting in and
out to and from a mooring.
But while the weight and
lack of portability of a rigid
dinghy can be seen as a
positive advantage when it
comes to deterring thieves,
it can be downright awkward
when you do need to move
it about on dry land.
My regular tender is
Mahogany Bob, a 4.3m (14ft)
LH Walker Tideway dinghy that
will turn 50 years old next year.
She gets admiring glances
everywhere she goes, but the
price we pay for that is the
maintenance. She has to come
home at least once a year for
rubbing down and varnishing,
which involves turning her over
as well as swapping between
road trailer and launching
trolley. While there seem to be
plenty of takers for a trip upriver
with picnic baskets on a June
day, when its November and
she needs hauling onto her
road trailer in the drizzle, for
some reason I often seem to be
doing that bit on my own. She
weighs well over 100kg and is
almost 1.8m (6ft) wide, so I
have collected a few heaving
tips that are transferable to
any small boat.
For boat owners, a rigid or semi-rigid tender is
often the heaviest and most awkward-shaped
object we have to move about on land, especially
if we end up having to do it on our own. Jake Frith
has some tips and tricks to make life a little easier
Shove
me tender
Never underestimate the value of a front
dolly wheel on the launching trolley of
anything much bigger than a Topper.
My boat has almost no nose weight as
she is perfectly balanced on her trolley.
However, that trivial weight makes a
tremendous difference when you are trying
to pull her up a slipway as well as lift her bow
off the ground. With a nose wheel I can get
back to the transom and heave her along
with my full body weight behind her.
After some years with a swivelling nose
wheel on the trolley, Ive settled on a xed
one now. The swivelling ones seemed to
point the wrong way at inopportune
moments, and the hard pushing part (up a
slippery slipway) is all in a straight line
anyway. Its actually miles better as it stays
dead straight when I need it to, then when
Im parking the boat on the at surface of
the dinghy park I can just push down
slightly on the transom to lift the front wheel
to steer the boat. Towsure currently sell
these for 16.95 for a xed one and 17.95
for a swivel one: search www.towsure.com
for Trailer Castor Wheel. Just budget a few
pounds extra for a solid rubber-tyred wheel
to replace the standard pneumatic one,
which has a cheap Chinese tyre that will
fail after six months sunlight.
A third wheel
Moving a rigid tender
000mmx l0mm
)
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70 Practical Boat Owner 579 October 2014 www.pbo.co.uk
Great ideas and tips from PBO readers
Practical projects
Email your projects and tips to pbo@ipcmedia.com
or write to us at the address at the top of page 5.
We pay at least 30 for each one published
W
hen checking out the
boats at Southampton
Boat Show sitting in
the cockpits and studying the
interior layouts I look for
inspiration for improvements
to my Four 21 yacht Opal Spray.
On one yacht of a similar size
I found a very attractive cockpit
where the seating was angled so
that when the boat was sailing
and heeling, the seating position
was nearly horizontal.
A
nyone who sails knows the problem of
making drinks under way. Gimbals are ne
for stoves, but impractical for supporting a
tray that can be moved around the boat.
To overcome the problem I made a slanting tray
using UPVC foam board and some spare nylon
blocks which I had lying around. It could just as
easily be made using offcuts of wood.
The cut-outs are designed to hold tankard-type
mugs which have a wide, stable base, and they
stand on the central layer. The large hole holds a
plate steady.
If youre so inclined
Mike Rossiter makes a
well-heeled drinks tray
Looking for a more comfortable sailing
experience, James Brooking builds
booster seats for his cockpit
COST
60
emergency. I contemplated inserting
grab handles but this would
complicate things, so I decided that
a strap could be tted afterwards.
The sheet was cut to form a base
and the offcut shaped to provide
the contour I required. The foam is
easy to cut with a sharp, thin-bladed
knife and can be smoothed with a
Surform plane or a sanding disc, but
protection from the dust is needed.
The foam is strong enough to sit
on so tests can be carried out to
see if the cut shape is comfortable.
For durability and appearance I
wanted to encapsulate the foam in
a GRP layup: I made a trial sample
to ensure the foam would not be
melted by the resin. The result was
satisfactory: there was a little
The template for the seat prole
This drinks tray was made
from UPVC and nylon blocks
The cockpit of Opal Spray with the booster seats in situ
erosion, but not enough to distort
the shape. I used a combined mat: a
woven mat with chopped strand on
one side. This would give enough
strength and only need one layup.
Without using a mould I felt it
would be hard to get a nish to
match the cockpit colour, but a
gelcoat owcoat
was the answer. I
ordered it
pre-coloured.
I laid up the
top, front and
back rst, let it
harden then
turned the seat
over and
nished off the base and ends.
When this was set the edges were
smoothed and a strip of 50mm tape
applied to seal the joints. The nish
depends on careful sanding and
removing all dust: tack-free wipes
were used as a nal wipe-over.
The topcoat can be applied like a
thick paint: I applied it in stages so
the seats didnt have to be handled.
Some undulations could still be
seen after the topcoat had set, so
the surface was sanded to remove
high spots before a second
application of topcoat.
I spent around 120, but only
used half the materials. The rest can
be saved for another job.
Opal Spray has at seating that
gets uncomfortable after long
periods at the helm. To overcome
this Id made two 4in-thick foam
cushions, but when sitting my view
ahead was obscured for some
distance by the cabin roof. This was
not a problem out at sea, but made
life tricky coming onto moorings.
During the winter lay-up I looked
at ways of raising the seat and also
changing its prole. After
determining that an increase of
2-4in in height would be suitable, I
made a rudimentary seat from
wood offcuts to see if I was on the
right track, and then bought a child
booster cushion made of
polystyrene. Having a bigger
posterior than a child I reshaped it
to something more comfortable,
then had a prole I could replicate.
Still looking for a suitable material
from which to make the seats, I saw
some 120 x 50 x 6cm blocks of roof
insulation foam in a builders
merchants. The foam is light but
strong and does not give easily to
nger pressure. I realised that if I
made seats from this material theyd
make good buoyancy aids in an
The foam core was covered with a GRP layup
Practical Boat Owner 579 October 2014 www.pbo.co.uk 71
Spice pot lids
are the perfect
size to cover
the transom
shower
ttings
Practical projects
Readers Tips
H
aving upgraded from a
Hurley 22 to a Westerly
Griffon we now have a cockpit
locker that can easily swallow
whatever we throw into it.
The problem is, everything
seems to gravitate to the bottom
or drift into the great big void
astern of the water tank.
A previous owner had xed a
few hooks inside: however, these
are too small to take thick lines
and, as theyre made from mild
steel, are slowly rusting away.
BOTTLE THAT
IDEA!
I
needed to
anchor
overnight in the
outer harbour
at Ilfracombe in
order to catch
the morning
tide, and it is a
requirement that an
anchor light is displayed.
I normally hang a hurricane
lamp from the rigging but on
this occasion I didnt have it
with me, so I improvised a light
from a Maglite torch, a plastic
bottle, kitchen foil oating in
a few inches of water, and
insulating tape.
The foil in the bottle reected
the light with the movement of the
boat (but Im sure white paper
would have worked as well).
It was necessary to cut the lid
off the bottle so that the torch just
tted and judicious placement of
the tape allowed the light to be
KITCHEN RAIL LOCKER TIDY
IS A GREAT IKEA IDEA
COST
3.50
A visit to IKEA yielded the
answer in the form of a Grundtal
stainless steel kitchen utensil
rail, available in 40cm, 59cm
or 80cm lengths. We selected
the 59cm version and screwed
this to a block of wood just inside
the locker.
Now we can secure the ends of
fender lines, bucket lanyards etc
with a simple hitch round the rail,
keeping everything in control and
easy to extract in a hurry.
Jerry Armitage
Putting a lid on it
Ivan Barnetson puts spice pot lids to a new
use as transom shower tting covers
COST
ABOUT
4
H
aving made polished
stainless steel bezels
for my Nimbus 280C
motorboats cockpit lights from
the bottom sections of two Indian
spice pots (PBO March 2014), I
next found a use for the lids.
The soft hinge tabs of the rubber
caps for my yachts transom
shower and cold water tap had
broken: the caps were barely held
in place and at risk of falling out.
The exteriors of the plastic ttings
were also showing their age, but as
the shower head, piping and cold
water tap were still in very good
condition and worked perfectly,
replacement was not warranted.
The pot lids proved to be the
perfect diameter to cover the plastic
ttings, but rst I needed to nd a
means of swinging them out of the
way when the shower was in use.
I tried to locate a pair of suitably
small stainless steel hinges on
the internet and at boat jumbles but
without success, eventually settling
on two chrome-plated cranked
brass hinges instead.
I carefully bent the ends of the
cranked arms of each hinge to
follow the contour of the lids, then
used masking tape to x the hinges
and lids together on a at piece of
wood so that I could mark each
lid with the exact positions of the
holes. I had some small stainless
steel screws and nuts which Id
saved from other scrapped pieces
of equipment. I covered the
stainless lids with masking tape
to protect the polished surfaces
from swarf scratches, carefully
drilled them to take the screws
and led off the burrs before
attaching the hinges.
I taped the lids and hinges in their
exact positions over the transom
shower ttings and, having marked
the hull, drilled it to take the
stainless steel screws. It was then
merely a case of using mastic
under the hinges and screwing
them to the hull. Limited space and
the curve of the transom meant it
was necessary to locate the hinge
for the shower head cover at an
angle. The tap cover was hinged
vertically to the side. The covers are
in a sheltered position and remain
rmly shut without any locking
device whatever the weather.
Lanyards and fender lines are secured with a hitch round the rail
switched on and off.
The small current drawn by
the Maglite meant that it stayed
lit all night, and indeed I am
still using the torch on the
same batteries.
Bob Hitchings
ABOVE Bob Hitchings effective,
improvised anchor light...
INSET ...makes use of a plastic
bottle, a torch, foil and tape
ABOVE The lids
open via chrome-
plated cranked
brass hinges
72 Practical Boat Owner 579 October 2014 www.pbo.co.uk
PRACTICAL
Teak-laid decks look great on virtually any boat, but sooner or later
theyll need maintenance requiring more than just a scrubbing brush
and a bucket of water, as Richard Johnstone-Bryden explains
B
y virtue of their
role, laid decks are
subjected to a lot
of wear and tear.
This inevitably
causes problems that will
have to be dealt with either
as emergency repairs or
as part of a longer-term
maintenance plan to
preserve watertight integrity.
From time to time it may be
necessary to replace one or more
teak planks within a laid deck,
either because of rot, impact
damage or because theres a hole
left by the removal of a redundant
deck tting.
Youll need to inspect the sub-
deck fairly easy if theres a tting
to remove, otherwise youll have
to cut away rotten or damaged
planks with a chisel or router to
see what state the sub-deck is in.
This will determine the overall
scale of the job. If the sub-deck
(usually marine plywood on
wooden boats) is damaged you
may have to either t a small patch
or replace an entire sheet or
sheets of plywood. On a modern
production boat you may have to
carry out some glassbre repairs
to the GRP sub-deck.
Once you have established what
(if any) repairs have to be carried
out on the sub-deck you can work
out how much of the teak planking
needs to be removed. This will be
inuenced in part by the position
of the nearest joints from both a
practical and aesthetic point of
view its always better to remove
an entire plank and cut a new one
to t the existing joints.
Practical demonstrations are
carried out here by Peter Graham,
senior instructor at the Suffolk-
based International Boatbuilding
Training College,
www.ibtc.co.uk.
Refurbishing a teak deck
STEP
BY
STEP
1
The rst job is to remove the surrounding
caulking sealant. Run a sharp craft knife
very carefully along each side of the old caulking.
This should be done carefully to ensure you only
remove the old sealant and not the wood on any
of the adjacent undamaged planks.
2
Now use a narrow chisel to cut the
bottom seal and help in pulling the
sealant from the seam.
3
Next turn your attention to any fastenings.
Begin by using a mallet and chisel to
carefully cut and prise off the wooden plug
above the fastening.
MAIN
Teak
planks
within a
laid deck
might need
replacing...
ABOVE ...if, for
example, they are holed by
now-redundant deck ttings
How to remove and replace a teak plank
Practical Boat Owner 579 October 2014 www.pbo.co.uk 73
Teak deck repairs
4
Clean out the
screw slot with
a sharpened bradawl
or similar, then with
luck the fastening will
be in good enough
condition to be
unscrewed. Ideally,
use a screwdriver
which ts the slot
exactly. For hard-to-
shift screws give the screwdriver a rm knock with
a hammer, or try tightening them a fraction before
unscrewing: that might be just enough to break
them free and wont mash the screw slot.
5
A router provides the most effective
means of removing a damaged plank.
Secure a batten to act as a guide for the
router to run along.
6
By nailing or screwing the batten through
one of the caulking seams youll avoid
leaving any lasting marks in the deck. On
wooden decks its worth xing above a deck
beam you dont want screws or nails going
right through the deckhead into the cabin below.
7
Now set the depth of cut on the router. If
the plank is more than 8mm thick, dont try
to chop it all out in one pass of the machine. If
the plank is 12mm thick, for example, its worth
making two passes at a depth of 6mm each time.
This will reduce the chances of the router jarring
and removing more wood than youd planned.
8
Once the batten is in place and the depth
of the router has been set, simply start
from one end of the section to be removed and
work your way steadily along the length of the
plank with the router.
9
Swivel the base of the router to cut into
wood further way from the batten. To avoid
having to adjust the position of the batten for
each plank simply attach an additional wooden
block of an appropriate width to the base of the
router so it stands further away from the batten.
15
The plank is now ready to be secured in
position. To improve the strength of the
bond, the plank is rst wiped with acetone to
remove the teaks natural oils from the lower
surface, then its laid on a bedding compound
which has been applied to the sub-deck. While
the bedding compound cures, the plank is held
in position with a series of wooden blocks
screwed along the seam or it may be screwed
down with countersunk screws which are later
plugged to match the existing planks.
13
Use the router again
to cut out the bulk of
the rebate, cutting slightly
to the waste side of your
marked lines
12
Sweep and vacuum
away the mess, then
you can determine the
required dimensions of your
replacement plank it can be
bought pre-cut to the right
size from your local timber
merchant or, if you have the
tools, you can machine a
suitably-sized piece of teak
yourself. Lay your planks in
place, then mark them up
appropriately so you can cut
rebates to match the existing
gaps of the other planks.
11
After
you
have made
several
passes
with the
router, the
damaged
plank will
gradually
be cut
away.
10
Take care when approaching plank end
joints that you dont let the router chomp
further than you want.
14
then
use a
small bull-nose
plane to trim
the remaining
excess.
74 Practical Boat Owner 579 October 2014 www.pbo.co.uk
PRACTICAL teak deck repairs
Recaulking
1
The amount of recaulking required after
the replacement of a plank or two will be
determined by the overall condition of the rest of
the decks caulking. In this example, much of it
was suspect so the whole lot has been removed
from the foredeck ready for replacement.
2
The weathered planks are rst sanded with a belt
sander: this not only improves the appearance,
but helps to level imperfections where some areas have
worn over years of use. In these circumstances it may
also be necessary to increase the depth of the seams
with a router to accommodate the new sealant but
this will only be possible if the planks are still thick
enough to take a deeper seam.
5
Check that the ends of the planks are all
even, marking up any imperfections that
were missed when the planks were rst laid.
6
Now trim back to your scribed mark with a
chisel. Vacuum away dust and debris from
all the seams before the next step.
7
Primer is now applied along the seams.
For hardwoods black shows how well
youve covered the seam, but on softwoods it
can bleed into the end grain so its better to use
a clear primer. Ensure the primer is compatible
with the rest of the sealant system.
8
A breaker tape is next applied along the
bottom of each seam to prevent the
caulking sealant from sticking fast to the bottom
of the rebate: this way the caulking can expand
and contract between the rebated seam walls
without actually coming unstuck from them.
9
A scrap of thin ply can be used to press
the breaker tape rmly into the bottom
of the rebate.
10
Use a narrow chisel to cut the breaker tape
at the end of a run. Ensure the bottom of all
rebates are taped, with no gaps.
11
Next is the process of injecting caulking
into the seam. Work slowly to avoid air
bubbles which could later undermine the seams
watertight integrity. Ensure the sealant stands a
little proud of the seam so that when it settles it
doesnt drop below the level of adjacent planks.
12
Follow the manufacturers instructions for
sealant curing time and how long before
the deck can be walked on. When its ready, run
a wide chisel over the seams to remove the
excess sealant before using a belt sander to
nish off.
3
Having
cut and
raked out old
caulking its
almost
inevitable
therell be
some minor
damage to the
rebates. Tidy
these up now
with a chisel,
squaring off
edges and
making sure
gaps are
nicely aligned.
4
Localised
areas of
rebate that need
deepening can be
cut with a chisel.
Practical Boat Owner 579 October 2014 www.pbo.co.uk 75
Practical demonstration of techniques by Ian Cook, joinery instructor at the Suffolk based International Boatbuilding Training College (IBTC). www.ibtc.co.uk
mitred through
dovetail joint
This joint has
the strength of
dovetails allied
with neat mitred
edges, Richard
Johnstone-
Bryden writes
1
Mark out the dovetails and
the 45 mitre on the end of
one of the pieces of wood to be
joined. Leave the dovetails
over-long for trimming later.
2
Cut the sloping sides of the
dovetails with a ne-toothed
dovetail saw and along the bottom
edge with a coping saw
3
then trim everything up
true with a sharp chisel.
4
Clamp the other piece of
wood, known as the pin
member, on top of the one with the
dovetails, known as the dovetail
member, to use as a straight edge
to chisel the shoulder line.
5
Proles from the nished pins
and sockets are now scribed
onto the second piece of wood
from the rst chalk helps to see an
accurate line. Repeat the previous
steps to cut new sockets and pins.
6
The bulk of the waste wood
has been removed. The pair
of end (uncut) pins will next be
turned into a mitre.
7
With the wood in a vice, saw
the two end pins down to the
mitre mark. Dont saw too far. Now
make the second cut (inset).
8
Now its the turn of
the dovetails: simply
cut across the ends to the
mitred line.
9
Time for a test t. Dont force the
joint or it may split, but a gentle tap
with a mallet may help. Some of the joints
here look like theyre binding a little too
tightly as they slide together...
11
With the
dovetails and
sockets a good t,
attention is now turned
to the mitre joint at
the edges. To ensure
everything remains
square, the joint is
held against a square
block as a dovetail
saw is run through
the mitred end.
12
Theres still a
saw-blades-
width gap between
the dovetail and
the sockets bottom
edge, so repeat
the procedure of
running the saw
down the mitred
edges. This does
the job of allowing
the joint to snug up
even tighter.
13
And heres the result a
perfect, tight-tting joint.
S
K
IL
L
S
W
O
O
DW
O
R
KIN
G
How to make a
PRACTICAL
STEP
BY
STEP
10
so some ne
adjustment with
a chisel is necessary.
14
All that
remains is to
saw off the bulk of
the protruding ends
of the dovetails and
pins before tidying
them up with a
smoothing plane.
76 Practical Boat Owner 579 October 2014 www.pbo.co.uk
ABOUT THE AUTHOR
Nigel Calder is author of the
best-selling Boatowners
Mechanical and Electrical
Manual. He and his wife
Terrie cruise aboard their
Mal 46 Nada which they used to test
various hybrid drives.
Using both diesel and electricity to drive a
boat sounds a great way to save fuel and the
environment, but hybrid technology is far from
straightforward, as Nigel Calder explains
Hybrid drive
F
or the past ve years I have been
involved in research to determine
if hybrid technology represents a
viable alternative to conventional
marine propulsion systems. Ive
come to the conclusion that the
answer is a somewhat qualied Yes but
not necessarily for the efciency reasons
cited by most proponents.
In this issue of PBO I will dene a framework
for gauging the efciency issues. Next time
well see how this plays out in the context of
hybrid propulsion systems, and then broaden
the discussion to look at other reasons for
installing hybrids.
First, we need a way of assessing efciency. I
am going to use Specic Fuel Consumption
(SFC). This is a measure of how much fuel it
takes to create each unit of energy delivered by
an engine. It is typically expressed in terms of
grams per kilowatt-hour (g/kWh). Its a bit like
what you see on your electricity bill, except that
instead of the cost per kilowatt-hour (kWh) of
energy you have used we are measuring the
fuel consumed in producing each kWh.
The SFC of an engine over its full speed and
power range can be expressed in the form of
a fuel map.
Technology
Could it work for your boat?
ABOVE RIGHT
One of the
electric motors
used for serial
hybrid evaluation,
wired up with test
equipment and
ready to go
MAIN Another
electric motor
being installed
for evaluation
Nigel Calders
Mal 46 Nada
has been a
test bed for
hybrid drives
Practical Boat Owner 579 October 2014 www.pbo.co.uk 77
Hybrid propulsion
Propeller loads
When an engine is used to turn a propeller we can
plot the power required to spin the propeller as a
curve on the engine fuel map. From this we can
derive the SFC at any point on the propeller curve.
The manner in which a propeller absorbs
energy is such that these curves are almost
always concave and never mimic the full load
curve for an engine.
As a result, the engine full load curve and
propeller curve can only be made to come
together at one point. Typically, a propeller is
sized such that this concurrence occurs at, or
close to, full engine speed and load (the
matched propeller in Figure 1, above).
If the propeller is undersized, the
engine will reach its full speed
before the propeller fully loads it
the engine will never be loaded
to its full rated power. If the
propeller is oversized, it will fully
load the engine before the
engine reaches its full rated
speed ie the propeller curve
will cross the engines full power
curve before the engine reaches
full speed, in which case the engine
(and transmission) will be overloaded.
What is apparent is that at no point on
any of the propeller curves is the engine
operating at its peak efciency of 230g/kWh.
It is this failure to load the engine to peak
efciency that denes the primary window of
opportunity for a hybrid system.
Note that at any engine speed or power
level, the matched propeller is operating in
a more efcient part of the fuel map than
the undersized propeller, and the oversized
propeller is operating in a more efcient part
Creating a fuel map
To measure specic fuel consumption (SFC)
an engine is operated from idle speed to full
speed, and from no load to the full load it will
support at any given speed.
The fuel consumption is measured at all
times, and divided by the load to derive the
SFC. This can be displayed in the form of a
fuel map, with contours that look like depth
contours on a chart, except that the contours
with lower numbers represent more efcient
regions of engine operation (ie less fuel is
burned per kWh of energy output) and those
with higher numbers represent less efcient
regions of operation. Typically these fuel maps
have torque or power on one axis of a graph
and engine speed on the other.
Much of our testing was done using a Volvo
Penta D2-75 engine the fuel map is shown
on the right. Peak efciency of 230g/kWh
occurs at around 1,800rpm and 28kW of load
(as measured at the ywheel). Total fuel
consumption at any point on the fuel map
equals the load at that point (eg 28kW) times
the SFC (eg 230g/kWh): 28 x 230 = 6,440g
per hour. The standard weight of diesel is
840g per litre, in which case this converts to a
burn rate of 6,440/840 = 7.67 litres per hour. Figure 1: Fuel map for the Volvo-Penta D2-75 test engine
of the fuel map than the matched propeller.
This suggests that we should always use
an oversized propeller but of course the
overloading may damage the engine and in
any case will prevent the engine from reaching
its full rated power. There are circumstances
in which the efciency gains of an oversized
propeller can be realised without the negative
consequences: Ill explore these in a
future issue of PBO.
Down the hatch: installing a 22kW diesel generator for serial hybrid testing
Adding test equipment to
the conventional engine
LEFT Modifying
a generator for
serial testing
Engine rpm
Undersized propeller
Matched propeller
Oversized propeller
E
n
g
i
n
e
p
o
w
e
r
(
k
W
)
Technology
78 Practical Boat Owner 579 October 2014 www.pbo.co.uk
Dening the window
of opportunity
During the course of our project we ran a series
of tests with multiple propellers on a 14.6m
(48ft), 18-ton yacht. We recorded SFC versus
boat speed (Figure 2, right). As expected, in
general the lowest SFC for a given boat speed
(ie most efcient engine operation) occurred
with the oversized propellers tested, the highest
SFC for a given boat speed with the undersized
propellers. The matched propeller curves were
in the middle of the pack. All of the propellers
came the closest to loading the engine to peak
efciency at higher boat speeds (ie higher
loads), but none loaded the engine to its peak
efciency of 230g/kWh.
If we assume a hybrid system can be designed
such that the engine always runs at peak
efciency, the theoretical fuel efciency gains are
represented by the region of the graph that is
beneath the propeller curves down to a line
drawn at peak engine efciency (in this case,
230g/kWh). This denes the principal window
of opportunity for a hybrid propulsion system.
The real-world window of opportunity will
be less than this. So long as the power for
the hybrid system is derived from running an
engine (we will look at situations in which this is
not the case another time), even if the engine in
the hybrid system is run at peak efciency, there are additional losses in the hybrid system
that must be taken into account.
In both serial and parallel systems (for an
explanation of the two, see the top panel,
right) the engine drives a generator which
provides power to an electric motor, either
directly or indirectly via the batteries. There are
losses in both the generator and electric motor.
If the energy is stored in batteries before use,
there are additional losses during the charge
and discharge cycles.
The cross-over speed
Taking these losses into account, we discover
that regardless of the propeller used, the hybrid
systems are always more efcient at low boat
speeds, but at some point the conventional
system becomes more efcient.
We dened this point as the cross-over speed
(Figure 3, bottom right). The more efciently a
propeller loads the engine in the conventional
system, the lower the speed at which the
cross-over occurs, and conversely the less
efciently a propeller loads the engine in the
conventional system, the higher the speed at
which the cross-over occurs.
If the energy in a serial system comes
primarily from the generator, and thus from the
engine driving the generator, the only way the
system will be more efcient than a conventional
installation is if the boat is operated for most of
the time below the cross-over speed.
A parallel system is different in as much as the
engine is still connected to the propeller shaft.
Given a sufcient knowledge of the operating
characteristics of the system, and a sufciently
sophisticated control mechanism, the system
can be designed such that electric power is
only used at those times when this mode of
operation is more efcient than conventional
operation. In this case, the system will never be
less efcient than a conventional installation.
The bottom line here is that in almost any
system there will be a cross-over speed, in
which case determining whether or not a hybrid
system will be more efcient than a conventional
system becomes a somewhat complex
calculation based on the operating prole of the
vessel (in particular, how much of the propulsion
energy is expended below the cross-over
speed, where the hybrid is more efcient, versus
how much above the cross-over speed, where
the hybrid is less efcient).
This calculation then has to be modied to
take account of other energy sources, such as
shorepower, solar and wind. In PBO next month
well see how these things play out, and explore
some other issues likely to play an important
role in the decision-making process of whether
or not a hybrid system makes sense for our
kind of boating.
Figure 2: Fuel consumption rates with different-sized propellers
Polishing
a prop for
maximum
efciency
Undersized,
oversized and
matched propellers
were trialled on the
same boat
An electric
motor for serial
hybrid testing
is lowered into
the boat
Undersized propeller
Matched propeller
Oversized propeller
Practical Boat Owner 579 October 2014 www.pbo.co.uk 79
Hybrid propulsion
There are two basic types of marine hybrid
propulsion systems. One is known as a serial
system, the other a parallel system.
At the present time, both include an internal
combustion engine. The difference lies in the
relationship between the engine and the
propeller moving the boat.
In the serial system, the engine drives a
generator which powers an electric motor
connected to the driveshaft: there is no
mechanical connection between the engine
and the driveshaft.
In the parallel system there is a direct
mechanical connection between the engine
and the driveshaft (as in a conventional
installation) with an additional electric motor
also operating on the same driveshaft the
two propulsion systems operate in parallel
on the same shaft. The electric motor in the
parallel system can also be driven by the
engine as a generator.
The primary goal in both serial and parallel
systems is to never run the engine at
anything other than peak efciency, and
to use stored electrical energy (which, in
practical terms, means batteries until we
get effective fuel cells) at all other times.
The batteries perform another critical
function, which is to act as an energy
balancer. If, for some reason, the engine has
to be run at a sub-optimal load, the batteries
are charged at a rate that applies whatever
additional load is necessary to maintain the
engine at an optimal load.
For example, if a serial system is running in
For a number of reasons we theorised that
our engine in hybrid use would, in practice,
deviate from peak efciency at times, but
that we would be able to hold it to within
5% of peak efciency. This raises the SFC
for the peak efciency in our test system to
230/0.95 = 242 g/kWh.
We surmised that we could build a
generator with an electrical efciency of
90% over the necessary power range for
the system. This raises the SFC to
242/0.90 = 269g/kWh.
We similarly surmised that we could build
an electric motor with an electrical efciency
of 90% over the necessary power range for
the system. This raises the SFC to 269/0.90
= 299g/kWh. This now represents system
operation in diesel-electric mode.
We used EnerSys thin plate pure lead
batteries (TPPL, a variant of AGM batteries
capable of supporting higher charge and
discharge rates than conventional AGMs) in
our project, for which we surmised combined
in and out (charge and discharge) losses of
15%. This raises the SFC when in battery-
powered mode to 299/0.85 = 352g/kWh.
These losses are represented in Figure 3.
Whats the difference between
serial and parallel hybrids?
Figure 3: The impact on fuel efciency of cumulative energy losses in a hybrid system
propulsion motor and eliminating the energy
losses inherent in using battery power, when
under electric power the parallel system
must always use the batteries and pay the
associated efciency penalty.
Because the engine in the serial system
is not connected to the propeller shaft, the
generator and electric motor have to be
powerful enough to deal with the highest
anticipated propulsion loads. This requires
powerful, and expensive, generators and
electric motors. In the parallel system the
engine is still connected to the propeller shaft
and as such can handle high propulsion
loads with the electric motor downsized to
handle light propulsion loads.
The batteries in both serial and parallel
systems are used to store energy from other
sources (shore power, solar, wind, etc) and to
absorb regenerative energy if available (the
energy created by a freewheeling propeller
on a yacht under sail, for instance).
diesel-electric mode with a propulsion load that
is not high enough to load the generator to peak
efciency, then the batteries are charged at a
rate that loads the engine to peak efciency.
When the batteries are fully charged and can no
longer absorb this level of charging current, the
generator is shut down and the batteries are
used for power until such time as their charge
acceptance rate is high enough to once again
enable the generator to be run at peak efciency.
In a parallel system, if the engine is being
used for light propulsion loads, just as in the
serial system the batteries are simultaneously
charged at a rate that maintains the engine at
peak efciency. If the batteries cannot accept
this level of charging current, the engine is shut
down and the boat is run under electric power.
Note that whereas the serial system can
sometimes be run in diesel-electric mode, with
the generator directly powering the electric
A large solar array on a catamaran
The author testing the battery pack
Installing electrical
test equipment
The mathematics of efciency losses
80 Practical Boat Owner 579 October 2014 www.pbo.co.uk
ABOUT THE AUTHOR
Learning from experience
A retired chemist,
Rene de Nijs started
sailing in his late 20s
and now cruises to
France, the British Isles
and the Baltic aboard
his Dick Koopmans-
designed Victoire 1044.
He sails from his home port Middelburg
in the south-west of Holland.
Rene de Nijs has a hair-raising night passage off the East Frisian Island of
Norderney, running with the tide and trying to avoid crashing into unlit buoys
Separating the men
from the buoys
there wasnt much wind but the sun was
shining, and we left promptly to take
advantage of the tide, heading west out of
the River Elbe into the German Bight. We
didnt anticipate any problems as I had
done my homework in the preceding days:
furthermore, I had sailed boats for more
than 30 years, while my friend was a
retired river pilot and an experienced
sailor himself. However, circumstances
can still surprise you, as will become clear.
A few months previously, we had
sailed to the Baltic in one go from
F
ollowing a two-month summer
cruise in Danish and Swedish
waters on our 10.4m (33ft)
Dick Koopmans-designed
Victoire 1044, my wife and I
were returning to our home
port in the south-west of Holland. We
sailed through the Kiel Canal and stopped
off at Cuxhaven, where my wife
disembarked and a friend joined the boat
for the trip home.
My friend arrived around noon on that
August day. The weather was pleasant:
Practical Boat Owner 579 October 2014 www.pbo.co.uk 81
Avoiding unlit buoys at night
*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.
LESSONS LEARNED
0 15 30
NM
Cuxhaven
Brunsbttel
Wilhelmshaven
Bremerhaven
Schiermonnikoog
Norderney
EAST FRISIAN ISLANDS
Dovetief
Kiel Canal
Schluchter
River
Elbe
River
Jade
GERMAN
BIGHT
GERMANY
NETHERLANDS
1
Never assume that your trip will be
a piece of cake because of a good
weather forecast. It was stupid of us to
go through the unlit Dovetief channel at
night and it was even more stupid not to
know that the Dovetief was mostly unlit.
2
Having your plotter at the chart table
may keep it away from salt and wet
conditions, but in an emergency you
need your plotter in the cockpit. At close
quarters the helmsman needs a clear
view of the situation instead of receiving
orders from below to steer to port or
starboard. A repeater function via WiFi
from the plotter below to a tablet in the
cockpit would be an option.
3
We had a searchlight on board but
didnt use it because the channel was
so narrow, and navigation from the chart
Schiermonnikoog to Brunsbttel: a Force
4-5 north-easterly had been blowing, and
we made the 125-mile trip in 24 hours.
However, with a temperature of 5C
during the night and only a single pair
of gloves between us, we had to take turns
at the helm of not more than one hour
in the dark: it was just too cold to stay
any longer in the cockpit.
With these memories fresh in our minds
we decided against a straight trip home
and opted to break the journey with a stop
at the island of Norderney, a 70-mile sail
from Cuxhaven. This would add a few
miles to the passage, but that would be
offset north of Norderney by a convenient
channel coming from the east, the
We had to stay in the buoyed channel
because of our boats relatively deep 1.90m
draught, and as we got closer to Norderney
the light interference from the island
became more intense.
I handed over the tiller to my friend
and went downstairs to the chart plotter
in the companionway. The electronic
charts had been updated before we left:
I hoped that the German harbour
authority had not changed the position
of the buoys in the interim, and I also
hoped the plotter was sufciently
accurate to keep us away from them.
I shouted instructions to my friend in
the cockpit to keep us in the middle of the
channel. We were on a kind of Russian
roulette rollercoaster: the tide was going
with us and increasing our speed over
ground. The buoys were less than half
a mile from each other, and with our
speed that only took ve minutes.
Sometimes I shouted courses to
my friend that he refused to act
upon as he thought he would hit the
beach and run aground: this didnt
improve the situation.
I tried not to think about what could
have happened if the boat had hit a buoy.
Would it have sprung a leak?
I didnt know, but just to get the rudder
stuck in the chain of a buoy was a
frightening enough prospect. We still
hadnt seen any unlit buoys, but according
to the plotter we must have passed 20 or
so, some only around 15m away. (Coming
back through this area in daylight, I easily
spotted all the buoys in the Dovetief!)
We made it to the harbour just after
0200 without hitting anything. Our
time of arrival was more or less as
anticipated, although we had much
more adrenaline in our blood than we
had bargained for. It was late, but we
treated ourselves to a beer and discussed
what we could and should have done to
avoid the situation.
table to the tiller was so chaotic, that
we had no time to get organised.
4
We also had radar, but again didnt
use it. It is a very valuable tool at
sea, especially in fog, but I doubted
it would have given the required
information in our situation.
5
The best decision when we realised
there were unlit buoys would have
been to go back to sea and wait until
daylight. We could also have continued
west instead of putting into Norderney.
6
Our planning was poor. It would
have made far more sense to leave
Cuxhaven on the following tide in the
middle of the night, so we would then
have approached Norderney in the
afternoon, during daylight hours.
Dovetief, and a
similarly benecial
channel to the west,
the Schluchter.
The tide had gone
against us sooner
than we expected and
we started to use the
engine around 1500,
anticipating that we would arrive in
Norderney Harbour around 0200. We
crossed the River Jade at 1800,
encountering a great deal of trafc going
to either Bremen or Wilhelmshaven. In
the evening there was still hardly any
wind, so we kept going using the engine.
It was close to midnight and already
completely dark when we saw the ash of
the rst buoy in the Dovetief.
Coming from the east, this buoy can be
detected easily as its light is distinct from
Norderneys many lights. However, we
suddenly realised that there are numerous
unlit buoys in the Dovetief, and started to
worry that we might hit one of them.
Send us
your real-life
experience
and w
in a
painting of
your boat!*
82 Practical Boat Owner 579 October 2014 www.pbo.co.uk
Boats
ABOUT THE AUTHOR
Jessie Rogers is
daughter-in-law to
renowned Lymington
boatbuilder and restorer
of the Contessa series,
Jeremy Rogers. She and
her husband Kit, Jeremys
son, work in the family business.
I
t was winter, and we werent in the
market for a boat, but Kit came
home one day and announced
that the Contessa 32 Assent was
for sale. Stories of Willy Kers
high-latitude adventures in Assent
were legendary in Contessa circles, and
Id seen pictures of her in the most
awe-inspiring locations, dwarfed by
great glaciers and battling epic seas.
Willy had mapped much of Greenland,
Iceland and the Faroes in this boat: he
wrote the Royal Cruising Club cruising
guide for these waters, nosing into
previously uncharted areas with his
forward-facing sonar, meticulously noting
the lie of the underwater landscape of
these treacherous shores. He had taken
her as far north as any sailing boat had
ever been at that time to Grise Fiord,
retreating just in time before the sea ice
closed in around him. Willy had also
ventured to Antarctica and Patagonia,
often single-handed or sometimes with
Refurbishing
a legend
Willy Kers well-travelled
Contessa 32 Assent a
1979 Fastnet survivor
accrued legendary
status over the years,
but had latterly fallen
into disrepair. Jessie
Rogers describes the
process of restoring
this plucky vessel and
adapting it for slightly
gentler family cruising
one or two crew. He returned home from
the southern latitudes via the Chilean
archipelago, the Pacic and Hawaii, before
heading to Vancouver then trucking the
trusty Assent across Canada, putting in
again at the Great Lakes and heading
back across the Atlantic.
After one nal trip to Greenland,
single-handed and at the age of 85,
Willy Ker had nally called it a day:
and now here was the renowned Assent,
languishing in a sorry state in a tiny
boatyard near Plymouth.
Kit wasted no time in heading down to
see her, stopping off to meet Willy (now
87) and Alan Ker at their farm en route. It
was Willys son Alan who helmed Assent
in the tragic 1979 Fastnet Race. He and
his crew were the only boat to nish in
Class 5 when so many others foundered
and many lives were lost. It was almost
certainly this one event that established
the Contessa 32s reputation for stability
and seaworthiness, leading to a whole
Assent under restoration in the
Rogers boatshed at Lymington
Willy Ker took
Assent to the icy
extremities of the
world: here she is at
Anvers Island in the
Palmer Archipelago
of Antarctica
Practical Boat Owner 579 October 2014 www.pbo.co.uk 83
3
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Practical Boat Owner 579 October 2014 www.pbo.co.uk 87
6
non-slip
deck paints
Non-slip paint is essential to maintain footing on a wet, pitching deck. But which
is best, and are DIY solutions as good as proprietary paints? David Pugh reports
A
fter the photo shoot with
the Sc 8M, I focused the
lens on the Se 33. With
the wind peaking, fresh water
descending from above to mix
with the salt and the 33 skimming
over the waves at an even more
brisk pace, it was a lively time.
One crest loomed over the
horizon and, rather rudely, broke
right into our photo boat to give
my cameras a salty soaking.
Thankfully the driver Ryan,
uncle of the two brothers was
a lifeboat coxswain for several
years and knows how to handle
small boats in big seas.
With the rain becoming heavier,
cameras were put away and we
all swapped boats. Dennis and I
hopped aboard the 33 while Dean
took the 8M back to the yard (just
along the quay) so she could be
prepared for delivery to her owner
in Hamburg the next day.
The 33 had been dropped into
the water the evening before I
arrived and she too was out again
immediately after our sail, having
her 2.1m (6ft 11in) steel-shafted
keel with its lead bulb changed for
the owners choice of the 1.7m (5ft
6in) alternative. Other options are
an all-lead L-n (again 1.7m/ 5ft 6in)
or another T-bulb giving a much
reduced draught of 1.4m (4ft 7in).
Boats are in and out of the water
and the yard at Safer before you
can blink. When theyre aoat,
theyre tweaked up and ready to
go. The approach here is in marked
contrast to that of yards that have
presented me with weedy-
bottomed test models whose
rigging is so slack they cant hope
to sail. When the people who
design and build the boats also sail
them, launch and commission them
and generally get their hands dirty,
things seem to work a lot better.
Made for the Med?
Developing the 33 was a major step
for the yard. The new boat was
intended to broaden their market
beyond northern Europe and the
lakes of Germany, Austria and
Switzerland to new territories
including the Mediterranean. They
needed a agship for the Se range
that was bigger, faster and more
modern in style but still a Safer.
The result does indeed have a
Mediterranean air: shes sleek,
with a near-ush deck, clean,
Comfortable sitting headroom below decks and everything you need for a
weekend. BELOW A fridge uses the space beneath the companionway
Safer Se 33
This retro-modern yer is fast but still
designed for comfort and easy handling
crew on the weather deck or, if you
prefer, in the long cockpit (with
space for at least ve people)
where theres a comfortable leg-
bracing width between the seats.
Synthetic teak decks add a
touch of extra class to a boat thats
already very nicely nished. Its
rare to see an 8M without them.
Real teak is used for the toerail
and the optional rubbing strake
with its stainless steel capping.
British owners would need an
anchor roller, which can be tted.
Theres already an anchor locker
in the bow.
With the rig coming from Seldn,
Dyform used for the standing
rigging, main and headsail
halyards in Dyneema, hardware
principally from Harken and
Spinlock and sails from Quantum,
theres nothing to complain about
in terms of xtures and ttings
above deck. Safer can customise
if you want anything non-standard.
Abaft the rudder stock is an aft
deck with a hatch giving access
to stowage (theres another locker
to port in the cockpit) and the aft
end of the engine. The engine is
mounted back here because, in
a relatively shallow-hulled boat
of this size, theres no room for
it further forward without creating
a raised companionway or too
shallow a cockpit.
Having the engine so far aft
means that the keel has to be well
forward to balance the boat. The
correspondingly long distance
between keel and rudder leads to
excellent manoeuvrability.
Accommodation
Below decks you nd
comfortable sitting headroom,
two saloon berths that run aft
under the cockpit seats, and a
V-berth in the bow. The galley
is amidships, and the heads
a sea-toilet that pumps into a
holding tank beneath the
forward berth. A fridge ts
under the companionway.
The interior is formed by a
moulding thats laminated not
just glued inside the hull.
Detailing is good: end-grain is
sealed, sole-boards dont rattle,
bunk cushions lift individually for
easy access to stowage and the
teak joinery is neatly nished.
Although production of a boat this
size has to be reasonably slick for
commercial reasons, corners
clearly havent been cut. For
example, deck ttings are tapped
into plates of stainless steel not
aluminium bonded into the
deck moulding. The ange on
the keel is recessed into the hull
moulding to combine strength
with a ush nish. All that might
worry me is that the fuel tank is
tted for life, beneath the cockpit
sole, though the connections can
be reached.
PBOs verdict
Designed and built by people
who know exactly what theyre
doing, the Safer Sc 8M is a joy
to sail and to look at and would
be just the job for daysailing,
weekending or coastal cruising.
Shes also an impressive
sea-boat and one that could
make a great little club racer for
a small crew.
94 Practical Boat Owner 579 October 2014 www.pbo.co.uk
Boats Safer boats on test
uncluttered lines and a large
recessed sun-lounging area abaft
the long cockpit. She also has twin
wheels. Some people like me
would prefer a tiller but, given that
most owners of the 26 choose
wheel steering, there was never any
question. Originally the idea was to
have a single large wheel recessed
into a cut-out in the cockpit sole.
That didnt work ergonomically,
so twin wheels it was.
This and other renements
were made during the tooling-up
process. The deck plug would be
lifted up and canted over to 30 so
Dennis and Dean could see how
things worked at an angle. The
quest for style was never allowed
to detract from the practicalities.
A privacy blind to separate the forward berth or when the heads is in use.
Alternative arrangements offer a separate heads compartment
Light, airy, modern and open is the theme below decks This is one of three layout options
A neat fold-up backrest for relaxing
and stretching out in the saloon
You can buy boat tests online
from www.pbo.co.uk by
clicking on Find PBO articles
and entering the type of boat
youre looking for in the search
area, or by calling the Copy
Service on tel: 01202 440830
COPY SERVICE
interior moulding is
cut to a minimum
to save weight.
Bonded into the
hull, it adds rigidity
to the structure as
well. Theres no
dead weight in this
boat: she weighs
just 2,800kg
(6,172lb), and
1,100kg (2,425lb) of
that is in the keel.
We were grateful
for this healthy
ballast ratio as we set off into a near
gale and out into the North Sea (as
we had with the 8M, we poked our
nose beyond the breakwater to see
what it was like). As well-designed,
light and sporty boats with slim
hulls can, the 33 took it all calmly
in her stride. With two slabs in
the main she sliced her way to
windward, rarely slamming even
when falling off the larger waves
and keeping us remarkably dry into
the bargain, though it was hard by
that stage to tell how much of the
general wetness was fresh and how
much was salt.
This boat had no instruments and
my hand-held GPS kept losing its
signal, so we had no accurate
performance gures. I would
guess that we were averaging over
7 knots on the wind and clocking
double gures downwind much
of the time especially after our
pit-stop to collect Dean and the
Code 0. The wind had dropped a
few knots and the temptation to try
a bit of downwind ying was just
too much.
A Code 0 is not the sail to get
the best from a boat in these
conditions we needed something
for deeper angles but even so
we all independently reckoned we
were hitting between 16 and 18
knots down some of the waves,
and none of us is a stranger to
those sort of speeds. The wheel
remained beautifully light and the
direct linkage told me exactly what
the rudder was doing. The blade
had a tenacious grip, only allowing
me to slide into one minor broach
when exploring the limits. Youre
allowed to do it once.
Sailing for fun
Its surprising how much fun you
can have on the water when its
blowing old boots and tipping it
down with rain. This boat is a blast
to sail and a doddle to handle. The
cockpit and recessed sun-lounger
between them are big enough to
accommodate a fair-sized party but,
with all sail controls led to the helm,
the idea is that only one person
needs to do any work.
Our test boat sported the optional
carbon rig an extra 15,000 or so
and well worth having for the gains
in comfort, let alone performance.
We also had an electric Harken 40
to port for the self-tacking jib. The
German-style mainsheet occupied
the starboard winch, so you have to
move across the boat to trim one
sail or the other. I would be tempted
by a straightforward purchase from
the end of the boom to the traveller
instead of the German system.
Sailing the 33 proved
emphatically that a boat that would
look quite at home in St Tropez or
Porto Cervo can also cope with the
North Sea in a pretty vile mood.
Shes conceived as a daysailer or
weekender but, like the 8M, has the
speed and seakeeping qualities to
take you pretty well anywhere. All
daysailer means in this context is
big cockpit, small cabin and no
guardwires (as standard). If I were
in a gale in the middle of Biscay I
would rather be on this boat (or the
8M, for that matter) than on a good
many of the so-called offshore
cruisers Ive tested.
Accommodation
In keeping with her external
appearance, the styling below
decks on the Se 33 is much more
modern than on the 8M. The nish
is simple to save weight hull sides
are ow-coated, for example and
light colours create an airy feel.
Future boats will have ports in the
topsides to let in more light.
Various layouts are offered, our
test boat having what will probably
be the most popular with a V-berth
in the bow (heads underneath),
galley amidships and settee berths
in the saloon. Finish is good and
detailing given plenty of thought.
PBOs verdict
The whole idea of the big daysailer/
weekender has yet to take off in the
UK, but to my mind it makes a lot
of sense. So many fully-edged
cruisers are used mostly for
weekending anyway.
Instead of calculating a boats value
by a formula that uses length, price,
headroom and number of berths,
maybe its time to consider factors
such as fun and what am I really
going to use the boat for? If you do
that, you might nd you end up with
something like the Safer Se 33.
SAFFIER Se 33
PRICE FROM 94,410
LOA 9.60m (31ft 6in)
Beam 2.72m (8ft 11in)
Draught options from 1.40m (4ft 7in) to
2.10m (6ft 11in)
Displacement 2,800kg (6,172lb)
Ballast 1,100kg (2,425lb)
Sail area 45sq m (484sq ft)
RCD category B
Engine Yanmar 2YM 15hp saildrive
While she most certainly looks the
business and more modern than
the 8M the lines of the 33 are also
slightly retro. As Dean put it, Do we
go modern, or stick with what we
believe? He was referring to the
shape of the stern as an example.
Going the retrouss route would
have been a major departure for
Safer. A more traditional shape, on
the other hand, is in keeping with
what the yard is known for and, with
the transom hinging down to form a
boarding step or bathing platform,
its more practical too.
The theme of modernity tempered
by tradition continues throughout.
Unlike the 8M, the 33 is built with a
cored laminate in the topsides. The
Practical Boat Owner 579 October 2014 www.pbo.co.uk 95
S
ome view a crossing of the Bay
of Biscay with trepidation,
having heard stories of how
formidable the weather can be.
Ive crossed the bay 13 times
now, and have motored the
whole way across on ve of those trips,
such has been the lack of wind and
drama. During my latest crossing, in the
latter part of April and the beginning of
May this year, we motored nearly half the
distance across between Portland and
Baiona in north-west Spain.
The bays reputation could well be a
throwback to the time when sailing
vessels, with their relatively inefcient
square rigs, were unable to shape a good
course to windward. Having been forced
into the shallow water by the prevailing
winds from the west, vessels were trapped
in the dangers of a lee shore due to the
Atlantic swell, which can build quickly
with a rapid deterioration in the weather
near land.
With more efcient rigs and sail plans,
more reliable engines and intelligent use
of easily accessible weather forecasts from
a variety of sources, modern yachts are
less likely to get into trouble.
There have nevertheless been occasions
in the last few years where yachts have
been caught in really bad weather,
sometimes with loss of life. One wonders
how detailed the weather assessments
were, and how much of a time imperative
was the driving force in setting sail. I
know of one delivery skipper who,
pressured by the owner to get the yacht
back to Britain by a particular date, set off
ABOUT THE AUTHOR
Sticky Stapylton has a
Yachtmaster Ocean ticket,
runs Arrow Yacht Enterprises
and is an RYA Yachtmaster
Instructor. During his long career he has
sailed most seas and oceans of the world.
Seamanship Crossing Biscay
The Bay of Biscay has a daunting reputation,
but Sticky Stapylton explains how meticulous
preparation of boat and crew, and a close
watch on the weather, will restore perspective
with a forecast Force 9. This trip ended up
with loss of life, and of the yacht. The
forecast was correct: it was the skippers
decision to sail that was wrong.
Geography
The Bay of Biscay is located between the
northern coast of Spain and the western
coast of France. The average depth of
the bay is 1,745m and the maximum
is more than 4,000m: parts of the
continental shelf extend into the
Crossing the
Bay of Biscay
O Brest
O Brest
Bay of Biscay
Cherbourg
O
FRANCE
O
St Malo
O Morlaix
Saint-Nazaire
O
O La Rochelle
O
San Sebastian
SPAIN
O
Bilbao
O
Bilbao
O
Santander
Iroise
Rochebonne
Yeu
Cantabrico Finisterre
Pazenn
WEATHER FORECAST
AREAS FOR BISCAY
O
La Corua
O
La Corua
E
u
r
o
p
e
a
n
M
a
r
i
n
e
O
b
s
e
r
v
a
t
i
o
n
a
n
d
D
a
t
a
N
e
t
w
o
r
k
Chartlet not
to be used for
navigation
SPAIN
C
o
n
t
in
e
n
t
a
l s
h
e
lf
FRANCE
UK
Topographic image of the Biscay seabed
96 Practical Boat Owner 579 October 2014 www.pbo.co.uk
bay, meaning there is relatively shallow
water in places. In the area approximately
47 00.00N 005 00.00W, the seabed
shelves from 2,100m to 120m over a
distance of 20 miles or so. This is almost
on a direct line between the Chenal du
Four on the west coast of Brittany and La
Corua, often chosen as the arrival port
after crossing the bay.
All these factors should lead the prudent
skipper to monitor carefully several
sources of weather forecasts at least ve
days ahead of the planned departure date.
Get hold of synoptic charts online, learn
how to decipher the diagrams, and see
how the weather out in the Atlantic is
likely to develop.
Boat preparation
Before setting sail its worth thinking
about your boats heavy weather gear,
where it is stowed and also all those items
that will help to make the onset of heavy
weather less of a drama.
Ensure you have a good stock of
anti-seasickness pills: these should be
issued to any crew members who doubt
their ability to avoid mal-de-mer. A
number of skippers I have sailed with
ignore this advice.
Of course there are some tablets which
produce an adverse reaction, but having
some crew unable to take part in the
sailing of the boat can put a great strain on
the remainder. During one of my crossings
of the Irish Sea, all four of the crew
suffered from severe seasickness and I had
to helm the boat for 36 hours. This would
be all right for a youngster, but some
pensioners might nd it a bit of a strain!
Do you have a trysail and storm jib, and
have you rigged them in calm conditions?
If you have a trysail, your mainsail may
have to be removed and stowed below: and
depending on how your trysail is rigged, you
may need to secure your boom to the deck.
Your storm jib may need a separate
forestay set up before the sail is hoisted.
Youll need to think through at what stage
you rig these sails, especially if you are
not receiving weather forecasts and the
weather is clearly deteriorating. You dont
want to be going forward onto a pitching
foredeck when the sea has become too
rough. If for some reason I have left it too
the bow, there is a good chance theyll
not strike the foot of the storm jib and
increase the chance of a knockdown
under the weight of water.
The storm jib in the main photo (above)
is attached to a sleeve which is run up
around the furled headsail. When I tried
one of these out, I was surprised how easy
it was to haul up the sleeve, though there
is the added complication of having to
remove the furled headsail sheets and
securing the sail with a sail tie.
Another problem is that the clew of the
furled headsail can be so high that your
tallest crew member has to stand on the
pulpit to secure it. This is not something
to be done in a rising gale and steep seas,
or you could well end up with a sail
looking like the one in the photo (left).
Can you remove your dodgers easily, and
can your sprayhood be either folded or
removed? The dodgers on this yacht look
quite a permanent xture.
Batten down the hatches
As a matter of course, your boats
portlights and scuttles should be closed
while youre at sea. I emphasise during my
Seamanship
late, I position the boat on a broad reach
while the sails are made on and then, if
needs be and the sail arrangement allows,
the sails are hoisted when everyone is
back in the cockpit.
Sometimes a straight out of the bag
storm jib will be made on quite low to the
bow. In a really heavy sea and if beating, it
may be wiser to have a strop attached to
the tack so that if waves are breaking over
PBO tested seven storm jibs in the January 2010 issue
A well-set storm jib is a more efcient
and controllable shape than a reefed
genoa during heavy weather
Too much sail in too much wind
and the sails can be torn to shreds
Practical Boat Owner 579 October 2014 www.pbo.co.uk 97
Crossing Biscay
crew brieng that no windows or hatches
should be opened without my permission.
I once had a crew member open the
forehatch during a cross-Channel night
passage after hed been sick down below.
He moved into the saloon, the sea got up,
and when I went below half an hour later
to nd out how he was doing, I found the
whole of the forepeak awash.
Does your boat have dorades, and do y ou
have covers for them? Merely turning y our
dorades downwind will not necessarily
mean you wont ship water in a heavy sea.
Slowing down
If you are going to be a serious passage
maker, you need to prepare some form of
drag device. For my rst long-distance tri p
to North Africa, I made up a sea anchor
which was rst put to the test off Tangier s
during a really strong levanter blowing
through the Straits of Gibraltar. It was made
from a strong canvas bucket supported b y
a cross frame: we lay to this for 36 hours
until the gale blew out, and lost only 60
miles to leeward over the time it was rigged.
Nowadays I have a series drogue, which
takes up rather a lot of space in a small
boat. Getting this out and readying it may
take up just a bit too much room in the
cockpit, so if you have such a device it is
worth working out how to have it fully
prepared and not too much in the way. I
keep mine aked into a large plastic utility
tub, but so far I have never have had to
use it in anger.
Secure everything
Before setting sail the wise skipper will
have a plan to ensure that nothing is
going to shift around if the weather
worsens. The security of all gear below
must be checked, particularly heavy items
such as tool kits and batteries. Are you
satised that the cabin sole boards will
stay in place if the boat broaches badly?
You might want to tape up all lockers
without positive locking arrangements.
Tidiness is all-important at all times at
sea: the photo above right was taken
during a bit of boat tuition in the Solent.
Do you have a grab bag? When was it
last checked, and are the ares in it up to
date? Brief your crew on the grab bags
stowage place, and show them its contents
and how and when it is brought on deck.
On long passages, I always offer crew
heavy-duty plastic bags in which to place
their wallets and valuables: these are
sealed up and placed in the grab bag.
A ships knife should be kept in a
prominent position where it can be found
easily when needed quickly although a
good crewman will always have a knife in
his pocket too. An even better crewman will
also have a marlinspike and a pair of pliers.
I have a cheap multi-tool which looks
very smart, but is in fact rubbish: any
attempt to loosen a stiff nut with the
pliers, and the grippers just twist out of
shape. Some of the other functions are
more useful (see PBOs December 2013 test
of 11 multi-tools), but one advantage of
mine is that it can be easily picked up if
dropped overboard in shallow water and
you have a magnet on a string to hand!
Pumping out
On my rst boat, the heads would siphon
in water on starboard tack if the inlet
seacock had been left open. The simple
answer was to turn the seacocks off after
nishing in the heads, but sometimes this
was forgotten.
On this boat we had a really deep sump,
so my rule was that the bilge was pumped
every hour while at sea: as soon as we had
more than a couple of pumps of wet I
knew that either a seacock had been left
open or we had a leak.
Despite its frequency of use (or perhaps
because of it) I only had to change the
bilge pump diaphragm once in 15 years,
and this was probably brought on by my
drill that after pumping the bilge pump
dry, an extra 20 empty pumps should be
given to get rid of any gas if we had had a
leak. This was before the invention of gas
alarms which, to be honest, I do not
overly trust even now.
I recommend that boat owners have the
handles of all pumps, especially those in
the cockpit, attached close to the pump
by a lanyard.
The main hatch must be secured in
heavy weather, but washboards are
difcult to handle at the best of times.
Each entry/exit to/from the boat down
below by a crew member necessitates
a dismantling and reassembly of the
For more on
drogues and their
effectiveness, see
the test in PBOs
Summer 2014
issue
Dorades can ship
water in really heavy
weather. A way of
closing or blanking
them off is sensible
Ben Meakins and David Pugh deploy a series drogue
during the PBO Summer 2014 issue test of drogues
Tidiness is important at all times at sea, even if
its just a jaunt in sheltered waters
A powerful magnet on a line can retrieve
metallic items lost overboard
Partner &
rcuf seokres
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To advertise call the credit card hotline: FREEPHONE 0800 783 9683
Practical Boat Owner 579 October 2014 www.pbo.co.uk 103
CRAFT FOR SALE
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QUALIFIED | EXPERIENCED | PROFESSIONALS
Yacht Broking & Conveyancing | Surveying & Designing
ABYA.CO.UK YDSA.CO.UK
s inlonorlhquoymorine.co.uk
www.norlhquoymorine.co.uk
NOPIH OU/Y
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See us at
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Stand A104
FOR 5ALE A 2006 I5LAND PACKEY 440
A unlque opportunlty to buy
one ot tbe most sougbt atter
long olstance crulslng yacbt.Tbls
2006 |P bas just been completely
tteo out to sall tbe meo ano
turtber.Tbe work bas just been
completeo but oue to a cbange ln
clrcumstances, we bave to let ber
go.Wasblng macblne, sat pbone,
copperbot, ssb 2.8 rlb, 8kw
generator, solar panels, wlno
generator, A|S, leo llgbtlng, ano
mucb more. L295,000
Call 07802989700
owerdavidqme.com
Cornish 5hrimper
Mucb loveo Sbrlmper Classlc (Sall num-
ber 624), owneo trom new ln 1994, kept
ln St [ust ln Poselano, Cornwall slnce 1999
ano malntalneo protesslonally by Pasco's
boatyaro. New malnsall ano boom cover
tbls year.Yamaba 5HP outboaro. Navy blue
bull, reo antltoullng, ott wblte oeck ano tan
salls. L13,500
01326 270681
christownsend624@gmail.com
Hunter Legend 37.5
S/Y Carlb. 8ullt
1993. Lengtb 11.4m,
beam 4.0m, oratt
1.7m.Wlng keel.
New mast, rlgglng,
maln ano genoa
2008, blmlnl ano
spraybooo 2010.
Yanmar 37bp
englne appro
2,500brs. Lotrans
cbart plotter,
Garmln GPS,
Paymarlne
lnstruments anoAutobelm.Wlnolass, 60m SS cbaln
CQP ancbor,Tbree cablns sleeps 7.Tollet ano
sbower compartment, bololng tank ano macerator.
2.6m rlb wltb 5bp o/b. Manutacturers brocbure
avallable. Locatlon: Fetla,Turkey
L20,000 evAT ono.
Contact: Gerry 8lake 0044 1249 782791
emall: gerry.blake@btlnternet.com
N
E
W
A
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D
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P
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BROUGHT TO YOU FROM THE THE PUBLISHERS OF:
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104 Practical Boat Owner 579 October 2014 www.pbo.co.uk
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
BOATS UNDER 10,000
BOATS UNDER 10,000
CRAFT FOR SALE
Prout Snowgoose EIite
37
Launched 2005. Well-equipped for
cruising. Twin 20hp Yanmar diesels.
Working abroad forces sale as boat is
hardly used. Valued at 95k but accept
82.5k ONO for quick sale.
Lying River Crouch - ready to go!
CaII +44(0)7939 226417
Norfolk Gypsy - Hull No.90 {Built 1996}
Green bull wltb yellow strlp. Harowooo 3-plece wasbboaros.
Space beater tor storage perloos. Overall cockplt cover (green).
Harowooo slatteo cockplt seatlng. Harowooo seat battens tteo
on att oeck. 8oom gallows ano cbocks tteo on att oeck. Lnglne
souno proong. Copper protectlon on mast tor gatt jaws. Haro-
wooo sole ln cabln ln lleu ot stanoaro marlne carpetlng. Compass
tteo ln cabln. Nav. llgbts at mast beao wlreo tbrougb. Sborellne
Compact vHF raolo tteo wltb aerlal on mast top ano watertlgbt
oeck plug ano socket. Autobelm selt-steerlng ST1000 + equlp-
ment tteo. Auto belm bl-oata unlt tteo (speeo/log/oeptb). |gloo
12v electrlc coolbo ln port cockplt locker. Flre etlngulsber.
Salls, (turllng jlb). 8oat complete wltb 8ramber Gypsy traller. 8oat
ls asbore ln Devon ano slttlng on ber traller - L20,000 ono.
For further information - 01647 277336
e.mail - margaretatrudge@yahoo.co.uk
Drascombe Lugger 1993
New malnsall wltb wlnoow. Full wlotb
traveller, new. Mercury o/b 4bp 4s, 4 yrs
olo.New bllge pump. Pe-conoltloneo trall-
er. Crulslng sbute. Poller jlb. Spray booo.
Day ano wlnter covers. 8owsprlt. 8oom.
On lano at Tborney |slano. L4,500
01730 893774.
jlawrie71@btinternet.com
Caledonia Yawl
Nellle D' ls a beautltul CaleoonlaYawl oe-
slgneo by |an Ougbtreao bullt to very blgb
stanoaros ano olleo lnsloe ano out. Sbe
comes wltb a 24 volt electrlc outboaro
motor ano a ot 12 volt batterles run ln
serles. Complete wltb roao traller, cover
etc. L9,000 ono
07850 090244
cowessailability@gmail.com
jeanneau 5un 2500
2007 Llttlng Keel 4 8ertb Outboaro Ln-
glne. Llgbtly useo ano always storeo asbore
Complete wltb roao/launcb traller.
Well equlppeo - cbart plotter, osc raolo,
autobelm, raolo.co player, marlne beaos
ano bollolng tank, trl oata lnstrument
Lylng - Pwllbell, Nortb Wales L21,995
Yel: 01352 770476
richardtresidder@supanet.com
X-342 1992 Racer Cruiser
Lylng Slngapore. Ltenslve ret 2012 ano bas
been useo tor Aslan Pegattas ano crulslng. Larger
boat now torces sale ot tbls lovely boat. New
Lnglne, mast, Nortb salls ano rlgglng plus A/C
means sbe ls gooo to go anywbere. |oeal tor any-
one looklng to start ber on ber net aoventure.
Sleeps sl.
For more pics/info 47,000 pounds ono
Mlutter@mac.com
Colvic Atlanta 26ft 1980
Dark blue bull, tan salls, tully batteneo
maln ln packaway system, lazy jacks, slngle
llne reeng, jlb turllng, spray booo, ooogers,
boarolng laooer, manual, ancbor wlnolass,
bruce ancbor, 90 teet ot cbaln, 20bp beta
olesel. L8,950 Warebam
john Lattimer
Phone 01929 553226
GK BaIfour ex Fyfes Honeybee
Wo o d e n Ya c h t 1 9 6 3
L 28ft x B 8.0ft x d 5.0ft Mahogany on oak
frames. 4 Berths. Varnished and in very
good condition. All the following new : Teak
nterior and Beta 20hp engine 70hrs,
Propeller and shaft, Sikta spruce Mast and
rigging, Lewmar electric windlass with 60m
12mm chain. Sails by Leach of Tarbet,
Rotostay roller reefng jib, Keel bolts, Tiller.
2x25ltr fuel tanks, 2 burner gas stove with
grill. Lying Millport, sle of Cumbrae,
Scotland. 07791254833
Vindo 32
1976 mooern classls etenslvely retteo
by present owner ano eceptlonally well
malntalneo & equlppeo.
New englne & tololng prop, unoer oeck
Octopus/Paymarlne Auto-belm, salls, rlg,
trloge, sbore power, GPS etc.
A comtortable sea klnoly crulser.
Lylng Lymlngton L29,950 07768 000
310 - steve@draycotts.co.uk
Yanita Built 1961
Yanlta bullt 1961 Freo Parker oeslgn 25tt
3 bertb.Yanmar 1GM10vHF GPS Lcbo
sounoer Autopllot Llttle useo tbls year.
Lylng Pln Mlll |pswlcb. L3,995
01223 263544
graham_frances@tiscali.co.uk
Ragtime for 5ale
8avarla 36. 11.4m, 2003. 610 brs volvo penta 29bp. 1
owner, 2 cablns.Wlll sleep 6.Tbe yacbt bas been maln-
talneo to a very blgb stanoaro. | want to sell complete
wltb all tbe contents. Peaoy to sall tomorrow.Wlll
only remove clotbes. Antltouleo ano new anooes tteo
last week. Salls are pertect, ln mast reeng ano turl g-
ure tore sall.Tbe yacbt ls palo untll eno ot September
ano bas many etras, eg. Panavlslon Frencb, |tallan ano
Sky.Tbe moorlng ls tbe best ln S.France ano avallable.
Cost ot moorlng per year t8,300 palo montbly. For
moorlng post 130 Capterrac St [ean, Nlce. t75,000
{0}44 7711062094 please ring for further
details jeff Wragg jeffwragg@hotmail.co.uk
Mirage 28 MkII bilge keels
Sbe was bullt by THAMLS MAP|NL 1981. One owner
trom new ano useo ber as a tamlly crulser malnly on
tbe Last Coast. 8ertbeo at Woolverstone Marlna, always
Wlntereo asbore. Lnglne ls aYANMAP 2 CYL 18/20
HP new 1994. Salls are roller reeng genoa. 8eblno tbe
mast roller reeng malnsall new 2002. Salls lncluoe a
crulslng cbute ano a storm jlb.Tbe tenoer ls an AvON
PLDCPLST. 2.5 HP MAP|NLP new 2003. PLAST|MO
galley cooker wltb Name tallure, 2 burners, grlll, tber-
mostatlcally controlleo oven.Tbe lnstruments lncluoe
eovHF wltb DSC reo button, bano belovHF new
2005, Furuno GPS, Garmln cbart plotter new 2009, Lcbo
oeptb sounoer. Sl bertbs lncluoe tbe optlon ot 2 oouble
bertbs. Heaoroom ln saloon ls over 6 teet. L10,950.
Alun Roberts 01494-872809
alunandmavis@waitrose.com
5eamaster 23
1973, same owner slnce 1990, lltt keel, large
cockplt, stanolng beao room, 5 bertbs, 4 seater
olnette, galley, sea tollet, 8eta 14 (2005) lnboaro
olesel, roller reeng beao sall, lazy jacks maln,
spray booo, oeptb gauge, lnNatable,Yamaba 2
outboaro. L3,485 Lylng Lymlngton
Contact 01590 670677
Classic 20 5qm Yacht
8ullt 1949, same
ownersblp 23
years. Petur-
blsbeo 2004,
lnc. new rlgglng.
Gooo conoltlon,
reaoy to sall, lnc.
salls ano outboaro.
On sbore ln Plymoutb. L6,500 ono
Call 01752 872196 or email
penny.hardy@btinternet.com
Van de Stadt
Jupiter 30
Built 1979 commissioned 1980 this exceptionally
spaclous n keel 30 toot crulser/racer otters 5
bertbs, beaos, gooo slzeo galley to starboaro ano
a suprlslng amount ot storage.
Full sulte salls. Tbousanos spent last tew years.
New 2008 upgraoes lncluoe 20bp beta englne,
stanolng rlgglng, cooker & maln.
Lylng Dale, Pembrokesblre L11,950
tel 0781 333 6956
for more pics info
www.tygwyncottage.co.uk
Malo 34 built 1994
Malo 34 built 1994. 40 HP Volvo engine
Electric anchor windlass. Bow Thruster.
New 2014 Raymarine chart plotter. New
2014 Sea brake. Autohelm. DSC Radio.
Cruising chute. Liferaft. Quality inventory.
Out of water survey done 2013. VAT paid.
Good all round condition.
Lying Sharpness, Gloucester : 67,500.00.
Telephone 01453 451105
Email: priscilla.jordan@sky.com
MARINE DIRECTORY
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
Practical Boat Owner 579 October 2014 www.pbo.co.uk 105
BOATS & EQUIPMENT UNDER 10,000 BEDDING
CHARTS
INSURANCE
CRADLES
FENDERING
ANTI-FOULING
YACHT CHARTER
LIFE RAFTS
BERTHS, MOORINGS & STORAGE
Haylingacht
COMPAN
Your one stopwinter storage &repair centrel
CaII 02392 463592
infohayIingyacht.co.uk
www.hayIingyacht.co.uk
PIus - Dsmosis treatment Spraypainting CRP&woodrepairs Coppercoat
Lstablished in l935, Haylingacht Co is a family-owned business located in a perfect
sheltered location on the western edge of Chichester Harbour. This year we have built brand
new luxury washrooms, with private shower and toilet cubicles, bought a new 38 tonne hoist
and this month have |ust invested in an extra 44,335 sq ft of secure, 4 metre high walled
hard standing, which is fully concreted with full electrics. Oh - and we've locked all our winter
package deal prices to the 20ll tariff.
Secure storage for winter
Por winter storage, but with a security in mind, then
look no further. we offer all the benets of the new 4
metre walled compound. There are special
deals for Multihulls, |et skis and sports boats.
uick 2-4 week storage deaIs
One of the benets of the new secure storage
compound is the layout. we can now offer short
turnaround deals - for those who want to do that
winter work quick, and be back in the water fast...
From39.00
per metre
From4.15 per
metre/week
Quay Lane Boatyard
in Historic Portsmouth Harbour
Bookings being taken
for Winter Ashore
Tidal Pontoon Berths & Swing
Moorings Also Available
Power & Water in Yard & on
Pontoons
See Website for full details
www.quaylaneboatyard.co.uk
02392 324214
Hurley 30
|an Anoerson oeslgneo Hurley 30 bullt by
Hurley Marlne 1974 '8enlsslmo'. ANoat,
Fowey, Cornwall Lncapsulateo leao keel
ano skeg LOA 30'00 (9.2m) Lnglne
2YM15 new 2012 Lcellent sea boat.
L8,000
07920 745329
pandcseaman@aol.com
Brigg 400s
4 metre rlb wltb 25 lltre tank, tonneua
cover on an easy llne traller. Complete
wltb mavman gps ano sbnoer. 8ay trame
wltb nav llgbts ano gps Antenor. L6,499.
07957 856 123
Westerly Warwick
21 tt. bllge keel. 10
bp nannl olesel, 140
brs., prop repltcbeo
to sult. roller reeng
jlb, 2 burner bob,
sea tollet, crulslng
cbute, autobelm, vbt raolo, oeptb sounoer,
30 m. ancbor cbaln, returblsbeo roao
traller. mooreo ullswater cumbrla. gooo
eample ot tbls popular 4 bertber. L3,750
Yel. 01768341529.
Westerly Centure
5 8ertb A layout, Furle roller beaosall recent
salls ln gooo conoltlon. 8oat bas been epoleo.
New englne 2005 8eta20, Paymarlne ST60 Wlno,
NASA Deptb gauge ano navte, Furuno GPS,
|com421vbt, SlmraoTP20 autobelm,splnnaker
ano Crulslng Cbute. Lylng |pswlcb L9,500 ONO.
Contact: 01473 780286
WISBECHYACHT HARBOUR
Prime East coast location with inland
waterway access. Winter discounts.
Town centre pontoon moorings
- diesel, electricity, water, showers,
toilets, CCTV. 75 tonne travel hoist
with 3 tonne crane for mast, rig/de
-rig. Secure hard standing. 120 tonne
slipway facilities. Yacht club.
Telephone for brochure
01945588059.
Email: cdorrington@fenland.gov.uk
THE JACOBS YACHTand boat
cradle LTD. All sizes and types of
craft catered for. Probably the best
designed and versatile cradle made.
Tel: 01394 448253. Fax: 01394
448408. Email
Forgejacobs@tinyworld.co.uk
www.jacobsboatcradles.com.
Alternatively send for a brochure. E.
Jacobs & Sons, The Forge, Kirton, Nr
pswich, Suffolk P10 0NU
HOO NESSYACHT CLUB
Friendly self-help club on the
Medway
Full sailing & social programme
Trot & swinging moorings, slipways
scrubbing docks, 10T travel hoist
large lay-up area, tender parks
New members weIcome
www.hooness.org.uk
07880 548804 Hon. Mem. Sec.
ANTIFOUL REMOVAL, LOW
pressure system, no damage to gel
coat/epoxy. Grit blasting of keels
available, gel peeling, osmosis
treatments/repairs etc.
www.symblast.com
Tel: 01202387289 or 07957 655978
BOATS FOR SALE. Buy in Greece
with confdence. British owner
operated brokerage. Quality Service.
Also bareboat yacht charter. Details
at www.pinnacleyachtsales.com or
tel: 0030 6947 040767
SAILING EAST COAST this
summer? Stop off at Eyemouth
Harbour - Great facilities at great
prices!
www.eyemouth-harbour.co.uk
Tel: 018907 50223
MARINE DIRECTORY Tel: 020 3148 2001 Fax: 020 3148 8316 email: tradeboats_ads@ipcmedia.com
106 Practical Boat Owner 579 October 2014 www.pbo.co.uk
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
Supp|iers of qua|ity waterproof fabric. C|ear 0.35mm PVC p|astic sheeting,
Strong outdoor PU breathab|e po|yester, heavy duty po|yester canvas,
PVC reinforced extreme|y strong UV stabi|ised fabric, |ight duty po|yester.
Made 2 Measure Boat Bags and Covers
Contact us for a FREE QUOTE
15% off your frst order
use discount code BOAT15
TeI: 01924 565230 Web: www.bagsandcoversdirect.co.uk
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Devon
Saturday
27th September
Newton Abbot
Racecourse
TQ12 3AF
Humberside
Sunday
21st September
Carlton Towers,
Snaith Nr Goole
DN14 8LZ
8outh Wales
Sunday
19th October
Margam Country
Park, Port Talbot
SA13 2TJ
1/5th share in Gib'5ea 372
8aseo ln tbe |onlan, Greece.
A comtortable boat wblcb salls tast ano
banoles well, manageo by a trlenoly synolcate:
mucb ot tbe mecbanlcal ano salllng equlpment
bas been reneweo ln tbe last tew years. An
autumn meetlng agrees booklngs tor tbe net
year: scbool bolloay oates avallable lt requlreo.
Cbangeovers usually ln Preveza or Nlorl, by
agreement. Wlnters Asbore.
Prlce L6000.
Ring Mike 01832 273168 for more
details.
1/3 share in 25ft Colvic Motor 5ailer
Lylng 8eaulleu rlver. 8osun servlce avallable. Prlce
lncluoes moorlng, malntenance ano lnsurance to
Marcb 2015. Well malntalneo. Price: 1,950
E: maurice@mecbird.co.uk
Y:07860 646024
1 / 5 S h a r e i n S a d I e r 3 2
New Flotilla Yacht 1979. n private syndicate since
1991. Condition sound, wear and tear refects age
and use. Original GRP. New Genoa 2014, roller
furling. Roller reef main, electric bow anchor wind-
lass, Autohelm. Maintained in Lefkas by established
yard. Share gives 4 weeks sailing a year. Selling
after 11 years fun sailing in onian. Price 4,000 ono.
TeI. 01963 350276 for more detaiIs.
1/5 SHARE JEANNEAU 36 South
Aegean Available, 6 weeks a year (2
to 4 weeks remaining this year).
Sails, engine, outboard all replace
within last 5years. 8,000 VAT paid.
Telephone : 07432153516
SLC MARINE UPHOLSTERY are
specialists in loose cushion
upholstery and furnishings for marine
leisure craft. www.slcupholstery.co.uk
Tel:01255 431738
Email:sales@slcupholstery.co.uk
BUSINESS FOR SALE CHARTER & HIRE
UPHOLSTERY
BOAT SHARES
BEDDING
BOAT NAMES
BEDDING
BOAT JUMBLES
SOLENT BOAT JUMBLE
Sunday 5th October
Royal Victoria Country Park, Netley, Southampton, SO31 5DR
(Jct. 8/M27)
KENT BOAT JUMBLE
Sunday 12th October
The Hop Farm, Maidstone Rd.
Paddock wood, Kent, TN12 6PY (Jct. 4/M20; Jct. 5/M25)
NEW & USED
BOATS/ENGINES/CHANDLERY
FISHING TACKLE
Entry 10am, Adults 4.Stalls 40, Car Boots 25.
Save 5 pre-pay online.
Chaddock & Fox Promotions
Ph: 07771 962 495; 07887 771451
boat-jumbles.co.uk
MARINE DIRECTORY
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
Practical Boat Owner 579 October 2014 www.pbo.co.uk 107
BOAT YARDS
FITTING OUT LIFE JACKETS
MARINE ELECTRONICS
TILLERS & RUDDERS
BOAT SCREENS & WINDOWS
PAINTS & VARNISHES
2014/2015
Lay-up charges 67,// heId at rates
for packages invoiced and paid
by 30.11.2014
FREE
Tidal Mooring
Offer
Low cost Iow power
LED RepIacement
Navigation and
Anchor Light
BuIbs
From
10.50
Low Cost
Low Power
LED Cabin Lighting
From 3.00
www.searoIf.com TeI. 01283 542718
S
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From 3.00
www.searoIf.com TeI. 01283 542718
TONYMACKILLICAN.CO.UK
RUDDERS & Tillers made to your
requirements Tel:01785 284949
MARINE DIRECTORY Tel: 020 3148 2001 Fax: 020 3148 8316 email: tradeboats_ads@ipcmedia.com
108 Practical Boat Owner 579 October 2014 www.pbo.co.uk
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
COURSES & TUITION
GLASSFIBRE & SHEATHING
MASTS SELF STEERING
OSMOSIS
SURVEYORS - SOUTH EAST
SURVEYORS - SOUTH WEST & WALES
MARINE ENGINE PROPELLERS
ROPES & RIGGING
-2+-0 .0 r B.Eng(Hons)
MRNA MABSE. Surveyor for
Pre-purchase, insurance, damage
surveys and BSS etc. throughout
southern England, the UK and EU.
Tel: 01323 898 782
Mob: 07931 565 798 Email:
rupert@rupertsmithsurveys.co.uk
Web: www.rupertsmithsurveys.co.uk
SPARS AND RIGGING
CRUSADERSAILS.COM
Tel: +44 (0) 1202 670580
E-mail: info@crusadersails.com
SALES & SERVICE WORLDWIDE
MARINE DIRECTORY
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
Practical Boat Owner 579 October 2014 www.pbo.co.uk 109
SAILING SCHOOLS YACHT & BOAT DELIVERY
YACHT CHARTER
Solent Based Sailing School
Competent Crew Day Skipper Yachtmaster Boat
Handling Milebuilding Own Boat Tuition Online Theory
www.commodore-yachting.com
Tel: 02392 504443 info@commodore-yachting.com
RYATheory and Practical courses Solent Charter
See us
at
Southampton
Boat Show
J065
Vessel management, Deliveries &
commissioning, Maintenance & coding,
RYAtuition, Racing
20 years experience, fully insured.
Based on the South Coast at Salcombe
MOB: 07867 987575
Ofhce: 01548 580210
Email info@frontrow-marine.com
www.frontrow-marine.com
MARINE DIRECTORY Tel: 020 3148 2001 Fax: 020 3148 8316 email: tradeboats_ads@ipcmedia.com
110 Practical Boat Owner 579 October 2014 www.pbo.co.uk
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
CREW WANTED
HOLIDAYS & TRAVEL
TRAILERS & TROLLEYS
MARINE ENGINES I/O
PERSONAL
SURVEYORS INTERNATIONAL
SANITATION
TRANSPORT
MARINE ENG & ANCILLIARY EQUIP
Sanimarin SN31
Comfort
T: +44 (0)1295 770000
www.Ieesan.com
Southampton Boat Show
Windward HaII, Stand D007
Special
Offer
Come & find us
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Luxury 8o.t Qu.||ty Scrv|:c
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MORBIHAN YACHT
SURVEY
EngIish surveyor Brittany based
IIMS registered and quaIihed
TeI: +44(0)7408842287
TeI +33(0)652840396
www.morbihanyachtsurvey.com
SHUT YOUR TRAP
Catch lobsters, crabs, prawns etc in
our folding traps & creels. see
range at www.interextrading.com or
www.yachtypots.com or email
info@interexint.co.uk
Tel: 01254 703 516
OUTBOARDS-DIRECT of Brighton
SUMMER SALE, save up to 34% on new
2011/12/13 Yamaha, Evinrude, Mariner
outboards. Spare parts for most makes.
Zodiac tenders. We ship wor|dwide.
01273 603322
www.outboards-direct.co.uk
SEALAND BOAT DELIVERIES LTD
Nationwide, Continental, Worldwide
for 40 years. No weight limit. 24hr
Lancashire Ops room. Tel: 01254
705225. ros@poptel.org
www.btx.co.uk
BOATTRANSPORT LTD UK,
France, Spain & Scandinavia. Tel:
07831 486710 (Mon-Sat). Boats 15' -
50' long. www.boattransport.co.uk
MARINE DIRECTORY
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
Practical Boat Owner 579 October 2014 www.pbo.co.uk 111
MARINE DIRECTORY Tel: 020 3148 2001 Fax: 020 3148 8316 email: tradeboats_ads@ipcmedia.com
112 Practical Boat Owner 579 October 2014 www.pbo.co.uk
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
MARINE ENGINES INBOARD
MARINE ENGINES INBOARD MARINAS
SAILS
Visit us at PSP Southampton Boat Show (F023) and
view the iange of Engines, Windlasses & Bow Tiusteis
TeI: 01603 714077
www.peachment.co.uk
UK Distributors for
Nanni DieseI, Lofrans'
and Max Power
NARINA BERTBS
W
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YEA
CUI5INC 5AIL
CUAANTEE
T. +44(0)1603 782223 |. salls@jeckells.co.uk \. jeckells.co.uk
MANY5AIL5
IN5TDCk
FDNEXTDAY
DELIVEY
CALL0160J
78222J
3|Y BRlTl5H, 3|Y QUALlTY,
3|Y
S/||S
8AL8 WANTED
spinnakers ,cruising chutes and snuffers
Free co||ection and top prices paid
www.exchangesaiIs.co.uk
01752895004
MARINE DIRECTORY
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
Practical Boat Owner 579 October 2014 www.pbo.co.uk 113
T I P O P T
et.1986
Clean your sails
thi winter...
28 YLARS 0F SA|L LAUN0RY T0 THL SA|LNAK|N0 TRA0L.
CLLAN|N0 HUN0RL0S AN0 TH0USAN0S 0F SA|LS, C0VLRS AN0 CAN0P|LS.
S
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&
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Seaview
windowpolish
tiptop
Find your nearest
trade partner...
South
Arun Sails Ltd
sailmakers.com
Arthurs Chandlery
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Banks Sails
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Batt Sails
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Bond Sails
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C&J Marine Ltd
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Coastal Covers
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Comfort Afoat
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Covercare Ltd
covercareltd.co.uk
Cover2cover
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Crystal Covers
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Dell Quay Covers
dellquaycovers.co.uk
Doyle Sails Ltd
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Elvstrom Sails UK
elvstromsails.com
Flew Sails
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GP Sails
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GR Proclean
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Chandlers Ltd
harbour-chandlers.com
Hyde Sails Service
fewsails.co.uk
Kemp Sails
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Lucas Sails
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Mastercovers Ltd
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Nickys Canvasworks
nickyscanvasworks.com
North Sails
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OneSails South
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Quay Sails
quaysails.com
Sailcare Co Ltd
sailcare.co.uk
Sail Style
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SO31
so31lof.com
Sussex Yachts
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Tec Sew
tecsew.com
Ultimate Sails
ultimatesails.co.uk
Eat
Jeckells the Sailmakers
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Lonton & Gray
lontonandgray.com
OneSails East
onesails.com
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northropsails.com
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sufolksails.net
Wilkinson Sails
wilkinsonsails.co.uk
Wet
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armadasails.com
Dart Sails
dartsailsandcovers.co.uk
John McKillop Sails
classicsails.co.uk
Penrose Sailmakers
penrosesails.co.uk
Sailtech
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Solo
solosails.com
Ullman Sails
ullmansails.co.uk
North
Douthwaite Sails
douthwaitesails.com
Ecossails
ecossails.co.uk
Storrar Marine Ltd
storrarmarine.co.uk
Trident UK
tridentuk.com
Ireland
Downer International
downerint.com
North Sails Ireland
ie.northsails.com
Olimpic Sails
olisails.ie
UK McWilliams
uksailmakers.com/
ireland.html
Quantum Sails
www.quantumsails.ie
US|N0 THL 8LST CLLAN|N0 AN0 C0AT|N0 PR00UCTS|
m5... our new Ant|fungac|da| process, th|s |nvo|ves c|ean|ng and coat|ng of your sa||.
|f your sa||s suer from b|ack dot m||dew or green a|gea growth spec|fy th|s serv|ce, |t w||| prevent growth for up to 9 months.
Seal & glide... |f your sp|nnakers are soft and t|red or you fur||ng genoa or ma|n needs to stay dryer and fur| t|ghter
spec|fy th|s treatment and see the amat|ng resu|ts.
Seaview... ALL our covers that are c|eaned |eave the workshop ,w|th a|| w|ndows po||shed ,w|th our own deve|oped w|ndow
coat|ng. watch the ra|n just run o as standard at no extra cost.
S
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l
&&
ll
&
Sea Se Se view
window
a
polish
www.tiptopsails.co.uk
NLw wL8S|TL.
J08 VACANCY.
Wale
The Boatshed
theboatshedwales.
co.uk
JKA Sailmakers
Ltd
jkasailmakers.co.uk
Very hardworking,
conscientious person with
sailing experience. Working in
our team cleaning sails and covers this winter October April.
C.Vs to tiptopsails2@gmail.com to apply.
jk
Nicholsons Hughes
Sails Ltd
nhsails.co.uk
Saturn Sails
saturnsails.co.uk
Scotland
MARINE DIRECTORY Tel: 020 3148 2001 Fax: 020 3148 8316 email: tradeboats_ads@ipcmedia.com
114 Practical Boat Owner 579 October 2014 www.pbo.co.uk
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Fancy iegulaily sailing a
433 Dufoui Giande Laige:
Shaie the costs, the fun and the
sailing with Fleet Ciuising Club.
Mooied in Plymouth in the
summei and who knows wheie
in the wintei.
RingRogei on 07947 307333 oi
visit www.eetcruisingclub.co.uk
MARINE ENGINES OUTBOARD
INSURANCE
INSURANCE
RECRUITMENT
Practical Boat Owner 579 October 2014 www.pbo.co.uk 115
To advertise call the credit card hotline: FREEPHONE 0800 783 9683
INSURANCE
W1ndsor:
13.15
Mon
13
May
Wea1her:
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Toether we've ot it covered
Ca|| now on C/3Z ZZ3 bbC or v|s|t
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An Am||n Grcup Ccmpany
5PEC!AL!5T BDAT !N5UPANCE