vol.7 iss.2 - Grand Banks Yachts

vol.7 iss.2
spray
THE MAGAZINE FOR GRAND BANKS OWNERS & ENTHUSIASTS
CONTENTS
On the Cover
PHOTO: 55SX #01 in Narragansett Bay, Newport, Rhode Island
06
4 Fall Rendezvous
Check the latest photo highlights from owner’s
events from Maine to Vancouver.
release of the new 41 Heritage EU (41EU). Many of you
have asked for a smaller GB, one that harkens back to
the 36 and 42 models from years past. The new 41EU will fill
this need, but it will also be a very different animal in regards
to its design, performance, and technology. We are so excited
about the ground breaking features of this new boat — and based
our best to release information as soon as it becomes available.
Some aspects may change, but production has already begun
on this exciting new model. At its finish, we anticipate a versatile
coastal cruiser that is equally happy at 10 knots as it is at 22 (or
more). With the storage, range, comfort, and fit-and-finish on a
ing addition to our product line next year. For more info on this
model, check out our features special starting on page ten.
This issue of Spray brings a variety of news, including an expanding dealer network in Australia and New Zealand, as well
as more information on other new products like the 45 and 55
Eastbay SX, both well-received at boat shows in 2007.
guess that John has already plotted a course for his next big
adventure.
Don’t forget that you are the most important contributor to
Take a virtual tour and find out more details that
surround this legend in the making.
Spray, and we want to hear from you. If you’re refitting a GB,
or about to begin a refit project, please let us know. Owners
often wonder about the challenges and pitfalls to avoid during
this complicated but rewarding process, and we’d love to publish
your experiences.
64 Aleutian owner John Armati takes Liberty III on the
final legs of his circumnavigation of Tasmania.
p.09 Annual Dealer Awards
Borrowing from France’s Neptune Moteur magazine, we
present an account of a fabulous rally from France to Barcelona.
spray volume 7 issue 2
Grand Banks Yachts Pte. Ltd.
29 Loyang Crescent
Singapore 509015
Phone: +65 6545–2929
Fax: +65 6543–0029
U.S. HEADQUARTERS
Grand Banks Yachts
2100 Westlake Ave. N. Ste. 107
Seattle, WA 98109 USA
Phone: (206) 352–0116
Fax: (206) 352–1711
par with the best GBs on the water, the 41EU will be an excit-
72 Aleutian RP with an enclosed flybridge/pilothouse. We can
Check in on the latest GB news and notes.
GB HEADQUARTERS
on your feedback we know that you are too — so we are trying
the Grand Banks crew are working hard on completing a unique
20 Grand Tour — European Style
n this issue we are unveiling a bit more about our 2008
Southern Ocean. Liberty III may become Liberty IV, as John and
14 Van Diemen’s Land, Part II
Grand Banks Yachts
c/o Jonathan Cooper
2100 Westlake Ave. N. Ste. 107
Seattle, WA 98109 USA
Email: [email protected]
Phone: (206) 352–0116 x114
gation of Tasmania, picking up where we left off, near the famed
10 More on the Revolutionary 41EU
I
SUBMISSIONS
Also, in this issue, we finish John Armati’s story of his circumnavi-
6 Scuttlebutt
2
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>
The gorgeous new 55 Eastbay SX débuts in
Newport, Rhode Island, for her first photo shoot.
Keep those stories and photos coming!
Jonathan Cooper
Editor
EAST COAST SALES/SERVICE
Two Marina Plaza
Goat Island
Newport, RI 02840 USA
Phone: (401) 848–7550
Fax: (401) 848–7551
SOUTH, WEST SALES/SERVICE
3027 Marina Bay Dr. Ste. 110
League City, TX 77573 USA
Phone: (512) 288–5518
Fax: (281) 754–4125
EUROPE SALES
Port de La Napoule
06210 La Napoule, France
Phone: +33 (0) 4–93–90–36–74
Fax: +33 (0) 4–93–49–91–51
Mobile: +33 (0) 6–78–78–05–34
Cruising Club of British Columbia
THETIS ISL AND, BRITISH COLUMBIA: SEPTEMBER 21-23, 2007
East Coast Yacht Sales Rendezvous
YARMOUTH, MAINE: JULY 20-22, 2007
Fall Rendezvous Roundup
Stan Miller Yachts Southern California Rendezvous
Scenes from this season’s rendezvous in Canada,
Southern California, Maine, and the Mediterranean.
CATALINA ISL AND, CALIFORNIA: SEPTEMBER 28-29, 2007
Many of the most popular boating regions in the world are
supported by an active Grand Banks owner’s group. From
AGBM Rally to Barcelona
PORQUEROLLES TO BARCELONA: JUNE 16-27, 2007
Seattle to Singapore, the Gulf Coast to the French Riviera,
Grand Banks Owners Associations support the GB lifestyle
by hosting annual rendezvous. Each rendezvous is different, combining boating activities, seminars, contests, and
social events that are unique to each region. If you haven’t
been to a rendezvous lately, or want to experience one for
the first time, visit www.grandbanks.com/rendezvous for a
calendar of these annual events. To find an Owner’s Association in your area, go to: www.grandbanks.com/GBOA
4
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55sx
TAKE A FIRST LOOK AT THE
STYLISH SUCCESSOR TO THE
ACCLAIMED 54SX.
It’s okay to stare. In fact, the new 55SX turned heads and grabbed the attention
of boaters all along the eastern seaboard, as she made her way from Newport
to Lauderdale for the fall show season. If you haven’t been one of the lucky few
to get aboard yet, here’s what you’ll find when you do: a more spacious salon (3
feet longer than the 54SX), a huge cockpit, a new helm station with better visibility,
equally generous mid-ship and forward staterooms (each with en-suite head), and
an entirely new level of stately elegance. Be sure to check out new options like the
galley-up layout, power sunroof, and a davit that hides away from sight.
With top speeds above 33 knots, a host of impressive performance features and her
proven C.R. Hunt Associates hull design, the 55SX is a true thoroughbred.
FOR PHOTOS & DECKPL ANS, VISIT:
grandbanks.com/55sx
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7
An expansive new feature of the 45 Eastbay SX.
If you haven’t seen the new 45SX since her debut in
Miami earlier this year, take note: from hull #02 on,
Grand Banks has extended the cockpit three feet –
replacing the integral swim platform and adding a
traditional bolt-on platform. The result is the largest
cockpit in her class, a teak-decked expanse more than
10 feet long.
It’s a wonderful feature for those who love to enjoy
outdoor living on board – especially when combined
with the unique galley-up-and-aft layout. Just open the
automatic drop-down window and clever Dutch door
to the salon for an amazing entertainment space.
WR20 Half Page H.qxd
3/8/06
2:10 PM
Page 1
At the annual Grand Banks Worldwide Dealer Meeting , attendees learn about new models,
share success stories – and still find time to socialize.
The historic seaport town of Newport, Rhode Island provided the perfect setting for a notable meeting of Authorized Grand Banks Dealers from around the
world. Sessions and seminars in conference rooms were balanced by a day of
sea trials onboard models in each of the Heritage, Eastbay and Aleutian Series;
for most dealers, it was their first look at the new 55 Eastbay SX. And everyone
was excited to learn more about the groundbreaking new 41 Heritage EU.
SCUTTLEBUT
New, Larger Cockpit
GB Dealers Gather in Newport, R.I.
But it wasn’t all business. A cocktail party at the supremely elegant NYYC clubhouse overlooking Newport Harbor loosened some ties and strengthened old
friendships. Day three activities brought out the more competitive side: some
opted to participate in the golf tournament, while others tested their mettle on
teams aboard three historic 12-Meters that raced back and forth across Narragansett Bay.
At the end of it all, though, was a chance for Grand Banks to show appreciation
for everyone who came as part of a distinctive network of the world’s best dealers – and to celebrate the achievements of this year’s top performers (see below
for complete list).
The new wireless RemoteCommander both displays and
controls onboard electronics, and doubles as a VHF handset!
NEW
The first remote control with VHF, intercom and cellphone functions
REMOTE
COMMANDER
Whether your passion is sailing, cruising or
fishing the new RemoteCommander from Simrad
gives you the ultimate freedom. Using the power
of SimNet the RemoteCommander provides
complete wireless control of all
your networked products and will
even answer your cellphone.
For more information, please contact:
VHF Radios
Simrad Inc, 19210 33RD Ave West, Lynnwood, WA 98290
Tel. 425-778-8821 Fax: 425-771-7211
Autopilots
Instruments
NavStations
Call for the new Yachting Catalog or visit our web site.
www.simradusa.com
8
Small but powerful, the smart fully waterproof
remote even provides full VHF audio so making
calls is safe and easy. Whatever the weather view the data you need in the high visibility
display.
spray volume 7 issue 2
Top Worldwide Dealer
Top 5 Salespeople – Worldwide
Boatworks Yacht Sales
Diana McCabe
Boatworks
Paolo Murzi
Passepartout
Steve Fithian Hal Jones & Co
Clute Ely
Boatworks
Sven Petersen
DBC Marine
Top Dealership by Region
Western US Eastern US Asia/Pacific Europe Passage Maker Yachts
Boatworks Yacht Sales
Marina Velasis
Passepartout Yachting
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9
NEW MODELS
Big things do
come in small
packages
The 41 Heritage EU packs a stunning set of features in a smaller Grand Banks.
Since the retirement of the best-selling 42 Heritage model,
many owners have been wondering about (dare we say
“clamoring for”) a new, smaller-profile Heritage model in
the 40-foot range. Following a long and rigorous process of
design and development, we were proud to announce the
41 Heritage EU in August – to an immediate groundswell of
interest.
By now, you’ve probably learned about our plans to
incorporate the innovative Zeus pod drives from Cummins
Mercruiser Diesel. This propulsion system not only gives the
41EU unprecedented maneuverability and ease of handling;
it also provides the ultimate measure of operating flexibility. Owners can cruise swiftly at predicted speeds up to
24 knots, or gain increased fuel economy at displacement
speeds.
What you may not know are some of the other “hidden”
gems that will increase the cruising value for short and long
crossings, including trendsetting electronics controls and its
class-leading storage capacity.
For many owners, there is great beauty in the details — so
we’ve highlighted many of these features on the next two
pages, and even more at: www.grandbanks.com/41EU
41eu
1
Decks fore of the flybridge are
non-skid, and trademark GB
teak in the cockpit and side
decks. All stations and safety
rails are custom-built stainless
steel for maximum protection.
FABULOUS GALLEY-UP
2
Granite countertops, electric
stove, deep-basin sink, and a
full U-shape allows for gourmet
cooking and plenty of storage
for longer trips.
standard
3
4
5
GB’s traditional helm wheel
and electronics are laid out on
a teak himalaya with leather
wrap. The Zeus™ joystick control sits adjacent to the bench
seat for precision docking and
maneuvering.
12
1
7
Access to the spacious storage
under the salon is gained by entering a salon hatch with a dedicated
staircase to the lower level.
8
MASTER CABIN
With consideration for European owners, an optional
passarelle glides out easily from
the transom, but remains hidden
within the hull when not in use.
PRECISION CONTROLS
CONVENIENT STORAGE
Typical for any of GB’s EU or
RP models, a covered aft deck
is a perfect extension of the
salon. The roof protects owners
against the sun and allows easy
access to the flying bridge.
The standard layout sports a
generous L-settee, hi-lo table
and a straight settee (converts
to pull-out double berth) sits to
starboard.
OPTIONAL PASSARELLE
6
The 41EU will feature the advanced E-plex sensing and control
system in lieu of traditional wiring.
More capable, flexible, easier to
use and maintain, E-plex provides
increased functionality and
reduced complexity via intuitive
displays and user interfaces.
AFT COCKPIT
Main
Deck
SPACIOUS SALON
41eu
E-PLEX TECHNOLOGY
features
layouts &
SAFETY DECKS
9
The master stateroom has a
generous queen-sized island
berth, with plenty of storage
beneath. Hanging lockers to
starboard and port are lined in
cedar planking to reduce odor
and insect incursions.
HEAD & SHOWER
10
Access to the roomy head with
stall shower can be a private
entry from the master stateroom
or accessed from the hallway
across from the second cabin.
CENTRAL STORAGE
11
Benefitting from the location
of the pod-drive engines in the
aft lazarette, the central nave
of the ship is dedicated to
storage, and a workbench or
washer/dryer system. This can
be accessed from the salon via
a handy staircase.
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TWIN CABIN
12
A perfect cabin for kids or
guests, the 41 offers two single
berths in the standard layout,
accompanied by a cedar-lined
hanging locker. Single berths
also convert to a double using
a stowable insert.
standard
Lower
Deck
ZEUS PODS
13
Defying convention, the 41’s
engines and corresponding
“pods” sit in the traditional
lazarette. It results in a tidy
and efficient use of space and
minimal engine noise in the
cabin areas.
2
5
6
9
3
7
10
8
4
12
11
This boat is in the final phase of the
design process, therefore, renderings,
standard v. optional features, and
other information is subject to change.
13
<Continued from Spray, V7I2, page 32>
Van Diemen’s Land
T h e c i r c u m n a v i g a t i o n o f Ta s m a n i a o n L i b e r t y I I I
PA RT T W O [ Fe b r u a r y 1 2 - 2 8 , 2 0 0 7 ]
Prologue: It seemed like a really good idea. Kate and I holidayed in Tasmania in
December, 2006, with our children, Isabella, Alex, Siena, and Leo. We’d had a great
time, driving up to the peak of Mt. Wellington, visited Pt. Arthur, toured Hobart,
watched the Bicheno penguins marching up the beach, avoided the wide-spread
bushfires and delighted in Tourville light. The scenery was beautiful. Crisp clear air
highlighted the mountainous terrain, contrasting the land against the sea. My “good
idea” was to take our boat Liberty III on a voyage so we could see this beautiful
island from a different perspective. By mid-February we were on our way; our voyage
of a lifetime had begun.
Story & Photos John Armati, owner, 64 Aleutian RP #12
Malcolm’s Log, February 28: Up to now we had a great
day. 0100 hrs Wed. morning 25 knots NNE, gusting 30
knots. Liberty III holding Resilience and two yachts
to the north wall. All up, 140 tonnes. Surge in harbour
is uncomfortable to say the least – up & down all night
adjusting fenders etc. Grave eyes in morning. Yvonne and
I to Burnie to buy additional fenders.
The admiral begs, borrows, steals extra gear & secures
coat. 1300 wind abates to 10 knots much better. Some
yachts leave.
We ultimately secured Liberty III with a combination of lines from Resilience direct to the wharf,
chains around the piers shackled to the breast
lines of Liberty III and heaps of fenders and more
soon after. Its narrow 120-metre wide entrance,
with depths as little as four metres imposed significant dangers in any but the most ideal conditions. Safely through with no difficulty, we
set course for Strahan, another 13 nm into the
northern reaches of Macquarie Harbour.
Malcolm’s Log, March 1-2: Passed Cape Grim – fierce
looking. SW swells 1.5-2.0m. Light wind, SE 10 knots.
Much sea fog, very thick at times. 400 fog lifted 10 nm
to Macquarie Harbour leads. Sighted Cape Sorrell light
1420 ... Up the harbour to Strahan, watch the marks
closely. Anchored in Risbey Cove at 1700. Now a beer
and a swim. A great BBQ, everyone very relaxed. A bit
of a sleep in for all. Off the shore for scrambled eggs “à
la Strahan,” which means boiled eggs, mashed and lukewarm!
Next day, we were all
keen to walk to Cape
“We came through without damage knowing that withSorell lighthouse and set
out some luck — and help from others — it could have
out in the tender across
turned out badly.”
Macquarie
Harbour,
through Hell’s Gates
again and into Pilot Bay.
fender boards. I hadn’t anticipated the prospect
The weather was still perfect although there
of having three vessels rafted outboard nor, until
was a turbulent current as we passed seaward
the wind blew up, the loading imposed on our
through the narrow channel between the shore
lines. It was clear we had too few fenders, those
and Entrance Island.
we had were too small and the two-metre fender
boards were about a metre and a half too short. The following day we made another trip
We came though without damage knowing that through Hell’s Gates – our third in three days
without some luck — and help from others — on yet another vessel, the Lady Jane Franklin II.
it could have turned out badly.
Unlike our previous crossings, the weather was
boisterous and the harbour, its entrance and the
The passage from Stanley to Macquarie Harsea outside whipped along by a 30-knot northbour captured our complete attention from the
wester. The Lady Jane Franklin II turned raound
moment we let lines go 0600 and turned to get
and ran down the harbour to Sarah Island, site of
out of the Harbour. The passage to Hell’s Gates
a notorious prison camp established in 1822 to
was nearly 146 nm and took us on a winding
deal with men and women convicts who transtrack southwest down Hunter Passage Island;
gressed a second time. Some came to the island
southwest again before west-south-west to clear
as “remittance men,” skilled workers who worked
Trefoil Island, then south-south-east to Hell’s
there in return for remission of their sentences.
Gates.
By the time Sarah Island was closed in 1833 in
The Australian Pilot says of Hunter Passage: “This passage favour of the prison at Port Arthur, more than
is tortuous and the tidal streams are strong. In particular
1,200 men and women had served their time
the passage should be used with great caution as it is narrow
and had suffered through this living hell.
with foul ground and dangerous rocks on both sides.”
Once through the passage and heading for Hell’s
Gates we were confronted by sea fog which
gradually thickened until visibility was very limited. We knew Ransom was about half-mile to
our west, but we could “see” her only on radar, so
we exchanged VHF greetings as Liberty III’s 16
knots took us ahead.
This day’s passage was made with the daunting
spectre of Hell’s Passage at the forefront of our
minds. Apart from fog which obscured the coast
for much of the time, all was well, and we sighted
Cape Sorell light at 1420 – and Hell’s Gates
Malcolm’s Log, March 3 ( following Lady Jane Franklin II cruise): Sarah Island very sad, very eerie. I left the
guided walk to contemplate the loneliness and despair.
No wonder the convicts tried to escape either by sea or
land. What a task to escape by land to Hobart! The rain
forest is impenetrable, freezing cold and no food. he easiest way to get off the island was to murder someone and
sent to Hobart for a trial.
Eight women convicts lived on Grummet Island while
not working on Sarah Island – living in a cave! Found
the cave and went inside – a sobering experience. We
also found the ruins of a building on top of the island
which housed the worst convicts. You cannot imagine the
conditions on such a harsh, wind swept island, bare 30
metres across and 11 metres high.
Off to the Gordon River. Everyone should read the story
of the protests about the Gordon-below-Franklin Dam.
Whatever we make of Bob Brown, Fraser and Hawke
they all had a part to play in stopping the dam construction. Thank God!
What a magical river. Rain forest lines the banks right to
the edge. We make our way mooching upriver past Huon
pines, through First Gorge, past Heritage Landing.
The cooks, Yvonne and Kerry, regale us with a beef curry
slowly summering on the stove.
It is freezing cold, about 8ºC and rain showers added to
the experience. However, we act like yachties and stay on
the flybridge to experience the full boating story. I navigated and steered us up the river.
We anchor at 1930 in Limekiln Reach and all rush for
a piping hot shower to thaw out. How comfortable is
Liberty III. Six crew and every convenience!! The admiral hoes into the pappadams – but Kerry makes him
stir the rice as a penance. We anticipate a warming curry
accompanied by a glass or two of red.
Malcolm’s Log , March 6: What will today bring?
Awoke 0700, outside absolutely calm and foggy. Up
anchor at 1030 and motored up the Gordon River at a
leisurely six knots passing Shag Point and Marble Cliffs,
the Butlers Island, anchoring just upstream. A sausage
sizzle on the flybridge for lunch.
A glorious day, full sun, cool SE Breeze, abating at lunch
time. Off in the dinghy at 1300, up the Gordon to Warner’s Landing and Sir John Falls, site of the huge antidam protests in 1982. On the jetty, a photograph of Bob
Brown in a dinghy, protesting. Further upstream via Big
Eddy, to the junction of the Gordon and Franklin.
Up the Franklin to a single island. Less than one metre, too shallow to proceed. Over a couple of navigable
rapids! A bit of the unknown. Back on board at 1600
and listen to Fiona Joy Hawkins sitting on the aft deck,
watching the sun set over Butler Island.
Just wonderful! BBQ steak and lamb chops with baked,
sliced potatoes. Another great meal – special by being on
the Gordon River. A very special day of history for me.
Gordon River Magic (March 7)
Running downstream with the current, we all
felt enhanced by our experience and a little reluctant to turn our backs – probably for the last
time – on one of the world’s greatest natural treasures. But then, as we did as we entered the upper reaches of Macquarie Harbour, Liberty III’s
depth sounder ominously died. Of all the places
for this to happen, a circumnavigation around
this island was into the place to be without reliable depth information. The Australian Pilot,
referring to the west coast from Cape Grim to
South West Cape issues a noteworthy caution:
The waters off the west coast of Tasmania have been little
surveyed, and as shown on the charts, in some places unsurveyed; there may be unknown dangers and less water than
charted.
64 Aleutian RP, Liberty III
14
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15
INDIAN OCEAN
Van Diemen’s Land, Part II
We couldn’t continue without depth data, so we
headed for Strahan to raise the issue with Guy
Oliver in Sydney. His telephoned diagnostics
were good enough for us to determine that the
Digital Sounder Module had failed which, in
one sense, was good news since all we had to do
was get another – but no later than the next day,
otherwise our timetable was wrecked and the
weather was turning against us.
although there were a few anxious moments
for when we fitted all the connections – it didn’t
work! We pulled it out from the panel, happy to
see that one of the connections I had made had
come unplugged. What did emerge from the
drama was disappointing: Guy said there has
been numerous failures of DSMs in the last year
of so when the instrument was powered from 24
volts – which ours was.
This didn’t quite require Heaven and Earth to be
moved, but there were difficulties to overcome
to get the DSM to Strahan – as remote a place as
one can imagine. Raymarine’s Australian agent
had been terminated a few weeks earlier, and
Raymarine had established itself as principle in
Australia; getting a replacement warranty part
immediately from the new bureaucracy immediately was not going to be easy.
Malcolm’s Log, March 8: Kerry and Steve off at 0730
to drive to Hobart for DSM. The Admiral and I to shore
with the Gormans, shopping for crays and groceries for
our trip south. Six crays purchased. Chris and Yvonne
to (yachties) briefing. I fix the grey water pump. Baked
leg of lamb and then an early night. New wet cell battery
installed; not much of a difference. Hard to tell.
Fortunately one of Raymarine’s employees was
launching on the Gold Coast with a Riviera contact when Guy rang him. Riviera had a DSM and
agreed to dispatch it by air forthwith to Hobart.
The only way we would be certain of getting it
to Strahan by the next day was to drive over and
get it – an eight-hour return trip on some very
difficult roads. Fortunately, Stephan Berry had
hired a car when he flew into Launceston to join
us and very generously offered to make the trip
to Hobart. Kerry Jiear, who was to take Stephen’s
car back to Launceston when he departed Friday, shared the driving.
We were all very relieved when Kerry and Stephen arrived back intact and with the DSM,
Malcolm’s Log, March 9 and 10: Took Kerry to the
jetty at 0530; Kerry on his way back home via Launceston. All up at 0730; water issue ( fresh), had to determine problem. Dinghy up and off we go to Bathurst
Harbour, approx. 110 nm. Whales reported outside
Entrance Island? Through Hell’s Gates at 1005 bound
for Cape Sorell. The bow rises to the gentle swell of the
Southern Ocean. Passing Low Rocky Point 1340, sea
good. Arrival Sharkjaw Reef waypoint at 1515. Made
our way up Bathurst Channel, snug at anchor 1630.
Mount Rugby dominant to the north. Lovely afternoon,
very cold wind but warm sun. Crew of Ransom visit for
drinks. (Next day) The sun rises and warms east side of
Mount Rugby at 0730. The Admiral and I up to view
the sight. We move from Clytie Cove to Kings Point.
Anchorage seems to be soft mud. We have two goes at
anchoring; see what 30 knots NW does!!! Chris and
Yvonne take Steve Berry to Melaleuca Inlet to catch the
plane to Hobart. Sausage and chop sizzle on flybridge
for lunch. A nice warm day prior to the change. I took
a backpack, and off to climb Mt. Beattie, 276 metres in
height. Approached from the east up a short climb Mt.
Beattie, 276 metres in height. Approached from the east
up a sharp climb and thence up the southeastern ridge
to the summit. Undergrowth OK except close to shore
where the scrub was very dense.
March 11: Up 0600 to check anchor. Strong wind
gusts, 20-30 knots NW. Anchor OK. I plot from Port
Davey to Recherche Bay. Very windy now, 20-35 NW
with gusts to 30-35. Slowly swings W-SW and moderates at 2100 approx.
COUNTER-CLOCKWISE
TASMANIA
I take the chance to read Hell’s Gates by Paul Collings
(escape by Alexander Pearce from Sarah Island over
land to Hobart). The Admiral puts my photos on his
computer – and I can see Alaska trip photos for the first
time. Cray sandwhich for lunch and a glass of wine. Nap
at 1600. Legs are good after yesterday’s climb. Stayed up
to 2300 reading. A lot of rain today, and cold.
Stephen Ainsworth arrived at Melaleuca Inlet by
light aircraft and Stephen Berry returned to Sydney. As had been when Kerry left, we were disappointed to see Stephen go. After sharing many
great days together we were all part of a team of
adventurers seeing places and sights which most
of us would likely never see again.
We were still somewhat bemused by out yachting companions (and possibly they with us)
most of whom turned up a few days later. One
character had anchored irritatingly close to us in
Risbey Cove at Strahan – and here he was, again,
barely 20 metres away at King’s Point. And it was
starting to blow hard.
We had about 75 metres of chain out in four metres of water and were concerned at how the two
boats would swing if the wind changed. Chris,
obliging and courteous as ever, made a dinghy
trip across to the yacht (as he had at Strahan)
to point out the concern. Our neighbor let a bit
SOUTHERN OCEAN
more chain out, and then a second anchor but
we were not much comforted by that. And then
another yachtsman anchored close by. Happily, he considered the difficulties which might
ensue and after a few hours upped anchor and
relocated.
The remoteness of Port Davey and its environs
had become somewhat dimished as we, Ransom
and Resilience were joined by the circumnavigation’s 44 yachts, most of which motored through
Bathurst Channel and anchored further up
Melaleuca Inlet. Not, we thought, in the splendid isolation envisaged.
We joined John and Bernice Dunn and friends
Bob, Gail and Joy on Ransom for drinks. As
Malcolm noted in his log: Over-stayed and
over-drank. Nice Folk. We adjourned to Liberty
III for baked lamb and roast potatoes and vegetables, courtesy Stephen Ainsworth who had
arrived with two legs of lamb in his suitcase. A
very welcome arrival – which is not to say that
our food had been insufficient or unappetizing.
Far from it. We had – for six weeks – the best
variety of high-quality food imaginable: Tasmanian farmed Atlantic salmon, Blue Eyed Trevalla,
crays, curry, legs of lamb, quality steak plus all the
trimmings, not the least were Yvonne’s baked
16
spray volume 7 issue 2
FROM SYDNEY
VIA DEAL ISL AND
potatoes in their jackets and Malcolm’s potato
bake.
When we arrived back in Sydney, I read about
Orion, a liner which cruised Tasmanian waters
before we did our circumnavigation. Orion
edured what the author described as a “rough
night sailing around southern Tasmania” to Port
Davey – and then described the cuisine enjoyed
by its 106 passengers. I thought how fortunate
we on Liberty III had been in our own world
of luxury, marvelous companionship and great
food. It just couldn’t have been better on Orion!
Malcolm’s Log, March 13: Up at 0730 and cooked
eggs, tomatoes and mushrooms for breakfast. Anchor
up at 1130 leaving Kings Point. Mooched around
Bathurst Harbour and then I took the dinghy to Black
Swan Island. Five swans nests seen, photographed.
Caught up with Liberty III and (we) moved down
Bathurst Channel to Schooner Cove. The Admiral and
I go exploring. Returned to Liberty III to thaw out after
rainstorm on dinghy passage back. Loaded dinghy and
had a fabulous hot shower. I plot and The Admiral loads
the waypoints to Recherche Bay. Weatherman does well
again and we intend to leave tomorrow morning around
0900. Steak on the BBQ for tea.
Malcolm’s Log, March 14: Anchor raised at 0830,
misty rain, visibility 0.4 nm. Breaksea Island at 0845.
Cleared East Pyramids at 0915, off South West Cape,
the bottom west corner of Tasmania; rounding the Cape
at 1010 and Flat Witch Island gained at 1055. At
1300 anchored in Recherche Bay south end, near Cock-
spray volume 7 issue 2
le Creek. Today I have been as far south in Australia as
I am ever likely to go. I plot Recherche Bay to Hobart
Tow, then a cool drunk in the cockpit. Crays delicious;
red wine delicious – a night of laughs again. Off to Hobart Town tomorrow.
The day before we left Macquarie Harbour, a
nine metre sea had been running, falling to two
or three metres when we departed. As we left
Port Davey the sea was up again. A southwesterly swell of about four metres ran all the way
round to SE Cape although the crests were far
apart and allowed us a wonderful, elevator-style
ride, along the craggy southern coast. We rounded South West Cape and made for the passage
between Flat Witch and De Will Island, sighting Maatsuyker Island before heading to our
southern-most latitude below South East Cape
at 43º 40’ .70 S. The Australian Pilot describes
the coast-line as “rugged, abrupt and barren.”
We resisted the temptation to go further south
to round Pedra Branca, a prominent needleshaped rock rising 60 metres from the Southern
ocean. Next time.
Recherche Bay was pretty but compared to the
magnificent sights of Port Davey and Macquarie
Harbour, it’s a long way down the list for sheer
beauty and history. We dropped anchor midway
between Pearl Rock and the shore, adjacent to
Cockle Creek.
17
Van Diemen’s Land, Part II
today’s run. Turned and ran 270ºT to pass north of
Foster Island and turn the corner into Foster Inlet. We
have nearly completed our circumnavigation!! 1630
at anchor in Foster Inlet behind Baynes Island. NW
breeze 10-15 knots. Anchorage very comfortable at
this time?? OK, see the two?? Next morning 0300
wind 15-20 knots +, boat rolling. The Admiral and I
up to check all. No dragging, but uncomfortable. We
arrive at Five Mile Bluff waypoint at 1315 and hence
celebrate our circumnavigation of Tasmania with
hugs and kisses all recorded on film. We have had a
wonderful cruise and all aboard have helped and been
happy companions.
• Aboard Liberty III, the five crew celebrate their first successful navigation (left-to-right: Malcolm, Yvonne, John Armati, Kate and Stephen)
Yvonne, Chris and Stephen took the dinghy
to do some exploration. They reappeared with
four large crays, courtesy of a local fisherman
who had welcomed them aboard. He refused
to sell them a fray and instead gave them two
– and then doubled the gift when he realized
there were two more of us, Malcolm and me,
aboard Liberty III. Malcolm, when confronted
with the feast, determined without hesitation
to drown them in fresh water. He halved each
one and then cooked the most superb fresh
cray dinner we were ever likely to have. A few
days later, at Muir’s famed seafood restaurant in
Hobart, we could have ordered a whole crayfish dinner – for $130, but passed up on the opportunity; it could not possibly have matched
up. What we enjoyed at Recherche Bay was
absolutely priceless.
18
however looking forward to Muirs’. Showered and a
beer. Now feel rejuvenated. A great dinner — scallop
entrée and Blue Eye Trevalla.
As we motored up the Derwent, we all felt very
proud of our modost achievement, having
reached the stage of our voyage intact and with
surprisingly-little drama. Tying alongside the
Elizabeth Street Pier, near Constitution Dock,
released some mixed feelings: we were glad to
be there, but were also keenly aware that this
trip of a life-time was drawing to an end. Reality was, however, that we still had 800 nm to
run – and Bass Strait to cross.
Next day we left for Hobart at 0900, trolling at
about six knots seeking a fresh fish or two. The
best we could do was two Barracouta, one of
which was released and the other frozen before
being cast into the deep a few days later, when
none of us had an appetite for what is a fairly
unattractive specimen. Lunch at Whitecliff was
typical of our fare: chicken casserole and rice,
served on the foredeck as we all sat in the sun in
the windless anchorage. Spoiled!
Guy Oliver arrived from Sydney to review our
electrics. Not that we had a real issue; the need
to run the generator to get fresh water was an
inconvenience, but our concern was to anticipate a cascading failure and it was best to check
to system to see that no other was lurking. We
weren’t much surprised when Guy said the
suspect AGM battery removed at Strahan was
quite OK; so we took the new flooded-cell
battery out and put the original back in. But
we were surprised when we found a blown
50-amp fuse from the 24-volt 100 amp battery
charger to the starting batteries. Other than
that, all was OK and we were ready to go on
Sunday morning.
Malcolm’s Log , March 15: Clear skies, first for a week!
And a red sunrise at 0630 Anchor raised at 0900 and
off to Hobart through the D’Entrecasteaux Channel.
Trolling at six knots, two Barracouta caught. Passed
Southport Island Waypoint at 1100, lunch stop at
Whitecliff in 10 metres depth, close to the Targa transport path. Idyllic spot, no wind – a nice place for chicken casserole and rice. 1400 hours, raised anchor and
departed for Sullivan’s Cove. Snugged up alongside
Elizabeth Street Pier, south side, at 1700. Pretty tired,
Malcolm introduced us to his friends Michael
and Katherine Dofts and we had a good look at
their cray boat No Limits moored at Constitution Dock. Next day we met Carl Hankey and
Louise Gerahty who have a B&B in Hobart.
Stephen and Chris left for Sydney. Stephen for
24-hours to attend to his 60 -oot yacht Loki;
Chris for three days, to rejoin us later at George
spray volume 7 issue 2
Town for the final leg. My wife Kate, and Stephen (again), arrived in Hobart late Saturday
night and on Sunday the five of us set down the
Derwent, en route for the Tamar once again
and, along the way, Tasmania’s magnificent
eastern coastline.
Malcolm’s Log, March 16-17: Off at 1745 to Michael and Katherine’s and then out to dinner at a Thai
restaurant. A lovely night. Up at 0800. “Turkeys”
fighting on shore last night disturbed my beauty sleep.
Washed boat. Michael and Katherine on board for a
cup of tea and then to their boat No Limits, a great
work boat – and Mick loves it. They drove me to the
grog shop, then with Yvonne to Salmonica fruit shop
for victualling. Karland Louise for drinks at 1700
and then to Davenport Street for a lovely dinner and
a great conversation.
Malcolm’s Log, March 18: Cast off from Elizabeth
Street Pier at 0830. Passing Iron Pot at 0945 – a
famous land-fall built in 1833 and the oldest light
operating in Australia from the same tower. Weather
beautiful. No wind, swell 0.0-1.0 metres. Rounding
Cape Raoul at 1115, great organ pipe, and rock piers.
Off to Tasman Island, abeam 1200. A fabulous sight.
Lunch in Fortescue Bay of barbecued Atlantic salmon,
rice and salad. Then off to the north past Deep Glen
Bay and passing Cape Frederick Hendrick and inside
Maria Island through Mercury Passage. We passed
Cape Bougainville heading for Schouten Island. We
anchored at Bryan’s corner, very comfortable. Wind
NE 10 knots and dying. Hummerston’s (Lane Cove,
Sydney) steak for dinner, my potato bake and salad.
A great day, early to bed, and looking forward to tomorrow.
Malcolm’s Log, March 19 and 20: Anchor weighed at
0700, through Schouten Passage and past Slaughterhouse Bay and into Wineglass Bay. What a fabulous
place. Yvonne cooks a lovely breakfast. I had a swim
– the water much warmer than the Gordon. Then to
Bicheno and thence past St. Helens, lunch on the run,
to George Rocks and Swan Island waypoint. We are
fortunate to have a flat ocean and light sea breeze for
to the cray with great enthusiasm, we enjoyed
Bleu Eye Trevalla and Atlantic salmon, barbecued with crispy skin, potatoes, vegetables and
salad. Before we ate, however, we popped the
champagne and celebrated a great voyage and
wonderful friendship. And at the same time
those aboard remembered the contribution
Chris had made towards the success of our
voyage, and of the mateship given by Stephen
Berry and Kerry Jiear.
Next morning, we decided to forsake our Deal
Island destination. We were all disappointed,
because when we anchored there overnight in
February our resolve was to return, climb the
hill to the lighthouse and explore this isolated
island. Next time perhaps. Our destination,
now, was to be 340 nm
direct to Eden. Departure would be noon
“Our plan had been for a 20-hour crossing, but we
and, subject as always to
pulled into Eden breakwater wharf at 0630 delighted
the weather, we hoped
that we’d had such benign weather and that Liberty
to complete the mostly
III had not missed a beat for 18½ hours.”
overnight passage in
about 20 hours.
a debilitating bout of seasickness. The last two
Malcolm’s Log, March 21: We cast off York Cove at
days had been absolutely perfect; the sea had
1200 and clear the Tamar entrance at 1230. Goodbye Van Diemen’s Land. Maybe we’ll return next year
been flat and the topography very special. Libfor a D’Entrecasteaux Channel cruise. We head for
erty III had bucked and heaved as we turned
Outer Sister Island waypoint, north of Flinders. 31ºT,
around Waterhouse Island and were hit with
109.1 nm. We are making 16.1 knots at 1970 rpm.
the full impact of wind against tide. We head
Wind 15 knots from the west with a westerly chop of
west, the conditions moderate – and Kate joins
1.5 metres. The weather just gets better. 700 and no
swell passing Cape Frankland on Flinders. Making
us in the pilothouse to savor the end of our cir18 knots SOG with the ebb tide. 1900 gain Outer
cumnavigation as we close on Malcolm’s Five
Sister Island waypoint, heading for NZ Star Banks
Mile Bluff waypoint. The waypoint’s signifi129.2 nm. Sea condition fantastic, sun just about to
cance is that it intersects our February 16 track
set. Sun drops below the horizon at 1915 – a great
from Deal Island to the Tamar: once we cross
sight looking west across Bass Strait.
that invisible mark in Bass Strait, our formal
Liberty III’s AIS picked up VHF data from
circumnavigation aspiration is complete!
many commercial vessels, giving us imporWe turned into the Tamar entrance and tant information to ensure we kept clear of
headed for George Town where Kate and danger. Its benefit for the night navigation is
Stephen would leave for Sydney; and Chris exceptional – but as with all things, its greatest
would be back for the next day for our return strength is its greatest weakness: it only gave
trip to Sydney. We need fuel, but the weather us information from other similarly equipped
was what we had on our minds. A deep low vessels. Because of this, a close radar-watch
was predicted in the next 24 or 36 hours and was kept on this moonless night. As we apif we held to our initial plan to spend a day or proached Gabo Island, before dawn, our ratwo at Deal Island we feared we could be stuck dar picked up a number of fishing boats at six
for a week. Malcolm had – again – struck miles – and Yvonne’s sharp eyes did the rest,
out on the three or four kilometer walk to his confirming colours of lights so we knew the
fish-monger friend Pam because, weather or aspect of distant vessels. Our plan had been for
not, he was determined to get Kate her cray a 20-hour crossing, but we pulled into Eden
dinner. Yvonne, Malcolm and I had eaten suf- breakwater wharf at 0630 delighted that we’d
ficient cray not to join her, so while Kate took had such benign weather and that Liberty III
This day, March 20, was the least comfortable
of all our days at sea. A short, sharp two-metre
sea kept our speed to a little more than eight
knots over the ground. Of all the days to be unpleasant, this was a bad one because Kate had
spray volume 7 issue 2
had not missed a beat for 18½ hours. The fuel
tanker didn’t get to us until 0730 but we were
able to refuel quickly and made from the harbour at 0810 for the last leg, to Sydney, of our
1,800 nm odyssey.
Again another beautiful day. Slight NE wind
and an unusually strong current setting from
the north. Chris showed us a CSIRO print-out
revealing a huge “pond” of warm water stretching from Montague Island in the north down
to Eden which he believed was exacerbating
the normal East Coast current. He was right.
At the same engine speed as we set to cross
Bass Strait at up to 17 knots over the ground,
Liberty III was barely making 12 knots. At that
rate we would not make Sydney before midnight, prompting thoughts of overnighting at
Jervis Bay again. As we passed inside Montague Island, the current eased considerably
and our speed crept up to over 17 knots and
we were more optimistic. Our plan had been
for a 13-hour passage, based on 15 knots average, so we were back on track.
Malcolm’s Log , March 22: We set our course to Cape
Banks waypoint…and all our thoughts turned to
home. Then Ben Buckler … and rounded South
Head in the dark at 2100, tied off at Gladesville at
2200 completing the trip of a lifetime. I opened a bottle of Freycinet Chardonnay and sat on the aft deck
with cheese and biscuits to savor this experience.
Malcolm’s simple final entry summed it up for
all of us. It is said that each of us makes our own
luck; but together we had far more luck than
we could have made for ourselves alone – and
then there was all else: the wonderful weather,
the vistas, the food, the friendship.
We had it all… and will remember this voyage
forever.
19
devoted
amicale
L’âme des Grand Banks reflète celle de leurs marins.
Baroudeurs hauturiers autant que caboteurs sybarites,
les propriétaires de ces trawlers de légende sont les
derniers adeptes de la croisière «au train de sénateur».
Neptune les a suivis sur le chemin de Barcelone, ultime
étape du rallye estival de l’Amicale Grand Banks.
{The soul of Grand Banks is reflected in its owners. Bluewater as much as coastal cruisers, owners of these legendary
trawlers are some of the last who are truly adept at cruising
and navigating en masse. Neptune magazine followed the
AGBM flotilla part of the way to Barcelona, the final stop in
this year’s Amicale Grand Banks Mediterranée rally.}
Merci à \ Neptune Moteur
Texte \ Daniel Bru
Photos \ Boris Réjou et Daniel Bru
Loose Translation \ Jonathan Cooper
Mediterranean Rally
D’
où vient donc cette légende qui
nimbe les Grand Banks ? Bateaux marins, bateaux de long
cours, bateaux de confort ... Bateaux de plaisance comme tant d’autres ? Eh
bien, non, justement, pas comme les autres.
Ils ne vont pas vite mais ils vont loin, privilégiant le temps passé en mer avec délice
plutôt que dans l’impatience du port ; profitant de la vie au large tout autant que de
l’escale.
En s’inspirant des unités de pêche de la
côte Est des États-Unis, les Grand Banks ont
créé un style au-delà de l’esthétique. Au
compte aujourd’hui 86 bateaux de tous âges
et de tous modèles, du 32 au 52, dont certains sont en bois et ont plus de trente ans.
La plupart sont basés en Méditerranée,
mais l’Amicale accueille aussi les «nordiques»
et compte quelques unités d’Atlantique et
même de la Manche.
En fait, le style et le confort de ces bateaux
les adaptent à des mers et des climats très différents. On en voit jusqu’en Alaska.
D’anciens adeptes de la voile reconvertis
Chaque année, l’A.M.B. propose à ses
membres de se réunir dans un port de Méditer-
leurs anciens voiliers. Et puis, ils ont goûté
au confort des Grand Banks. Pas seulement
celui d’emménagements remarquablement
efficaces (on en retrouve d’équivalents sur
les vedettes rapides), mais surtout celui d’un
comportement marin en symbiose avec la
mer, garantie d’une douceur de mouvements
en dépit d’un roulis légendaire. Il suffit, comme j’ai pu le constater, de stabilisateurs pour
annihiler ce dernier, même si le tangage demeure par mer de face.
Imperturbable dans la mer qui se creuse
C’est à la Grande-Motte que nous avons
W
here did this Grand
Banks legend come from?
Seaworthy, built for extended cruising, comfortable ... Pleasure boats, it would seem, like
so many others? But no, not exactly like so
many others. Older Grand Banks weren’t
necessarily meant to go fast, but they go
far, preferring the sea’s delights rather than
sitting in port.
Having taken inspiration from the fishing
communities of the east coast of the United
States, Grand Banks has created a style
transcending simple aesthetic. Despite their
different sizes and numerous versions, these
trawlers all resemble one another, but still
maintain great individuality in their details.
Each boat’s unique charm is tied indelibly
to its owner. In the image of their vessels,
Grand Banks mariners share a spirit for the
sea ... and life itself.
It was in 1988 that Louis Cotte had the
idea to assemble GB owners to live at sea
and share the conviviality of beautiful and
varied Mediterranean ports of call. The following year, he officially founded the Amicale Grand Banks Mediterranée (AGBM).
This association today counts 86 boats in its
membership, including models from 32 to
52 feet, of which a number are “woodies”
and exceed thirty years of age.
The majority of the AGBM base is from
the Mediterranean region, but the association welcomes as well “les nordiques”, and
counts members from many parts of Europe,
including Belgium, England, and Germany.
In fact, the style and comfort of these boats
suits them perfectly to a variety of seas and
point qu’en dépit de leurs tailles diverses, de
leurs nombreuses versions, de leurs générations successives, ces trawlers se ressemblent
tous alors qu’ils diffèrent beaucoup dans les
détails. Et leur charme majeur correspond
à celui de leurs propriétaires. À l’image de
leurs bateaux, les marins des Grand Banks
partagent un même état d’esprit face à la
mer, et peut-être face à la vie. Même individualistes et cultivant volontiers leur originalité,
ces plaisanciers au train de sénateur aiment
naviguer de conserve.
C’est en 1988 que Louis Cotte eut l’idée
de rassembler tout ce monde pour vivre la
mer ensemble et partager la convivialité
des escales. L’année suivante, il fondait officiellement l’«Amicale Grand Banks Méditerranée» (A.G.M.B.). Cette association
ranée. La première fois, ce fut à La Napoule,
cette année à Barcelone. L’éloignement de
la métropole catalane a donné l’occasion de
naviguer ensemble à partir de Porquerolles,
où s’est rassemblée la majorité des quelque
vingt-cinq bateaux participants. Navigation
presque de routine pour beaucoup de ces
plaisanciers habitués à «briquer les mers»,
anciens «mangeurs d’écoutes » pour nombre
d’entre eux.
Car – c’est bien là l’originalité de ces unités – une bonne moitié de leurs adeptes vient
de la voile. Équipages qui prennent de l’âge
pour certains, bien souvent réduits à deux
personnes, ils savourent avec délice la vitesse
de croisière régulière de leurs trawlers qu’ils
trouveraient même plutôt rapides en regard
des cinq ou six noeuds que leur procuraient
rejoint, Boris et moi, la flottille du rallye
pour une étape d’une cinquantaine de milles
jusqu’à Gruissan. Le départ groupé s’est fait
par mer belle et vent faible, sous un ciel presque bleu parsemé d’altocumulus étirés, qui
se développeront dans la journée.
Du haut du fly de Mordousic, à bord duquel
j’avais embarqué, on vit bien les moutons apparaître et se multiplier, mais sans que la mer
ait semblé se creuser. D’autant que la température clémente et les occupantes du solarium nous confirmèrent dans l’idée du beau
temps. Ayant regagné le salon, où le ronronnement des deux Caterpillar de 450 ch reste
discret, il m’aura suffi d’un coup d’oeil à
travers la façade de a timonerie aspergée en
permanence pour nous rendre compte que
les creux étaient bien présents. Mordousic est
un robuste 52 pieds Europa, et il en faut plus
pour ébranler son calme que ces vagues qui
l’attaquent par l’avant du travers. Il tangue à
peine et ne roule pas, repoussant de l’épaule
chaque lame qui explose et l’arrose de ses
embruns chassés par le vent.
Au poste de pilotage, on se contente de
veiller et de suivre la route sur la carte (électronique, bien sûr). C’est le pilote automatique qui se charge de barrer. Déconnecté
durant quelque temps, j’ai pu le remplacer
... assez mal, il faut bien le dire ! L’inertie
de ces trente-deux tonnes, imperturbablement engagées dans leur sillon, ne facilite
pas la remise en ligne lorsque le bateau s’en
écarte. La barre n’est pas vraiment parlante
et demande une accoutumance, même si elle
évoque celle d’autres lourds bateaux d’avant
climates that you can find throughout European waters.
Each year, the AGBM proposes a reunion at some port-of-call along the Mediterranean. For the first time, 2007’s event
came together as an organized cruise from
La Napoule (near Cannes) all the way to
Barcelona, Spain. The distance presented
by a goal as distant as Barcelona provided
owners the opportunity to navigate the
Med, departing from Porquerolles, where
the majority of the group met for departure. Among the twenty-five boats involved,
the actual navigation was fairly routine for
the seasoned captains among the AGBM.
A good half of these GB followers come
from sailing backgrounds — these folks in
particular enjoy the typical cruising speed
of their trawlers which they find fast compared to the five or six knots attained by
their sailboats. But then, there is also the
question of comfort, and the comfort of a
Grand Banks. There’s not only comfort on
board, but a particular comfort in how the
boats behave in relation to the sea
Boris (our photographer) and I joined
the flotilla for a stage of around fifty miles
to Gruissan (southeast of Carcasonne,
France). The group departed under blue
skies, easy seas and light winds.
On top of the flybridge of Mordousic we
saw first-hand the deteriorating weather:
whitecaps appeared gradually and multiplied. Having returned to the salon, where
the humming of both 450 HP Caterpillars
remained quiet, a quick glance was all it
took to know that the waves were building
steadily. Mordousic, however, is a robust
le temps des vedettes planantes. Et puis, finalement, pourquoi barrer ?
À neuf noeuds, on déjeune à table
Nous sommes sept à bord, à l’aise dans ce
grand espace, allant de canapés en sofas.
Puis on dresse le couvert sur la table du coin
repas, on sort les provisions, on attaque un
vrai déjeuner avec nappe et ronds de serviette. On boit dans des verres sans craindre
qu’ils ne se renversent. Le vent monte pourtant.La vitesse se stabilise à neuf noeuds.
Oui... neuf noeuds. Pourquoi se presser lorsque l’on est si bien au large ? L’escale est
proche. Les plus lointaines, on pourrait aussi
les atteindre. À ce régime très économique,
Mordousic dispose d’une autonomie d’au
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52 feet, and it needs far more than these
conditions to shake it. No noticeable pitch
and very little roll, the 52 pushed back each
wave crest which explodes and sprinkles its
spray in the breeze.
There were seven on board, at ease in
this great space. We arranged lunch provisions on the salon table and launched
into a meal complete with tablecloth and
napkin rings. Despite the weather outside,
we drank in glasses without the fear of spilling. The boat speed cruised along easily at
nine knots. Why hurry when we were living
large like this? With this economic mode of
travel, Mordousic has an extended range
of roughly 500 miles. After five hours en
route in a wind that built to a blow, we arrived at our destination of Gruissan. Our
fellow GB arrivals spread out according to
their sizes and speeds. The shortest were
also the slowest, and the petite 36 valiantly
sailed under the protection of her escort
ships. It is the first boat for its owner, who
would never have undertaken such a tour
on his own.
The voyage will continue the following
days — until they reach Barcelona — by a
sea agitated under the strong winds that
whip up the Spanish coast. It is there that
one will learn that the twenty-five boats
gathered there would constitute the most
prolific flotilla of Grand Banks having carried out such an extended and communal
navigation. These boats are truly many
birds of a feather.
englishtext
moins 500 milles. Après cinq heures de route
dans un vent qui forcit sous un ciel qui se
couvre, nous touchons Gruissan. Les arrivées
s’échelonnent en fonction des tailles et des vitesses des différents bateaux. Les plus courts
sont les plus lents et le petit 36 aura vaillamment navigué sous la protection de ses escorteurs. C’est le premier bateau de son propriétaire, qui n’aurait jamais entrepris seul un tel
périple. Le voyage continuera les jours suivants, par une mer plutôt agitée sous les vents
forts de la côte espagnole, jusqu’à rejoindre
Barcelone. C’est là que l’on apprendra que
les vingt-cinq unités rassemblées constituent
la plus importante flottille de Grand Banks
ayant effectué une aussi longue navigation.
Ces bateaux sont bien des oiseaux du large.
23
OTHER NEWS
Abraham races TransPac
Having purchased several GBs from Stan Miller Yachts in
Southern California, Michael Abraham is no stranger to all three
series, starting with the Heritage, then on to a 49 Eastbay ... he is
now the owner of a new 72RP, Escape Artist. He is undaunted by
the sea, having taken all of his yachts down the coast of the Baja
Peninsula, exploring the Mexican coastline on the Pacific and up
the Sea of Cortes.
A Grand Banks owner crossing over from the sailing world isn’t
unusual, but not very often do we hear that an owner hasn’t
completely turned his back on the sailing world. Such is the case
with Michael and his passion for racing blue-water sailboats.
PHOTO (TOP): Michael Abraham (left) and Phil Rowe display the Ancient Mariner Trophy.
PHOTO (BELOW): 72 Aleutian RP Escape Artist at her christening party in southern California.
On July 26, 2007, Michael and good friend Phil Rowe — both
seventy years young — crossed the finish line of the famed
TransPacific yacht race on Michael’s J130, Tango. (This was the
44th annual TransPac, a 2,225 nm race from L.A. to Honolulu,
Hawaii.)
Michael and Phil were universally recognized for their accomplishment, having won the Ancient Mariner Trophy for the oldest
crew, taking second in the Double-Handed class, fourth in yacht
Class, and 37th (out of 65) overall.
Congratulations to Michael and Phil from Grand Banks. If you’d
like to see more pictures, read their race blog, or learn more
about Tango, go to: www.tangoboat.com
Grand Banks 2006: Inside Passage Tour
F E A TAvon,
U RZodiac
ED
SPONSORS
and Inflatable Boat Center
www.zodiacmarineusa.com
GB Appoints New Dealer in Oceania
Six locations now represent Grand Banks in Australia and New Zealand.
Grand Banks recently announced that Riviera’s
R Marine Dealer Network will distribute Grand
Banks Yachts at locations throughout Australia
and New Zealand.
“The R Marine Dealer Network is truly the best
in this region, and that makes it the best fit for
our company and our owners,” said Grand Banks
president Rob Livingston. “Their commitment
to customer support, and the ability of R Marine
to provide strong after-sales service, matches the
high standards we set for Authorized Grand Banks
Dealers everywhere. We look forward to working
closely with R Marine to strengthen the presence
of Grand Banks throughout this region.”
“We are delighted to partner with Grand Banks
and to welcome existing Grand Banks owners
24
spray volume 7 issue 2
throughout Australia and New Zeland to the R
Marine family,” said Tim Sayer, Managing Director of R Marine. “The Grand Banks range adds
another exciting option for owners, and will bring
new customers into the R Marine family as well as
catering for some of our existing customers as their
boating needs and tastes evolve.”
Avon and Zodiac RIBs, with their large diameter
tubes and well-designed hulls, provide exceptional
stability, buoyancy and comfort. A long time favorite
of Trawler and Sailboat owners, Avon RIBs feature
non-skid inner decks, bow lockers and chunky rub strakes. Three builtin lifting points make it easy and convenient to bring your Avon RIB on
board, or lower it into the water.
Zodiac Fastrollers with Acti-V™ hulls feature the same ride and
rigid hull characteristics of a RIB in a patented H2P inflatable hull.
Collapses like an inflatable, but rides like a RIB.
You can purchase either brand at Inflatable Boat Center,
where the customer service and selection is among the
best in the Nation. As a Grand Banks Yacht owner
himself, Ron Mauselle has over 25 years of
experience matching inflatable boats to his
customers’ needs.
Experience the best pedigrees in the world of inflatable
boating – Avon, Zodiac and IBC.
Call Inflatable Boat Center today:
(503) 235-2628
AUSTRALIA
Queensland www. rmarineprincessqld.com.au
Pittwater www.rmarinepittwater.com.au
Sydney www.rmarinesydney.com.au
Adelaide www.rmarineadelaide.com.au
Perth www.rmarineperth.com.au
NEW ZEALAND
Aukland
2041 SE Powell Blvd, Portland
www.inflatableboats.com
AVON products feature a 10-year limited warranty;
Zodiacs feature a 5-year limited warranty.
10’ AVON ROVER RIB 310
with optional center console
www.rmarineperth.co.nz
spray volume 7 issue 2
© 2006 Zodiac of North America, Inc. All rights reserved.
25
To account for the heavy starting loads of
electric motors, the generator has a power
output far in exces of the normal running load.
These starting loads also require the shore power connection to be much more heavy duty than
the running load requires. This is a problem the
Mass Combi solves, allowing for the fitting of a
smaller diesel generator that can run efficiently,
instead of a large generator running at greatly
reduced load, and lighter-duty shore power connections. More on this later.
IT’S NOT JUST
AN INVERTER/
CHARGER
Outfitting your boat with an inverter/
charger may allow you to downsize
your genset.
By John Love, owner 42CL Maramor
Reprinted with permission from Soundings
S
implicity on boats always seemed tome
to be a virtue. Occasionally, I’veseen
cruises descend into an obsessionto get
this or that to work; when I startedcruising simplicity was all there was.A compass, alcohol stove, insulatedbox and mechanical head
was about the extent of the outfitting.
However, with the exponential advance of
technology, every year the gadgets get better
and better, and at a certain point this or that
becomes so reliable, so power efficient and so
nice to have that, what the heck, give in and
enjoy. So it is with inverter/chargers, and this
past season I installed the latest 2-kW Mastervolt Mass Combi inverter/charger (model
12/2000-100/120V). Now the galley on Maramor, my Grand Banks 42, hums with a microwave.
What brought me to the conclusion that an
inverter/charger was worth a couple grand
and hours of running cable? Certainly not just
the convenience of a microwave. A powerful
100-amp battery charger and “Inverter Power
Support” to supplement shore power or the generator — preventing overloading during surges
and allowing for a smaller genset and lighterduty shore power cables — are very desirable
features for any cruising boat.
Dimensions
The Mass Combi uses high-frequency technology that eliminates the need for large transformers. It is compact, lightweight and efficient, and
on Maramor it fits nicely in the space previously
occupied by the 50-amp battery charger. It
weighs only 24 pounds and measures 19.5 by
12.5 by 6.1 inches. The LED indicator on the
unit and a plug-and-play remote (ICC, or Inverter Charger Control) panel that connects on
both ends with a telephone-style modular jack
indicate DC load, state of charge, inverter or
charger mode, failure and AC power availability. The remote has an on/off switch.
The Mass Combi is designed to be mounted
on a bulkhead, which, given its small size, light
weight and convenient attachment points, was
easy for one person working alone. The electrical connections are sturdy, logical and convenient. However, it was awkward to feed the 125
V cables through the AC cable glands, probably because the unit was designed originally
for 230 V/50 Hz service. Half the voltage and
you must double the current for the same power
(P = IV). But energy loss in the form of heat
in the wires varies as the current squared (P =
I2R). Thus, heavier gauge wires are needed for
125 V service; I used 8 AWG. I had to run the
grounds through ventilation holes in the case
rather than through the cable glands, a small
flaw in an otherwise beautifully designed unit.
The Battery Charger
Maramor is kept on a mooring, and when
cruising we anchor whenever possible. Last season Maramor did not berth alongside until the
fall, when we took her up the Hudson River and
through the Champlain Canal. We like peace
and quiet, so we run the generator sparingly.
A powerful battery charger for Maramor’s two
8D AGM house bank batteries (245 amp-hours
each) shortens the run time.
The three-step, electronically controlled battery charger in the Mass Combi delivers 100
amps on the bulk charge to the house bank,
double the bulk charge capacity of the charger
it replaced. In addition there is a secondary
5-amp output for the starting battery. I installed
a battery selector switch on this secondary output to direct it to either the engine starting battery or to the generator starting battery. Both
of these batteries normally are fully charged
by their respective alternators, but the selector
switch provides a link between the generator
battery and the charger should the need arise.
The main power switch on the Mass Combi
has a charger-only position, so you can choose
to disable the inverter mode from automatically
engaging should there be a shore power outage. This is very useful if you leave AC equipment running when you are away from the boat,
as it will prevent the batteries from draining.
The unit comes with a battery temperature
sensor so that the charge voltage is adjusted for
temperature to prevent overcharging and gassing. You can connect your laptop to the Mass
Combi’s QRS232 port and, with an optional
“PC-Link” converter and free software, adjust
numerous parameters, including the preset
charging voltages.
The Pure Sine Cave Inverter
An inverter shines when it must power a heavy
AC load for a brief period, such as using a microwave. Take a typical 1,300-watt microwave
(AC input, not cooking power), which at 125
volts is theoretically drawing about 10.4 amps.
If you cook for 10 minutes you have used about
18 amp-hours from your 12 V DC house bank.
Light AC loads, such as a laptop, are more efficiently powered with a DC-to-DC power supply.
These power supplies, which are inexpensive
and readily available, look just like the AC-toDC power supply that comes with your laptop,
but instead of an input of 125 V they use the
input of 12 V from your batteries. Consequently,
there is no power loss in the conversion from
DC to AC in an inverter and then back to DC
in the laptop power supply. Also, if your laptop
is your navigational computer, the insertion of
an inverter in the circuit introduces another possible failure point and should be avoided.
An inverter is not suitable to run heavy loads
for long periods — for example, air conditioning — unless the main propulsion is running and
is fitted with alternators of sufficient size to keep
the batteries from being quickly drained. Thus,
when away from shore power, air conditioning
is run by an on-board diesel generator running
continuously.
Dual Power Transfer
The Mass Combi has one AC power input (50
amps max) and two AC power outputs, “Short
Break/Inverter” and “Power.” The Short Break/
Inverter output passes through up to 25 amps
from shore power or the generator. If no AC
power source is available, the Mass Combi
switches to inverter mode, and the Short Break/
Inverter output is then energized by your batteries. When an AC source fails, the inverter instantly picks up the load. The Power output, on
the other hand, is just a pass-through (50 amps
max) from the AC power source.
Since all current from the AC source (shore
power or generator) passes through the Mass
Combi, it can measure the total power being
consumed. This permits so-called “Inverter Power Support” and “Power Sharing” so the AC
source and battery-fed inverter can function together as a system to handle peak loads without
tripping a breaker.
On Maramor the Power output energizes
the air conditioning and the hot water heater,
and the Short Break/Inverter output energizes
everything else. For flexibility, I installed an AC
power source selector switch on the leg feeding the air conditioning bus so that it can be
energized by either the Power output from the
Mass Combi or directly from shore power or the
generator.
AC Power Control (APC)
This is the feature that motivated me to make
the investment in time (considerable) and money
(also considerable) to fit Maramor with a Mass
Combi inverter/charger. Since I knew I would
be keeping my Grand Banks on a mooring or
at anchor, I ordered her outfitted for air conditioning but without air conditioning compressors
and evaporators (in case I changed my mind),
and with a propane stove and oven. A GB42
usually is fitted with three-zone air conditioning
(hence, the three air conditioning breakers in
the schematic at right), and an all-electric galley
supplied by a 50-amp/250 V AC shore power
input. The 250 V input is wired just like your
house; there are two 125 V single-phase wires,
a midpoint common neutral, and a ground (split
phase). Typically one 125 V wire powers the AC
outlets, galley and miscellaneous equipment,
while the second powers the air conditioning.
The 125 V inputs from a 250 V shore supply
aren’t in phase and thus can be combined to
power 250 V equipment.
For convenience and economy I connect a
30-amp/125 V shore power cable (one 125 V
positive wire, one neutral and one ground) to
an adapter that bridges the cable and the 50amp/250 V shore power connection on Maramor. The net effect is that both 125 V buses on
Maramor are energized, and both singly or together can draw a total of 30 amps/125 V from
ashore. There is no phase issue in this setup.
Now to the air conditioning. Last summer I
installed one Cruisair 16,000 BTU air conditioning/heating compressor supplying two evaporators (12,000 BTU in the saloon and 4,000 BTU
in the aft stateroom) that are energized by one
of the “aircond” breakers in the schematic. (The
other two aren’t used.) Because of the AC Power Control feature of the Mass Combi, I can run
the air conditioning, charger, microwave, etc.,
without risking tripping the shore power breaker. This is achieved through the Power Sharing
and Inverter Power Support features.
Power Sharing
On the optional AC Power Control remote
panel, I set the Mass Combi for maximum 30
amps input to match the capacity of Maramor’s
shore power connection. This also can be done
via a dip switch on the unit itself.
Suppose I have just arrived at the marina
and plugged in. The battery charger is putting
out 100 amps DC at 14.4 V. The microwave is
heating a bottle for the grandchild, and the air
conditioning compressor comes on. The Mass
Combi Power Sharing feature constantly measures the total AC load, and when the total load
approaches the set value (in Maramor’s case
30 amps) and the breaker is in danger of being
overloaded, the Mass Combi instantly reduces
the battery charger output, thereby lowering
power consumption.
Inverter Power Support
The Mass Combi limits the draw from shore
to the set value and makes up the difference
with power from the inverter. There are two
ways to accomplish this, the “Generator/Mains
Support” function and Power Support function,
which can be enabled separately or together
to prevent an overload.
The Generator/Mains Support function parallels the inverter with the AC source. To parallel
two AC sources they must be synchronized — in
other words they must have the same frequency and be in phase so that the voltages reach
peak values of the same polarity at precisely the
same instant. For example, paralleling would allow a small generator on a sailboat to power an
air conditioning compressor with a surge load in
excess of the capacity of the generator.
The Power Support function supplements the
AC source by transferring the loads on the Short
Break/Inverter output to the inverter when the
set value is in danger of being exceeded. At
that point the AC source is supplying only the
loads on the Power (pass through) output from
spray volume 7 issue 2
the Mass Combi. When the total load is below the set value for about 10 minutes, the Short
Break/Inverter output is connected automatically back to the AC source.
On Maramor I enable both Inverter Power
Support functions to allow the use of a 30-amp
or 20-amp/125 V shore power connection.
However, since Maramor’s powerful generator needs no support, when it is online the AC
power source selector switch described earlier
provides a direct path from the generator to the
air conditioning bus, bypassing the Power output from the Mass Combi. This bypass also will
be used should Maramor ever connect to hore
power with a 50-amp/250 V connection.
What combination you use on your boat will
depend on your circumstances, and the flexibility provided by the Power Sharing and Power
Support functions surely will provide an appropriate solution. Should your power requirements
exceed one unit, two Mass Combis can be paralleled using the Masterbus connector shown in
the photograph.
Suggestions
The Mass Combi is very carefully designed,
engineered and manufactured, but its pedigree
is obviously a 230 V unit for the European market. Two minor adjustments for the North American 125 V boat are larger AC cable glands and
a Power Sharing setting for 20 amps instead of
25 amps. The other choices of 50, 30, 15 and
10 amps are spot on.
Conclusion
With Power Sharing and Inverter Power
Support, generators no longer need to be
oversized to account for electric motor starting
loads. If you outfit your boat with an inverter/
charger like the Mass Combi you can then size
your generator (and shore power connection)
to handle the normal running loads. This has
many advantages, not the least of which is that
the generator is then “loaded up” so that it runs
efficiently as designed.
Maramor came standard with a 9-kW Onan
generator, way more than what I consume on
board. If I were ordering Maramor today I
would specify a much smaller generator that
matched my running loads, supplemented by
Inverter Power Support. In addition to being
more efficient, a smaller generator would have
the added benefit of being more accessible for
service and less in the way of other equipment
that needs to be reached for inspection and
maintenance.
The combination of an inverter like the Mass
Combi, with its Power Sharing and Inverter Power Support features, and a generator sized to
handle just the “running load” is the way of
the future, in my opinion, particularly for
boats with limited space for a generator. For
more information go to www.mastervolt.com. n
27
THE NEW 65RP ARRIVES SOON, BRINGING REIMAGINED NAUTICAL STYLE
AND FEATURES TO THE ACCLAIMED ALEUTIAN SERIES.
The original model that launched the Aleutian
Series has been redesigned, refreshed and
restyled, with an additional foot and a long list
of new features.
The 65RP features port and starboard
pilothouse doors, easier engine room access
through a new port-side door, and a host of
other performance and luxury features.
New interior layouts provide more and better
options for living and entertaining. A more
spacious aft deck features dual wing doors
and a new enclosure that protects the outside
dining area from harsh weather, while opening
easily to let in the sun. The flybridge overhang
has also been extended further aft to provide
more protection from the elements.
What hasn’t changed is her top-performing
Fexas-designed hull, making the 65RP stand
out for comfort and stability among bluewater cruisers.
NEW MODELS
65rp
>
SOPHISTICATED SALON >
The stylishly appointed salon
is the focal point of a main
deck arrangement that can
be configured in two distinctly
different ways: with her galleyup in the pilothouse (shown
here), or down with the salon,
which creates room above
for a larger and more formal
dining area.
ALEUTIAN, REINVENTED
A GOURMET’S GALLEY
This artists rendering depicts
the galley-up layout, thoughtfully designed with beautiful molding, ample counter
space, teak-faced cabinets
and top-quality appliances. To
starboard sits the restyled dinette, which arches gracefully
around an inlayed teak table.
RESTYLED MASTER
The stunning master suite has
been redesigned to sit athwartships, with a fresh new style
that expertly blends contemporary accents with the traditional
nautical aesthetic of the Aleutian Series. Hand-made cabinetry, a generous closet and
large berth with built-in bedside
tables make this a luxurious
retreat for her owners.
spray volume 7 issue 2
29
BEACHCOMBING
Dan and Karen Colpak
Dieter and Rose Evertz
Gillian Swaby
Jim and Peggy Touscany
Robert and Shirley Williams
46 Heritage CL, hull#75, Journey
Winthrop, Massachusetts
Agent: Dan Parrott
Classic Yachts International
59 Aleutian RP, hull#07, Passat III
Hamilton, Ontario, Canada
Agent: Steve Fithian
Classic Yachts International
59 Aleutian RP, hull #01, Critical Mass
Fremantle, Australia
Agent: Steve Fithian
Classic Yachts International
52 Heritage EU, hull #17, Skylark
Marathon, Florida
Agent: Dan Parrott
Classic Yachts International
39 Eastbay SX, hull #09, À bientôt
Noth Palm Beach, Florida
Agent: Dan Parrott
Classic Yachts International
Don and Karen Colpak of Winthrop,
Dieter and Rose Evertz of Hamilton,
Australian Gillian Swaby purchased the
Jim and Peggy Touscany of Marathon,
Robert and Shirley Williams plan to enjoy
Massachusetts, took delivery of their
Ontario, took delivery of their new
first hull built of the Grand Banks 59
Florida, took delivery of their Grand
their 2007 Grand Banks 39 Eastbay SX
Grand Banks 46 Heritage CL, Journey,
2007 Grand Banks 59 Aleutian RP, Hull
Aleutian RP in March 2007. Ms. Swaby’s
Banks 52 Heritage EU “Skylark” in
from their home in North Palm Beach all
in March 2007. The Colpaks are taking
#7 in January 2007. They previously
new yacht is currently being shipped
March 2007 and spent the summer
the way up the coast to their new summer
their yacht back to their home port in
owned a Grand Banks 46 Heritage EU
to reach her homeport in Freemantle,
cruising throughout New England. The
home in Maine. A trip to the Bahamas is
Massachussetts for the summer.
before moving up to their new yacht.
southwestern Australia.
Touscanys are long-time Grand Banks
planned for the winter and then to Maine
The Evertz family has been cruising
owners, having previously owned a
the following summer.
from the Florida Keys to the Bahamas
1980 Grand Banks 49 Heritage CL.
and will be spending the summer cruising seasons up north.
30
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31
> In June, Grand Banks was pleased to announce a new team effort with CMD designed to enhance owner value and make our boats even
easier to operate. As a result, all Grand Banks models with power requirements less than or equal to 715 hp will now include CMD engines as
standard equipment – along with new electronic throttle controls, digital engine readout displays and full “plug and play” wiring harnesses
and integrated systems. In most parts of the world, upon delivery, customers will also receive a Captain’s Briefing from a CMD representative
to review and familiarize new owners with CMD engine operations and controls (Captain’s Briefing is not available in all regions).
The New
Standard for
Diesel Propulsion
Today’s recreational boaters demand a higher level of
performance from their vessels. Advances in boat building
materials and techniques; improvements in vessel design,
comfort and safety; and significant innovations in marine
electronics have raised expectations across the board.
Cummins MerCruiser Diesel, a joint venture of Cummins
Inc. and Mercury Marine, is leading the way to meet this
challenge by delivering levels of performance and reliability
that set new global standards for marine diesel propulsion.
With a range of 115 to 715 hp,
Quantum engines are the most
powerful compact diesels ever.