sailing away in a new yacht

Transcription

What the
media says
OCEAN CRUISING SPEC
IAL
OCEAN CRUISING SPEC
IAL
SAILING
AWAY IN A
NEW YACHT
FEBRUARY 2013
MULTIHULL SPECIAL
How four ocean cruise
prepared for the Atlantrs
ic
ATLANTIC RALLY
FOR CRUISERS 2012
Exclusive report from
Saint Lucia
28 OYSTERS TAKE
ON THE WORLD
ON TEST:
DISCOVERY 57
Oceangoing
specialist
MAY 2012
RLD’S LEADING
ING MAGAZINE
STARTS ON P. 44
SPEED TRICKS
FOR CAT SAILORS
HOW TO CHOOSE A
CRUISING CAT
yachtingworld.com
Multihull
Buyer’s Guide
NEW
BOATERS49
OUTREM
MULTI 23
STARTS ON
P. 40
CHARTERING
IN GREECE
Family sailing
on a catamaran
CREATING A
SPEED MACHINE
How Sailrocket defied
the scientists
WHICH DOWNWIND
SAILS?
217 ouyachr AttslanresticpoGendartoSurvey
February COVER.indd
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09/01/2013 16:19
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55
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Journalist: Dick Durham
www.yachtingmonthly.com
Is this the ultimate
blue water cruiser?
After the Discovery 55 won a ‘marine Oscar’ in 2004, Nick Pochin decided she was
the boat to take him round the world. Dick Durham signed on as crew in Port Said,
Egypt, to check her out. Could this be the ultimate blue water cruiser?
A
s the Discovery 55, Festina Lente, made
her way across the Mediterranean
it was the first time skipper-owner
Nick Pochin, 67, had put his oilskins on for
thousands of miles. He and his three-strong
crew were unused to the chill northern
temperatures after so long in the tropics,
circling the world with the Blue Water Rally.
Nick decided on a rally because: ‘Sailing for
me is about sharing an adventure – first with
a good crew and then with a small group of
likeminded yachtsmen for mutual support.
The rally brought together a great group of
people who have become life-long friends.
We’ve shared an amazing two years together
and helped each other when problems arose.’
Nick’s Ron Holland-designed cruising machine,
dubbed by some a ‘mini superyacht’, was on
passage to Crete, when I joined the crew:
mate Alistair (‘Ali’) Turner, 27, and Polish
yachtswomen Anna Mrzyglod, 30 and Marta
Czuba, 29. The Discovery 55 pilot house
sloop won the ‘Boat of Year’ accolade at the
American magazine Cruising World’s annual
awards in 2004. Over the course of Festina
Lente’s 27,000-mile circumnavigation Nick has
managed 17 separate days in which she made
runs of 200 miles and has averaged eight
knots!
She crossed the Atlantic in 17 days, notching
up her fastest speed: 16.9 knots, surfing down
a wave. ‘I drew up a shortlist of boats to take
me on a round the world cruise and on it were
the Oyster 56, the Farr 56 and the Discovery
55,’ said Nick. He viewed all three, but the
Discovery 55’s deck saloon, with its 180°
panoramic view from the chart table, made his
mind up. What also helped is that the yacht
can be sailed two-handed.
‘I have sailed her singlehanded at times, too,’
said Nick. ‘All lines are led back to the cockpit,
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which is deep and safe.’ Surprisingly, after
27,000 miles there is nothing Nick would
change about his boat. He suffered minor
problems with his in-mast furling – a rogue
screw stuck out proud inside the Seldén mast.
For downwind sailing he had twin headsails
on a Twistle rig and ran with them for four
days and four nights during the Atlantic
crossing. On the wind, he sets the self-tacking
inner headsail. The wheel is in a self-contained
tub, which can be used as a bath, a feature
which Nick initially laughed at. ‘But I found it
came in handy for washing the salt out of our
oilskins,’ he said. Stainless steel davits hold a
ready-to-launch Avon 3.5 inflatable, powered
by an 8hp Yamaha outboard. As well as a
tender it could provide useful backup to the
pushpithung liferaft. Forward, the 40kg Delta
anchor on 80 metres of heavy chain is lowered
using an electric Lewmar windlass.
The sprayhood joins the bimini to ensure
complete protection from the harsh tropical
sunlight.
DOWN BELOW
The main saloon in the pilot house has a
circular, raised dining area with panoramic
views, which can be converted to a double
berth. There is also a second berth on the
starboard side, which Nick never used and
plans to convert into storage for charts and
books. To starboard is a raised chart table
fitted with a Raymarine chartplotter, which
is integrated with radar and ST60 electronic
speed, wind and depth read-outs. She has an
ICOM 802 SSB radio, a Raymarine DSC VHF
radio and a built in laptop PC that hinges
down from the deckhead over the chart table
and is linked by NMEA to all systems. She
also has two independent GPS systems and
a Navtex. His most valued piece of kit on the
circumnavigation was his Raymarine electronic
autopilot, which performed around the globe
‘without a hiccup.’ This yacht is a luxury home
from home.
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Nick has a DVD player, with cinema surround
sound, plus two Lynx TV screens – one in
the aft cabin and one in the saloon – and a
connoisseur’s Linn hi-fi system with cockpit
speakers. The boat is also fitted with air
conditioning.
Under the saloon sole are three diesel tanks,
which carry 210 gallons (800 litres) of fuel, plus
two water tanks with 325 gallons (1,310 litres).
The boat is also fitted with a Seafresh watermaker, which can turn salt water into fresh at
the rate of 90 litres an hour. Off to port and aft
of the main saloon is the galley, which is long
and narrow enough to wedge yourself into in
a seaway. But it, too, is a real home-from-home
feature. A 100-amp Victron inverter provides
power to a 240-volt ring main, which means,
among other things, that tea is made with a
plug-in electric kettle! The equipment includes
Zanussi washing machine and drier, twin
fridges, a freezer, a gas stove with full sized
oven and a microwave.
In all she has two heads and eight berths.
In the forepeak is a double bed and hanging
lockers. On the port side, just aft of the
forepeak, is a separate cabin with two bunk
beds. Opposite is a head, shared by both
forward cabins, with a manually operated
Jabsco toilet and a shower. The aft cabin,
entered through a door from the galley, has
a double bed and electrically operated head.
The engine – a 140 HP Yanmar turbo diesel
with dry exhaust – and the generator are
located under the cockpit.
UNDER WAY
The boat is a dream to helm, whether under
sail or power. She is light, well balanced and
responsive. In fact, she is so well balanced that
the Autohelm covered virtually the whole
passage from Suez to Crete – even taking
care of matters when it came on to blow.
Standing a watch was therefore a breeze: I
could concentrate on throwing a 360 every
few minutes! During the last night, I did switch
to manual while were motoring round the
north eastern corner of Crete and delighted in
feeling such a powerful boat making six knots
over the ground through a dead-noser while
other boats in the fleet anchored under Crete’s
eastern shore to wait for the wind to ease.
JOURNEY’S END
Three nights out from Port Said, Festina Lente
berthed stern-to, with assistance from her
bow-thruster, in the marina at Agios Nikolaos,
Crete.
‘My life is now sailing and nothing else,’ said
Nick, who plans to have the boat refurbished
at Discovery’s Southampton yard before
setting off for the Baltic. His long term cruising
plan is to sail down the west coast of South
America.
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Journalist: Richard Haworth
www.yachtingworld.com
Dances with foxes
Close encounters of the furry kind are one of the unexpected thrills when high
latitudes adviser Richard Haworth joins the crew of Discovery 55 Saxon Blue
for a summertime cruise up the west coast of Greenland.
T
he island on which we had landed
had very little vegetation. It was like a
moonscape of dark volcanic rock with soft
patches of green moss. Harvey and I had gone
for a walk ashore from our remote anchorage
just north of Umanak on the west coast of
Greenland, well inside the Arctic Circle at 70°N.
We were surprised to find the remains of old
Inuit grave sites but even more so that we were
being followed by a small brown animal, a
young Arctic fox. As the inquisitive little animal
got closer to Harvey, it seemed to become
bolder. Patiently, he lured the inquisitive fox
closer and soon the animal was dancing at his
fingertips. I had seen a few Arctic foxes before
but never anything like this. As the fox became
bolder, I began to wonder if we would have
difficulty in dissuading our furry friend from
joining us in the dinghy when we returned to
the yacht. We managed to return without the
fox and were bursting to tell Andrea and Kali
about the encounter. The fox was clearly young
enough to be ignorant of the dangers posed by
its main predator — man. Such are the joys of
sailing in one of the remotest cruising grounds
in the Northern Hemisphere.
A checklist for high latitudes
The voyage had started with a phone call from
Harvey Jones. He was building a new Discovery
55 and hoped to take her to the Arctic the
following summer. Could we have a look at the
boat with him and talk about preparations for
the trip?
This was the first Discovery we had been
asked to consult on and I was impressed. She
seemed to have been designed as a serious
passagemaker and her design focused on her
being a capable cruising boat, nothing else,
and did it very well. On board I ran through
our checklist of concerns when preparing a
vessel for the Arctic. There were a few minor
modifications I thought Harvey could consider
so we devised a plan to ensure Saxon Blue
would be ready.
Harvey planned to take the boat to Greenland
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via Scotland, the Faeroes and Iceland. He and
his partner, Andrea, also wanted to have on
board an experienced first mate; someone
who could run the boat alone if necessary and
more importantly would fit in with the relaxed
atmosphere on board. We introduced Harvey to
a long-time shipmate of mine called Kali who
proved to be ideal. With so much involvement
in the cruise, I was thrilled when Harvey asked
me if I could join them for the Arctic leg. He
thought my experience would enable them
to explore some of the more remote and
challenging areas and help keep the trip free
from unnecessary risk.
As it turns out, both the boat and her crew
were put through their paces before they
even reached Greenland. In the Denmark
Strait between Iceland and Greenland, we encountered a northerly gale providing some fast
sailing and very rough water. As always with
quartering seas the resulting motion of the
boat was uncomfortable but both vessel and
crew stood up to the initiation test well.
Approaching Cape Farewell, we were presented
with another challenge: could we get through
Prince Christian Sound? Local contacts had
indicated that this scenic shortcut between
the Denmark Strait and Baffin Bay was opening
unusually early this season. However, as we
approached, it looked as though the entrance
was blocked by several large icebergs. Our
hearts sank. The channel had featured heavily in
our planning as it offered a few days of scenic
passagemaking and safe anchorages each
night; far more appealing than a long passage
round the notoriously rough Cape Farewell.
Into the ice
It turned out that appearances were deceptive.
We picked our way slowly through the icebergs
into the eastern end of the Sound without a
problem and soon we had the boat secured
to the rocky shore with two long lines. Later, a
hearty meal was eaten at the table and then
all on board slept well. The cruise had most
definitely begun. The west coast of Greenland
is relatively unknown as a cruising destination.
Yet, its coast is blessed with stable good
weather for long periods in summer, when high
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pressure builds up over the island. Greenland
also offers remote anchorages that are miles
from anywhere except the occasional friendly
Inuit settlement that survives as a lively fishing
and sealing port.
Although this coast is remote, provisions and
fuel are readily available (if expensive) and an
efficient network of flights links nearly all the
communities allowing connections back to
Europe for crew changes. Although yachting
is uncommon — you certainly won’t find
any marinas here — the seafaring locals are
generally happy to assist with any problems
that arise. The only barrier is that the lingua
franca is Inuit; English is rarely spoken.
Pea-soupers and polar ice
We had planned for most of our time on this
voyage to be spent in the icy, picturesque
region between Aasiaat and Upernavik.
Fine in theory. In practice, as we moved up
the coastline, we ran into thick fog. A cold
northerly current runs along this coast and
had combined with the damp air of Baffin
Bay to create some of the worst pea-soupers I
had ever experienced. As we motored steadily
north, we kept our eyes glued to the radar to
avoid the frequent icebergs.
A stiff southerly wind cleared the fog as we
approached Disko Bay, building to around
35 knots directly astern. As if that did not
make progress exciting enough, we were
now entering the ice-strewn waters of Disko
Bay, sailing among big icebergs calved from
the giant glaciers which descend from the
Greenland icecap.
The bergs did not really worry us — they
were easy enough to spot and avoid. What
caused most concern were the myriad small
pieces of ice that had fractured from the
larger bergs and now lay hidden in the white
surface of the sea. These brought a whole
new meaning to being on watch. It was a
relief when we entered a sheltered fjord on
Disko Island where we could spend a peaceful
night. Not all our nights would turn out to
be that peaceful. Many anchorages were
threatened by hits of ice that drifted in on the
wind and current and on several occasions
we were woken in the middle of the night by
the thump of a piece of ice on the bow. The
reaction was always the same — a number
of crew members running on deck, usually
dressed in an assortment of dressing gowns
and underwear as we assessed the danger. If
the ice seemed large enough to damage the
propeller or rudder we would fend it off using
an ice ‘tuk’ - an Inuit implement, designed for
the purpose, that Harvey had had recreated
by the Exe Buoy I-look company in Devon.
On occasion, the ice would be so big that we
had to launch the dinghy and push it away. It
turns out that a 20hp outboard can shift even
a fair-sized iceberg at half a knot or so!
Mountain high
As we approached Upernavik, towering
granite cliffs loomed on all sides around us. A
few intrepid mountaineers have attempted
to scale these impressive slabs and we had
made a tentative arrangement to meet up
with one of them, Bob Shepton. Sure enough,
we found Bob in an anchorage which he
and I had shared on previous exploits. On
board his little Westerly, a party of climbers
were toasting their successful ascent of the
Impossible Wall. The celebration party aboard
Saxon Blue was musical and friendly, going
on long into the sunlit small hours of the
morning.
By this time, we were receiving daily ice charts
from our office back in the UK to assist in
planning for the crossing to Baffin Island. It
was not looking good. We were keeping a
close eye on the ‘middle pack’, the term given
to a section of the pack ice that remains in
the centre of Baffin Bay after the coasts of
Greenland and Baffin Island have cleared. This
year the middle pack was being particularly
stubborn and had failed to disintegrate as
early as usual.
It would have been possible to sail around
either the southern or the northern end of it.
But, this would mean a long cold voyage and
it was doubtful whether the anchorages on
Baffin Island would be fully clear of ice even
when we got there.
So Harvey decided to bide his time a little in
Greenland and wait for the pack ice to recede.
For me, this meant a quick change of travel
plans because I was due to return home
to Scotland for the birth of our first child.
With the revised flights booked, I called my
wife on the satellite phone to let her know
my plans. She greeted me with the words:
“We’ve got a little boy!” We had just had our
encounter with the fox and I thought life
couldn’t get much weirder. Instead, I had
suddenly become a dad! We celebrated with
champagne as I tried to put my changing life
into perspective — not easy. I got home to a
healthy and beautiful baby son. Harvey and
crew also finally slipped through the ice of
Baffin Bay to the remote and uncharted fiords
of Baffin Island where they had some amazing
encounters with polar bears and bowhead
whales. And, for Saxon Blue, this adventure
was just the beginning. Her next stop was
the Caribbean.
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www.boatinternational.com
Discovery 55
Creator of the charter group, Sunsail, and single-handed Atlantic racer, John Charnley,
recently formed Discovery Yachts to build top quality, blue water cruising yachts.
T
wo years ago this ‘wish list’ was handed
to the famous naval architect, Ron
Holland, and renowned interior designer
Ken Freivokh, whose combined skills were to
turn the dream into a reality - a brand new
cruising design, the Discovery 55. The result
is an elegant and comfortable cruising yacht
with sleek lines both above and under the
water. The design brief required her to have
space for visiting friends as well as stowage for
everything that would be needed along the
way. More importantly, many of the systems
are duplicated and utilise only the finest quality
products for total reliability.
At first glance, she bears a striking resemblance
to an Oyster. The decks have a pleasing sheer
and the pilothouse sweeps up off the deck at
a rakish angle. The Selden rig is a keel-stepped
B&R design with no baby stay or forward
lowers but a different rig, even composite,
can be specified. A Hood mainsail with full
battens and lazy jacks are standard for ease of
handling. However, Discovery Magic, the first
off the line, has in-mast furling with Vertech
vertical battens. Additional short battens were
also placed between the usual first and second
battens to stiffen the upper leach. The sail plan
choice is between a sloop, standard cutter or,
as on Discovery Magic, twin forestays with a
90 per cent blade jib inside and overlapping
genoa foremost. Both are self tacking with
manual furlers leading to an electric winch.
Her cockpit layout is spacious, practical and
innovative. Tall coamings offer good lumbar
support and the large spray hood can be
enhanced by a full, folding bimini. The fixed
table has an unusual drinks holder which will
accommodate a serious tea mug - as uniquely
British as the oblong apertures in the bottle
cupboard for the Gordons gin. A deep sump
at the forward end of the cockpit keeps water
off the sole and provides protection for the
deck-wash outlets. The helmsman’s cockpit
is separated from the main cockpit by a mini
bridgedeck and is shaped as a comfortable
double-ended bath. Close inspection reveals
fresh and saltwater feed to this area. ‘We really
wanted to incorporate a splash pool for trade
wind sailing, which we could also use as a hot
tub’, says John. The water for the tub is heated
by a titanium calorifier.
The Discovery’s binnacle provides enough
space to accommodate an autopilot and chart
plotter/radar together with an engine, winch,
windlass and bow thruster control, not to
mention an emergency stop for the winches.
There are no cockpit lockers, but a pair of
cavernous lazarette lockers and a huge sail
locker forward will gobble up any portable
deck gear.
On deck, similar experience has culminated in
sensible handholds, dedicated liferaft locker,
Propane locker for two large cylinders and
enough ground tackle to hold an SO-footer fast
through a gale. The 40kg Delta bower anchor
and 60m of chain is weighed effortlessly by the
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55
24V Lewmar windlass and a kedge roller on the
stern is positioned to allow the nylon rod to
be led to one of the Lewmar 64 ECST primary
winches. Andersen winches are an option.
An unusual touch is the teak ‘dolphin watching’
seats set into the pulpit which make a
wonderfully peaceful spot to sit out in fine
weather under sail, as do the taffrail seats aft.
Deep, wide steps take you below to the heart
of the yacht: the spacious and curvy raised
saloon, where the skills of interior designer, Ken
Freivokh, stand out. Large windows and light
cherry joinery make it very light and double
glazing keeps the warmth in and condensation
at bay. Not only is the comfortable seating
raised up to make the best of the view, but
so is the navigation station just inside the
companionway. A small pilot berth sits atop the
chart chest, just forward of the chart table, and
extends aft under the table itself. The saloon
table incorporates a neat allowing plenty
of legroom. An alternative layout places the
saloon seating lower and uses the full width of
the hull.
To keep the weight low, the generator is
mounted under the saloon sole with the 12x2V
sealed gel domestic batteries. All the electrical
switching gear is on the chart table support
and the electrical system utilises only top
quality components.
The galley extends the length of the corridor
aft. Immediately to hand is the massivelyinsulated, front-opening double Frigomatic
fridge with separate freezer under the saloon
sole, both with sea water cooled condensers
for efficiency. The inboard side of the galley is
dedicated to all things wet, with large and small
sinks and a deep drainer. Stowage is plentiful
and there is room for a dishwasher beneath
the Corian worktop. The area is well lit and
ventilated by opening hatches.
The spacious owner’s cabin has a king-size bed
with sprung mattresses set on battens for air
circulation. Two single berths are optional and
lee cloths are supplied. The luxurious cabin also
provides a comfortable armchair, dressing table
and enough stowage to swallow a model’s
wardrobe. Ventilation is provided by six hatches,
two large Dorades and a pair of electric fans.
Provision is made for a full-size washer/dryer in
the roomy en suite and access to the engine
room, with full standing headroom, is through a
door off the shower compartment. The forward
guest cabin, accessed through a watertight
door in the forward corridor, contains two large
berths, both fitted with lee cloths. Once again,
stowage is plentiful and the cabin has a vanity
unit and large hanging locker. Opposite is the
heads with separate shower.
The second forward cabin has an ample double
bed, twin hanging lockers, and individual
mattresses to allow a central lee cloth to be
utilised. Ventilation is from a large overhead
hatch, Dorade ventilator and two fans.
We took Discovery Magic out for a sail. The
four-cylinder, 140hp Yanmar diesel drives the
slippery hull effortlessly through the water via
a three-bladed, feathering propeller, giving a
cruising speed of roughly 8.5 knots at 2,600rpm.
Range is dependent on the number of fuel
tanks specified. The boat is fitted with five 400
litre tanks which can be filled with either fuel or
water. An independent rainwater tank is fed by
diverters on the deck drains.
Thanks to the furling main, we were under full
sail in less than three minutes, with no fuss or
any strained muscles. The self-tacking blade
jib is a real boon for short-handed beating and
provides ample power on a reach.
Under sail, she is easily handled by a competent
couple. The electric primary and mainsheet
winches are within easy reach of the helm and
a similar electric coachroof winch makes light
work of the halyards, mainsail out haul furling
lines and jib sheet, via a bank of clutches.
The Ron Holland racing pedigree soon became
apparent as we skimmed down the smooth
Southampton water at eight knots in 15 knots
of wind, with a mere ripple from her fine entry
bows. Once into The Solent, the wind picked
up to 22 knots but the wind-against-tide
lumpiness didn’t worry the Discovery. She
merely dug her heels in and sliced through the
chop at near hull speed despite being hard
on the wind. Her high ballast ratio, low bulb
keel and large semi-balanced rudder kept her
tracking like the 08.15 Paris Express, but all the
time her motion through the oncoming waves
was commanding. She exuded a feeling of
quiet confidence - a sensation that she would
happily eat up the miles, regardless of sea state,
while keeping her crew calm and more than
comfortable.
We threw in a few quick tacks, made easy
by the self-tacking jib. The large rudder
threatened to stall her if brought around too
quickly, but a little moderation allowed her to
retain maximum momentum while tacking
consistently through an impressive 74 to 76
degrees.
Discovery Magic has an excellent windward
performance considering her loose-footed
main and only starts to baulk at 30 degrees to
the apparent wind while still charging forth at
over nine knots. Cracking her off to 35 degrees
gave us an extra half a knot and, as soon as the
gusts hit, 30 knots the log regularly nudged
ten knots. Under full sail, she finally succumbed
to a little weather helm, but the rudder kept
its bite. A roll or two in both sails immediately
righted us and lightened the helm, but had
little effect on our speed as we took off on a
comfortable nine-knot beam reach towards
Cowes. With reluctance, we turned and ran
back to the Hamble, shaking out the reef and
setting the overlapping genoa, which gave us
a steady seven-knot broad reach, despite the
now dropping wind.
To sum up, the Discovery 55 is a beautiful
boat, soundly constructed out of the best
materials and designed to look after her crew,
whatever nature throws up. But none of this is
at the expense of performance which is in the
top league of today’s modern cruiser-racers.
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BLUE WATEP
www.bluewatersailing.com
A pure blue-water cruiser
We had motored up the Beaulieu River for a quiet lunch and were able, luckily, to
watch from the boat’s raised dinette a thick rolling squall move in from the Solent that
dowsed us and the surrounding fens with a heavy downpour.
I
was sailing with John and Caroline Charnley,
creators of the Discovery 55, and our
destination that afternoon was the old
harbor at Yarmouth on the Isle of Wight’s
northwest coast, a sail of a dozen miles or so.
As we left the mouth of the Beaulieu, we
rolled out the mainsail, laid the helm over
onto the port tack and then rolled out the
100-percent jib. The Discovery 55 gathered
the lO-knot breeze in her sails, leaned slightly
but purposefully and then accelerated
steadily to an easy 6.5 knots. After a mile or so,
we tacked over to starboard - the Solent Rig is
self-tending - to head out into the Solent and
toward Yarmouth. The feel on the helm was
light and balanced, yet the rudder turned the
boat with authority and easily held her in the
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groove going windward.
About half way across the Solent, as the wind
was picking up slightly, we encountered a
cruising ketch on port tack that was coming
at us with purpose. The skipper of the ketch
could see us under the mainsail but made
no indication that he was going to give
way despite being the burdened vessel. We
waited a bit to see if he would abide by the
rules of the road but when it became clear
that he wasn’t planning to do so, I simply
threw the wheel over without touching a
sheet and tacked under his bow. Painless.
What was even more pleasing was that after
falling off slightly to gather some speed, I was
able to crank the 55 close to the wind and
sail away from the ketch at a considerably
higher angle and faster. An hour later, when
we tacked toward the entrance to Yarmouth,
the ketch was about a mile astern and about
three miles leeward.
That night we moored the 55’s bow and
stern to two pilings and alongside a classic
wood sloop inside the tight little harbor at
Yarmouth. We manoeuvred in and around
the harbor easily with the aid of the big Gori
propeller and the bow thruster. As soon as we
had made fast, a group of youngsters from
a nearby boat arrived for a sundowner with
the Charnleys; they were the daughters and
friends of the soon-to-be owners of a new 55
that was to be launched later that week and
had been sent out on a “learn to sail” cruise
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with an instructor to get them up to speed
on basic sailing skills. This was their first look
at a Discovery 55 in the flesh.
Eight of us gathered somewhat snuggly at
the raised saloon table for a glass of wine and
amiable chat. Around us, in full view from
the huge dinette, we were able to watch the
sun set on historic Yarmouth without having
to crane our necks or stand up to see out.
A seemingly small detail, but being able to
watch the world go by from the dinette - a
place cruisers will spend a lot of time - is one
of the design innovations that really sets the
55 apart.
After a day on the water, we knew we were
aboard a cruising boat that had been created
with extra care to provide her owners with
both a fine seagoing cruiser and a wellthought-out home afloat. And, we still had
our circumnavigation of the Isle of Wight
ahead of us.
Design concept and construction
When John Charnley created Discovery
Yachts, he brought a wealth of experience to
the project. A veteran of the singlehanded
transatlantic and other long distance races,
John was also the original founder of Sunsail,
now the world’s largest charter company.
Before launching the new luxury cruising
boat into the market, he put pen to paper
and came up with a detailed design brief.
The essence of the brief was to create a
well-appointed cruising boat that was to be
easily handled by a couple but would have all
the amenities of an elegant home away from
home, including ample space for guests or
children. Moreover, the boat was to be a fine
sailing vessel that would have excellent sea
keeping qualities and be built to withstand
whatever rigors the sea might throw at it.
Of particular importance was the creation
of a saloon and chart table that has wide
views through the deck-saloon windows so
that those seated at the dinette can watch
the world go by and a watch stander at the
chart table can maintain a visual watch, again
through the saloon windows, while down
below and out of the elements.
With the concept in hand, John and Caroline
turned to Ron Holland, to execute the hull,
deck and rig, and to Ken Freivokh to style the
interior. The result is the Discovery 55, which
was first shown at the 200I Southampton
(England) Boat Show and of which there are
now seven sailing and three more under
construction.
A new Ron Holland design under 80 feet is a
relative rarity today, since the New Zealander,
who makes his home in Ireland, has a well
earned reputation for designing superyachts
like the new Mirabella V for Joe Vittoria (of
Avis fame and fortune). Earlier in his career,
Holland drew a wide range of moderately
sized racing and cruising boats for custom
building projects and for companies such as
Nautor Swan. His racing boats won trophy
rooms full of silver and his cruising boats
became known as fast, comfortable voyagers
that looked after their crews. Yet, it has been a
decade or more since Holland has delivered a
family cruising boat like the Discovery 55, so
the new design offers something truly special
to its owners. Ken Freivokh will be less well
known to an American audience. His work
has been in the European megayacht field,
where he has designed interiors for most of
the major yacht designers and builders. His
brief from the Charnleys was to create a wellcoordinated and airy interior that has the feel
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of an elegant home, while working well both
at anchor and at sea.
With this genesis, the Discovery 55 was born.
The hull that Holland designed is moderate
in all ways. The bow design eschews modern
plumb-stem trends and sticks with a pleasing
overhang with plenty of flare forward,
which makes the boat dry and buoyant. The
maximum beam of 15 feet, eight inches (a
35-percent beam/length ratio) is carried well
aft, yet the waterlines sweep back together
under the transom so the boat will carry
sail well but will not tend to get squirrelly
running in a large following sea.
The 55 has a cruising fin keel with a bulb
that helps to lower the center of gravity; the
bulb also creates an end-plate effect that
enhances the lift of the keel. The standard
keel draws seven feet while the shoal-draft
12
option draws six feet. The rudder is semibalanced and hung on a massive skeg that
has been engineered to withstand a direct
collision with a submerged object. The rudder
has Kevlar reinforcing and is molded around
a stainless steel shaft and rudder frame. Two
sets of rudder bearings hold the rudder in line
and provide for fingertip steering. The rudder
is driven by a Whitlock steering system. The
boat’s design numbers tell a tale of what the
design is all about.
With a ballast/displacement ratio of 42.2
percent, the boat is stiffer than most cruising
boats. The displacement/length ratio of 247
might be considered somewhat heavy by
today’s racer/cruiser standards, but many
veteran cruising boat designers consider a
D/L of 250 to be ideal for ocean work. The sail
area/displacement ratio of 15.89 lies at the
conservative end of the spectrum but is just
right for a boat that is intended to venture far
and wide on the ocean.
The hull and deck laminates were engineered
by the boffins at New Zealand’s High
Modulus Engineering who are known
as leaders in composite construction
techniques. Both hull and deck are balsacored and vacuum-bagged inside female
molds. The hull is molded of Vinyl ester resin
throughout with two layers of isothalic gel
coat to ward off osmosis. The forward hull
sections incorporate Kevlar cloth to prevent
penetration of the hull in an at-sea collision.
The hull carries a five-year warranty against
osmosis.
The deck is a vacuum-bagged fiberglass
molding with a balsa core. Load-bearing areas
are reinforced with marine plywood in place
of the balsa core while all deck fittings have
stainless steel or aluminum backing plates.
The hull-to-deck joint has been massively
engineered to avoid flexing or leaking. The
raised deck bulwark all around nestles into
a flange in the hull, where it is bonded with
55
epoxy paste and stainless steel bolts. The
interior section of the joint is bonded with a
layer of fiberglass and then the teak toe rail is
bolted through the bulwark with additional
stainless steel bolts. From the initial concept
to the finished product, the Discovery
Yachts team have set very high standards for
themselves and then striven hard to meet
them. In the end, those who sail their 55s are
the beneficiaries of all this effort.
The rig and sail plan
With simplicity and reliability as primary
goals, Discovery Yachts and Holland set out
to build a rig that a couple could handle
with ease in a wide range of conditions and
sailing angles. Roller furling and reefing on all
sails and electric primary winches provided
that starting point. But to make the boat
self-tacking, easy to reef and fun on a reach
or run, they opted for two non-standard
approaches.
First, they chose to use an oval Selden mast
with a B&R rig that has long, swept-back
spreaders and only single upper and lower
stays falling to chainplates on deck. Although
the swept-back spreaders make running dead
downwind difficult due to chafe on the main
sail, the rig is utterly simple and keeps the
decks uncluttered. However, for downwind
sailing, the boat is perfectly set up running
under twin headsails.
The second decision was to offer a Solent
Rig as an option. The 55 can be rigged as a
sloop or a standard cutter with a staysail. But,
with the Solent Rig - the reaching genoa on
the headstay and the 100 percent jib on a
stay just aft of the genoa - the boat can be
sailed upwind in self-tacking mode and then
can add the horsepower of the genoa off
the wind. Not well known on this side of the
Atlantic, the Solent Rig has gained popularity
in Europe for voyaging because it allows a
single watch stander to handle all headsails
and trim in an easy and efficient way.
Having sailed the boat for two days in upwind
and downwind conditions, we can vouch for
the rig’s ease of handling and power.
Accommodations and engineering
We were aboard the 55 for two days in the
south of England, sailing from Southampton
to Yarmouth and then around the Isle of
Wight. We had sun and rain and some wind
but nothing that would test either the boat
or crew. We ate most meals aboard and in
Yarmouth entertained a crowd in the main
saloon. The original design brief called for
the boat to have plenty of space for a couple
living aboard with enough additional room
for visitors. In our experience, the 55 fulfills
that brief very well.
The main saloon, as noted above, has the
large oval dinette to port under the raised
deck where it provides comfortable seating
for six, all of whom will be able to see the
anchorage around them while eating. The
raised chart table to starboard has a full view
through the saloon windows so the watch
stander can sit below and keep an eye on
things in warmth and comfort. With the radar
on and the autopilot steering, all one needs
to do is pop out on deck every 15 minutes to
check the horizon and the sails. Then you can
dodge below again to the comfy bench seat
at the chart table.
The master cabin lies aft down a passageway
that doubles as the galley. The aft cabin
has a large centerline double berth that is
segmented down the middle so a leecloth
can be rigged when at sea. The aft head is to
starboard and is large, airy and useful. Access
to the engine room is via a stand-up door in
the enclosed shower stall, as is the washer/
drier compartment. I should note that the
55 has custom mattresses that are the most
comfortable I’ve tested in years.
The galley is one of the best we have seen
on a boat of this size. The passage is wide
enough for two to pass easily but still
narrow enough to be safe and comfortable
when cooking in a seaway. Ample storage
is provided for long-term living aboard. The
galley sinks are on the centerline so they will
drain easily on both tacks and incorporated
in the Corian counter near the sinks is a large
shallow sink that is perfect for quickly stowing
plates, cups and cooking utensils when the
boat is pitching or rolling. The utility sink also
doubles as a drip tray when washing up after
a meal. We should all have this type of utility
sink on our boats.
The passageway to the forward cabins is
around the dinette and down two steps.
An optional watertight door can be added
at the main bulk-head to seal off the bow
sections in an emergency. The standard
configuration has a double cabin to port with
upper and lower single berths and a double
cabin forward with a large v-berth. These two
cabins share a huge head to starboard that
has its own shower stall.
The engineering in the boat has been artfully
tucked away behind and beneath all of
the living furniture so it is out of sight but
convenient to get at. The main engine room
lies under the cockpit and has standing
head-room and plenty of space to work on
the main engine and the systems that run off
it. The generator lies under the main saloon
floor with the battery bank and the main
fuel and water tanks. The electrical panel is
positioned on the front of the raised chart
table where systems can be switched on
and off conveniently and the status of the
batteries checked with a glance.
Laid out for comfortable living aboard
and extended cruising, the 55 also makes
standard maintenance and repairs to the
ship’s systems easier because the spaces have
been so well laid out.
BWS thoughts - After our night in Yarmouth,
we motorsailed in light drizzle around the
Isle of Wight, passing close to the famous
Needles, and then travelled on around the
high chalky cliffs on the island’s eastern side.
As we re-entered the Solent the rain stopped
and the breeze picked up a bit so we were
able to fill the main and roll out the genoa
for an hour of pleasant reaching. Once again,
the boat gathered way quickly and was soon
sailing along at seven-plus knots on an even
keel. The new Discovery 55 sails very well and,
with the Solent rig, offers her crew quick and
easy options for making the best use of the
available breeze. Such sailing performance
should be expected from a Ron Hollanddesigned cruiser.
The Discovery 55 is also an innovative and
eminently comfortable voyaging home.
With great details such as the fresh water
catchment system built into the deck
scuppers, the ability to transform the
helmsman’s cockpit into a hot tub and the
extensive redundancy of the house electrical
systems, the boat has been built for comfort,
style, great ocean sailing and a lot of fun.
13
14
57
15
16
17
Date of Publication: February 2013
Journalist: Toby Hodges
Ocean ready
A true liveaboard cruiser deserves a full liveaboard test, so Toby Hodges
sailed the Discovery for two days off the South Coast to find out if this
contemporary/traditional yacht has the legs to cross oceans
I
t’s no coincidence that we’ve chosen to test
the Discovery 57 for this special bluewater
issue. She is a prime example of a modern
long-distance luxury cruiser.
Perhaps you might question that statement
when you look at design features such as the
old-fashioned forward overhangs instead of a
plumb stem, in-mast furling rather than
in-boom or park-avenue, davits rather than a
transom garage. Or perhaps these are sensible
and dependable features for an ocean cruiser:
to be able to part the waves with a consistent,
soft motion, furl sails without leaving the
cockpit, maximise the aft cabin living area and
be able to launch and recover a tender with
speed in a seaway.
18
What makes the Discovery modern is her
contemporary build processes, fi nishing and
styling – including that bulbous coachroof
and vertical ports – applied to age-old, reliable
design and practicality.
Designed specifi cally for liveaboard couples
and built in Discovery’s expanding yard in
Marchwood, Southampton, the 57 comes with
a very complete spec list – not just ready to
sail, but ready to live aboard.
The 57 has been conceived from the ground
up. Thirteen years ago John and Caroline
Charnley built the Discovery 55, which was
based on their own requirements for an ocean
cruiser, and this slightly larger sister is the result
of tireless feedback from owners.
We put this to the test six weeks after her
launch at the Southampton Boat Show. We
were treated to a couple of days as guests
aboard the boat. The sun regularly poked its
head out and there was a breeze of Force 3-5
to coax us round to Studland Bay for a night
lying at anchor.
Ken Freivokh’s styling on the 57 may not be as
subtle as the 55 – the glass superstructure is
rather a slap in the face, but try going below
and then saying you’d prefer the room without
the view.
57
Gone sailing
The ‘old/modern’ theme struck me on
boarding the Discovery 57 immediately after
testing the Hanse 575 (January On Test). The
Hanse is a contemporary, angular design that
hides all her volume in her freeboard to retain
a very shallow coachroof. The Discovery,
in contrast, has low freeboard and a bulky
coachroof. But she was easy to board, had
plenty of sheer and a kind, seagoing hull.
It was easy to move around the deck using
handholds along the coachroof.
I had sailed the Discovery well-reefed in up
to 30 knots of breeze for the European Yacht
of the Year trials in September, when she
proved more solid than exhilarating, although
she was comfortable. Once again my first
thoughts on taking the wheel, this time in
a light breeze, were that she requires a fair
degree of physical effort. She’s well-balanced,
her semi-balanced rudder communicating
increases in pressure and, while there are
allowances for centrecockpit boats having
long linkage, this is arguably an unnecessarily
stiff workout.
With in-mast furling on the main and twin
electric furling headsails, however, she’s
easy to tune to the conditions. And it’s
simple to optimise the sailplan between the
self-tacking jib and the large genoa, as we
proved during our morning photoshoot off
The Needles and Colwell Bay, where I quickly
became comfortable sailing her solo.
It’s not the perfect gear change, as the genoa
becomes overpowered in breezes in the
mid-teens, when the self-tacker is still slightly
underpowered – but having full sail options
for light and strong conditions is a practical
mix. With the jib, she’ll tack in just over 80°,
sailing at 30° to the apparent breeze and,
although you lose 15° of this with the genoa,
speed increases by 1.5-2 knots.
If the wind drops below 9 knots, her 28.5 tons
drag and she quickly slows below 5 knots.
But, with 2.3 tons of water and fuel kept
central and low, and 10 tons in the keel, this
full displacement is an advantage at sea.
And at sea is where the 57 came into her
own, demonstrating a delightfully soft
rhythmical motion through the waves. Speed
stays consistent and there’s no slamming –
this is particularly noticeable below, where
it remains quiet and comfortable. With the
breeze up, I enjoyed feeling her power, as
if she were released after so much time in
planning. But the steering position was a
cold, windy place to be –
she’s not a boat to spend
hours helming.
However, once that’s
accepted – and the fact
that Discovery owners are
content to take shelter and
proceed under autopilot
– you can appreciate the
segregated layout works well.
When you are on the helm,
you benefit from excellent
visibility, including under the
high-cut genoa foot, and the sunken cockpit,
where the majority of time on deck would
be spent, is very well-protected. You can
even trim the main and jib from under the
sprayhood. Conversely, it does feel unnatural
not to be able to reach the main quickly
from the helm, but having push-button
controls here for the traveller and vang is a
consolation.
Although the wind died as we approached
Old Harry Rocks, we ghosted up towards the
anchorage in Studland Bay in the last of the
light. Following a good dinner, a comfortable
night and breakfast in the raised saloon, we
sailed calmly off the anchor in downwind
configuration to head back east.
Downwind mode
Leaving the calm anchorage under sail in a
north-westerly following breeze, we started
broad reaching at 6.5 knots in 11 knots true.
Although we missed the downhauls and
carried no spare sheets, we were still able to
set twin headsails on two poles for running
dead downwind.
We furled away the main and made an easy
5 knots in 10 knots true. “This is how the
majority of our owners sail,” Nigel Stuart,
Discovery’s managing director, explained.
“After the fi rst three days of the ARC, when
their coloured sails split, this will take them
round the rest of the world.”
And I have to agree, this was an effective
twin-poled downwind solution that you
could reef and depower simply from the
cockpit – gold standard for long ocean
passages.
All-round excellence
The raised saloon is the USP of this boat.
Certainly it would be hard to find panoramic
views to rival those from the Discovery 57.
It’s largely thanks to a windscreen made from
one straight sheet of toughened glass.
In terms of trim below, anything is possible.
Oak, maple and cherry are offered as
standard, but this first boat was finished
in teak (£15,000 extra). As Nigel Stuart, MD
of Discovery, explains: “Because we press
the veneer in-house, we can do anything
you want, including with upholstery, soles,
carpets, etc.”
There’s a slight feeling that, because this is
boat no 1, Discovery have tried to do most
things to show what they’re capable of,
hence the styling involves multiple colours
and joinery types, which makes it very busy
– or perhaps that’s just Ken Freivokh’s styling.
However, it is all immaculately finished.
All the furniture sits on infused glassfibre
modules. Considering this was Discovery’s
first infused boat, saving 500kg over a wet
lay-up, the finish looked excellent.
Some of my fellow European Yacht of the
Year jury members commented that there
were too many levels in the boat. There are
certainly three steps down from the saloon
each way, but these rarely became an issue
for me moving around the boat when it was
heeled.
We were treated to a blissfully quiet night
at anchor, waking up with no sign of
condensation in the interior even on a crisp
November morning. The foam core to the
hull and deck provides this insulation, and
dorades in each cabin supply fresh air.
A great deal of thought has gone into this
boat, including the provision of a useful
technical-cum-laundry room abaft the
navstation, so I was surprised not to see a
dedicated wet-hanging locker. I was assured
there will be an option to have one in the
technical room and Discovery are working
on an intriguing fold-down solution in the
engine room.
19
Engine room
Large, well-lit, well-finished and
insulated, the walk-in engine
room contains all noisy machinery.
Everything is rubber-mounted or
hung with accessibility in mind. A
220V socket is installed so power
tools can be used and fans keep the
room at optimum temperature. The
engine has dual alternators, and the
4.5kW genset, inverter and isolator
come as standard.
Saloon
An upper-class raised saloon with
unmatched views. It was a joy to
sit and eat at this table. The saloon
seating will be modified as it was
tight on legroom even for four –
there’s an option for a wraparound
saloon seat, to seat six, with a TV
mounted inboard for viewers on
the starboard sofa. This sofa has a trotter box forward to create a pilot
berth, or the whole seat can recline inboard. A huge chart drawer can
be found below. There’s plenty of useful stowage, all clean, well-lit and
accessible, below the sole and seats.
Navstation
“Our USP is that you can sit at the
chart table, see out and sail the
boat,” Nigel Stuart explained, adding
“for days, while monitoring weather,
work, emails, etc.” It certainly is a
commanding position at which
to work. A cutaway to the forward
section of the table allows for PC
wiring, and an electric lifting teak
panel for a plotter is a quality touch.
There’s useful space for stowing
valuables.
Galley
The passageway galley is a pleasure to work in. It’s roomy and light
with lots of fiddled worksurface – a cooked breakfast for four proved
easy. The large, well-insulated fridge (290lt) and freezer use keel-cooled
heat exchangers and are handy to reach. The five-hob GN Espace stove
makes a good alternative to a Force 10. The large hull window is a little
low to see through and it’s an intimate squeeze if another person wants
to get past. But I liked the hatch into the cockpit to pass out mugs of
tea and the good stowage beneath the sole. Clients can customise this
area to suit, as Discovery CNC mill their own Corian.
Pullman cabin
Well appointed with good stowage,
this shares a heads/shower with the
light, stylish, comfortable forward
guest cabin.
Master cabin
Again it’s all about the views,
thanks to the large vertical hull
windows. A spacious, luxurious
en-suite cabin, this offers 2.1m
headroom, but step up either
side of the berth and you’re
ducking to 1.7m. And it was
strange having the quadrant
and autopilot access through
the headboard. Huge mirrored
wardrobes, provide cavernous
stowage – there are drawers
as well under the berth. Larger
hatches to allow easy access on
deck would be useful.
20
57
Discovery in detail
It was dark, chilly and still by the time we
anchored. The heating was on and the warm
glow from the interior looked inviting.
“There’s a good pub up on that hill,” I halfjoked to my three crewmates. No trouble.
They had the large RIB launched and hanging
in the davits waiting for us to board within
a minute. Following a refreshing ale in
the traditional pub, we returned for warm
showers and a meal in the raised saloon,
not to mention grandstand views across the
deserted anchorage.
Everything was easy and comfortable and
everything worked – and if it didn’t, I now
knew there would be a back-up solution.
When things work well like this on board, and
don’t squeak or leak, it generally means the
details have been thought through. Here are
some of the many details that impressed us
on the 57:
Up and away
Davits
The davits exemplify Discovery’s approach.
The yard are not content until a solution is
found that works satisfactorily, even if that
means engineering it in-house. The whole
point of these davits (patent-pending) is that
they articulate, so that one person can launch
and retrieve a sensible-sized tender without
damaging the transom.
Four hydraulic rams are employed, one on
each davit and one per line. Using pushbutton
controls from the aft deck, the crew lower the
lines halfway before the davits pivot outboard
(and thus down) from their base, lowering the
tender aft and down, as if hung from the forks
of a JCB. This keeps it in place alongside the
transom in a safe position to board.
When on passage, straps remove the load and
keep the dinghy from swinging around. For a
boat full of back-up systems I was surprised to
hear there’s no manual back-up to the rams.
However, the control lines are on easy-tounderstand block and tackle leads to the rams.
Discovery favour Ribeye RIBs as they have
alloy hulls, so aboard the test boat we carried
a 3.1m with a 9.9hp outboard.
Sound of silence
Insulation
I was first taken around the 57 at the
Southampton boat show, and it wasn’t until I
opened the engine room door that I realised
the genset was running! The insulation is
unparalleled for a boat of this size. Discovery
built a full-sized mock-up of the walk-in
engine room during the build and worked
with Halyard to find insulation solutions.
Hence lead-lined foam and fireproof materials
are used within the engine room along with
Halyard silencers and water separators, and
all the sole and side panels contain foam. The
key is to make sure there are no gaps so that
insulation is total.
Conclusion
If there is one word I’d use to sum up this boat it would be ‘dependable’.
Discovery put owners and safety fi rst: everything is diagnosable and
accessible, and everything has a back-up option. Yes, the panoramic
views are a pronounced wow-factor. But for me it’s the yard’s meticulous
attention to detail for what liveaboards really need and the fi nish quality
that stand out.
The joiner work is immaculate and her all-round fi nish has the British-built quality stamp.
But perhaps Discovery are guilty of function over form sometimes – generally no bad thing.
Take the coachroof windows, which are lovely from inside, but can take some getting used
to from the pontoon. Yet the price refl ects Discovery’s custom approach and the merit of
going to a low-volume yard with a can-do attitude.
She’s a big, heavy boat that won’t set pulses racing in terms of performance and she can feel
exposed at the helm, inviting you to withdraw into her considerable protection. But having
sailed her all day, I could drop the hook from the helm, single-handedly launch the dinghy to
go ashore, return for an indulgent shower, dine in the warmth of the raised saloon and enjoy
a quiet, comfortable night’s sleep.
I think most potential liveaboards would choose that level of comfort over the wow-factor
of a lighter-weight cruiser.
FURTHER DETAILS
Waterproof Deutsch plugs are used on
all electrical connections throughout the
yacht, not just those that might be exposed
to moisture. Wires are all individually
labelled – so a ‘No 6’ will lead to another ‘No
6’ in the junction box. Tinned copper wiring
and LEDs are used throughout.
The bilges are so deep in the saloon,
it makes accessing the bilge pumps
impractical, hence Discovery have made
them easily removable and mounted them
on rods to lift up for cleaning or servicing.
Having a tool to fish out wayward objects
might be practical too.
A couple of examples of where Discovery
have let their hair down and shown what
they can do are the saloon table and the
laminated, moulded companionway – an
engineering feat of twists and curves.
All service areas are lit. Behind the mast
base, for example, is an excellent locker that
contains all plumbing switchovers – easy to
access in one spot. The sea and freshwater
switchover for all toilets is on one valve.
The polyethylene tanks have inspection
covers. “They will block at some stage, so we
wanted to make them as easy as possible
to get at,” explains managing director Nigel
Stuart.
Fast-mount headlining plugs allow every
panel in the deckhead to be removed easily
and quickly for access to junction boxes,
lighting, hidden speakers and so on.
Most locker doors have quickrelease latches
so they can be removed instantly for access,
varnishing, etc.
Every panel of timber has a serial number
carved into it, so if it splits, breaks or is
damaged, it can be replaced easily
21
Date of publication: February 2013
Journalist: Duncan Kent
www.sailingtoday.co.uk
Discovery 57
Duncan Kent evaluates
the new Discovery 57
during a blustery sail
off the south coast.
I
n the year 2000, boat designer and ex-Sunsail
owner, John Charnley, decided to create
the ideal bluewater cruising yacht for his
retirement circumnavigation. Known for his
pragmatic, seaman-like approach to sailing,
Charnley created a boat that was not only
intended to give its owners total confidence
in all sea and weather conditions likely to be
confronted during a global circumnavigation,
but also provide a standard of accommodation
that was luxurious as well as practical. Thus, the
Discovery 55 was born, along with a brand-new
British boatbuilder, Discovery Yachts.
Twelve years on and the original 55 is looking
just a little long in the tooth, despite frequent
updates and modifications. Discovery had
already introduced a number of new concepts
in the creation of its new flagship, the Discovery
67, with its more contemporary styling and
22
roomier accommodation. However, many
existing and potential owners apparently told
Discovery that they consider a 55-60ft LOA
yacht to be the ideal size for long term cruising
when manned solely by a reasonably fit couple.
This led to the introduction of the all-new
Discovery 57 at the 2012 PSP Southampton
Boat Show, although Discovery have stated
that the production of the still popular 55 will
continue for as long as the yard receives orders
for them.
Along with Discovery’s in-house design team
and incorporating the expertise of composite
specialist, High Modulus, the new 57 was
drawn up by the renowned naval architect, Ron
Holland (designer of the stunning 247ft-long
Mirabella V among many others), who also
helped create the original 55. Clearly, a great
deal of thought and effort went into ensuring
she could safely be handled and maintained by
just two reasonably knowledgeable, hands-on
cruising sailors – especially given that she is
likely to be visiting some of the world’s most
far-flung and isolated destinations.
Yet another UK expert, Ken Frievokh, whose
skills and know-how have fashioned more
luxurious yacht interiors than almost any other
interior design team, has created her truly
sumptuous interior.
She is constructed from female moulds
using the latest vacuum infusion technology,
together with isophthalic gelcoat and vinylester
resins for maximum strength, composite
integrity and water resistance. The hull lay-up
incorporates a foam core and longitudinal
stringers with structural rings athwartships for
maximum stiffness. Additionally, the bow area
is reinforced by interweaving Kevlar into the
woven matting.
Cockpit
Although the 57 is a centre-cockpit design,
being a few feet longer than the 55 means
there’s enough deck space to keep the helming
area separate from the cockpit. The latter has
been created with relaxing in mind, rather than
as a working area for controlling the boat, so
it’s a shame to find coachroof sheet winches
spoiling this domain. To my mind, some way of
leading them back to the helming area should
have been found, with rope bins to keep things
in order.
57
There’s room for six to be seated around the
substantial teak drop-leaf table, which has an
insulated icebox inside and glass/mug holders
on the top.
Her twin helms have substantial binnacle pods
for mounting instruments, including large
MFDs, and each has its own seat and foot stops.
Decks
She has a spacious afterdeck that, as well as
providing an ideal sunbathing spot, also gives
access to two voluminous lazarette lockers that
are large enough for all items of deck gear,
plus system items such as a water maker,
dive compressor, hot water tanks, heating
boilers etc.
Access to the sea is through a passage between
the helms, across the afterdeck, through the
stern rail gate and down several wide, teakcovered steps. Clever electric davits telescope
outwards first, before lowering the tender into
the water just behind the bottom step, in which
there is also a folding boarding ladder.
Her side decks are clear of obstructions, thanks
to her self-tacking jib and genoa tracks that are
mounted atop her teak-capped bulwarks. A
secure stainless handrail is within easy reach on
the raised coachroof and the guard wires are
full height.
Her foredeck is well organized, with a deep
rope/sail locker forward of the watertight crash
bulkhead and a chain locker large enough for a
substantial chain rode. The stemhead fitting is
heavily engineered and sports twin rollers, two
Reckmann electric furlers and a tack block for a
free-flying downwind sail.
Rig and sails
She has a stout, keel-stepped aluminium mast
(painted white) with twin swept spreaders
and supported by 1 x 19 wire discontinuous
cap, intermediate and single lower shrouds
– surprisingly minimalist in fact for Discovery.
She has a modern ‘slutter’ sail plan, with twin
headstays on electric furlers. The inner carries a
self-tacking, 90-percent, high-aspect Solent jib
and the outer a 140-percent overlapping genoa
for off-wind sailing.
Her mainsail is electrically furled into the
mast as standard, but any configuration of
slab reefed main can be specified if preferred.
Standard cruising sails are cross-cut Dacron.
Her running rigging is straightforward. The
mainsheet track runs along the afterdeck
behind the helms and is sheeted to an electric
winch on the coachroof. This isn’t ideal for
shorthanded sailing, but at least the traveler
can be lowered electrically from either helm
to spill a gust. The jib has a single sheet, again
leading to a coachroof winch. The genoa sheets
are led aft via travelers and turning blocks to
electric primaries, positioned just ahead of the
helm stations.
Saloon
The Discovery 55’s ‘raised saloon’ was one of her
most popular features and the same goes for
the 57, where the all-round panoramic views
from the elevated saloon seating are a real
boon, both under sail and at anchor.
The plush leather-covered settees almost
completely surround the folding dining table,
enabling six to eat in comfort if needed, or a
couple to lounge with coffee with the table
folded.
Navigation Station
As with the 55 the nav station is also raised
up so that the navigator can see out of the
large windows – enabling them to keep a
watch below while plotting a fix, or maybe just
warming up.
The full size chart table has its own comfortable
contoured seat and there is ample room for
large displays. Stowage for paper charts is in
a wide drawer beneath the pilot berth, just
forward of the nav area.
Pilot Berth
Opposite the raised saloon area is a pilot
berth, which is ideally positioned amidships
for comfort under way. It is also close enough
to the nav station to be able to keep the
occasional eye out on the vessel’s progress
23
Date of publication: February 2013
Galley
Well proportioned and attractive with its
Corian worktops and solid wood trim all
round, the Discovery’s galley is to port, in the
corridor to the aft cabin. Though a linear galley,
you’re always close to some physical support
when cooking or preparing food under way.
Equipment is all top quality and includes a five
burner stainless cooker and fitted microwave,
and the use of GN Espace galley equipment
ensures everything is ergonomically designed
to assist the chef – particularly with hot pans
etc. which drop securely into the specially
designed pan sink for serving up in a seaway,
then stack perfectly into each other for stowing.
Food stowage is given a priority, with numerous
drawers and partitioned lockers, and a large
290lt fridge and separate 170lt freezer provide
sufficient cold storage for extended passages
at sea.
AC power is available constantly from the twin
combi inverter/chargers. Ventilation is via two
opening ports above and another inboard into
the cockpit, which cleverly has been made
large enough to pass plates of food directly
through to the cockpit.
Laundry room/electrics
Just aft of the nav station there are steps
down into a small area that houses a washing
machine and dryer. It is also the control centre
for the electrical systems, which comprises
a 5ft-tall switch panel with well-organised
breakers and gauges splitting the system up
into manageable chunks.
There is also walk-in access to the engine room
on the inboard side, via a chunky fireproof /
soundproof door.
Aft Cabin
This is the owner’s suite and is truly spacious,
warm and inviting. The king-sized (2.0m L x
1.6m W) island berth has a properly sprung
mattress, which is split into two for easier access
to the storage underneath and suspended on
battens to ensure good ventilation.
The cabin boasts a plethora of useful lockers
for storing clothes and other necessities and
a vanity table and settee add to the opulence
usually only found in a top-quality hotel suite.
Light and ventilation is excellent with two
large hatches overhead and numerous other
opening ports to help air circulation in hot
climes. Large portlights in the hull also add a
considerable amount of light to keep it sunny
and cheerful. Blinds are standard, fans and airconditioning are options.
Connected via a door to starboard is a luxurious
ensuite head and shower stall separated by
acrylic doors. Electric-flush toilets, heated towel
rail and Corian sink surfaces offer a touch of
home comforts.
Forward
Moving forward down steps from the saloon
you enter a short corridor, off which is the
crew cabin, heads and VIP suite. With Discovery
offering a high degree of customisation, this is
where she would most likely be adjusted to suit
each owner.
As standard the crew cabin has two adults
bunks and a large clothes locker. Those who
have to keep up with business at home might
want to turn it into an office – others might
prefer a workshop or simply a large stowage
area. For a couple that has the occasional guest
couple on board, the whole forward area could
be turned into a suite with the crew cabin
becoming a spacious dressing room.
Opposite is another good size heads with
shower stall, accessed from the corridor.
The forecabin is almost as sumptuous as the
owner’s suite aft, but without the width. Being
set back some way aft from the bows, though,
enables the roomy island berth to be mounted
on the centerline.
There’s ample stowage for clothes and a large
forehatch and hull portlights keep it airy and
bright.
Engine Room
The engine room is strategically organized and
provides excellent access. As well as the 150hp
Volvo main engine, there is a 4.5kW watercooled AC generator installed. The engine is
also fitted with two alternators, charging 12 x
2V deep-cycle, maintenance-free gel batteries
for the 500Ah/24Vdc domestic electrical
system.
24
57
Close-Hauled
Despite being at the larger end of the ‘handle
by a couple’ size for a bluewater cruising yacht,
this boat is agile, safe and even easier to control
than the 55.
despite the strong gusts that had us running
the mainsheet traveler down to leeward as
far as it would go. Nevertheless, I felt totally in
control and only occasionally did the helm load
up a little.
We set out for our test sail on a windy autumn
day, with a nor’ westerly F5 blowing and
frequent gusts of up to 32kn barrelling down
Southampton Waters.
Cheekily, we unfurled the genoa once the wind
was aft of the beam, but it wasn’t long before
I was fighting the helm and zigzagging down
our course. This isn’t at all surprising, though,
as hoisting such a large sail in these conditions
was verging on reckless. Despite this endurance
test she stood up to her over canvassing well
and only once did I feel she was starting to lose
her grip on the water. Sensibly we did what
most cruising folk would have done to start
with and put a couple of reefs in the main for
the rest of the sail.
Despite this, we kept her full mainsail and blade
jib hoisted, spilling the main in the larger gusts
and relying on her ample ballast, deep bulb
and generous hull form stability to stand up to
such conditions.
Hard onto the wind she powered her way
through the short chop with her broad
shoulders shrugging off any spray. The log
showed between 7.2-8.4kn from her highest
point, 33º off the apparent wind, to around 38º,
where she dropped firmly into a comfortable
groove and almost steered herself until another
gust hit us.
Her smallish jib means it’s the mainsail that
requires the first reef and once we’d done
this she once again fell back into a balanced,
predictable stride.
Reaching
Bearing away to a close reach under full main
and jib had her speed log hovering in the low
nines and on a beam reach she was flying,
Downwind
Having twin headstays allows the setting of
a double headed sailplan for long downwind
runs, but in most general cases her generous
genoa will be more than adequate to keep her
powering through the seas in mid-range wind
speeds. We sped down Southampton Water on
a starboard broad reach making a comfortable,
mile-munching 8.2kn – albeit in fairly flat water.
She tracks as if she’s on rails, thanks to her deep
appendages, and needs only the lightest touch
on the helm to keep her on course.
In light airs a cruising chute is the answer.
A tack block for an asymmetric is provided.
ST Verdict
The Discovery 57 boasts many of the
finer attributes of the earlier 55, but
with a plethora of improvements,
new ideas, more modern equipment
and a much more contemporary
style.
As is customary for such a meticulous
boatbuilder as Discovery Yachts,
construction quality is top-notch –
as is the standard of all the fixtures
and fittings.
The wealth of inherent sailing
experience from both the design
and management teams is plainly
obvious, so features such as good
handholds, dual fuel filtration
systems, capacious tankage etc. are
only to be expected.
The 57 should definitely be near the
top of your wishlist when searching
for your ideal long-term cruising
yacht.
For
• Extremely well constructed
• Top quality inventory
• Powerful yet sea kindly under sail
• Sumptuously appointed below
Against
• Coachroof winches
25
26
67
27
Britain has got talent!
Discover the new 67ft thoroughbred cruiser from Discovery Yachts for proof that
461&341"35�.*%4
high-quality traditional yachts are still built
in Britain. Toby Hodges investigates
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Journalist: Jake Kavangh
BOATS
The Discovery 67 is
a fast, performance
voyager, but can be
easily sailed by an
average couple.
18
BIG BOAT IT
SU
IDEAS TO E!
ANYON
Ideas for bluewater
passage-making
A big boat will provide fast passage times and a great deal of comfort,
but can they be sailed short-handed without a crew of winch monkeys?
The Graham family invited us aboard their Discovery 67 to see their favourite
innovations for speed, comfort, sail-handling and deep water anchoring.
Voyaging around the world is a dream
that is becoming attainable for more
and more people. Some of us manage to
escape when we’re young and carefree,
and in a fairly basic boat, but the majority
of us have to wait until middle age, mainly
to be able to afford it with any degree
of comfort and financial security. In the
meantime the exciting world of charter
allows us to see some tantalising previews
of paradise.
One couple who have turned a five-year
dream into big-boat reality are Stewart and
Patricia Graham, who invited us aboard
their brand-new Discovery 67, Rhiann
Marie, to see their deep-sea innovations.
At 67ft overall and costing £1.7 million,
their yacht is perhaps outside the average
Sailing Today reader’s budget, but she
30
76 Sailing Today august 2010
is packed full of ideas that will translate
successfully to any long-distance cruiser,
irrespective of size.
Like so many of us, Stewart had always
wanted to do a circumnavigation, but work
kept him firmly anchored in Scotland.
When several of his acquaintances died
in middle age, the 48-year-old Graham
changed his priorities, and decided to
combine spending some quality time
with his family with a two-year sailing
adventure. But first, they had to find a fast,
roomy but easily handled boat, especially
as the crew of family and friends would be
of varying ability.
“We stepped aboard the Discovery 55
at the Southampton boat show, and felt
right at home,” he said. “The design was
just what we had been looking for, but
we wanted just a few more feet, because
personal space is vital on a long trip. We
didn’t want to invite friends aboard that
we hadn’t seen for 30 years, and then want
to see the back of them after just three
days!” So when Ron Holland proposed the
Discovery 67, Stewart was able to have a
great deal of input into the semi-custom
design, based largely on his experiences
with chartering with Sunsail in various
parts of the world.
The result of this input is a remarkably
able passage maker, easily handled thanks
to banks of electric winches and selffurling sails, and packed full of clever
ideas to increase comfort, range and
enjoyment when thousands of miles from
home. In the next few pages, he has listed
some of his favourite features.
67
blue water ideas
1. Watching dolphins
Wildlife is always a joy to watch at sea,
so Rhiann Marie has these two dolphin
seats on each side of the bow. As with all
the seating, they can sit two comfortably.
They also make good extra seating when
entertaining on the foredeck. There is a
similar stainless-steel and teak-slatted
seat on each side of the pushpit for
wake-watching, with a detachable bolster
on the pushpit rail.
In his Blog, Stewart wrote: ‘We have
had large pods of dolphins with us
countless times, which have been hugely
entertaining. We have frequently used
the two-person dolphin watching seats
forward to good effect. This is a great
feature of the boat as you can get eyeball
contact with the dolphins and could
almost touch them.
The slatted teak
‘dolphin’ seats
are popular on
a long trip, and
don’t interfere
with the cleats
when docking.
2. Catching rain
Extended cruising with guests can put a
strain on water supplies, so the 67 has a
clever rain-catching arrangement set into
her starboard deck. This simple plumbing
system will supplement her fresh water
capacity of 1,400 litres (314 gals) and
extend the service life of her Seafresh
water maker. Rainwater running down her
decks falls into this drain, below which
there is a large grp sump. Once enough
has been drained overboard to be salt free,
a manual valve diverts the flow through a
filter and into the starboard tank. Primarily,
water from this tank will be used for
cooking and washing, but will also be
potable via extra filters if necessary.
4/5. Sitting comfortably
As long periods will be spent sitting at
the helm, or lounging aboard, contoured
seating was essential. The helm seat
below is designed for two, whereas the
cockpit seat (right) is angled to about 15
degrees at the back to allow comfortable
relaxation. Any water shipped aboard
naturally drains through large gutters
around the outer edge of the seat, and the
backrest doubles as a rope bin..
High coaming at
good height for
resting elbow
and contoured
outwards.
3. Cap rail protector
A stainless steel footplate fixed to the
midships boarding point protects the
capping rail from excessive wear. It is
engraved with the Gaelic greeting ‘A
Thousand Welcomes.’
The backrest is
angled at 15º
and forms large
bin for halyards.
Deep gully
around seat
channels water
away rapidly.
5.
august 2010 Sailing Today 77
31
Journalist: Jake Kavangh
BOATS
6. Interchangeable bimini
Global voyaging exposes the sailor to all
extremes of weather, so the bimini has to
have many functions. Stewart specified a
full enclosure for the cockpit and helm,
which allows the bimini to be joined
to the sprayhood. The bimini sides can
also be joined to the cockpit coamings.
Even with the cockpit and twin helm
positions fully enclosed, the mainsheet
traveller, winches and foresail sheets can
be accessed and operated. Light brown
to match the decks, the awning has large
windows in the side and vents on the
top to let out hot air in the tropics. These
vents have their own sealing flap to keep
out a tropical downpour, and so avoid
spoiling a party aboard! The sprayhood
also has sealable plastic windows for
looking up at the sail.
Vents allow
excess heat
to escape.
Bimini
zips to the
sprayhood.
Large windows
and generous
headroom for
entertaining.
7. Deep water anchoring
Chartering in the Med and Caribbean
showed Stewart just how crowded
popular anchorages could become. As
such, Rhiann Marie can anchor easily in
deep water, and so increase his anchoring
options. The anchor locker is divided in
two by a half-height bulkhead. Because
any more than 40m of chain in one heap
tends to reverse and tangle in a seaway,
the 80m of 12mm calibrated chain is split
between the two compartments. The main
40m falls into the first compartment, but
the remaining 40m is kept in the forward
compartment. If deployed, it would
have to be hand-fed back in again, so is
rarely used. An additional 50m of heavy
multiplait anchor rope is kept on a drum.
Extra chain
Hose reel
Chain divider
9. Screw down floorboards
Heaven forbid that the boat should
ever be knocked flat, but if it is, the
floorboards will stay put. These clever
retaining threads can be adjusted to pull
the floorboards tight onto rubber backing
sheets. A simple half-turn with a coin or
screwdriver will release the locking bolts
to allow immediate access.
Adjustable
lock fitting.
32
8. Cockpit sump
If a wave dumps itself into the cockpit,
this deep sump helps to shift the water
quickly. It provides a large ‘departure
lounge’ for it to slosh around in whilst
the self-drainers get to work.
Rubber sheets
on the back of
the floorboards
reduce noise
and vibration.
67
BOATS blue water ideas
17. Dedicated charging
Modern portable devices such as iPods,
mobile phones and VHF’s tend to get
recharged at the nav station, where there
is space to leave them lying around..
Rhiann Marie has a dedicated charging
compartment under the chart table instead,
with sockets linked to an inverter. This
allows several devices to be charged at
once, but keeps the table uncluttered.
16. Navigate from bed
Now how is this for off-watch luxury?
A large ‘mirror TV’ has been incorporated
into the bulkhead at the foot of the double
bed in the owner’s cabin. All the controls are right by the skipper’s bedside, so he
can turn the mirror into a live display of all the navigation instruments on board. He
can even make any course changes by remote control. No need for the crew to call
the skipper to the cockpit to ask his opinion – he can monitor the situation whilst
tucked up in the king-sized bed – in between watching DVDs in wide screen.
18. Reversible cutting board
Despite the huge galley on the 67 there
is an interesting space saver - a cutting
board hidden away under the cover for
the second sink. Made in matching dark
Corian, the half-width sink cover is
simply reversed to reveal the board, and
also provides extra work surface.
The Discovery range
Discovery Yachts was founded in 1999
by John Charnley, a lifelong deep-ocean
yachtsman who had always wanted a
personal blue water yacht built to his exact
specifications. He approached the legendary
designer Ron Holland to work up a design.
The brief was for a fast, 55-foot passage
maker that could safely navigate any ocean
on earth, and yet be easily managed by a
couple with no additional crew. Charnley
commissioned a full plug, and then a mould
for the boat, and bought in High Modulus of
New Zealand for the composite engineering.
Ken Freivokh, well known for his work with
superyachts, created the interior design.
The building of Charnley’s Discovery 55 was
contracted out, and she was launched in
2001. The design featured a bulb keel to give
a high ballast ratio, a semi-balanced, protected
rudder, and electric furling on all the sails,
including the main. The sculpted cockpit can
even incorporate a hot tub. Realising the boat
was everything he expected, Charnley had five
more built to recoup the outlay, and then set
up his own yard on the edge of Southampton
Water to start semi-custom production.
It wasn’t long before the model developed
a loyal following, and so far no less than 32
have been sold with another 7 currently on
order. Following requests from owners who
wanted to ‘move up’ Charnley commissioned
the 67, also a Ron Holland design and with
accommodation for 10 in five cabins. This
was followed by a Bill Dixon designed 50ft
Catamaran, wider than usual for vessels
of this size and deliberately configured for
socialising in comfort. With a clever use of
space below, and easy to sail and manoeuvre,
the catamaran is currently being sailed along
the American seaboard by John and his wife to
visit various American boat shows.
For more information on the range, visit:
www.discoveryyachts.com or call 02380
865555. If you would like to follow the exploits
of Stewart and Patricia Graham, who are
currently making their way through Polynesia,
then you can read their entertaining blogs at
www.mailasail/blogspot/rhiann-marie.
33
Epic sailboat circumnavigation
completed in a Discovery 67
My favourite cruising yacht, the Ron Holland design ‘Discovery’, has once again
proven what a magnificent go anywhere passagemaker she is.
S
tewart Graham of Inverness, Scotland
has recently completed his ‘adventure
of a lifetime’ circumnavigation in his
Discovery, ‘Rhiann Marie’. She comes out
of the Ron Holland design office, built by
Discovery Yachts of Southampton and is 67ft
of pure cruising luxury. She also comes in 55ft
and 57ft variants.
Rhiann Marie at
anchor in the Maldives
The final 6,000-mile leg of Graham’s journey
was single handed, he told Sea Magazine,
through the South Atlantic winter from South
Africa to the Canary Islands. He had to sail
away from the coast of Mauritania, where
he had been heading to make some repairs
after learning of threats of piracy and Al
Qaeda activities in the area. He then repaired
the boat at sea and experienced a gruelling
600-mile beat into five days of strong winds
before finally arriving in the Canary Islands.
The west-about journey has taken Stewart
from Gibraltar to the Caribbean, through the
Panama Canal, venturing 10,000 miles across
the many remote islands and countries of the
Pacific Ocean to Australia, South East Asia,
across the Bay of Bengal and to Sri Lanka.
A thirteen thousand mile detour to avoid
the Somalian piracy threat took him south to
the Maldives, Chagos, Mauritius and Reunion
Island before reaching South Africa.
Owner of Highland-based marine equipment,
supply and engineering group Gael Force,
Stornoway-born Stewart, 47, told Sea
Magazine he had been sailing his Discovery
67 mono hull yacht the Rhiann Marie, named
after his daughter, since September 2009.
Though finding friendship with people all
over the world, he experienced a number of
‘threatening encounters’, including having the
yacht approached at high speed at dawn by
a boat with masked men wearing balaclavas,
34
off Columbia. His yacht was hit by lightning
in the Caribbean, which destroyed electronics
including its essential autopilot system, and
he had to cope with storm conditions, high
seas, ripped sails and damage to his rigging,
plus the constant repairs required to keep a
circumnavigation on track, with a minimum
amount of sleep.
In February this year, Stewart had eight
nuts and bolts, two rods and a metal plate
permanently fitted into his spine after an off
road motorcycle accident in the jungle in
Malaysia. However he was back at the helm
just one week after the accident proving his
determination to succeed.
Despite suffering the set backs of a broken
back and finding that his return route
through the Gulf of Aden was a no go zone,
due to the activities of Somalian pirates who
have murdered other yachts people, Stewart
refused to give up, showing characteristic grit
and determination in continuing through a
Southern hemisphere winter.
Stewart, who took up sailing 10 years ago and
now has more than 50,000 miles’ experience,
said he had found the journey both physically
and mentally challenging.
‘It is hard to believe that my two-year
adventure has come to an end. The final
stage of the journey from the tip of Africa
was particularly challenging, however I found
the determination to push myself harder as
I neared my final destination – home. Family
and friends have joined me throughout
67
‘I would like to thank everyone who has
helped and enabled me to complete my
journey, not least of which is my wife who
sailed 30,000 miles of the journey with me
and who accompanied me on the very final
leg of the adventure from the Canaries to
Gibraltar’ he said.
‘We both now have a huge sense of
achievement and feel that we need to let
the reality and wondrous magnitude of our
adventure over the past two years sink in.’
Stewart has written a blog of his two-year
journey, which has attracted more than
24,000 readers so far, many of whom have
encouraged him to produce a book of his
adventures, which he is now considering. You
can catch up with his adventures in depth on
blog.mailasail.com/rhiann.marie
Rhiann Marie
at Koh Hong
various stages of the journey and acted as my
crew, but sailing the Atlantic single-handed
brought new greater challenges, both
physically and mentally,’ he said.
‘The 6,000 miles is almost a third of the
circumference of the globe and it was
extremely challenging with winter weather
conditions. I had to be a sailor, fisherman,
cook, plumber, rigger, boat repairer, doctor
and navigator and company director all in
one. I pushed myself and the perseverance
paid off as I completed my circumnavigation.’
to manage and run the business. Stewart
kept in regular contact with his colleagues
through e-mails and satellite phone where
possible – but he readily acknowledges that
he could not have undertaken his voyage
without the support of his management
team and staff at home.
‘You have to be optimistic and have a great
deal of will-power when sailing solo as there
is always a new challenge to face. When my
sail chafed from the halyard and dropped to
the water, it was a gut busting job to recover
with only one pair of hands and my injured
back.’
Stewart admitted that his wife, Trish, and two
adult children were against his plans to sail
home solo, but knew him too well to try and
change his mind.
He started Gael Force when he was 18 years
old, but always has a desire to sail round the
world and decided that he had to undertake
the task while he was still physically strong
enough to enjoy it.
But before he was able to set sail he had to
ensure that he had an excellent team in place
35
36
50
Catamaran
37
www.sailmagazine.com
FLAGSHIPS
WINNER
The Discovery 50 comes with
a standard in-mast furling
mainsail. A large genoa, as
seen here, can also be ordered
DISCOVERY
38
Yachts’s first
boat, the Discovery 55, was originally conceived as a oneoff dreamboat for Sunsail Charters founder
and single-handed transatlantic sailor John
Charnley and his wife, Caroline. In creating the design, naval architect Ron Holland
distilled all of the Charnleys’ experience
and requirements into a world cruiser that
could be easily handled by a couple.
Before John and Caroline could cast off
lines, though, a number of like-minded
folks began asking if they could have something similar. This demand fueled a thriving business and led John and Caroline to
postpone their plans some 10 years.
Finally, deciding it was
now or never, John and
This layout is
clean, stylish
Caroline revisited their
and effective
wish list and concluded
that two hulls would now
be better than one for the type of cruising
they planned to do. The result, conceived
with the help of designer Bill Dixon, is the
new Discovery 50 catamaran.
This is a strongly built boat. Woven mat,
carbon fiber, Kevlar and E-glass set in vinylester resins are used throughout the mold-
46 SAILMAGAZINE.COM | NOVEMBER 2011
ing process, and stringers and bulkheads
are bonded in.
The vacuum-cured laminate has a highdensity foam core for stiffness, weight reduction and insulation, and both hulls and
the deck are molded as one for superior
strength, with the latter both bonded andbolted to the hulls. There are watertight
bulkheads fore and aft, and the engine
rooms are sealed.
The Discovery 50 is available in three layouts, with three or four cabins. The test boat
BY DUNCAN KENT
had three cabins, including a large stateroom
in a forward cabin on the bridgedeck, with a
large centerline berth. There is an abundance
of stowage here, with every nook and cranny
turned into usable locker space—including
areas beneath the sole and under the berth
and adjacent steps. The numerous portlights,
tall windows and large hatches allow plenty
of air and light to flow through, and there is
access into the cabin from both hulls.
In the four-cabin layout the forward
bridgedeck area is divided between two
PHOTOS COURTESY OF DISCOVERY YACHTS
Discovery 50
A CAT DESIGNED FOR
PASSAGEMAKING
Catamaran
m
a
e
y
g
h
,
y
s
ILLUSTRATIONS BY STEVE KARP
PHOTOS COURTESY OF DISCOVERY YACHTS
d
o
double cabins, each with a berth that can be
oriented fore and aft or athwartships. The
aft cabins are identical in both layouts and
can house a double berth or two singles.
The saloon is open, airy and luxurious,
with large portlights all round and a triangular table with seating for eight on an Lshaped settee and chairs. Opposite is another smaller seating area with either a settee
or two easy armchairs for watching the
built-in flat-screen TV. A liquor cabinet resides beneath the raised navigation station.
The galley is very well equipped and has
a U-shape to make the most of the space,
as well as giving the cook some support at
sea. The navigation station is slightly elevated to afford a clear all-round view and
includes a large console for charting systems and an onboard computer.
The cabintop is all smooth curves, rounded edges and gentle inclines, and the boat’s
hulls have an inviting sheer running forward to a pair of high, powerful bows. Moving about one feels safe and secure thanks
to the sensible ergonomic deck design,
high stanchions, gentle inclines and an efficient molded non-skid pattern.
The cockpit is spacious and offers plenty
of comfortable seating. The raised helm
station includes a double seat,
from which you have a clear view
forward. A rigid windscreen and
bimini is optional, but our test
boat was equipped with canvas,
which can be easily removed in
fine weather.
Davits between the hulls aft
support a decent-size RIB, and the
liferaft is mounted on the transom for easy deployment. The
boat’s deep and spacious anchor
locker is large enough to house
both bower and kedge anchors, as well as a
Lewmar vertical electric windlass, which
has a duplicate set of controls and a chain
counter at the helm. Immediately aft, under a large deck hatch, is a popular trademark feature–a combination hot tub/
splash pool.
As with all Discovery yachts, the primary
design brief for the Discovery 50 was that
the boat should be easy to sail doublehanded. As a result, the rig and helm configuration are smart but simple. The helmsman can both hoist and trim the headsails
from the raised helm station without leaving his seat. On each side of the helm is a
powerful electric self-tailing winch–one for
50
SPECIFICATIONS
LOA 50ft // LWL 49ft
BEAM 25ft 2in // DRAFT 4ft 6in
DISPLACEMENT 29,700lb
SAIL AREA 1,169ft2 (main and jib)
FUEL/WATER/WASTE (GAL)
206/145/42
PRICE $1,200,000
CONTACT Discovery Yachts,
discoveryyachts.com
Discovery encourages owners to tailor the
interior layout to their individual needs. Many
sail controls are concentrated at the helm (left)
the genoa sheets, the other for halyards,
the headsail furling line and kicker.
Unusually for a catamaran, the fractional
rig features a tapered and pre-raked alloy
Seldén mast with integral electric mainsail
reefing. A vertically battened furling mainsail is standard, but a slab-reefed full-batten
main is an option.
The standard headsail is either a self-tacking blade jib or a 130 percent genoa, depending on the owner’s preference. Twin headstays are optional, as is a furling cruising
chute, which flies from a short bowsprit.
During our test sail we had a cold but
steady 16-20 knots of wind, with occasional
gusts into the mid-20s. Within seconds of
hoisting sail, the boat was sailing 8 knots
on a close reach in 24 knots of apparent
wind, increasing to 8.5 knots in the gusts.
With the wind on her beam we saw 9.6
knots before we decided to reef both sails.
Sailing on the wind, the Discovery 50
maintained a 35 degree apparent wind angle while making 7.2 knots through the water with no more than 6-8 degrees of leeway, which is commendable for a cruising
cat. Heading back to the marina, we let out
the reefs again and hit an impressive
10.2-knots—completely without drama.
This boat has been carefully planned and
meticulously built for the type of weather
and sea conditions likely to be encountered
on an extended bluewater cruise. The result
is a fast, safe and comfortable cruising platform for those who prefer to stay on the level as they sail over the horizon.
NOVEMB ER 2011 | SAILMAGAZINE.COM 47
39
www.multihulls-world.com
Text and Photos : Caroline Charnley
A round the world voyage...
John and Caroline Charnley have spent the last year cruising on their first
catamaran - a Discovery 50. Sailing from England, they have explored the east
coast of the United States, the Bahamas, Grand Cayman, Cuba and they are now
on the north coast of Panama. Caroline reflects on her experiences of life on board...
“
Well that’s a complete reversal of thoughts!”
I said to John as he came up with the idea of
sailing the world on a catamaran. The dream
of exploring far flung corners of the earth was
one we both held, but it had been a monohull
that was going to be our home.
AN UNUSUAL ROUTE?
We started our adventures in April last year,
having shown our new home, the first
Discovery 50 catamaran, at the Multihull Boat
Show in Lorient. And oh what adventures we
have had! Crossing the Atlantic we saw just a
handful of boats, and when we called them up
a typical response was “Aren’t you going the
40
wrong way?” Not at all - we wanted to explore
the east coast of America, routing via the
Azores and Bermuda, making our landfall in
Newport, Rhode Island.
Last summer, Maine had the best weather for
30 years and the long sunny days were spent
exploring the pink granite islands and pretty
towns, dodging lobster pots and enjoying
the company of family and new friends made
along the way.
As we headed south we saw whales, and
became fascinated by the history of old fishing
towns of New England. We spent two days
in New York and had a memorable sail past
Manhattan. We sailed the Chesapeake and
the Carolinas to Florida - greatly enjoying
the pelicans, cranes, herons and manatees
that were there in plenty. We then crossed
to the Bahamas for six weeks sailing and
snorkelling in azure, crystal-clear waters hardly long enough for such a wonderful
expanse of islands - each group with their own
personality and reason to explore.
Cuba was next and strikingly different:
in its history, culture, language, political
conscience and social reasoning. Different
too in the distances one needs to sail
between anchorages and the absence of
fellow cruisers. Havana is like stepping in to
Catamaran
50
Our adjustment from land-locked living
started two years before we set off when we
sold our house and moved to small rented
accommodation. We were forced to get rid of
possessions, which was hugely liberating. It
highlighted just how few things you actually
need or want.
an old European city, full of baroque facades,
neo-classical buildings, shaded squares and
intriguing courtyards. American 1950s cars
are a quintessential image of Havana. Look
at any street and you will see their curvy
trunks and bonnets ostentatiously protruding
beyond the rest. Live music is everywhere in
Havana, and dancing too. We had a glimpse
of the practice session at the famous ballet
school and witnessed some of the passion
of flamenco. We also saw many signs of the
hardship the population endure. For transport,
Cubans use mule and cart, cars that are held
together by diligence and love; buses (which
are in fact trucks and absolutely packed),
and hope – that if they stand by the side of
the road for long enough someone will give
them a lift. Basic rations are not really enough;
housing is crowded and run down. For many,
their jobs must give them little sense of
purpose. Yet despite all that, we found the
people to be gracious, positive and proud of
their country.
of life and beauty just beneath the surface!
A few islands are packed to the edges with
a Kuna settlement, the cane and palm huts
connected by hanging washing and lively
children. A lot of islands are uninhabited,
whilst some may be home to a family or two.
They fish, gather coconuts and paddle their
canoes long distances to collect fresh water.
As you drop anchor you may well have some
Kunas arrive in a dugout canoe, keen for you
to buy the local embroidery or just-caught
fish.
SO HOW HAS LIFE BEEN LIVING ON BOARD
FOR A YEAR? - ABSOLUTELY FANTASTIC!
In any event, by choosing a brand-new, 50’
foot, luxury catamaran, we’ve had more than
enough space and comfort. The Discovery 50
has all that you would expect in terms of large
fridge and freezer, washing machine, watermaker, etc, but it is the design that provides
both the luxury and pleasure. Internally, the
most sumptuous aspect has to be the full
beam master cabin: super-king size bed and
his and hers bathrooms. The sun-beds and
hot-tub add a touch of decadence on deck.
The very large saloon and en-suite guest
cabins make it delightfully easy to have
family and friends to visit and without any
compromise.
I have thought about this, and not only do I
have everything that I would have in a house, I
have an ever-changing view from the kitchen
window, there is very little housework and
driving to the shops in a fast dinghy is a joy.
And unlike a house, a boat gives you choice
and opportunity: you can move it or stay just
where you are.
You can, of course, treat a boat just like a
house and leave it – take a long weekend
Now, just one remarkable year on from the
start of our journey, we are in the San Blas
islands. This bejewelled archipelago that sits
on the north-east coastline of Panama offers a
remarkable step back to a different time. The
vibrant reds, oranges, greens and yellows of
the traditional costumes of the Kuna Indians
seem a perfect balance to the brilliant hues
of blue of the water. You have a choice of
over 300 palm-loaded, tiny islands, which
are fringed with fine white sand. Many are
protected by coral reefs – and what a joy it
is to spend an afternoon snorkelling in the
balmy water, discovering the wealth
41
Text and Photos : Caroline Charnley
good introduction to adverse conditions. We
were sailing this brand new boat to a schedule
(never a good thing) and set off in the evening
light with a snow blizzard following us up the
English Channel. By the time we got to Dover
we had 35 knots of wind, and by the time we
tied up at Excel exhibition site in the East End
of London we had 10cm of snow on the decks.
Discovery Magic had been exemplary and gave
me great confidence for the voyages ahead.
somewhere or go on holiday. We have taken
some fabulous diversions - such as hiring a
car to revel in the vibrant autumn colours
of Vermont. We also drove the Blue Ridge
Highway and hiked in the Smoky Mountains.
By driving the route up to Norfolk, Virginia, we
were able to accept a personal invitation to
tour the latest US aircraft carrier. I will always
cherish the memory of visiting the Kennedy
Space Centre and seeing a rocket launch.
Before we set off on our travels I confided to
a cruising friend “What’s worrying me is what
I will do all day on a boat.” She didn’t respond
immediately and I watched her face wrestle
with the shock, confusion and then realisation
that I was just a novice. “You never get bored
and no two days are the same.”
For a start, in order to make passage you are
studying charts and pilot guides, planning
your route, perhaps preparing some meals.
On passage, you are watch-keeping, adjusting
sails, navigating your way to your destination.
When you arrive, you want to explore! Each day
unfolds. Even if you have a plan of sorts, events
take over and force you to live in the ‘now’ - the
present. With land-based living you are often
living the future… “Next Wednesday I am going to the dentist. Tomorrow night we are visiting friends.” With cruising things are different:
firstly you may have your home in a different
neighbourhood each evening and secondly
you have ever-changing neighbours.
It is very easy to make acquaintances, many
of whom become firm friends. Whatever the
choice of yacht, cruising people tend to be like
minded, have to face similar issues and generally take similar routes. They all have some
funny stories to tell about their sailing antics.
Such a combination is a powerful reason to get
together, plus the fact that it’s always good to
share the sunset over a cocktail or two. On our
trip we had a wonderful coincidence: we sailed
in to Newport, RI, having crossed the Atlantic.
Once we cleared customs and immigration we
dropped anchor out in the harbour.
Apart from the feeling of space, sailing on
the level has to be a major plus to owning a
catamaran. We make passage, yet nothing
needs to be stowed away, with family photographs, table lamps, kettle and water glasses
all left where they are. Life continues as it was
at anchor. This aspect of cat sailing was first
brought home to me when we were rounding
the Brest peninsula: I was on watch, preparing
a meal. Looking out from the galley I could see
a ship ahead, so I just took the two paces to the
navigation area, corrected the auto-pilot and
went back to my cooking – wonderful.
SO WHAT HAVE I DISCOVERED
IN THIS PAST YEAR?
I had been really worried about missing our
There, just 300 metres ahead, was our Discovery 55 monohull that we had helped design
and had built ten years earlier. The new owners
are delightful, generous and fun and we greatly
enjoyed several days cruising in their company.
I am still in love with that boat and have many
fond memories of the extensive sailing we did
in her.
“SO WHY TAKE OFF IN A CATAMARAN?”
Apart from doing the single-handed transatlantic race in a monohull, John had competed in several long-distance races in high
performance multihulls. That excitement and
understanding of what they are capable of is
part of him. Even when we first thought about
bluewater cruising, we deliberated whether
it should be a monohull or a multihull. The
Discovery 55 monohull won out, but there was
always the thought of sailing on a cat. So when
the first Discovery 50 was still on the drawing
board, it seemed a natural step that we should
take delivery of it.
Although we had chartered catamarans, I had
never sailed one far off-shore and was a little
apprehensive about it. Our delivery trip to the
London Boat Show in January last year was a
42
family and friends. I have discovered that not
only do they manage perfectly well without
me, but that we can stay in good contact. Almost without exception, one way or the other,
we have been able to get internet connection
on the boat, although it hasn’t always been
strong enough for Skype. Yet on other occasions it has amazed me that there is any connection at all. When we were more than 3 miles
offshore we saw a whale; Skype was up and
running and I could excitedly share the experience with my son back in England. Here in the
San Blas, at an isolated island anchorage, we
are happily sending and receiving e-mails. My
80-year old mother, when she realised we were
going to be away for some time, surprised us
all by embracing computer technology and we
are now corresponding by e-mails almost daily.
Catamaran
50
the Harbour Master at New Bedford, who,
when it was predicted that a hurricane was
imminent, not only helped us secure our boat,
but took us to a hotel and was there waiting in
the lobby the next morning to return us to the
boat. Then there is the whole cruising fraternity
that somehow seem compelled to swap
advice, books and bits of equipment in order to
help each other. In particular though, it is the
Ocean Cruising Club that stands out. We didn’t
discover the OCC until we got to America. The
only qualification for membership is to have
done a 1,000 nautical mile passage non-stop.
The wealth of experience, camaraderie and
support given by those members is second to
none, and the help their Port Officers gave us
went well beyond the call of duty.
I have discovered the joy of living in the present. Sailing has opened my eyes more to what
is before me and the pace of sailing has allowed me to enjoy it. Take the other afternoon:
as I was strolling along the beach of a very
small island, two small girls ran up to me. Their
boldness left them almost straight away and
they quickly disappeared in to the safe darkness of their hut, their courage returning only
when their father appeared. To my delight, they
were very happy for me to take photographs.
More than that, there were several minutes of
madness when the men of the family posed for
the camera by doing handstands, climbing up
coconut trees and hugging each other. When
I got back to the boat I printed off some of the
shots and took them back to the family. The
women then wanted me to take some photos
of them. They rushed back in to their huts to
put on all their finery.
5th Avenue; Bill and Carole in Fort Lauderdale
were ardent caretakers of our boat when we
left it for three weeks. Another example was
It’s been a most amazing year, full of adventure
and new experiences. Above all, I have rediscovered the reason why John and I first got
together thirty years ago. I would recommend
to anyone thinking about cruising to go and
discover what it’s all about.
More prints followed and more glee. None of
that had been planned, but we all had a fun
afternoon and I have some great memories to
treasure. I have discovered just how different
places can be and that they all have much
to offer. I don’t really enjoy long passages
(although we have covered more than 11,000
in the last year). Yet even long passages have
bonuses: the pleasure of watching the sunrise;
the buzz for being responsible for the boat and
crew on a dark night watch.
I have discovered that wherever we have gone
we have been shown kindness and friendship. The Harbour Master in Maine offered us
her car to provision the boat; a New York bus
inspector went to great lengths to successfully
retrieve my wallet that I had left on a bus on
43
Journalist: Philippe Echelle
A shuttle for the big blue Discovery Magic 50
When a builder who is well known in the world of monohulls starts making
multihulls, we immediately pay attention... but when this company is called
Discovery Yachts, a test is urgently necessary!
T
he Lorient multihull boat show was
a success, due to the combination of
a long-awaited format, remarkable
organisation for a first edition, and summer
weather. The field was varied, representative
of the diversity of expertise (production,
custom, racing...) and different approaches
(catamarans, trimarans, folding boats, ocean
cruisers, day sailers, coastal camping boats,
Golden Oldies...). Two English builders took
advantage of the show to present their
new boats (Dazcat and Discovery); they
were delighted by their trip south; we took
advantage of the opportunity to discover and
test the Discovery 50’.
THE BRITISH PIONEERS
The surprising relationship that the 21st
century maintains with chronology makes
us see any event more than 25 years ago as
almost medieval, however let’s not forget
that Great Britain in general and England in
particular reigned over the western rediscovery
of the multihull, during the 60s and 70s. British
architects and builders played a determining
role in the advent of the cruising catamaran,
with Pat Patterson’s Heavenly Twins, Bill
O’Brien’s Oceanic 33’ (Colin and Rosie Swale’s
ANNELIESE, the first catamaran at Cape
Horn!), Tom Lack’s Catalac, the Prout brothers’
Snowgoose, or MacAlpine-Downie’s Iroquois or
Comanche. Keeping an eye on the new French
supremacy, from Albion, the English craftsmen
have not said their last word.
DISCOVERY… FROM SOUTHAMPTON
John Charnley is a rather experienced
gentleman sailor, he has owned many boats,
sailed a lot, taken part in the 1980 Transat (on
a 43’ monohull, 33rd in 29 days) and founded
Sunsail, before creating Discovery, in 1998.
44
Specialising in the creation of monohull
yachts, from 55’ to 67’, the company is
deliberately oriented towards top of the
range semi-custom production. Wanting
to concretise an ambitious cruising project
with his wife, Caroline, the manager Charnley
merged with John the sailor to invent the
catamaran of his dreams: the Discovery 50’!
Changing into high-class salespeople, the
couple put their bags aboard in March 2010.
Since then, as enthusiastic ambassadors for
their latest creation, they share their happiness
with visitors to the Southampton, Lorient, and
later, the Annapolis boat shows.
AN ASSERTED PHILOSOPHY OF QUALITY
The monohulls built by Discovery Yachts
are all big, high-tech boats, and inevitably
complex! But the company has made it a
point of honour to make them reliable and
usable shorthanded, as well as maintaining an
individual and considerate relationship with
the owner. For the D50’ project, Discovery
chose High Modulus Engineering (NZ,
structural design), Ken Freivokh (interior
design) and Bill Dixon (architect). The general
idea being to end up with a luxurious, strong
and reliable catamaran for ocean cruising and
living aboard in all climates, resolutely simple
to handle for a couple of ‘normal’ people.
FIRST MEETING: A CLASSIC
(BUT NOT BANAL!) SILHOUETTE
During a test sail aboard the Dazcat 11.50 in
Lorient bay, we met the D50’; it gave off the
image of a beautiful object, deeply brilliant
gel coat, clean overall lines and a harmonious
silhouette give a very positive first impression.
The general style is not ostentatious, but
the originality of the design is very real, and
successfully revisits a classic envelope. The
result is timeless and communicates a feeling
of contained creative force. Bill Dixon uses the
‘rostrum’ concept, so dear to the Privilèges,
but this is the only concession to the French
influence. The fluid ‘aero’-inspired coachroof
is elegant, the design of the frontal and
lateral portholes is innovative and superb.
The absence of a rigid bimini (available as
an option) in favour of a convertible on a
framework, lightens the overall silhouette and
makes a Targa version which I appreciated.
HOME SWEET HOME !
The D50’s interior architecture is positively
amazing; on the fringes of the paths followed
by the competitors, the designer opens the
visual space towards the hulls, overturns the
usual positioning of the galley and succeeds
in creating an atmosphere is quite original
and cosy. The treatment of the nav. station,
with its comfortable seat, will no doubt win
a following. Add to this obsessive finishing,
a real detail culture and sound and thermal
insulation in excess of usual standards (double
glazing all around the bridgedeck) and with its
innovative rig, the Discovery is not only easy to
manoeuvre shorthanded, but also fast! During
our test, the catamaran was ready to cross the
Atlantic. However, despite the 2-tonne load, it
remained perfectly trimmed...
All that remains is to appreciate the choice,
the use of materials and the treatment of light
(vertical portholes, venetian blinds, variable
halogens... or leds...) to be literally blown
away by this 3- cabin version. Functional
intelligence, very safe decorative taste, refined
atmosphere: a trio of values produced with
passion by committed professionals.
A ONE-DAY TEST BEFORE THE BIG DEPARTURE
Discovery Magic was equipped for crossing
Catamaran
50
adults cool… A comfortable exterior saloon,
sunbathing areas, an uncluttered manoeuvring
gangway, and a lightweight, practical convertible
bimini: advantages of the Discovery 50’.
Superb interior and finishing. Bravo to the
builder! More than a chart table, a full nav.
station for keeping watch in the warm... There
is a slight feeling of being in the NAUTILUS in
this office space (computer and screen stowed
permanently in the front cupboards).
CONCLUSION
I haven’t spoken to you about the exterior
saloon (which was nevertheless well-tested,
during ‘efficient’ and refined lunches, served
by the crew), or the real comfort whilst
steering, or the external bathroom on the
foredeck; I have forgotten to describe the
perfectly operational folding bimini, but
there was so much to say! I appreciated the
serious construction, the overall quality, the
availability of the electrical installations (two
80A alternators coupled to a bank of top-ofthe-range industrial batteries and optimised
connections).
the Atlantic (around 2t load!), however it
remained well-trimmed. The bridgedeck is a
bit lower than in the French school, but the
tunnel remains completely coherent for the
programme.
The detailed visit was led by Mark Waterhouse
(the builder’s sales manager) and John
Charnley; attentive to all reactions, and at
each interrogation, exuding their perfect
knowledge of the boat and its equipment.
This no1 is certainly the boss’s boat, but it is
so far away from the legitimate worries of a
prototype! The rationality of the set-up and
the care taken with the installations explain
without a doubt the serenity which reigns
aboard.
A GERIATRIC RIG
John remembered that Phil Weld, winner of
the 1980 Transat with Moxie (Dick Newick),
had sailed an exemplary race at 65, capering
about in front of a pack of young madmen
with a mainsail which rolled up into the mast
(which he called his geriatric rig!). The D50’
is therefore delivered as standard with this
equipment, supplied by Selden; a traditional
version is available, however, I have the
impression that this arrangement suits it
perfectly. It is completed by a genoa on a
Furlex furler and a traveller track, provided for
a self-tacking jib. The gennaker is of course
part of the equipment. Thus 2 distinct sail
plans, suited to more or less windy regions
and different crew configurations, are available
with the same deck plan. Well thought out!
A 50’ CRUISING ‘BIKE’
We rolled-unrolled-reduced this mainsail
several times, and I must confess my perfect
satisfaction with regard to this overall system,
which includes the intelligent realisation of
the steering and manoeuvring position with
the electric winches. Much less dependent
on fine adjustments and a qualified operator
than the in-boom furler, this high-quality
equipment is intended for long term cruisers
who don’t attach exaggerated importance to
the loss of roach and congratulate themselves
on the independence this gives when you
have passed the age of battling with the sails
at night. Surprise: not satisfied with being
functional, its efficiency is good! Despite our
sybaritic load, the measurements carried out
throughout the day, in a breeze varying from 5
to 13 knots, confirmed it (7.2 knots GPS at 60°
to an 11.4 knot true wind, 9 knots at 110° with
13 knots). Even in the morning’s light airs, the
D50’ remained lively and manoeuvrable.
TEST
The single manoeuvring and sailing position is
proof of a nice maturity and allows push-button
control of the sail plan. This bath is a real plus:
rinsing dirty equipment (and sailors), water
games area for the children or for keeping the
I like the simplicity of use and the philosophy
of the rig and sail plan, but above all, I felt at
home aboard this beautiful ocean cruising
boat, almost forgetting all the rest... As we left
Lorient, Lou Reed murmured ‘just a perfect
day’! Discovery Magic is now at Newport, after
a crossing from the Azores to the Bermudas in
less than 16 days (with three days to windward
and just one good day downwind of more
than 200 miles in 24 hours). Everything is fine
aboard...
The Discovery 50’ resolutely plays the ‘exceptional’
card, for rich enthusiasts, attracted by the
catamaran’s objective qualities. The approach
reminds us of the Amel philosophy in another
context, and seems to be addressing the same
clientele.
Architect: Bill Dixon
Builder: Discovery Yachts
Length: 15.40m
Beam: 7.80m
Laden displacement: 14.5t
Draft: 1.3m
Daggerboards/Fins: Fins
Material: foam/glass/vinylester/under vacuum,
Kevlar and carbon reinforcements
Mainsail: 77m² (roller)
Genoa: 63m²
Self-tacking jib: 40m²
Engines: 2 x 54hp or 2 x 75hp
(optional folding propellers 2,400 euros)
Fuel: 780L
Water: 540L
45
Journalist: Bill Springer
www.cruisingworld.com
Import Boat of
the Year and
Best Catamaran:
Discovery 50
This boat had the contruction quality and attention
to detail to rise to the top of the fleet.
T
he Discovery 50 catamaran earned
high marks from the judges at the
dock, and when they returned to
deliberate its merits after its test sail,
they came to the conclusion that this
British entry was not only the 2011 Best
Catamaran but also earned the right to be
named the Import Boat of the Year.
Overall, the judges were impressed with the
boat’s construction quality and attention to
detail. They liked the high-quality joinery in
the interior and thought the owner’s suite,
spanning the width of the hulls forward
of the main saloon, was the best out of all
the boats they tested. They felt that the
main saloon was truly luxurious, that the
view from the forward-facing nav station
was excellent for watchkeeping, and that
the guest cabins, aft in each hull, were
bright, airy, and spacious. The judges were
also taken with the quality, accessibility,
and redundancy of the systems that are
well suited to the demands of offshore
passagemaking.
On deck, the judges were impressed
with how easy the boat is to sail and—
46
maybe just as important for a boat that’s
specifically designed for a cruising couple
to cross oceans—how easy it is to reef, all
from the safety of the helm station. They
were concerned that the in-mast furling
main might not provide the necessary
horsepower, but they soon realized that the
designer got that right, too. The Discovery
flew along at 9 knots in 15 knots of wind. In
short, all aspects of this capable boat have
been thoroughly figured out by the folks
who built it.
Winning Details
• Everything from construction quality to
systems installation is top-notch.
• The in-mast furling main makes the boat
easy for a cruising couple to handle.
• The innovative interior layout provides
bright and airy guest cabins and one of
the best owner’s cabins the judges have
seen.
Catamaran
50
47
Journalist: Bill Springer
www.cruisingworld.com
Discovery Luxury
John and Caroline Charnley wanted to sail around the world. They just needed to
build the Discovery 50 catamaran - and a boatbuilding company first.
W
e were in the Gulf Stream about
300 miles offshore. The water
temperature was about 90°F. There
wasn’t a breath of wind. The sea was pancake
flat and well over two miles deep. And since
the still air felt almost as hot as the sea, we all
agreed it was time for a swim. So while the
carefree crew made up of Caroline Charnley,
Donald Brewster, and myself took the plunge
into the deep, deep blue, our captain, John
Charnley, dutifully stayed aboard to make
sure the boat didn’t drift away as we splashed
in the stream like schoolchildren. I’d signed
up with John and Caroline, the founders of
Discovery Yachts, based in Southampton,
England, to help them sail their Discovery 50
catamaran last summer from Bermuda up
to Newport, Rhode Island, but the story of
how the Charnleys came to start a successful
boatbuilding company and finally be able to
go on an extended cruise aboard a boat they
built began decades before.
Business Builder
As often is the case with successful
entrepreneurs, John’s career has taken more
than a few twists and turns. He learned to fly
as an officer in the Royal Marines in the late
1960s, and he went on to be a commercial
airline pilot in the 1970s. But his first love was
sailing, and when a currency crisis in England
forced the government to restrict the amount
of money citizens would be allowed to take
out of the country, thus giving birth to the
new concept of airfare-inclusive “package
holidays,” he saw an opportunity to start a
business that did the same for those wishing
to charter a boat in the Greek Islands.
In four years, while flying full-time during
the first two years, he built the company,
Sunsail—yes, that Sunsail—up from four boats
in Greece to 110 boats in charter bases all over
Europe and the Caribbean. As Sunsail took
off, he finally stopped flying so he’d be able to
prepare for and compete in the 1980 Observer
Single handed Transatlantic Race along with
running the growing company.
48
He sold Sunsail to brewing giant Guinness
in 1981. “I was tired,” he told me in his
characteristic understated way at dinner during
our passage. “I wanted to take some time off.”
Who wouldn’t need some time off after all
that? But his rest was short-lived. He soon went
on to found, then sell a company that built
over 250 Swift 18 trailer-sailers. He also bought
land in the Meon Valley of Hampshire, England,
that he and Caroline—she was one of Sunsail’s
first staff in Greece, and they were married in
1982—would devote to viticulture under the
label of Wickham Vineyard.
For the next 16 years, they worked to build
the vineyard from the ground up. It was hard,
physical labor, and in time, the wine they
produced received rave reviews.
But around John’s 50th birthday, they realized
that they might want to spend less time
tending grapes and steam-cleaning wine
casks and more time visiting the places where
John had stopped all too briefly when he was
flying around the world for a living. For them,
there was only one way to do that: on their
own boat. But as they searched for the perfect
vessel to take them around the world, nothing
available seemed quite right.
They didn’t fully intend to become builders
again when they commissioned Ron Holland
to design an offshore-capable monohull to
their exact specifications. But they did have
a female mold built so it’d be possible to sell
subsequent models. Ever the businessman,
John’s idea was that they’d market what
eventually became the Discovery 55 to a few
people looking for something different in an
offshore cruising boat, and they’d subcontract
out the construction so they’d have time to go
cruising. But it didn’t work out that way.
I first met John and Caroline in 2001 when I
was in England to test-sail the new Discovery
55 on the cold, gray water of the Solent. The
boat was impressive, and it soon became
apparent to all concerned that more than
just a few people would want to take a boat
like that around the world. So instead of
heading off cruising and subcontracting out
the construction of a few boats a year, the
Charnleys constructed in Southampton a
boatbuilding facility capable of satisfying the
demand; suddenly, they were full-time handson business owners, not full-time cruisers.
The well-established company now builds a
67-foot monohull in addition to the 55, but
John and Caroline never forgot the reason
they started the company in the first place. But
when the time was right to step back from the
day-to-day running of the company and finally
go cruising, the couple came to an interesting
conclusion: It would be aboard a catamaran.
And thus it was that we found ourselves
sailing a Discovery 50 up to Newport.
Two-Hulled Discovery
“With all the success you’ve had building
monohulls,” I asked John while we were sitting
around the saloon during our passage, “why’d
you choose to go cruising on a cat?”
“We decided that the market was definitely
ready for a luxury cruising catamaran that a
cruising couple could sail around the world,”
he said. Then he looked around the large,
comfortable saloon with its 360-degree
view. “And this interior is pretty comfortable,
wouldn’t you agree?” I did.
“Both monohulls and catamarans have their
strong points,” he continued. “But we felt that
if we could combine on a catamaran the
same good looks, good ideas, and quality
construction that we’ve been able to deliver
with our 55- and 67-footers, we’d have
something special.”
The process of designing and building the
cat was similar to the other boats that the
Charnleys have gone on to build. They hired
a brand-name designer—Bill Dixon—to
draw the lines and worked closely with him
to make sure the Discovery cat would stand
out from the crowd of charter cats available
today. I saw how they achieved that objective
as we motored up to the boat in St. George’s
Harbour, in Bermuda. Lots of cruising cats
appear somewhat boxy. Some do a better job
than others to disguise their high freeboard
and slab-sided hulls, but in my opinion, the
Catamaran
50
it really easy to check the oil or change a filter,
the excellent systems installation, and the
oversized mooring cleats and ground tackle.
Don’t get me wrong: The boat’s workmanlike
functionality hardly diminishes the
attractiveness, comfort, and craftsmanship
of the interior or, as I was already well aware,
the decadence of the guest cabins aft. The
light woodwork and large opening ports and
hatches made my cabin, which was fitted
out with a queen-sized bunk—the other
guest cabin has two twin bunks—feel bigger,
brighter, and airier than some cat cabins I’ve
seen, and the innerspring mattress seemed
more comfortable than my bed at home. Each
guest cabin also has its own well-appointed
head. But these accommodations are nothing
when compared with the master cabin forward.
lines of the Discovery 50 do more than just
trick the eye. The proportions are spot on.
The large, curved cabin ports integrate into
the hulls beautifully and make the boat seem
much less top-heavy than other cats I’ve seen.
The large, tinted, vertically-oriented ports in
the hulls not only allow for plenty of natural
light down below; they also give the boat a
sleek super-yacht look. But as I found out in
the range of conditions we experienced on
our trip north, this offshore passagemaker is
more than just a looker.
Taking a swim while becalmed in the Gulf
Stream was fun, but the passage wasn’t a
total drifter. During one of my night watches,
I gathered lots of evidence of the boat’s
capability to stand up to more substantial
offshore conditions while being easily
singlehanded. With the wind in the teens, we
barreled along at an easy eight to nine knots,
speeds less than some lighter, more overtly
performance-oriented cats might return, but
still faster than some similarly sized monohulls
are capable of in such conditions. The reality
is this cat puts a higher premium on offshore
safety, comfort, and ease of handling than it
does on pure speed. So trimming sails with
the powered winch, pushing buttons on the
autopilot, checking the chart plotter and
Automatic Identification System targets, and
keeping a lookout from the comfort of the
relative protection of the helm seat was a
piece of cake. And when the wind piped up
into the mid-20s, I did something that I’ve
never done before on a 50-foot cruising cat:
I reefed the main by myself without waking
the off watch for help. Since John specifically
called for the boat to be handled easily by a
couple, he chose the ease of in-mast furling
over a traditional main with its large roach
and full battens. I’m sure a traditional main,
an available option, would provide more
horsepower in light air, and I generally like
going as fast as I can on a passage, but I can’t
deny the importance, both for safety and
peace of mind, that comes with the ability to
reef so easily. And that’s a trait a shorthanded
cruising couple will appreciate. We probably
could’ve carried the full main in those
conditions, too, but we were hardly going
slow, and as John says, “We’re not racing, and it
never hurts to be a bit conservative.”
It was during that night watch that I also came
to appreciate the passagemaking functionality
of the nav station. Sure, the saloon is big and
comfortable, the seat cushions are cushy, and
the woodwork is exquisite, but I also noted
the ability to stand my watch inside, protected
from the elements at the forward-facing nav
station while still having a good view out in
all directions when a rain shower passed over
us. Other commonsense features that any
long-range offshore cruiser will like include the
large engine rooms aft in each hull that make
This is the only 50-foot cat I’ve seen that has a
master cabin running the full width of the boat
forward of the mast. It’s a lot easier to simply
dedicate a hull to the master cabin. But an
owner’s cabin in a hull isn’t quite the same as
having a cabin up on the bridgedeck that’s nearly
22 feet wide and also has a separate seating area,
a desk/office, and even his-and-her heads.
As my last watch came to a close and the
suspension bridge that connects Newport to
Connecticut Island came into view over the
horizon, I was more than just a little jealous of
the Charnleys’ future plans. After sailing across
the Atlantic and making our little jaunt up
from Bermuda, they were about to shift from
passagemaking mode into cruising mode and
spend the summer exploring the New England
coast. And I had to agree with John when he
said that building an attractive, comfortable,
offshore-capable catamaran easily handled by
a cruising couple could be something special.
As we were to learn after the Charnleys sailed
the boat from Maine down to Annapolis last
fall, CW’s Boat of the Year judges also agreed.
They not only named the Discovery 50 the Best
Catamaran but also deemed it CW’s overall
2011 Import Boat of the Year.
Of course, that doesn’t mean John and
Caroline are in a hurry to return to the day-today operations of building boats. They’re still
involved with the company and are in close
contact with their management team, but
by the time this story hits the newsstands,
they’ll be doing exactly what they intended to
do over a decade ago: sail around the world.
When I last heard from them, the Charnleys
were transiting the Panama Canal en route
to the South Pacific. I hear the water is warm
there, too.
49
Discover more at
www.discoveryyachts.com
50
Visit our website for full technical specifications,
image galleries and our latest news and videos.
51
Discovery
55
Discovery
57
www.discoveryyachts.com
Discovery Yachts Limited
Harbour Close, Marchwood,
Southampton
SO40 4AF, England
[email protected]
tel +44 (0)23 8086 5555
Discovery
67
50
Catamaran

sailing away in a new yacht

Transcription

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