While conducting a Yachtmaster Instructor training course recently, I had to put my own teaching into practice in the most dramatic way possible. It was a grey day with intermittent rain, light winds and relatively calm sea.

We were 30 minutes away from port and one of the instructor candidates had just completed an excellent explanation of how to perform a man overboard (MOB) drill.

Having completed the explanation, the whole team did an excellent demonstration of exactly that process. At that point, our trainee instructor stood up and turned to leave the helm. As he turned, he lost his footing. His feet shot out from under him, and his body crashed to the deck.

By some miracle, his head was cushioned by the end of the seat next to me. Without a hint of pain or panic in his voice, he said, “I’ve broken my leg”. Incredulous at how calm he was, I said “You must be joking”. Then I saw a wave of pain cross his face.

So what did we do? First, a crew member positioned themselves by his broken leg to stabilise the foot and knee. I put in a VHF call to the Coastguard on channel 16, and another crew member went below to grab some cushions for the casualty’s head and leg.

As soon as he was reasonably comfortable, we turned for home. At this stage, my VHF call was not a Mayday as, whilst scary for all involved, it was not life- or vessel-threatening. However, the Coastguard was struggling to hear us from the fl ybridge VHF set so I went inside to try again. When this proved no better, I called 999 instead.

So, what did I learn from the experience?

• The safety briefing at the start of the day was invaluable; we all knew where to fi nd key equipment like the VHF radios, procedure cards and fi rst aid kit.
• Check your VHF at regular intervals; the boat’s owner had reported that he was struggling to transmit on a particular channel. It transpired that we were struggling to transmit at all.
• Liaise as early as possible with the coastguard and the harbour chosen for an evacuation; the early communications paid dividends as they were able to co-ordinate a land-based team to assist.
• The RNLI were superb. Most importantly they were able to assist with pain management and casualty reassurance. Both the Coastguard and RNLI were also much better equipped to move a heavy, injured casualty at sea.
• The UK emergency services are very stretched; we were initially advised it would take eight hours for an ambulance to reach us, which later grew to ten hours. We ended up taking the casualty three miles upriver to another marina and evacuating him in the owner’s car instead.

Never be complacent

It started as a perfectly normal day afloat – rather grey and wet, practising for the RYA instructor exams. From here we went out into open water for MOB training drills.

Slippery when wet

Despite an excellent safety briefing, our trainee instructor somehow managed to slip on the wet decks, falling down hard between the helm seat, my feet and the rails around the hatch to the cockpit.

Check your equipment

The built-in VHF set on the flybridge would not transmit effectively, nor would the set in the saloon, so we had to revert to calling the Coastguard on a mobile phone and a hand-held VHF.

Make them comfortable

Once safely off the flybridge and into the cockpit, the casualty was made as comfortable as possible and attended to by both the Coastguard and the RNLI with stronger painkillers.

Lift ashore

Once the casualty was positioned on the stretcher, they strapped him down for the lift ashore and along the pontoon. I was a little surprised by this. How, if they dropped the stretcher and he fell in, was he supposed to get out?

Seek professional care

Ultimately we needed to get the casualty to hospital. Thanks to a great team effort by all involved, we finally managed that. It turned out that his leg was broken in four places. Take care, this boating lark can be dangerous!!

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

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This article How to deal with a medical emergency at sea appeared first on Motor Boat & Yachting.

Understanding buoyage and how to use it is crucial for safe navigation. Most countries use an inland and coastal system. Inland is usually from above the first sea lock. Coastal systems are further split into IALA A and B. The main difference is the colour of the marks as the shapes remain the same.

Area B covers the Americas, Japan, South Korea and the Philippines. In this area the port side of inbound channels is marked by green buoys, which are pillar-shaped, and show a green light (if lit). The starboard side is marked by cone-shaped red buoys and a red light.

Area A covers pretty much the rest of the world, including Europe, Australia and New Zealand. In this case the port side of inbound channels has red pillar or can-shaped buoys and red lights. Starboard has green cones and green lights. I find a simple reminder is that when your boat’s port and starboard navigation lights match the buoyage then you are travelling inbound into a port.

Both systems have safe water marks (red and white vertical stripes with a single red sphere on top and a white light) and isolated danger marks (red and black horizontal stripes with two black balls on top and a white light). They also have special marks (yellow with an X topmark and yellow light) and emergency wreck marks (yellow and blue vertical stripes with a vertical yellow cross as the top mark).

Article continues below…

Both systems have cardinal marks but they are rarely used in IALA B. Cardinal marks are used to show you where the safe water is around a potential hazard. They do this by the arrangement of the yellow and black colours, the cone-shaped top marks and a white light when lit.

At night they are differentiated by the timing of the lights. This is usually indicated by the small letters below the buoyage on a chart. On a plotter, you need to hover over the mark and press for more information.

If you are venturing out after dark, then a study of the light sequences is essential. The marks themselves are usually named or numbered and can be as small as 30cm high to 5m or more. Mostly they are floating cans but they could also be posts or even branches driven into the sea bed identified by the top mark and colour. Just remember, the smaller the mark, the less the channel is used, so always ask yourself does that confirm what I expect?

Buoyage is expensive to install and maintain, so, a bit like markings on the roads, the more markers there are, the more hazardous the area is and the more you need to pay attention.

The questions that you should ask yourself about every mark are: What is it warning or guiding me about? Does that apply to me? Where should I be in relation to it? And must I comply with the information given or is there sufficient depth for me to safely navigate outside of an area or channel. Here are the main buoys you need to be familiar with…

Channel choice

This chart shows the entrance to Poole harbour. There are two channels, the main Swash Channel (blue arrows) marked with large red and green buoys, and a smaller Boat Channel (red arrows) running alongside it marked with red posts. You can choose which one best suits the size of your craft.

Photo: Richard Langdon

Size matters

You can see that the main Swash channel is about 200m wide and suitable for large ships and ferries, so depth permitting if you’re in a smaller craft it’s often prudent to navigate in the Boat Channel.

Channel markers

Port hand marks are red and ‘can’-shaped. Starboard ones are green and ‘cone’-shaped. These ones are ashore for repairs. Note the size of them in comparison to the car – they are huge!

Cardinal mark west

This west cardinal mark is identified by the ‘waisted’ top mark and its yellow-black-yellow colour sequence. The safe water is to the west of it. East cardinals have an ‘egg’ shaped top mark and a black yellow-black colour sequence.

Photo: Richard Langdon

Cardinal mark south

This south cardinal mark is identified by its two top cones pointing downwards and yellow on top of black colour sequence, indicating safe water to the south. North ones have two cones pointing up and black over yellow.

Photo: Richard Langdon

Lateral mark

This starboard hand lateral mark could do with a lick of paint but it’s still a valid navigation tool. There is no topmark but it does have a newly installed green light for night- time navigation.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

This article How to use buoyage to navigate appeared first on Motor Boat & Yachting.

Trim systems are devices, invariably electro-mechanical, which are attached to the transom. They help the skipper to control and optimise their boat’s running trim (attitude) and in some cases the real-time dynamic behaviour underway.

These systems vary immensely in their level of sophistication and control. Although these are not dedicated stabilising systems such as gyros and fin stabilisers, the most advanced trim systems are so powerful and fast acting that they are capable of providing a meaningful stabilising function, especially on small fast boats.

Why do all boats need trimming?

Never-ending change, that’s why. A strong crosswind will induce unwelcome heel; away from the breeze on a long-keel semi-displacement boat, and into the wind on a deep-vee planing boat. That heeling adversely affects visibility, steering and handling.

Interceptors are vertical blades which retract into their casing when not in use to sit flush with the bottom of the boat

Sea state typically has an even more discomforting effect on boat motions. Driving upwind into big head seas, most planing boats will benefit from having their bows pushed down to reduce pitching and slamming. In a beam sea, even the best designed boats can roll around, especially the big ’uns.

Finally, it is all but impossible to position all the tanks – fuel, water, black and grey waste – directly over the centre of gravity, so real time changes in tank levels will change the trim and therefore the behaviour of a boat underway. On a small boat, so will crew moving around the decks.

The weight and positioning of cruising stores and tenders can vary enormously. And pity the poor designer whose 10-metre RIB hull might have to cope with everything from a single 450hp outboard weighing 480kg to a pair of 380hp diesel sterndrives topping 1,520kg. So the notion that a perfectly designed boat might not need any help is a complete myth.

Humphree’s interceptors lower down vertically, trapping water in front of them. This acts as a wedge for the main flow of water, generating upward lift just like a trim tab

How do they work and what is their function?

There are two principal types: trim tabs and interceptors. Trim tabs comprise flat plates, arranged symmetrically port and starboard, that hinge along the front edge. Pushing either or both plates down into the water that flows aft from the transom creates a pressure build-up that pushes the plates, and hence the stern, upwards.

Interceptors generate the same pressure build-up, but use a flat blade that descends vertically into the water flow. That immersion generates a wedge of inert water in front of the blade, and that wedge mimics the effect of a conventional downward-angled trim tab plate.

Seakeeper’s new Ride system is something else. It employs rotary blades that swivel down to generate pressure on the fixed seal plates in front. It’s certainly different; however, in hydrodynamic and speed of operation terms it’s significantly closer to its interceptor siblings.

The aim of all of these systems is to control the degree of trim tab or interceptor immersion and hence the pressure build-up, and consequently to make the skipper and crew’s life better by managing unwelcome boat motions, in particular pitch and roll.

All boats are affected by wind, waves and loading but a good trimming system can dramatically reduce pitch, roll and yaw

Which boat motions can and can’t be controlled?

Beyond driving intelligently to suit the conditions, there is little anybody can do to control sway and surge. In theory, trim systems do not control heave or yaw directly. However, a boat which is running correctly and more unwaveringly because its trim system is reducing pitch and roll to a minimum will at the very least feel like it is heaving less. Yaw – that feeling of the bow wandering from side to side – will definitely be reduced.
That is because, when a boat rolls haphazardly over to one side, the underwater lines become asymmetric and that asymmetry introduces an unwelcome steering effect.

All planing boats will benefit enormously from a trim system, as will fast semi-displacement boats. Full displacement craft from the likes of Nordhavn do not go fast enough for interceptors or trim-tabs to generate consequential levels of lift.

With slower semi-displacement boats in mind, we asked eight trim system manufacturers at what speed could their systems begin to exhibit a meaningful effect, as opposed to a simply perceivable effect.

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The answers varied considerably from 7 knots to 13 knots. Seakeeper’s answer thoughtfully separated the onset of simple trim assistance (about 9 knots) from the onset of the stabilisation (circa 17/22 knots) that its Ride system can provide.

Lenco said, “We see usable effectiveness beginning around 13 knots,” and that, “by about 16 knots an appropriately sized tab system should be considerably impactful.” Those latter speeds are the ones that really chime with our hands-on experiences. So our advice for owners of slow semi-displacement craft is to chat with the manufacturers to get assurances that their system can definitely provide a worthwhile trimming effect at typical cruising speeds.

Rough water causes the bow to pitch rapidly up and down.

What is the most basic system I can fit?

The most rudimentary system of all is a simple fixed affair which can either be angled plates akin to fixed trim tabs, or vertical plates equivalent to fixed interceptors. You would normally only fit these to a boat with an underlying condition that needed correcting.

For instance, a boat whose owner has fitted an abnormally heavy tender on the bathing platform, or a heavyweight aftermarket crane at the back of a flybridge, that was not in the original design brief. The idea would be to pre-emptively correct the stern-heavy running trim of the boat, regardless of whether an adjustable trim system is subsequently fitted or not.

Our advice here would be to fit interceptors near the centreline, leaving space for an adjustable trim system outboard, but also because fixed interceptor plates can be manufactured with elongated bolt holes that allow for adjustment to help get the running trim spot on.

Lenco and Bennett also make extremely simple trim tab systems for tenders and small boats which have spring-loaded rams. The plates are immersed at rest and generate lift at low speed to help them get on the plane but then automatically rise as the pressure builds up when the speed increases.

Trimming the bow down will help it to stay planted

What is the next step up?

An adjustable system with straightforward manual control of the interceptors or trim tabs. If you do stick with a manual system, think very hard about the physical controls, because you’ll be using them far more than you would on a system with full automatic control.

Some manufacturers use up/down rocker switches, others use dials or wheels, Bennett has a joystick option, and a few boatbuilders fit indicator-style stalks behind the wheel. Subjectively, we’ve always found the rotary controls from the likes of Lenco (Pro series) and Zipwake to be the quickest and most intuitive to operate, especially on small fast boats which react quickly to change.

Most modern automatic trim systems can also be linked to the boat’s MFD screen

Electric or hydraulic?

The electric ram versus hydraulic ram question is one you won’t need to ponder too deeply. The interceptor systems from Humphree and Zipwake and Volvo are fully electric, as is Seakeeper’s Ride. Almost all trim tabs sport electric rams.

So the only time you will encounter hydraulic rams is if you approach, say, Bennett, for an unusually high load trim tab setup suitable for a racing application, or possibly heavy commercial use. And in that case the manufacturer will steer you in the right direction.

This Zipwake controller uses a pair of rotary dials for both side to side and fore/aft trim

How do automatic systems work?

Automatic systems use a combination of sensors – gyroscope, GPS/compass, and accelerometers – to measure rates of turn, acceleration and movement. In combination, they can measure all six boat motions, and they typically log data at a frantic rate, up to 1,000hz.

This data can then be used, courtesy of a digital controller sporting adaptive algorithms, to control the interceptors or trim tabs directly. Consequently, auto systems can take over the task of micro-managing the two most impactive boat motions of pitch and roll, far more quickly and effectively than any human could.

Humphree’s automatic Lightning system can be upgraded in stages

Do auto systems undermine the skipper’s control?

Quite the opposite. There’s an initial setup routine for auto systems which varies from a simple ‘set to zero’ at rest for Seakeeper’s Ride, to the inputting of Length, Beam and Displacement for Zipwake’s system, to mapping the most efficient pitch curve for Lenco’s Pro Control. A flat calm day is essential, but none of these setup processes are difficult.

Once you’re underway in automatic mode, all these auto systems provide the skipper with the ability to fine tune the automatic programming. The first way is to adjust the system’s initial auto programming so that every time you go afloat, the system remembers exactly how you like your boat to run and trim.

This fine-tuning process varies, but it is not at all difficult, and can usually be carried out underway. The other technique is to tweak the controls on an as-needs basis to adjust the all-important pitch and roll to suit the prevailing conditions and the boat’s behaviour, for example bow down when heading upwind in choppy conditions.

These adjustment methods are complementary, not either/or choices, and in both cases the boat remains in auto mode, continuously controlling pitch and roll, but with your preferences overlaid on top.

This simple set of manual Bennett controls also shows the position of each trim tab

Trim tabs or interceptors?

Interceptor manufacturers are fond of claiming that their interceptors are more efficient than trim tabs, although in what capacity is invariably ambiguous. In practice it’s irrelevant because in their most sophisticated forms the advantages of both systems are so impactive and numerous.

The crucial difference is operational speed. Zipwake’s new Pro series 60mm stroke blades can go from fully up to fully down in 1.5 seconds, and Seakeeper claims that its rotary blades can perform up to 100 adjustments every second! In comparison, electric trim tabs would typically be around three to five times slower than an interceptor blade.

The smaller, lighter and faster the boat, the more it will benefit from this superior deployment speed, especially in automatic form. Smaller, lighter, faster boats react to fluctuating conditions more quickly and more noticeably, so the quicker the trim system reacts the better.

Plus, the extra interceptor speed means that, on small, fast boats in particular, a correctly sized automatic system can provide a meaningful stabilising function that the slower trim tab systems are unable to fully emulate with their auto-levelling.

A perfectly trimmed Riva Iseo running fast and flat

So are trim tabs past their sell-by date?

Absolutely not. Larger powerboats increasingly rely on gyros or fins for stabilisation, obviating the need for stabilising assistance from an interceptor trim system. If highly effective auto-levelling is all you need, then conventional trim tab systems are typically whole orders of magnitude cheaper than their interceptor siblings.

Using the Axopar 37XC Cross Cabin as a platform, we asked manufacturers for a price for their most sophisticated automatic trim system. Lenco’s trim tab 12 x 12 Pro Control Auto system was £2,636. At the other end of the scale Seakeeper’s fully automatic Ride 600 came in at £10,936 (both include 20% UK VAT).

Of course, the functionality and engineering of competing systems can differ enormously, so no comparison can ever be wholly like-for-like, but these figures do provide a useful pointer.

Finally, my hands-on testing suggests that interceptors are not the best choice for every single powerboat. Back in 2007, during back-to-back testing on a 44-foot Volvo IPS600-powered sportscruiser, I found that the boat was dynamically happier and slightly more stable when we switched the original interceptors for conventional trim tabs.

So it’s important to note that interceptor systems have in no way rendered their trim tab rivals redundant.

Mente Marine’s clever ACS controller

A special mention goes to…

Mente Marine. We wouldn’t normally single out a solitary supplier, but Mente Marine has a very singular product. It sells an ACS (Attitude Control System) control panel that links with other manufacturers’ trim tabs such as Bennett, Lenco, Eltrim and several others.

Despite its modest dimensions, the control panel contains all the necessary software and hardware (gyro, accelerometer, GPS/compass) to provide full automatic control of roll and pitch. Its big selling point is its price: assuming that a suitable set of trim tabs arrived with our Axopar 37XC Cross Cabin (or any other powerboat for that matter) Mente Marine would only relieve you of £648 (inc. UK VAT). It’s the cheapest way into automatic trim system ownership that we know of.

A top spec Humphree system is quick enough to provide stabilisation

What are the key benefits?

A correctly sized trim system will continuously correct for wind induced heel and for the movement of crew around the decks, but the list of benefits extends far beyond simply making life on board more comfortable by controlling and optimising the two principal evils of pitch and roll.

The frequently unsung benefits of a trim tab system is how it can contribute to safety on board. A correctly trimmed boat will produce less spray, improve the skipper’s forward visibility, increase crew comfort, reduce fatigue, minimise the potential for seasickness and reduce the chance of injury. At its most impactive, this can be life-saving stuff.

Handling also improves, as does performance – perhaps not significantly in calm conditions, but increasingly so as the weather deteriorates. During testing, we have found that it’s not uncommon to squeeze an extra 5% to 8% top speed from a boat by fine-tuning its trim, and that feeds directly into improved fuel consumption.

Remember too that a trim system can help a boat stay on the plane at much lower speeds; useful in speed restricted areas, not to mention for improving fuel economy.

It cannot be overstated just how much easier and more effective it is to achieve and maximise all these benefits with an automatic system, especially on a boat whose trim system settings have been optimised to suit the owner.

What more can automatic systems offer?

The functionality of automatic systems varies enormously, far too extensively to list here, but here are some of the collective functions available from the world’s pre-eminent manufacturers.

Acceleration or ‘hole-shot’. This trims the bow down and helps to propel you onto the plane as quickly as possible.

Deceleration. This maximises forward visibility should you ever need to bang the throttles into neutral, plus a separate ‘exit planing’ mode for the times you decelerate gently.

Auto-retract or full-up. This lifts them up to prevent damage when you’re reversing or beaching.

Co-ordinated turn. This trims the hull during turns, so your body is neither forced towards the outside of the bend, nor falls towards the inside of the turn. Think of it as a neutral-G turn which improves comfort and increases safety on board.

Trim tabs should be fitted with anodes to prevent electrolytic corrosion

Any other benefits?

RIBs and sportsboats are increasingly being fitted with extremely powerful engines. It’s easy for budding Max Verstappens to trim their engines out too far in the pursuit of maximum speed and suddenly find their boat chine riding or porpoising alarmingly. A fast automatic system should curtail these behaviours before they get out of hand.

A curious effect we’ve encountered, albeit inconsistent, is at very slow speeds on small boats, the sort you might expect to wander (yaw) a little. If you lower the trim tabs or interceptors fully, the directional stability sometimes improves slightly.

Zipwake’s dynamic trim control system incorporates a special steering mode. This is because interceptors can exhibit a useful steering effect. Having successfully piloted an XO360 most of the way through Poole Harbour using Zipwake’s user-friendly rotary control, I can vouch that it worked effectively enough to provide low-speed emergency steering. The corollary, which applies to all interceptors, is that this steering effect can sometimes be felt as unwelcome tugging on the wheel.

A non-copper based antifouling will help keep weed and barnacles at bay

Will a sterndrive or outboard conflict with a trim system?

Many modern boats now have systems that automatically adjust the trim of their outboard motors or sterndrive legs (for example Volvo’s Powertrim Assistant) usually by linking engine revs to leg trim. If your boat also has an auto trim system, our advice is to first programme the outboard motor or sterndrive leg in flat calm conditions with the boat loaded as close to its normal cruising condition as possible, and the auto trim system switched off.

After that, engage the auto trim system and if necessary and/or possible fine tune this to suit your requirements. Since the two systems do not talk to each other (in a digital sense) the trim system will simply ‘see’ a boat which is running more optimally as its starting point.

Note, you will almost certainly still have to trim the sterndrive leg or outboard motor out (up) going downwind in waves, to lift the bow. Trim systems can push the bow down, but once the interceptors/trim tabs are fully up, they don’t lift the bow any further.

Trim tabs are flat plates hinged at the leading edge which are pushed down into the water flow at an angle

Can a gyro stabiliser be used with fully automatic trim systems?

In short, yes. If your boat has both, our advice would be to experiment to determine the highest speed at which the effectiveness of the gyro alone is beginning to fade, and separately the lowest speed at which the effectiveness of the trim system alone is beginning to pick up.

Then examine how they work in conjunction throughout the speed range. Use that collective information to decide when, or if at all, to disengage the gyro (with its characteristically higher current drain) and rely on the trim system alone to deal with roll (lateral trim). Correctly sized interceptors or trim tabs will have the biggest effect on roll at planing speeds, so if you experience any strange effects with both systems engaged, try disengaging the gyro first.

Seakeeper, which also manufactures gyro stabilisers, confirmed that its Ride system can be used with a gyro. It also reports that, ‘the addition of a Seakeeper gyro stabiliser enhances the underway performance of Seakeeper Ride by an additional 10-20% from our tests.’

Does my trim system need antifouling or anodic protection?

Stainless steel trim tab plates do require anodes to protect them from electrolytic corrosion. Bennett warns owners NOT to ground the trim tabs to other underwater appendages. Don’t forget the usual anode selection criteria: zinc or aluminium for salt water; aluminium for brackish; and aluminium or magnesium for fresh water.

Interceptor blades and their housings are typically made from corrosion-free materials, and the composite materials do not cause the galvanic corrosion that would require them to have protective anodes. Normally, unless you have the luxury of a dry stack and a handy pressure washer, antifouling is recommended for interceptor casings and trim tabs (along with a base coat metal primer for the trim tabs). Make sure you leave a paint-free zone under the anode.

Seakeeper’s new Ride system can be retrofitted to most planing sportsboats

Do manufacturers recommend any other routine checks?

A regular gentle pressure wash is generally recommended by all. Seakeeper stresses that you should avoid the fierce turbo and rotating nozzles, and use a gentler 15-degree nozzle or more. Interceptor blades usually have a self-cleaning function that scrapes the blade clean when it is extended and retracted (ergo, do not antifoul these parts).

Zipwake recommends that if the boat has been in the water for a long time, to remove the front of the interceptors and pressure wash inside. However, Humphree lists an annual service routine that, over a period of ten years, includes calibration, replacing parts and seals, and re-torquing bolts, so interceptors are not entirely maintenance free.

As long as the correct anodes are fitted and regularly inspected (ideally ashore, but this can be done afloat) along with checking the hinges and the seals on the rams, stainless steel trim tabs should be relatively low maintenance.

Owners of Seakeeper’s Ride should refer to its online maintenance schedule, which sports the most wonderfully detailed and clearly illustrated instructions I’ve ever seen; it’s a benchmark destination for online help.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

This article Everything you need to know about motor boat trim systems appeared first on Motor Boat & Yachting.

Sunburn is the body’s reaction to excessive ultraviolet radiation from the sun. Some people are more susceptible to it than others due to differing skin types. This is largely down to genetics, which control the amount of melanin your skin produces.

Melanin is the body’s natural defence against sunburn and works by darkening the skin. That’s why fair skinned people (and children) tend to burn quicker than darker skinned ones. It’s also why some people tan quicker than others.

Whether you are light or dark skinned, protection from the sun in the form of sun protection clothing or in picking the best waterproof sunscreen you can find is a non-negotiable, even if it’s a precaution.

Are you more susceptible to sunburn on the water?

Unfortunately you are more susceptible to sunburn on the water for two reasons. Firstly, because boating and watersports ares primarily outdoor activities you are more exposed to the sun’s UV rays and secondly because water reflects the sun’s rays almost as well as a mirror, effectively doubling the exposure you get on dry land.

Photo: Getty Images

Is sunburn dangerous?

Not in the short term. Mild sunburn, medically defined as First Degree sunburn, is confined to the skin’s outer layer (epidermis) and usually heals within a few days. It is best treated by cooling the skin down (a quick dip in the sea can help), moisturizing it while still wet and if necessary taking an anti-inflammatory medicine like ibuprofen or applying a mild (1%) hydrocortisone cream.

Severe sunburn is more problematic as it also affects the mid-layer (dermis), causing blisters which may take weeks to heal. Third degree sunburn is extremely rare, penetrating right through to the fat layer beneath your skin and damaging nerve endings.

The trouble is that even mild sunburn significantly increases the risk of developing skin cancer in the longer term. A single blistering sunburn in childhood or five mild sunburns more than doubles your risk of developing a potentially fatal melanoma later in life.

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Is skin cancer on the rise?

Yes, melanoma skin cancer rates in the UK have risen by a third in the last decade and are projected to reach a record high this year of more than 20,000 cases. More frequent foreign travel, misconceptions about tanning making you look healthy and an ageing population are thought to be the primary causes.

The incidence of less serious but more common non-melanoma skin cancers is also increasing with over 230,000 cases diagnosed in the UK last year.

Skin cancer is now the most frequently diagnosed type of cancer around the world and the fifth most common cancer in the UK. This trend is repeated across all age groups and sexes but is most prevalent in people over the age of 80 (up 57% in the last decade) with men being slightly more at risk than women. For adults between the ages of 25-49 the rise is still a troubling 7%.

There is a wide range of sunscreen choices from oil sprays to gels and creams. Photo: Getty Images

What is melanoma and non melanoma?

Melanomas develop in the skin’s pigment producing cells (melanocytes) and can appear as a new mole or a notable change in an existing one such as the size, colour, shape or feeling (pain, itchiness etc). They are most commonly found in areas exposed to the sun such as the face, hands, arms, legs and back. Although less common than non melanomas they are more prone to spreading to other parts of the body and pose a greater risk to life.

Non-melanomas develop in other skin calls such as basal or squamous cells. These usually appear as small red lumps of flat, scaly patches that don’t heal after 4 weeks or more. They are less prone to spreading and more easily treated, usually by surgical removal.

Is skin cancer preventable?

Absolutely, 86% of melanomas are caused by over exposure to UV rays, usually due to cumulative sun damage over time (one of the reasons older people are more prone to it). In theory all of these cases are therefore preventable by taking appropriate precautions in the form of shade, sun clothing or a good sunscreen.

Most open boats are now fitted with a collapsible bimini shade, while more permanent T-Top or Hard Top structures are an increasingly common sight on sportsboats and cruisers. However, even these can’t protect you against UV rays reflected from the sea’s surface so some form of additional sunscreening is a sensible precaution.

Are all UV rays dangerous?

Technically there are three types of ultraviolet light: UVA, UVB and UVC but as UVC doesn’t penetrate the earth’s atmosphere, we only need to concern ourselves with UVA and UVB. Of the rays that do reach the earth’s surface, 95% are UVA and only 5% UVB. However, it’s the UVB rays that cause sunburn.

UVA rays, while less harmful in the short term, still cause longer term skin damage, leading to premature signs of aging such as wrinkles and DNA deformities, which increase the risk of skin cancer. UVA can also penetrate cloud cover and even windows. That’s why it’s advisable to use a broad spectrum sunscreen that protects against both UVA and UVB rays.

What does SPF mean?

Sun Protection Factor is the means of measuring the effectiveness of a sunscreen against UVB only, whether that’s a lotion or a piece of clothing. The SPF number is effectively a multiple of how long it takes before you burn, so if you are fair skinned and normally burn within 15 mins, applying sun cream with an SPF10 will extend that to 150 minutes, while an SPF20 will increase it to 300 minutes.

However, this only works if you apply the correct amount at the correct time and don’t wear it off through swimming, sweating, rubbing etc. Most health professionals now recommend using SPF20 or higher regardless of skin type.

What’s the difference between a physical and chemical sunscreen?

Sunscreens fall into two main groups; physical sunscreens (sometimes referred to as mineral sunscreens) and chemical sunscreens.

As the name suggests, physical sunscreens sit on the skin’s surface and act as a barrier, blocking the sun’s rays from reaching your skin by absorbing and reflecting UV light. The most common ingredients are titanium dioxide and zinc dioxide, which give it a distinctive white, chalky appearance.

Chemical sunscreens are absorbed into the skin and work by chemically converting the UV rays into heat that dissipates naturally. They tend to be clearer and lighter, typically in oil or gel form, so they can be easily absorbed into the skin. The most common active ingredients used are oxybenzone, octinoxate and avobenzone.

Photo: Paul Wyeth

Are mineral or chemical sunscreens best?

Both are equally effective at blocking out UV rays provided you apply them correctly but which you choose depends on a number of factors.

Physical sunscreens start working straight away and can be gentler on sensitive skin. However, they tend to be thicker, less easy to apply and leave a distinctive white cast on the wearer.

Chemical sunscreens tend to be easier to apply but take longer to bond and are slightly more prone to causing irritation or allergic reactions.

Both are equally suitable for boating but if you also enjoy swimming, it’s important to look for a water resistant chemical sunscreen or a robust physical one that doesn’t rinse or sweat off easily.

Hybrid sunscreens use a combination of both to give comprehensive cover.

The key is to find one you are comfortable using, as much like wearing a lifejacket, it’s only any good if you use it.

When and how much screen should you apply?

You should apply sunscreen at least 20-30 minutes before exposure to the sun as it can take a while for chemical based sunscreens to bond with the skin. Typically the correct dosage is one teaspoon (5ml) per body part such as a leg, arm, chest, back and face. Use too little or apply it unevenly too late and you can still get sunburnt. This should be reapplied every 2-3 hours, especially after swimming, excessive sweating and towel drying.

Does sunscreen harm marine life?

Some can pose a threat to marine organisms, especially coral reef ecosystems. Reported side effects include coral deformities, reduced fertility and growth hindrance. The primary culprits are said to be oxybenzone and octinoxate, both of which were commonly found in some mass market sunscreens.

As a result, in 2021 Hawaii banned the sale of sunscreens containing either of these chemicals. Many sunscreens now carry a reef-safe or reef-friendly label for that reason.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

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This article Everything you need to know about sunburn and how to avoid it on the water appeared first on Motor Boat & Yachting.

Whether you’ve left your boat in the water over winter or tucked it away ashore, the beginning of a new season is always an exciting moment. But before you take to the water once again, it always pays to run through a pre-season checklist to make sure you don’t get caught out by any unwanted surprises.

Most boaters tend to remember the obvious items – servicing the engines, gearboxes and drives, antifouling the hull, changing the anodes – but smaller tasks sometimes get overlooked. Fire extinguishers need their gauges and service dates checking, both the handheld ones (the powder variety benefit from a good shake to stop them solidifying) and fixed ones hidden in the engine bay and bow/stern thruster compartments.

These often have a shelf life of around five years and may need replacing altogether. The same applies to lifejackets and liferafts, so check when they were last serviced too.

Hopefully, you remembered to leave your fuel tanks full over winter, as this reduces condensation and the possibility of diesel bug, but if not, or if you’ve got a petrol boat that you’ve deliberately left low, then a dose of treatment and plenty of fresh fuel should ward off any future issues.

Steering systems often get overlooked too. Some may need the pressure reserve re-pumping, and they will all benefit from winding the wheel from lock to lock to help lubricate the parts (don’t forget the flybridge helm too, if you have one). Outdrives often have a fluid top-up tank buried in the engine bay, as do hydraulic trim tabs, so check the fluid levels on them, and while you’re there, look for any loose wiring and exercise all your seacocks to prevent them from seizing.

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Hopefully, you drained down the water system at the end of the previous season, but if not then open all the taps and let any remaining water work its way out, then refill the tank with fresh water and flush it through again. If it still smells or tastes bad, then add some water purifier solution and flush it through again. Several flushes of the toilet systems should also ensure they are nice and fresh for the season ahead.

If you have aircon or heating, run the systems up and leave them on full for a couple of hours to circulate the air and/or fluids and ensure they are working as they should. A customer of mine complained that their heating was not as good as they remembered and sure enough, a search revealed a split pipe.

Fridges and any freezers will need to be run up and temperatures checked too, and if you have an ice maker, switch it on and discard the first two loads of ice, as they often taste stale.

Lastly, I like to update all my electronic chart systems. Some of these are easily done over Wi-Fi or Bluetooth but some older models may need the chart chip removing and taking to the chart agent for updates. It’s also worth having a play with them before you set off, as any updates to the operating systems may mean a new look, new features and a slight change in how you use them.

You’ll also need to update your printed charts and almanacs. We may all ignore the warning on our chartplotters saying, “Do not use as your primary means of navigation,” but maritime law for any boat without a full ECDIS display (and the small print of most insurance contracts) dictates that we should have access to up-to- date paper charts and know how to use them.

Be prepared

Now is the time to check all your boat’s systems and equipment to ensure it’s ready to go as soon as the new season starts. And don’t forget to add fresh fuel to your tender’s outboard, start it up and check the gears are working.

Safety gear

Most leisure-use lifejackets are designed to be serviced every two years to ensure the inflation mechanism is primed and the bladder is airtight. You won’t want to be without it when the season starts, so get it done now when you won’t miss it.

Exercise seacocks

Make sure you open and close all the seacocks to keep them moving freely. This will also ensure you remember to open them before starting the engine(s) for the first time after being laid up for winter.

Fire extinguishers

Check the pressure gauges and service dates of all fire extinguishers. Powder-type ones should be shaken to redistribute the powder. The gas type will need their levels checked.

Plotter updates

Update the charts and/or software of any plotters or MFDs fitted to your boat. For older plotters, give the chart card to a chart agent for an update. More modern versions can be updated over the internet.

Chart updates

Any boating apps on iPads and smartphones that you use as a back-up will also require updating. The same applies to any paper charts. Check the supplier’s website for the latest Notices to Mariners.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

This article How to carry out pre-season motor yacht checks appeared first on Motor Boat & Yachting.

Being able to control the internal temperature of your boat not only improves the comfort and enjoyment of you and your guests, it can also extend the boating season and the life of critical electronic equipment and soft furnishings by keeping them warm and dry. Many modern systems can even be controlled from a smartphone app so you can set it to warm up or cool down before you arrive on board.

Can one system take care of boat heating & cooling?

Reverse cycle air-conditioning units can generate both cool air and warm air for year-round comfort but the surrounding sea-water temperature has to be sufficiently warm for the heat feature to work effectively. As a result, most cruising boats are fitted with separate heating and/or air-conditioning systems so those based in colder climates can prioritise heating while those in hotter countries can prioritise air-conditioning.

A good all-round option for boats wanting to cover both is a self-contained A/C unit and a diesel air heater as they are both relatively compact, easy to install and cost effective to run.

Combined heating and cooling systems are best suited to larger vessels as the larger, noisier parts can be kept in the engineroom and you can add a diesel water heater into the circuit for when the outside water temperature is too cold or the generators are switched off.

How does an air-conditioning unit work?

Air-conditioning changes the pressure of a refrigerant to move heat energy from one area to another. In cooling mode, a compressor pressurises the refrigerant into a hot gaseous state which passes to condenser coils (twin-walled copper pipes, with hot gas passing in one direction and cooling sea water in the other).

The heat is transferred to the sea water and ejected back into the sea. The refrigerant then flows to the evaporator, where it evaporates into a low-pressure gas, absorbing heat from a cabin.

In heating mode, the direction is reversed; the evaporator becomes the condenser and vice-versa. Heat is now extracted from the sea water and directed back into the cabins.

A typical water based system heats up water in the engineroom then circulates it around the boat to radiators and/or fan assisted heat exchangers

What’s the difference between systems?

Reverse-cycle ‘self-contained’ units have all the major components contained on one chassis. They can be conveniently concealed under beds, seats or behind cupboards, making them ideal for retrofitting to small or medium sized boats up to 50ft.

Split-gas systems are split between two units installed in different locations connected by copper tubing. The condensing unit, comprising the compressor and electrical components, is normally located in the engineroom, while the evaporator unit is installed in the living area. Two air handlers can connect to one condensing unit to cool multiple cabins or a single large area. This is ideal for craft up to 80ft.

For boats of more than 80ft, chilled water systems use an insulated closed loop system with the main chiller unit located in the engineroom or machinery space. The system is plumbed around the boat to individual air handlers and controls in each of the key guest areas.

The internal workings of an Eberspächer Airtronic D2 blown air heating unit

What’s the difference between an air heater and a water heater?

An air heating unit (or blown-air unit) is a compact device containing an internal burner with an electric fan that blows warmed air into cabins via concealed ducting and outlet vents. These units draw small amounts of diesel from the boat’s main tank and are suitable for boats from 15ft to 35ft. They provide rapid heat, with minimal start-up time at relatively low cost.

Water based heaters are larger plumbed-in units that use an internal burner to heat up water which is then pumped around the boat in pipes similar to a domestic central heating system. Heat can then be dispersed into the cabins through convectors such as radiators and towel rails, or through air vents connected to hot water matrix units and an electric fan. Water-based systems take a little longer to generate heat than blown-air units but they can also be used to heat water for washing-up and showers, without having to run the boat’s engine(s).

Modern systems allow you to set the temperature on board before you arrive at your boat

How are heating and cooling systems measured and rated?

The output of heaters is normally rated in kW while the output of cooling systems is measured in BTU/hr (British Thermal Units), even though both are measurements of thermal energy – 1kW is equivalent to 3412.14 BTUs.

When referring to an air-conditioning unit, the BTU/hr figure is the amount of heat it can extract per hour from a given space.

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What size do I need for my boat?

This comes down to a number of factors, such as the type and size of boat, the amount of glazing, the number of cabins, the total internal volume, the boat’s thermal insulation properties, and the intended cruising area of operation. A good installer will survey your boat for all these things, do the calculations and make an informed recommendation based on his findings.

For a basic diesel heating system, using a single blown-air or water heater, a good rule of thumb is: 2kW for sub 30ft boats; 4kW for 30-40ft boats; 5-6kW for 40-50ft boats and 8kW+ for boats over 50ft. A similar rule of thumb applies to the ratio of outlets to kW, with one outlet recommended per kW of heating capacity.

Blown air heaters are small enough to be installed in a variety of convenient locations

When it comes to A/C units, self-contained systems are normally best for boats with up to three main internal spaces. Sleeping cabins usually require 7-12,000 BTU while saloons usually need 12,000+ BTU. As a rough guide you need somewhere between 0.1kW – 0.2kW (300-600 BTU) per m3.

How much power do boat heaters and A/C units use?

For diesel air and water heaters power draw will always be highest at start-up. Most modern diesel air heaters from 2-6kW will use between 15W-100W but you need to add fan-blower consumption if natural convectors (radiators/towel rails) are not being used. Once core temperature is reached, they should run at 50% or less power.

The 50% power consumption rule applies to A/C units as well, which normally draw between 2A-8A when running a self-contained system of 6,000 BTU-20,000 BTU. Units with stop/start compressors have a high start load requirement that also needs to be considered.

Chilled water systems are often “variable speed” meaning there is no start load and units wind up from 2A to 30A or more, depending on the amount of cooling needed.

Do I need a generator to run them?

For smaller blown-air and water heaters, standard 12V and 24V leisure batteries are sufficient. Most air-conditioning systems will require a generator due to the high start-up loads, although with advances in solar panels and high-density lithium batteries this is no longer a prerequisite.

A Frigomar air-conditioning unit showing the condenser tubes that chill the air

What do they cost to buy/install?

For a theoretical installation of a 4kW diesel air-heater with three vent outlets and remote control to a 30ft motorboat, expect to pay in the region of £1,400 to £2,100 plus VAT for the unit itself, and around £950 plus VAT for labour.

On a 45ft boat with a 10kW plumbed-in water heater with four blown-air matrices, expect to pay between £4,500 and £6,000 plus VAT for the materials and £2,250 to £2,500 plus VAT for installation. For a top-end brand, this would likely include a programmable timer and touchscreen controls for each cabin.

For A/C systems, the price variables are that much wider but for a boat in the 50ft region, expect to pay in the region of £35,000 plus VAT for four self-contained A/C units with 44,000 BTU combined and a new generator, plus around £6,850 plus VAT for the survey, installation and commissioning.

A chilled-water system for an 80ft boat with 260,000 BTU and generator could be in the region of £100,000 plus VAT, with the survey, installation and commissioning estimated at around £12,000 plus VAT.

Fitting a heating system is best left to professionals due to the safety implications of getting it wrong

Can I retrofit a heater kit myself?

While it is possible to install a basic heating system yourself, we wouldn’t recommend it due to the inherent risks and dangers involved. Jobs such as drilling a hole in the fuel tank for the pick-up or in the side of the hull for the exhaust outlet are best left to accredited professionals as the consequences of getting it wrong could be catastrophic.

Do I also need to fit fire and carbon monoxide alarms?

Even though blown-air and water heaters are sealed units, our advice is always to fit a carbon monoxide alarm as the gas itself is odourless, invisible and lethally toxic. They are not expensive and could save your life.

What’s the difference between a marine kit and a motorhome kit?

Although individual blown-air heater units for motorhomes and small boats are similar (identical in some cases), the installation kits for boats are different to vehicles for safety reasons and the two are not interchangeable. Boat kits from reputable manufacturers are made to marine-safe ISO standards and conform to latest regulations. Be extra cautious if buying online.

Simple blown air heating systems are quick to fire up and relatively cheap to fit and run

How do I go about getting my boat heater serviced?

Thankfully, most blown-air units do not require regular annual servicing. Occasional-use boaters should consider an inspection and service every 3 to 4 years, or 1-2 years for more frequent boaters and liveaboards.

Signs telling you it’s time for a service include failure to start easily and/or white diesel vapour or grey smoke from the exhaust. Burner units may need occasional cleaning in the case of poor-quality diesel.

Maintenance and fault diagnosis for self-contained air-conditioning and water-chiller systems should be carried out by authorised installers or suppliers of the relevant brand. They will have the appropriate software and experience to diagnose and resolve any issues.

Why is one of my cabins slow to warm up?

For blown-air heaters, one of the likely causes is incorrect duct pipe balancing. This happens when the outlet ducts in the problem cabin are a smaller diameter to those in the other cabins. This imbalance causes the warm air to escape into cabins with larger ducts, leaving insufficient pressure to reach the problem cabin.

With a water heater circuit, the pump and heater tend to be located towards the back of the boat and sometimes the hot water tries to find a shortcut, through a matrix blower, radiator or calorifier, rather than travelling all the way round the boat. It’s also worth checking screwdriver-type isolating valves are set correctly to balance the flow.

Who makes the best boat heater systems?

Webasto, Eberspächer and MV Heating are among the best known names for air and water based heating systems, all of whom we spoke to when researching this article. For air-conditioning systems, Dometic (via Fischer Panda), Webasto, Frigomar, Nauticool and Climma (Veco) are among the best.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

This article Everything you need to know about boat heating and air-conditioning appeared first on Motor Boat & Yachting.

Living in Chelmsford in sunny Essex has its benefits for our boating-mad family – the county is blessed with the second longest coastline in the UK (after Cornwall). As a child I spent a lot of time on family boating holidays but until recently I had never owned my own boat. Instead, I satisfied my urge to be afloat by paddle-boarding around the Essex coast, joining a club and exploring countless hidden gems I didn’t even know existed.

An impromptu purchase of Motor Boat & Yachting magazine during lockdown first sowed the idea of buying a boat and what started as a trickle of interest soon turned into an avalanche of research as I looked into local marinas and the types of motor boats we might be able to afford. The seed was firmly planted and a post-lockdown trip to the Norfolk coast via a boat dealer gave the whole family the chance to clamber over a wide range of used boats and got everybody interested in taking it further.

I decided to refresh my practical skills by completing my RYA Powerboat 2 qualification with Essex Outdoors on the river Blackwater. I’d concluded this would be the best place for us to keep a boat as it’s close to our home (40-minutes drive) and has masses of interesting things to see without even leaving the estuary. Further afield there would be the potential to explore the Suffolk and Norfolk coastline to the north, and the Thames and Kent coastline to the south.

David and Alison Hartley preparing for a new life afloat

We started researching potential berthing options and enjoyed several days out on both sides of the estuary, looking at marinas and swinging moorings, pubs and restaurants, and exploring various wildlife sanctuaries and WW2 artefacts along the shoreline. We looked at other options too, on the river Crouch and Thames, but for us the Blackwater was the best balance of scenery, convenience and variety of adventures.

We initially set a budget of around £100k to buy a boat, thinking that we would want two cabins and a decent galley for spending weekends aboard. We looked at a series of rather jaded second-hand boats at the price point, most of which were 20 years old or more, and felt a little dejected about what our budget would buy.

Even if we could find a boat we liked for the right money, we would still need to spend a whole lot more on updating the upholstery, electronics and grubby teak decks. I studied mechanical engineering at university and am reasonably handy with a spanner but the prospect of constantly having my head in the engine bay battling with 20-year-old diesel engines and fuel systems did not appeal.

The goldilocks effect

We also found that many of the older boats had very little outside space – the bathing platforms were tiny and the bow area was often just a heavily-sloping sunpad cushion that was tricky to access. We looked at multiple boats from the early 1990s through to the early 2010s but none of the layouts were quite right – we certainly didn’t relish the prospect of being tucked away in a galley or saloon deep in the hull.

The pair decided that outdoor space took priority over having numerous cabins

Any boats that did have better outside spaces seemed to have endless square yards of canvas covers that would have to be stowed away before going anywhere. Alison and I both have full-on jobs and we soon came to the realisation that we needed something that was quick and easy to use with minimal maintenance or repair work. We decided it would be better to save up enough money to get a new boat than buying an older one that required masses of time to sort out.

A trip to the 2021 Southampton boat show confirmed our thinking, especially when we discovered the likes of Axopar, XO and Saxdor. Their craft offered loads of outside space, easy-to-manage outboard engines and still provided somewhere to sleep and cook if we wanted to. This started to change our thinking about how we would actually use the boat, realising that day trips and occasional overnighting were more valuable to us than multiple sleeping cabins that would rarely get used.

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We were homing in on a Saxdor 320GTC as the favourite – the fold down sides would be perfect for paddleboarding expeditions and there was no canvas anywhere in sight! We spent 2022 building a war chest to go shopping for a new boat.

A trip to the NEC Boatlife show in February 2023 gave us another chance to see the Saxdor 320 GTC in person and re-affirmed that it would be perfect for our needs. Adding the optional extras, delivery to the UK, VAT and exchange rates gave us a bit of a shock when compared to the headline price on the manufacturer’s website, but by opting for a single engine rather than twins we could bring the price down to just over £200,000.

It was double our original budget but with two teenage girls getting perilously close to being old enough to leave home, we threw caution to the wind and decided to go for it so we could share a few years on the water as a family before they leave the nest and head off to university and beyond.

The local Essex coastline has plenty of cruising opportunities

Kitting out

When it came to finalising the spec, the dealer had a 400hp engine in stock, which meant they could shorten the delivery time by fitting the engine in the UK (there was a global shortage of Mercury engines following the post-Covid boating boom). As for optional extras, we specified a bow thruster and auto trim tabs to make it easier to handle and twin plotters to aid navigation.

For winter use we went for Webasto diesel heating and cooking hob. Other options, like the side windows at £5,500, seemed unnecessarily expensive so we elected to do without them on the basis that the two doors and full-length sunroof provided enough ventilation!

We also saved on some factory-fit electronics such as AIS, VHF radio and extra speakers for the Fusion sound system, by having them fitted by Platinum Marine in Southampton. We did forget to check if antifoul is included in the price – it wasn’t, which meant an unbudgeted added cost!

Owning his own boat was a long-held dream

With the boat due to arrive in late May, it was time to get ready for life afloat. We began to accumulate lifejackets, first aid kits, fire extinguishers and kitchenware in a large pile in the shed. I also frantically started studying the RYA Day Skipper Theory course with Skippers Online, realising early on that it needed to be treated as a marathon and not a sprint!

I would strongly recommend this course to anyone heading out onto coastal waters, it has proven its worth time and again during our first summer of boating – especially the mental maths required to calculate tidal heights in the notoriously shallow and tidal river Blackwater.

I also completed my Marine Radio VHF Certificate with Premier Sailing in Chelmsford and with their guidance managed to register with OFCOM for an MMSI number. Alison also completed her PB2 training, gaining a reputation for being the speed freak of the cohort!

Ironically, having specified twin electronic SIMRAD chart plotters, one of our favourite purchases was a set of paper charts for the Essex and Suffolk coasts. We spent ages poring over details of the local area, fascinated by the names and features of all the tiny creeks and tributaries that we would be able to explore.

Our neighbours, who are very experienced sailors, also gave us masses of helpful tips on the best places to anchor, eat and sleep as well as the mishaps that might occur and how to deal with them – huge thanks to (another) Alison and Dave for their advice. The East Coast Pilot guide book has proven to be a brilliant resource as well, with an active Facebook group for the very latest updates and observations on local conditions, and some lovely photographs as well.

The Saxdor 320 GTC turned David’s head at the Southampton Boat Show

Annoying delay

The end of May delivery date came around fairly quickly but unfortunately the boat did not! Due to several mystery delays on the production line, the boat eventually arrived from Poland into Southampton at the beginning of July, which in hindsight doesn’t sound like a long wait but was painful at the time due to fever-pitch levels of excitement.

We had arranged for some boat-handling tuition on the Solent immediately after our handover session with the dealer. Unfortunately, due to 45-50mph winds, the session was cancelled. With road transport from Southampton to Essex already booked for the following week we’d now have to take delivery of it without ever having driven it.

My back-up plan was to quickly order some dock fenders and get them screwed on to the corners of our pontoon berth to avoid any parking mishaps. Alison and I also made a pact that there would be a no-blame culture on any scuffs to our new toy, and that we should just get on with enjoying it.

David’s daughter helps with the boat’s first spring clean

Practice makes perfect

The first few weeks of ownership were blighted by relentless westerly winds blowing through the marina, but we survived our first few close-quarter manoeuvres in and out of our berth without any damage to our boat, and most importantly anyone else’s! The bow thruster was whizzing away at first but we quickly got the hang of how she would move in the wind and were soon sliding in and out of the berth under engine alone.

Each time we went out on the water, we tried to tick off a different bit of practical training for our newly-formed family crew. On our first full day trip, Alison needed to dial into a work meeting, so it was a good opportunity to practise anchoring. We bobbed around off Osea Island for a couple of hours, with me frantically checking the chart plotter to see if we were drifting while the girls sunbathed on the bow.

On the next few trips we practised launching a paddleboard from the side platforms, lassoing a mooring buoy and getting picked up by the launch at Mersea Island to take us ashore to the island festival. Each trip slowly built our confidence and we soon felt able to invite friends onboard for some gentle cruising around the Blackwater.

Taking in the sights on the boat’s maiden voyage

Because we live so close to the boat, at the end of the working day there was still time to rush down to the boat to get an hour or two on the water to soak up the sunset and creep back into
our berth in the last dregs of daylight.

So far the boat has behaved impeccably (fingers crossed), the only minor glitches being a poor installation of the hose that protects the fuel and hydraulic lines going into the engine, and some adjustment of the mechanism that locks the port folding platform into place. I was able to sort both of these snags myself using a basic tool kit that I keep on board.

The task that I did massively underestimate was the amount of time it would take to get up to speed on the various electronic gadgets. The excitement of trying to get out on the water as soon as possible after the boat arrived meant that the time required to properly learn how to use the chart plotter, radio and engine information systems seemed like an eternity.

Sunset trips along the River Blackwater are a perfect way to end the working day

Decisions that paid off

Despite having some concerns about whether a single engine would cut the mustard, we are really pleased with the performance of the boat – we get just over 30 knots fully loaded with the trim tabs activated. However, we are coming to realise that pottering along at 8 knots into a setting sun with everybody chatting is much more relaxing than racing around. That said, it is nice to be able to make solid progress when needed, especially if it is starting to rain or the tide is ebbing away. We also love the outside space that the Saxdor offers – our decision to prioritise this over cabin space was the right choice.

All in all, it has been a high-intensity start to our boating career, with training, logistics, planning, organisation and plenty of trepidation all giving way to a huge amount of enjoyment and learning opportunities. We’re now looking forward to our first full season on the water as fully fledged boat owners and wondering why it took us so long to take that first step.

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market.

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This article Buying a first boat: 'We decided to go for it so we could share a few years on the water as a family before the girls leave the nest' appeared first on Motor Boat & Yachting.

This morning was spent watching an old video of Smuggler’s Blues 2 (my boat) while finding reasons not to get on with my proper work. I’d filmed it over a weekend aboard with my partner Marianne after an exceptionally busy couple of weeks.

It was a Sunday morning, we’d only just got up, and over breakfast I was opining that boating can be whatever you want it to be: thrilling, adventurous, exciting, sociable, fun, restorative – you choose.

However, you do actually need to buy yourself a boat first. So for those still considering a first step afloat, here are four great examples, from an affordable 22ft cuddy to a fast 37ft weekender with a 31ft Scandi cruiser in between.

The one thing they all have in common is that they are simple, user-friendly beginners boats for first-time buyers to own, drive and maintain.

4 of the best boats for beginners

Fletcher 22 GTS

Built: 2002
Price: £19,950

There’s a lot to be said for starting small and working your way up. Not only does it keep the budget manageable, it keeps the boat manageable too.

At just 22ft, even a novice could soon be managing this little craft single-handed with a modicum of training – helpful if guests (or spouses) are not so enthusiastic about getting hands on.

However, it’s also big enough to extend the horizons beyond merely day boating, and the diesel engine keeps the running costs under control too.

Interior

Of course smaller boats come with smaller, well, everything – and it’s in the cabin that you feel the pinch most keenly on the Fletcher 22 GTS. It is basically a cuddy, so there’s not enough height to stand up and there’s not enough space for a separate toilet compartment.

But accept those limitations and it’s a perfectly useable cabin. There’s a nice little dinette where you can tuck yourself out of the weather, and if you drop the table and slot in the infill cushions, you’ve got a very decent double bed.

There is a chemical loo under one of the seats too, so compact though it is, all the important bases are pretty well covered.

The cuddy cabin has a convertible dinette and a portable loo

Exterior

Outside is where the priority clearly lies in the layout of this boat. Again, it’s compact, but it’s easy for a family to enjoy. There’s a little swim platform with a ladder and the seating wraps sociably around the aft section of the cockpit, with a fridge and a sink to starboard.

It’s also quite high-sided, adding a sense of security that’s vital for those taking their first steps afloat. At the business end, there are two seats for helm and navigator and a walk-through windscreen to access the foredeck.

Performance

Lift the back seat and you’ll discover a Yamaha 370 STI engine. The big news about this is that it’s a diesel. That means it offers lower consumption and running costs, as well as much easier availability of fuel at the dockside.

Churning out about 160hp, it ought to be good to take this affordable family cuddy to a top end of around 30 knots.

As with all Fletcher sports boats, the ride and handling are conspicuous strong points

Seakeeping

Norman Fletcher, founder of Fletcher International Sports Boats, was a powerboat racer who understood a good hull. That’s why all Fletcher boats punch well above their weight when out at sea.

Specifications

LOA: 21ft 7in (6.6m)
Beam: 8ft 6in (2.6m)
Draft: 1ft 8in (0.5m)
Displacement: 2 tonnes
Fuel capacity: 280 litres
Engine: Yamaha 370 STI 164hp diesel
Location: Essex
Contact: boats.co.uk

Article continues below…

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Regal 28 Express

Built: 2014
Price: £79,995

If you need something that feels a little more like motor cruising and a little less like camping, then the 25ft mark is where it all starts.

Often referred to as ‘pocket cruisers’, this is the size where increased volume creates the space for the basic essentials of comfortable onboard living.

Features like standing headroom, a separate toilet and a dedicated (rather than convertible) bed make all the difference.

Interior

The layout on this type of boat is inevitably pretty ubiquitous, simply because it’s what works best. There’s a U-shaped forward seating section that converts to a double berth or creates a dinette for meals.

Further aft, where a rising roofline generates adequate headroom, there is a small galley opposite the toilet compartment. It features a single burner hob, a sink with pressurised hot and cold water and a fridge and microwave.

Move aft again and, beneath the forward end of the cockpit, there is sufficient space for a permanent double berth. That takes the sleeping capacity to four but, more importantly, it means that if you choose to cruise as a couple, you are not continually having to convert the seating before bedding down for the night.

It features a permanent mid cabin, a convertible dinette and a lower galley and heads

Exterior

A canopy turns the cockpit into quite a versatile living area. Removable sides mean you can use it as a bimini top for shade too. Another neat feature is the twin aft benches, which face each other across the table. The backrest of the aft seat pivots forward, creating an aft sunpad and locking into various positions.

You can lock it up for dining, leave it half way for chaise-longue-style lounging or lie it flat and use it for sunbathing.

Performance

A Mercruiser 350MPI V8 petrol engine sits snugly beneath the aft deck. That 350 figure refers to the capacity in cubic inches (5.7 in litres). It puts out a smooth and potent 300hp, which is enough for 30 knots plus and a reasonably economical 25-knot cruise.

With convertible seating and multi-part canopies, the cockpit is pretty versatile

Seakeeping

The high, narrow hull requires a little tab work to keep it on an even keel in a crosswind, but this is a decent performer for its size.

Specifications

LOA: 28ft 8in (8.7m)
Beam: 8ft 6in (2.6m)
Draft: 3ft 3in (1.0m)
Displacement: 3.5 tonnes
Fuel capacity: 276 litres
Engine: Mercruiser 350 Magnum 300hp petrol engine
Location: Torquay
Contact: One Marine

Axopar 37 Sun Top

Built: 2017
Price: £154,950

The joy of this (and indeed any) Axopar is its innate practicality. Low-sided and heavily fendered by a chunky grey rubbing strake, it’s surprisingly confidence-inspiring.

Interior

The aft end of the Axopar 37 is entirely customisable when ordered new. A raised sunpad is one option, bringing enough height for a small two-berth cabin beneath.

An alternative is the flat aft deck behind the rear cockpit seating, creating a wonderful watersports arena. Whichever option the buyer chooses, you get a forward cabin ahead of the helm.

Duck into here and you’ll discover a wide open-plan environment with a double berth in the bow, a single seat and a galley area. There’s also a proper plumbed-in sea toilet down here, nestling discreetly inside a small wooden cabinet.

The cabin is bright and comfortable for two but lacks a separate heads compartment

Exterior

It’s clear then that this is not designed to be a dedicated family cruiser. The focus here is alfresco fun. In addition to that impressive aft deck, the long bow space provides a set of sunbathing cushions on the cabin top.

There’s also a central cockpit space with four forward-facing seats opposite another three helm seats that swivel 180 degrees to face aft across the table.

As the sun-top version, this boat features a large hardtop with a fabric opening sunroof but other notable deck options include a cabin version which closes the cockpit off for year-round recreation.

Performance

The Axopar 37 is built for twin outboard installations. The smallest option is a pair of 200hp motors for a top speed of around 40 knots.

However, we tested the Axopar 37 with the same option as this boat, a pair of Mercury’s super smooth Verado 350 motors. And in that form, you can expect a 47-knot top end and a very easy 40-knot cruise.

Even on a 2017 model, Axopar’s prowess in day boating practicality is clear

Seakeeping

Speed is fun but only if kept firmly under control. That’s particularly true for first-time boaters where crew confidence is paramount, but you need have no worries here.

Our man in Mallorca described the hull as “so adept, so unflappable and so flattering that it’s easy to drive fast in a big sea and still feel utterly safe and in control”.

Specifications

LOA: 36ft 9in (11.2m)
Beam: 10ft 10in (3.3m)
Draft: 2ft 9in (0.9m)
Displacement: 2.9 tonnes
Fuel capacity: 770 litres
Engines: Twin Mercury 350 Verado 350hp outboard engines
Location: Poole
Contact: Salterns Brokerage

Marex 310

Built: 2019
Price: £235,000

Almost a quarter of a million pounds might feel a little steep for a first boat, but it’s important to understand that people have all sorts of different budgets, and this boat works so well as a first boat that if you have the means, it’s actually a very sensible investment.

UK dealer Wessex Marine has confirmed that several have been supplied as first boats, including one to TV presenter James May.

Interior

On a Scandinavian designed and built boat, you expect plenty of cruising practicality and you get it.

In addition to a pair of very decent double cabins, plus a heads compartment and galley, the 310 features a really well protected cockpit. In all regards, it is a very safe and capable small cruiser.

Marex’s proven quick-rig canopy system makes the 310 ideal for year-round use

Exterior

The cleverness of the cockpit arrangement starts with the canopy system. The open-backed hardtop has two manual sliding roofs extending fore and aft from a central bar.

You can open or close these in seconds by simply twisting the release catch and pulling. But the real pièce de résistance is the side canopy system. That hardtop extends almost to the transom, providing the perfect location for hanging the aft canopies.

Once unclipped, a split on the centreline means that both sides slide along what are effectively curtain tracks, disappearing into dedicated vertical lockers. ‘Voila!’ as they say in Norway.

The fact that these are so easy to deploy makes the large comfortable dinette aft of the helm seat particularly handy for year-round use.

Performance

A single Volvo Penta 4-cylinder D4-300 was the standard engine, but many buyers (this one included) upgraded to the larger and more powerful 6-cylinder D6-370.

We described it as a “fine match for the 310”, topping out at 35 knots and cruising at just under 30 knots.

As a premium Scandinavian cruiser, the helm is superb

Seakeeping

The Scandinavians design their boats to be used pretty much every day and that’s why the helm position is ergonomically so good.

It’s also well protected by large windscreens, enabling the helmsman to fully enjoy “an engaging and lively driving experience”.

Specifications

LOA: 31ft 0in (9.5m)
Beam: 10ft 6in (3.2m)
Draft: 3ft 2in (1.0m)
Displacement: 4.5 tonnes
Fuel capacity: 440 litres
Engine: Volvo Penta D6-370 370hp diesel
Location: Poole
Contact: Wessex Marine

4 more beginners boats from the April 2022 issue

Bayliner 742

Built: 2014
Price: £40,000

In the 1980s Bayliner sold on price – undercutting the competition and gaining a name for themselves as the cheapest way into a new boat. As is so often the case, however, you got what you paid for or, more accurately, didn’t get what you hadn’t paid for.

It’s fair to say that the reputation was broadly comparable to Skoda’s at the time. But just like Skoda, the company has gone through something of a renaissance, and whilst the prices are no longer bargain basement, neither is the quality – both manufacturers are turning out a pretty solid product these days.

Interior

Still the budget end of the market, it’s the frills that are reduced these days, not the quality. It’s why the cabin of this boat, first introduced to the UK at the London Boat Show in 2014, has plenty of smooth gelcoat on show rather than soft vinyl and polished wood.

But it serves its purpose just fine as a space to get out of the weather or enjoy an occasional overnight stay. There’s even a proper plumbed-in sea toilet here.

There’s a fair bit of GRP on show but it’s a perfectly decent cabin for overnighting

Exterior

The same applies to the cockpit: it might be a little more functional than expensive competitors, but you can’t fault the layout or the facilities. There’s a canopy frame that folds and stows beneath the aft seat, and a cockpit wet bar behind the helm seat includes a proper fridge and a hob.

There are some neat details too, like a section of the sunpad aft that lifts to provide a backrest if required, or folds to create a walk-through from the swim platform. The passenger seat backrest also folds forward to extend the seating along the full length of the cockpit.

Performance

Bayliner offers a variety of engines from a two-litre diesel right through to a 6.2 litre V8 350 Magnum. This boat treads the middle ground with a punchy but relatively (it is a boat!) economical Mercruiser 4.3 litre V6 giving 220hp.

Functional cockpit is large, comfortable and equipped with a proper little wet bar

Seakeeping

It’s a small, light boat, so don’t expect to be crossing the English Channel in a Force 5, but for coastal cruising in sensible conditions it’s perfectly sufficient.

Specifications

Length: 24ft 6in (7.5m)
Beam: 8ft 4in (2.5m)
Draught: 3ft 4in (1.0m)
Displacement: 1.9 tonnes
Fuel capacity: 196 litres
Engines: Mercruiser 4.3 litre V6 220hp
Contact: Salterns Brokerage

Article continues below…

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Sealine S330

Built: 2017
Price: £209,950

Launched in 2014 and designed by Bill Dixon, the S330 was a very important boat for Sealine. When the original Kidderminster company went into administration in 2013, the brand was bought by the Hanse Group in Germany, and whilst the F380 was the first Sealine it launched, that boat was a design inherited from the British company.

The S330 was the first Sealine that Hanse developed from scratch. The boat proved to be a great success, so much so that it spawned a C330 Coupe version that remains in production today as the mildly upgraded Sealine C335.

Interior

Sealine kept the layout traditional inside, with the usual cabin at each end separated by the saloon and galley set-up that has worked for the brand and countless others for years. There is a factory option to lose the forward bulkhead but most got the separate forward cabin.

It’s nicely done though, large hull windows offer both light and view (the former augmented by skylights), and headroom is great. This boat has the popular walnut finish to bulkheads, although oak and cherry were also offered.

The forward cabin is surprisingly light and spacious with good headroom too

Exterior

The hardtop came as standard, so you won’t find a completely open version, but Sealine has been careful to retain the feeling of being outside. Not only does the roof slide almost all the way back, courtesy of having a fabric centre section, but the aft section slides forward to meet it. You can also remove the clear vinyl panels above the fixed glass sidescreens.

Three forward facing seats at the helm is a great feature, and there is plenty more seating around a table further aft.

Performance

Sealine launched this boat with a pair of Volvo Penta D3 220 220hp engines, which is exactly what this boat has got. A single Volvo Penta D6 was an alternative, and more recently Sealine launched a twin outboard engine version called the S335V. When we tested the boat at launch with the 220s, we achieved a credible 33 knots.

Few 33ft boats offer such a good balance of price, accommodation and style

Seakeeping

Calm seas made it difficult to assess the seakeeping but we certainly enjoyed the handling, describing it as a ‘brilliant hull and powertrain’.

Specifications

Length: 33ft 10in (10.3m)
Beam: 11ft 6in (3.5m)
Draught: 2ft 9in (0.9m)
Displacement: 6.7 tonnes
Fuel capacity: 570 litres
Engines: Twin Volvo Penta D3 200 220hp diesel engines
Contact: Boats.co.uk

Doral 250SE

Built: 2003
Price: £47,500

A rare beast in that, although the styling has distinctly American overtones, Doral boats were actually made in Canada. Prevalent in the Nineties and Noughties, Doral actually dates back to 1979 and built a range of craft from speedboats up to 50-footers.

Interior

The standout feature of this boat is the finish and the colour of the woodwork in the cabin, which looks both classy and inviting, and a huge step up from the very plain and austere looking interior of the boat we tested in 2000.

The layout is entirely conventional for a boat of this size and type, with a dinette forward, a small galley opposite the heads and a double berth running transversely beneath the cockpit.

There is standing headroom at the bottom of the steps, and although the shape of the boat means that you lose this further forward, the nature of the dinette is that you’d be sitting by this point anyway.

A smattering of wood lifts the look and feel of this Canadian built compact sportscruiser

Exterior

Almost all mid-20ft sportscruisers are constrained to an 8ft 6in beam in order to maintain the ability to be towed on the road but Doral has been particularly clever in how it ekes out the maximum amount of space.

No side decks is an obvious win, access to the foredeck being granted via steps and an opening windscreen. More intriguingly, Doral has fitted a sliding section of cockpit seating, meaning that if you’re happy to lose a little bathing platform space, you can slide the aft portion out over it and drop in infill cushions. In fact, this example has the extended platform, reclaiming some lost ground.

Performance

We tested a 250SE with a 260hp Mercruiser V8 petrol engine and achieved a very sporting 37 knots! Subtract the extra weight of the diesel engine (and the extended
bathing platform), add a little back for the extra 40hp of the Mercruiser 300hp diesel and you should still be the right side of 30 knots.

A full beam cockpit with a sliding aft bench makes the most of every inch

Seakeeping

We found the handling of the 250SE to be ‘excellent’ apparently, with no heavy slamming. Like all tall narrow boats of this genre, it relies on the trim tabs to maintain an even keel in a crosswind.

Specifications

Length: 28ft 8in (8.7m)
Beam: 8ft 6in (2.6m)
Draught: 3ft 5in (1.0m)
Displacement: 3 tonnes
Fuel capacity: 245 litres
Engines: Mercruiser 300hp diesel engine
Contact: One Marine

Fairline Targa 30

Built: 2001
Price: £69,950

The Targa 30 is the final evolution of a successful Fairline model that dates back to 1994, when it was introduced as the Targa 28. Two years later it morphed into the Targa 29 with little changing beyond a longer bathing platform.

But the Targa 30 variant introduced a new cockpit layout with a sunpad, and windows (rather than portholes) for the cabin, although bizarrely these were optional extras.

Interior

The layout echoes smaller sportscruisers with its U-shaped dinette forward, galley opposite the heads and a mid cabin aft. However, the extra length, and in particular the 10ft beam, make this a far more spacious area.

The galley is an L-shape, with room for a two-burner hob, an oven and a grill. Those hull windows are worth looking out for (although I’ve only ever seen one boat without them so they should be easy to find).

The mid-cabin is fairly tight but it’s a private escape from the open-plan saloon and dinette

Exterior

A sunpad aft is the big news. Where the 28 and 29 had seating to the transom, the 30 shifts it forwards. However, Fairline cunningly claws space back via a neat swinging backrest to the passenger seating next to the helm, allowing it to be used as forward facing seating under way or join the cockpit dinette at rest. That sunpad also creates space for a very handy deck locker.

Performance

When new, you could specify your Targa 30 with a pair of 4.3-litre petrol engines (190hp or 205hp each) or a single 7.4-litre 310hp motor but the vast majority went out with twin diesels.

These 150hp AD31s gave the boat a perfectly respectable 30+ knots, but the KAD32 upgrade that this boat received doesn’t just give higher speed (past 35 knots when new), it gives far lustier acceleration due to superchargers bolstering low-end torque before the turbos spin up at higher revs.

The sunpad was a new feature introduced in the transition from a Targa 29 to a Targa 30

Seakeeping

These boats handle brilliantly. Stable and fast, they don’t require excessive trim tab action, and spray management is great. For a 30 foot boat, it punches well above its size and weight.

Specifications

Length: 31ft 2in (9.5m)
Beam: 10ft 2in (3.1m)
Draught: 3ft 2in (1.0m)
Displacement: 4.1 tonnes
Fuel capacity: 418 litres
Engines: Twin Volvo Penta KAD 32/dp 170hp diesel engines
Contact: boats.co.uk

First published in the April 2022 issue of MBY.

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This article Best boats for beginners: 4 affordable options for your first boat appeared first on Motor Boat & Yachting.

I have always lived by the sea in Essex and find it a very calming place to be, yet despite this close proximity to the water, I never went boating as a child.

Later on in life, when my wife and I started seeing each other, we booked a boat trip whilst on holiday together and loved it so much that holiday boat trips became our thing.

More often than not they were the highlight of our holidays. Once kids came along, these trips were temporarily suspended but as soon as they were old enough, we started booking them again and found that the kids loved them too.

Article continues below…

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What started as a holiday treat began to grow into something of an obsession. My career in banking involved a fair amount of travelling and I’d religiously pick up a copy of Motor Boat & Yachting on my way through the departure lounge that I’d thumb through for the rest of the trip, learning about boats and dreaming about the ones I’d like to own.

It wasn’t until 2012 that the idea of actually buying my own boat started to turn into a definite plan of action, egged on by an enthusiastic colleague.

I think he was envisaging the Côte d’Azur rather than the muddy River Thames, but having told him I’d get a boat within a few years, I felt I needed to deliver!

This prompted me to start putting money aside. In the meantime I used my holidays and business travel to feed my enthusiasm and do more boat trips whenever I could.

My best mate John and I would also drag our kids along to the London Boat Show every January to go on the big stuff, just to keep the lottery shopping list current!

By the end of 2019, I had amassed a healthy £17,000 in my boat buying fund and was ready to proceed with my long-held plans.

With the advice of my brother-in-law (who is an experienced boater), I decided to break the entire process down into a series of logical steps.

Phil visited various boat shows before making his choice. Photo: Getty Images

Step 1: Get formal boat training

Despite having been on boats of all types all over the world and having driven a few of them, I had no real boat-handling experience. So my wife insisted I get formal boat training.

I booked myself onto an RYA Level 2 powerboat course with the Essex Power Boating School and absolutely loved it. I completed the course in February 2020 in gale-force conditions but Peter, who runs the school, made it so much fun that the driving wind and rain just enhanced the whole experience.

I learnt boat handling skills, man overboard drills, basic radio usage and plotting a course using charts. When I finally bought my own boat, I also found that having this qualification helped reduce my boat insurance quotes, too.

The Jeanneau Merry Fisher 895 proved to be way over budget

Step 2: Look at boats for sale

Before seeing what my nominal £17,000 would buy, my wife, kids and I drew up a list of what we all wanted from a boat. It needed to have a large enough cockpit to sit eight people in comfort, space on the bow to relax, some kind of inside space for when the weather closes in, a proper heads compartment (no portaloo!), a galley and either outboard or shaft-drive power as I wanted to avoid the additional maintenance costs of a sterndrive.

However, as soon as I started to look at my favourite websites (Apolloduck, Boatshop24, Findafishingboat), it became apparent I’d be looking at quite an old model if it was to meet my list of requirements. Telling my wife that I would need to dip into
her ISA savings to fund the kind of boat we wanted went down like a cup of cold sick!

Nevertheless, as soon as last spring’s lockdown lifted, I dragged the family to Boats.co.uk’s Essex dealership to see what we could find.

The Jeanneau Merry Fisher 755 was another candidate for Phil’s first boat

My wife and the kids were all still a bit sceptical about the whole adventure (and the budget) but the team at BCUK were very engaging and let us look over a number of boats like Arvors and various small sportsboats, but nothing was really hitting the spot.

I wanted something that looked fairly sporty but with the room and cabin space to match our needs. However, it did serve to pique the family’s interest, building enthusiasm for the dream and helping to loosen the purse strings a bit!

Next we went to Morgan Marine in Brightlingsea, where we looked at a brand new Jeanneau Merry Fisher 695 and 895, which looked lovely but were way out of my budget.

Article continues below…

Get a quote for your first boat

They also showed us an old Bayliner for £14k as a ‘doer-upper’, and a second-hand Jeanneau Merry Fisher 755.

I was taken with the latter but it looked like I’d need somewhere between £30,000-£37,000 to buy something similar. The post lockdown boom in boating had really driven up brokerage sales so it was now a very competitive market and without a big enough budget I’d have to look at an older boat or a longer wait.

Whilst on holiday in Devon we looked at a number of boats in Plymouth; a nearly new Jeanneau Merry Fisher Marlin 755, an older Beneteau Antares and an Aquador. None of them hit the spot, but Merry Fishers were rising to the top of the list.

This Beneteau Antares 780 ticked all of Phil’s boxes

Step 3: Find the perfect boat

During an exasperated Friday night web search, a 2012 Beneteau Antares 780 popped up for sale with Clarke & Carter in Ipswich.

We booked an appointment to see it even though it meant yet another increase in our revised budget. When we got to Clarke & Carter there was already someone viewing the boat, adding to the tension in my shoulders – would this be another one we’d miss out on?

Once it was our turn to view the boat, the moment we saw it everything just looked right. The style, the internal and external spaces, the toilet, the galley but also the seating around the table in the saloon just made it the right boat for us.

The complexities of purchasing the boat soon faded when Phil saw the joy it brought his children

The condition was great, too, and it came with some handy extras like an electric windlass, bimini and full cockpit covers. The only thing missing was a bow thruster – nice to have but not essential.

There were a few small cracks in the gelcoat outside the heads compartment and on the saloon roof but nothing to worry about unduly.

One key lesson we’d learned from our previous viewings was to make a list of everything we wanted to check. If it opens, slides, clicks or moves – check it. It helps prevent the rose-tinted glasses from causing you to miss stuff, so take your time and don’t let anyone rush your inspection.

A forensic inspection of the boat’s interior took place during the pre-survey sea trial

There were also bags containing all the original instructions and documentation to back up the history of the boat. We couldn’t find a service manual for the 150hp Suzuki outboard engine but I could see from the rev counter display that it only had a little over 200 hours running time.

According to the documentation it had had seven owners since it was first sold by Dickies International for £45,233. It was now up for sale at £37,500 (impressively slow depreciation for a seven-year-old boat).

Our maximum newly revised budget was now £35,000 so after getting home and having a chat about it we put in an offer of £34,000, which was swiftly rejected. After a bit of haggling we finally managed to get it at exactly £35,000 – the very peak of our budget. Now the real learning began.

Step 4: Buy the boat

The pre-purchase contract was a template from the Association of Brokers & Yacht Agents (ABYA). It’s worth reading the entire 7-8 page document but pay particular attention to any clauses referencing the deposit and sea trial/survey.

I had to put down 10% of the purchase price to progress to the survey and sea trial stage. You also need to be clear about whether this is returnable and under what circumstances. Simply deciding you no longer want to buy the boat may not be enough without a clear reason, such as a mechanical issue or a problem with the survey.

The contract stipulated that the sea trial and survey had to be carried out within 14 days of signing the contract. This made me really nervous about signing it until I could get the experts in place. I explained it to the broker and thankfully, they were fine about it. I was determined to do the sea trial first as there was no point paying for a survey if the boat ran like a dog!

Better late than never – Phil popped his boating cherry aged 46

Even this requires some forethought though, as it can also carry a number of additional costs such as launch and recovery, and fuel. Be sure to ask what you will or won’t be expected to pay for. In my case the sea trial was limited to no longer than four hours and no more than five miles offshore. We also had to take our own lifejackets.

I took my experienced boating brother-in-law to give it the once over and to take the helm once the seller got us out of the marina into open water.

While he was in control I took the opportunity to look in every cubby hole and sit in each area of the boat to look for water ingress and listen for unexpected rattles. I then had a turn at the helm. It felt great but completely different to the 6m RIB I did my powerboat course on.

This would take some getting used to!

At the end of the sea trial I looked at the fuel gauge and noted that there were over 100 litres of petrol left in the 200-litre fuel tank – a handy bonus. However, I forgot to check with the broker if the boat would now be left unused until the purchase was completed.

Needless to say when I collected the boat and asked for the tank to be topped up, it cost me £278 in fuel alone, partly because much of the 100 litres had been used by then and partly because I hadn’t anticipated the extra cost of waterside fuel – at £1.90 a litre it was almost double the forecourt price at the time!

Carrying out the survey meant lifting the boat out of the water for a full hull inspection at the buyer’s expense – another unexpected cost. Clarke & Carter provided me with a list of trusted surveyors as the one I was intending to use was booked up for weeks. The cost of a survey is usually based on boat length, which varied from £14-£18 per foot during my ring around.

I ended up using John Munns, who provided a really good detailed report. He picked up on many of the same things I’d noticed during my inspection but he also measured the moisture content of the hull. Essentially, everything was fine.

Step 5: Bring her home

I looked into having the boat transported to its new home in Southend-on-Sea by road but costs for the 68-mile journey varied massively from £270-£690. In the end I decided to cruise it round by sea with the help of my brother-in-law and one of his equally experienced mates.

I bought lifejackets, flares and a jerry can of spare fuel for the emergency outboard we’d brought with us too. I also borrowed a liferaft – just in case.

Leaving Levington Marina was fine but with a strong north-easterly wind blowing down the North Sea, I handed over control to the experts.

Phil’s new Beneteau survived the treacherous delivery trip and is now safely berthed at Suffolk Yacht Harbour

To say the world was falling out of my rear end as we bucked up and down over waves that felt almost as tall as my new boat would be an understatement. I promised myself that I’d never put my wife and kids through that sweat-drenched, white-knuckle, trouser-soiling experience. Ever!

Thankfully, I was able to moor my boat in my brother-in-law’s berth for the rest of the year as his boat had already been lifted for winter, but that’s another cost coming my way.

Was it worth it?

Abso-friggin-lutely! I’ll never forget the joy on the kids’ faces the first time we went out on the boat as a family. Letting them drive was the best.

I earn the only income in our household and boat budget aside, the pre-purchase costs were more than I’d expected just to get to the point of boat ownership. However, looking back on it, the costs and process seem logical now. Not that they ever seem to stop.

I’ve since paid £212 to lift the boat out and store it, and £353 to service and winterise the outboard.

As a complete boat virgin the experience has been challenging but really enjoyable and I’m looking forward to spending much more time on her with family and friends this summer.

Everything on this journey has been a learning experience and I am capturing it all on my YouTube channel, The Boat Virgin, where I will keep a tally of all the costs, challenges and the fun.

It can all seem a bit daunting at times but hopefully the lessons I’ve learned will help others get there too. You never know, one of those big boats at the boat show may still be achievable – one day!

First published in the May 2021 issue of Motor Boat & Yachting.

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Even if these two points don’t apply to you, boat insurance is an extremely worthwhile investment all the same.

Insuring a boat is much the same process as covering a car or house and there are companies which specialise in marine insurance.

That said, it is the boat that is insured – not the person – so other suitably qualified people can use your boat with your permission and still be covered by the insurance policy.

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Boats are valuable assets but insurance costs aren’t usually prohibitive (see examples below) though factors such as performance, loss record and experience can affect premiums.

Whichever insurance company you decide to go for, be sure to examine the small print extremely carefully as some policies may exclude cover if you’re using the boat solo or leave it unattended at anchor, for example.

Certain insurance policies will only provide cover during specific times of the year if the boat is kept on a swing mooring.

It’s also worth double checking with your insurance provider if you’re planning to tow the boat regularly or need liability cover for waterskiing, watersports or water toys.

Example insurance costs

6m RIB worth approx. £50,000: £350 per year
13m sportscruiser worth approx. £350,000: £1,925 per year
15m flybridge worth approx. £1 million: £4,500 per year

First published in the June 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

This article Boat insurance: Why it's worth the cost even though it's not essential appeared first on Motor Boat & Yachting.

Even on a small boat there is a lot to learn about how the boat handles and what to do if something does go wrong.

The more prepared you are the more confident you will feel and the less likely it is that you will have an incident that scares you or your family away from the boat.

There are RYA-accredited boat training centres all over the UK which offer a range of courses for all abilities.

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Powerboat Level 2 is a great starter course over two days, which will cover the basics of boat handling and safety and give you the ability to handle a powerboat in familiar waters by day.

Intermediate and advanced boat training courses are also available, which cover the theory side of running a boat including navigation skills, passage planning and cruising at night.

With these qualifications you can then apply for an International Certificate of Competence (ICC), which provides evidence of competence when requested by officials in foreign countries

RYA tuition will equip you with knowledge and confidence

You also need a Marine Radio Short Range Certificate to operate a VHF (Very High Frequency marine radio). This can be obtained through the RYA either online or in a classroom.

RYA boat training courses are accessible, fun and a great way to get to know your boat with a professional tutor on hand.

First published in the June 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

This article Boat training: Do I need to learn to drive a boat? And what are the options? appeared first on Motor Boat & Yachting.

If the boat is relatively small and you have enough boat storage space at home you can keep it on a trailer.

This is the most cost-effective way to store a boat but you need to be certain that you will be able to launch it easily when you want to use it and that there will be adequate parking for your car and trailer while you’re out on the water.

Boat storage at home or at sea

Boat storage at home on the drive or in the garage is very useful for security, care and maintenance, but it will take up lots of space and you will need to ensure your vehicle is certified to tow the weight of the boat and trailer.

A trailer is the most cost-effective way to keep your boat

Being able to trail your boat to locations around the UK and Europe is a definite perk but it’s worth ensuring launch, recovery and storage of the trailer will be easy when you get to your destination.

Another relatively affordable boat storage option is a swing mooring. This is where the boat is tethered to a mooring buoy and has to be accessed either by a shuttle service or your own dinghy.

Depending on the location these moorings may only cost a few hundred pounds annually but there are compromises to consider.

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If there isn’t a shuttle service available from a marina or yacht club you may have to take a small dinghy out to the boat every time you want to use it so you will need to find somewhere to store that, and cleaning and maintenance can be tricky as there isn’t access to fresh water.

Bigger boats with domestic equipment like fridges will require shore power to stop the batteries being drained, which is something you won’t have access to if you store your boat on a swing mooring.

Many of these types of moorings are aligned to marinas or yacht clubs, though, who will help you with the logistics and make the boat storage process as smooth as possible.

Dry-stacking storage is a low-maintenance option. Photo: David Robinson / Alamy

Marina boat storage: Dry stacks and moorings

For more convenience, a dry stack or marina berth is the best way to go. The bigger the boat the more care and attention they need so it’s helpful to be able to access them easily.

A dry stack involves storing the boat in a shore-based rack and hoisting it in and out of the water with a fork-lift truck. Most operators require the owner to call ahead when they want to use the boat so they can put it in the water for them.

Dry stack boat storage has many benefits, the main ones being the security of having the boat safely out of the water and how easy it is to wash the boat down and do regular checks of the hull and running gear. You may not even need to antifoul the boat.

The drawbacks are that there are size and weight limits on what can be dry stacked (approximately 9m or 13 tonnes) and, during busy periods, you may have to wait to have your boat launched.

A marina berth is convenient and sociable

A marina berth is the most convenient but most expensive way to store a boat. The benefits are excellent access to your boat whenever you want it and how easy it is to care for when it’s alongside a pontoon.

The less obvious bonus of marina boat storage is the community it provides as you get to know other boat owners within the marina.

Many have a thriving social scene both on the water and on land and they are a great way to meet like-minded people of all levels of experience with whom you can share advice and stories.

Most marinas will have shoreside facilities so that they can haul the boat out for maintenance and store it on the hardstanding during the winter months if you don’t want the boat in the water.

Should I keep my boat in the water all year round?

If you think you are likely to want to use your boat in the winter and can still find time to do the necessary boat maintenance work then there is no harm in keeping your boat in the water all year round.

In fact, some of the most pleasant days afloat may come on a crisp, bright winter’s day when you have the harbours and waterways to yourself.

A swing mooring can be a cost effective option

If the boat is unlikely to be used regularly and could end up sitting unused in the berth then it’s probably best to look at onshore boat storage.

Even if you decide to keep the boat in all year it will still need to be lifted to clean off any fouling, apply antifoul and service the mechanical parts.

Example mooring fees

Dry stack
6m boat: £3,050
8m boat: £4,100
10m boat: £5,390

Marina berth
6m boat: £3,155
8m boat: £4,443
10m boat: £6,520
20m boat: £15,070

Example mooring fees (approx. annual price in VAT on UK south coast)

Our Start Boating series is brought to you in association with Pantaenius.

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Here is my list of the boating gear basics that every boat should have:

• Lifejackets for everybody on board.
• A killcord (on smaller or open boats), which clips onto the skipper’s clothing or can be tied around a leg/wrist and cuts the engine if you’re thrown from the helm.
• A radar reflector which makes your boat more visible to the radar of other vessels.
• A VHF marine radio for boat-to-boat communications or contacting the Coastguard if you require assistance. Even if the boat has a fixed VHF, a handheld marine radio one is a useful addition as it can be used on the tender or if you need to take to a liferaft.
• A compass because if all else fails you can at least follow an accurate heading.
• A navigation aid. Most boats will be fitted with a chartplotter of some description to help you navigate but these days you can download excellent chart software onto either a smartphone or tablet.
• An anchor. New boats will likely include one in the specification but if you’re buying a used boat ensure there is a good one included in the price; it’s your only way of staying put if you lose engine power out at sea!
• Basic safety equipment such as flares for attracting attention, a first aid kit and a grab bag filled with essentials that can be stowed in a locker and ready to go in case you need to get off the boat in a hurry.

It’s also wise to have a good knife, a fire extinguisher, a torch, a boat hook, a bucket and some basic tools on board.

First published in the June 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

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This article Boating gear: What kit do I need to get out on the water? appeared first on Motor Boat & Yachting.

Yards and engineers are busy in the spring and you could struggle to get the boat maintenance work done then.

Boat engines need servicing every year. If the engine is new the early services will likely need to be carried out by a certified agent in order to adhere to the warranty terms, and sterndrive and pod drive boats will also require their drives to be serviced and regularly maintained.

People will have their own tried and tested winterising routines but the most important actions are servicing the engine(s) – including an oil and filter change – pressure-washing any fouling off the hull and running gear, and applying antifoul paint to limit growth.

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It’s also sensible to fill the boat with diesel to stop condensation building in the tank (but not petrol as it goes off), to drain any water that could freeze over winter and cover the boat but ensure there is a good amount of air flow.

If the boat has a cabin, run a heater and boat dehumidifier to keep the interior dry and mildew free.

During the season it’s sensible to keep a close eye on the boat’s mechanics and check things like oil levels, water filters and fuel quality before every trip.

Check oil levels and fuel quality before each trip

We don’t even think about this when it comes to our cars but anything that can be done to avoid engine trouble out at sea is worth it.

What happens if I break down?

We are fortunate in the UK to have the brilliant RNLI volunteers on hand if the worst happens, but they are only to be used for emergencies and shouldn’t be relied on for avoidable boat maintenance problems like running out of fuel.

You can become a member of Seastart, who are a bit like the AA of the sea and will come to your aid for mechanical problems or a tow if you need it.

Dry stack storage allows regular checks of the boat’s running gear

Where should I top up with fuel?

Most harbours and marinas have a fuel berth with a handful of diesel pumps where you can top up the tanks but it can be trickier to find waterside petrol pumps and the price tends to be a lot higher than roadside pumps.

If you have a boat that runs on petrol it might be easier to top up with jerry cans when you get the chance or, if the boat’s on a trailer, tow it to a roadside petrol station and fill the boat up there.

Example annual engine service costs

Single 250hp Yamaha outboard: £375 (inc. VAT)
Single Volvo Penta D4 sterndrive: £1,200 (inc. VAT)
Volvo Penta IPS500 pod drive: £2,000 (inc. VAT)

First published in the June 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

This article Boat maintenance: Essential upkeep tips from repairs to refuelling appeared first on Motor Boat & Yachting.

Hugo Andreae – MBY Editor

“I was born into a boating family and grew up messing around in sailing dinghies and rowing boats with the occasional assistance of a Seagull outboard if I could ever get it started.

“But my first proper boat was a beige Fletcher Arrowflyte with a Mariner 60hp outboard that my brothers and I bought secondhand from a bloke in the street while wearing the rosiest of tinted glasses.

“The Perspex screen was so badly crazed you couldn’t see through it, the brown cockpit carpet was 90% mould and you had to mix the two-stroke fuel by hand.

“But we thought it was the dog’s nuts and would make us irresistible to girls. That never happened but it did cement my love affair with boats.”

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Jack Haines – MBY Deputy Editor and Chief Boat Tester

“I got into boating through my father who caught the bug from his father, who ran an Orkney Longliner with a Seagull on its transom.

“Our first boat was a 17ft White Shark with a hilariously unreliable Evinrude 115hp 2-stroke outboard called Sporty Forty. I will never forget the day she was delivered.

“Dad and his friend Jerry, excited beyond words, left me, my mum and sister in the chandlery at Salterns Marina and headed out to sea.

“As they zig-zagged across the channels the shop manager asked if they knew what they were doing. In unison the three of us replied: ‘No!’ We learnt a lot on that brilliant little boat and have not looked back.”

Nick Burnham – MBY columnist and founder of AQUAHOLIC

“I remember from an early age badgering my father to launch a Mirror dinghy languishing in the garage that he’d built before I was born.

“Instead, he bought a Drascombe Lugger and The Family Burnham was afloat, with varying degrees of enthusiasm!

“Boat show visits stoked the flames, and when I was about 14 that old Mirror was finally prised from the garage for me to sail at Junior Sailing events.

“My first motor boat was an Avon 280 Rover RIB with a Mercury 8hp, then a Monterey 218LSC, a Skibsplast 660D and finally my current Jeanneau 805 Leader, Smuggler’s Blues 2.”

Our How to start Boating series is brought to you in association with Pantaenius.

This article How we got into boating: Hugo, Jack and Nick share their earliest boating memories appeared first on Motor Boat & Yachting.

Most brokers sell both used stock – where the broker owns the boat – and brokerage boats, where they act as a conduit between vendor and buyer, much like an estate agent does during a house sale.

Only here, the broker also handles conveyancing and funds so performs the job of an agent and solicitor rolled into one. As the buyer, the broker will act on your behalf to communicate with the vendor and handle the paperwork and arrange a sea trial if it gets to that point.

On newer used stock an unconditional offer may be agreed. This is a seven-day agreement for when both buyer and seller want a quick sale. A conditional offer is a 30-day contract which allows the buyer time to survey and sea trial a boat.

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A marine survey, like a house survey, addresses the condition of the boat (though not necessarily its machinery, for which an independent engineer’s check may be prudent) and highlights any potential problems with the boat.

The buyer may use this information to ask for the issue to be rectified or to renegotiate with the seller. A deposit is usually taken before a sea trial.

How to buy a used boat on finance

You don’t have to buy a used boat outright, you can use finance and the most popular way of doing this is with a boat mortgage.

Since the 2008 financial crash there are fewer players in this sector than there used to be and most are only interested in lending to businesses or towards the purchase of larger, more expensive boats.

There are some companies out there that will lend smaller amounts of money, though, even sub-£25,000. A boat loan works in much the same way as a property mortgage with fixed and variable rate loans available, but the APR rates tend to be a little higher and the repayment terms usually have a 10-15 year maximum.

Boat mortgages can be applied to used boats, though some lenders may be reluctant to pay out if a boat is in disrepair or classified as unseaworthy.

First published in the May 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

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This article How to buy a used boat: Everything you need to know to buy with confidence appeared first on Motor Boat & Yachting.

If the boat is already in stock the process is similar to buying a new car from a dealership. You usually put down a deposit to reserve the boat, an invoice is raised and the final balance is paid on handover.

If the boat isn’t in stock and has to be built to order you enter into a sale and purchase agreement which lays out a build schedule and what happens if the purchaser can’t make payment or if there is an issue during the build process.

On larger boats, payments tend to be taken in stages, most commonly three but it can be more.

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This usually starts with a deposit, stage payments becoming due either on agreed dates or at certain points during the build process, for example when the deck is joined to the hull or before a high-cost part of the build such as installing the engines or other expensive components.

The final balance is paid before delivery. You may want to consider employing a marine solicitor to help you through the legal process of this on a bigger boat and make sure your payments are properly accounted for.

How to buy a new boat on finance

You don’t have to buy a new boat outright, you can use finance and the most popular way of doing this is with a boat mortgage.

Since the 2008 financial crash there are fewer players in this sector than there used to be and most are only interested in lending to businesses or towards the purchase of larger, more expensive boats.

There are some companies out there that will lend smaller amounts of money, though, even sub-£25,000. A boat loan works in much the same way as a property mortgage with fixed and variable rate loans available, but the APR rates tend to be a little higher and the repayment terms usually have a 10-15 year maximum.

First published in the May 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

Get a quote for your next boat

This article How to buy a new boat: Everything you need to know about brokers, dealers and yards appeared first on Motor Boat & Yachting.

Booking a training course with an RYA-accredited school is probably the easiest and most useful way to start boating and get a feel for what it’s like to handle a boat.

You can find a list of courses and schools on the official RYA website. The Powerboat Level 2 course provides a great introduction to motor boating as well as a handy qualification for chartering or buying your own boat.

Chartering a skippered boat is another good way to start boating. There are charter companies all over the world, so whether it’s a long weekend in the Solent or a couple of weeks in Greece, you can get a feel for cruising with a skipper on hand to show you the ropes.

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Once you have built up sufficient experience and qualifications, you can also charter without a skipper to see if you enjoy running your own boat. Some boat dealers even have their own charter boats so potential customers can try before they buy.

Another alternative to ownership is boat clubs, where you pay an annual membership fee to have access to a small fleet of boats that you book in advance.

This is a great way to experience a range of different sizes and style of boat without the capital expense and commitment of buying one.

Boat sharing is an option, too, where you split the cost of buying and running a boat with other people. This usually involves buying a share of a boat (typically between 1/10th and 1/2) and paying an annual contribution towards the running costs.

An online booking system is used to allocate time onboard fairly between the shareholders. When the time comes to sell, either the whole syndicate agrees to sell the boat or you can sell your share to a new fractional owner.

This is a popular solution for people who want a bigger boat in an overseas location but may not have the time or resources to buy and run it on their own. The Yacht Share Network is a good source of shares in boats for sale.

First published in the May 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

This article How to get into boating: Training courses and boat sharing for beginners appeared first on Motor Boat & Yachting.

Get a clear idea of how you intend to use your boat and narrow down your choice of boat from there. With a starter boat it makes sense to start small to keep the boat and its related costs manageable.

There is nothing stopping you from choosing a bigger boat as a first-timer but a smaller boat will be easier to handle and maintain.

RIBs (Rigid Inflatable Boats) make excellent starter boats as they’re relatively affordable, safe and – most importantly – surrounded by an inflatable rubber bumper in the event of any unforeseen berthing mishaps!

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How to choose the right hull shape

The three main hull types are displacement, semi-displacement (sometimes referred to as semi-planing) and planing.

A boat with a displacement hull pushes through the water rather than over it, which in most cases restricts the boat’s speed to a formula based on its waterline length (1.34 x√LWL).

This equates to between 6-10 knots for boats in the 20-50ft category. Displacement boats tend to be heavier than planing craft and well suited to either inland waters, where speed limits apply, or long-distance cruising where fuel efficiency and seaworthiness are paramount. A semi-displacement hull is capable of creating some dynamic lift at speed but most of the vessel’s weight is still supported by buoyancy.

This hull shape, favoured by the likes of Fleming Yachts, is a best-of-both-worlds solution that can travel long distances comfortably and efficiently at displacement speeds but can also up the pace to 20 knots or more for shorter distances, albeit while using considerably more fuel.

These days most entry-level motorboats have planing hulls. Designed for cruising efficiently at higher speeds, they create dynamic lift, allowing them to rise up onto the surface reducing drag and allowing them to skim across the waves rather than push through them.

The downside of a planing hull is that it can slam uncomfortably in rough seas and isn’t as well suited to displacement cruising as a smoother round-bilge hull shape.

How to choose boat engines

For leisure motorboats the most popular engine types are outboard, inboard sterndrive, inboard shaftdrive and inboard pod drive. Planing boats below 40ft are most likely to have either outboards or inboard sterndrives.

An outboard is generally petrol powered (with a few notable diesel outboard and electric outboard exceptions) and mounted on the transom at the back of the boat.

This makes an outboard easy to access for maintenance, frees up space inside the boat and the propeller lifts clear of the water when not in use to help prevent fouling and corrosion.

An inboard engine, which can be petrol or diesel, sits inside the hull and propels it either via a sterndrive leg mounted on the transom or via a shaft that passes through the bottom of the hull with a propeller on the end of it and a rudder behind it for steering.

A single sterndrive makes for superb handling

Sterndrives (and outboards) steer by pivoting from side to side to change the direction of thrust. Pods are generally used on craft from 40-75ft and in multiples of two or more.

They tend to be more efficient than shaftdrives and take up less space but the major benefit is joystick manoeuvring. This allows the helmsperson to push the joystick in the direction they want to go and let the computer steer the pods independently to make it happen.

Recently, joysticks have become available for twin sterndrive, shaftdrive and even outboard boats so they are no longer the preserve of pod drive craft. Bow and stern thrusters – small propellers facing sideways at either end of the boat – are another means of helping with docking manoeuvres.

There are pros and cons for all of these engine and drive partnerships but it’s best to be guided by what boat is right for you and not just the type of engine and drive system it has.

First published in the May 2021 issue of Motor Boat & Yachting. Our How to start boating series is brought to you in association with Pantaenius.

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This article How to choose a boat: Everything you need to know about engines and hulls appeared first on Motor Boat & Yachting.

Anecdotal evidence suggested that Brits turned to boating in their droves last summer as the perfectly socially-distanced hobby, but the latest report from British Marine has backed that up with firm data.

The industry body’s annual figures are drawn from the Boats Group (the owners and operators of the UK’s major boat sales portals including YachtWorld.com, Boats.com, BoatShop24.co.uk and BoatsandOutboards.co.uk) and reveal a 9% year-on-year increase in boat sales for 2020.

The year began poorly for boat retailers, with a 40% year-on-year slump between March and May during the first national lockdown. However, the easing of restrictions in the summer saw boat sales surpass the previous year’s figures by 50% across the months of June to December.

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These figures take into account both new and used boat sales, and the trend is most pronounced among sales of boats for more than £100,000, which were up 18% year-on-year. In total the industry generated £250million of revenue, which represents a 19% increase compared to 2019’s total.

“Last summer we were seeing evidence and hearing regular news about the staycation effect and boom in sales for leisure marine businesses, however I am delighted that these anecdotal stories are now backed up with the empirical data and figures in this new report by Boats Group,” said Lesley Robinson, CEO of British Marine. “The sales data is welcome news at a time that has been and will continue to be challenging for every business.”

British Marine will be hoping for an even more successful 2021 with boat shows due to return this summer, culminating in the Southampton Boat Show, which is due to run from September 10-19.

This article British Marine report reveals 2020 boating boom with 9% rise in sales appeared first on Motor Boat & Yachting.

When our youngest son left for college last summer, my wife Cindy and I decided to sell our San Francisco home and move to our weekend place at Stinson Beach, 45 minutes north of the city. As lifetime sailors, kiters and surfers, we couldn’t wait to wake up to the sound of the ocean every day and be able to get on the water for every lunch break.

We both have flexible occupations, me working with technology start-ups, Cindy doing online maths coaching for kids, so all we needed was to be able to spend a couple of days a week in San Francisco. The idea was to get a small apartment in the city that we could use as our operations base but it soon became clear that, given the local property market, finding a place we would be excited about at a reasonable price was next to impossible.

We then had a crazy idea: what about replacing the small sailboat we keep at the San Francisco Yacht Harbour with a motor boat, and use that as our base? The SF Harbour is a stunning place, in a great neighbourhood with amazing views of the Golden Gate Bridge, Alcatraz and the Palace of Fine Arts.

The marina doesn’t allow liveaboards, but they do allow you to sleep aboard three days per week, which was more than enough for us. The cost of such a set-up would be an order of magnitude lower than that of a comparable apartment!

To lifetime sailors like us, the thought of buying a motor boat was blasphemy. We’ve owned, sailed and raced yachts of all types and sizes, from dinghies, such as Lasers and Optimists, to a 65-foot performance cruiser. A motor boat had never held any appeal to us, yet it soon became crystal clear that this would be the perfect solution for our current circumstances.

We knew absolutely nothing about motor boats, so we started with a few basic criteria: a spacious saloon, a flybridge from which to enjoy the views and a pleasant master cabin. Our initial idea was to find a boat that would fit in our 40-foot berth – as berths in the SF Harbour are very difficult to obtain. Our research started with the dozens of reviews and boat test videos that we read in Motor Boat & Yachting and viewed on mby.com.

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We literally went over every boat in the archives! We then found out that the Seattle Boat Show was taking place the following week, so we bought our plane tickets and started to make appointments to see boats.

The hunt begins

The Seattle show was our first experience evaluating motor boats. We quickly realised that most of the boats that looked promising online would not work for us. There were three main problems:

Saloon layout: We would be spending most of our time in the saloon at the marina. We needed a saloon where we could be comfortable for hours on end, and where we could enjoy the view and entertain friends. Yet most of the saloons we saw felt sunken with humungous helm seats towering over them, and a table that would be good for a meal but not for relaxing for extended periods of time. We realised there were two aspects of the saloon that were crucial for us: opposing seating and a raised lounging area.

Adrenaline junkies Ariel and Cindy usually get their kicks from kite boarding, dinghy racing and cruising their yacht

Quality and craftmanship: My wife and I both come from families of architects and designers. We are very sensitive to details, materials and quality in general. Unfortunately, many of the boats in our initial target list felt cheap. They seemed fine for a day on the water, but not as our second home.

Style: Many of the boats, particularly the Italian brands, were simply not to our taste. Lots of shiny metal, sleek plastics and funky lights. Cindy described them as too “Miami Vice”.

We spent the next month doing more research and visiting boats in Newport Beach, San Diego, Stuart, Daytona Beach and Sausalito. Finally, we went to the Miami Yacht Show. Still we couldn’t find a boat under 40 feet that felt right. The closest one was the Greenline 40, which had the best saloon of all the boats we saw in that size range.

Why would these two sailing-obsessed Americans buy a motor boat on the other side of the world without even seeing it?

We also loved the exterior and styling of the Cockwells Duchy 35. We even had a couple of video calls with Dave Cockwell, yet it became clear that to address our need for a sociable saloon and a pleasant master cabin, we needed a boat longer than 40 feet.

Thinking big

So we started to consider larger boats, making the bet that we would somehow get a 50-foot berth at our marina. Yet even the larger boats continued to fail in at least one of our three key criteria: layout, style, or craftsmanship. We looked at the Azimut 43, Ferretti 450, Sealine 430, Prestige 460, Absolute 47, Galeon 430 and others. None felt like the new San Francisco home that we were looking for.

We explored some of the more classical looking boats, such as a Grand Banks Europa 43 and a Sabre 42 Fly. We liked the fact that they felt like “sailors’ motorboats”. They checked the style and quality boxes too, but none had the right layout, and their master cabins weren’t great either. We also concluded that we preferred a simpler more modern design.

Who needs a city apartment when you can have a floating home with an ocean view?

To our surprise, one single boat surfaced that checked all our boxes: the Princess F45. It had superb craftmanship and materials, an elegant yet understated style that balanced warm woods with simple leather, and a great layout with its elevated saloon and full- beam master cabin. It wasn’t perfect. No boat is.

We weren’t crazy about its external appearance, and the aft cockpit storage felt rather tight. But all the important stuff worked for us. Except one: its price. We started the process with a target price of $500K. The US list price for a properly optioned F45 was $1.6M!

A search for a used F45 turned up nothing, as the model was quite new, yet we found several relatively recent F49s listed at under $1M. Still more than what we wanted to spend but getting closer. The F49, which last year became the F50, is very similar to the F45 but slightly larger. It was an even better boat for us. There was one catch: all the available boats were in Europe.

Sliding patio doors provide a seamless link between saloon and cockpit

At this point, and with a Princess F49 in mind, we began to find new uses to help justify our purchase. Sure, it would make a fabulous second home in San Francisco, but it would also be great for surfing and kiting excursions, for exploring places with friends and family, and even for cruising to our Stinson Beach home during the holidays. With this in mind we decided that, if we could get a boat that we loved at a good price, we would be willing to spend more than our original budget.

The next question was whether it would make sense to buy a boat in Europe and ship it to California? From a financial standpoint the numbers seemed to work. The cost of shipping and importation was significantly less than the price differential between buying in Europe and America – not to mention the lack of used Princesses in the US.

The primary difference between the boats was the electrical systems: 240 volts at 50Hz in Europe vs 110 volts at 60 Hz in the US. How big a problem would that be? Our previous sailboat had European systems, and we never thought that was an issue. We found out that we could install a relatively inexpensive frequency converter to connect a European boat to US shore power.

Open plan living area with a big galley and raised seating area was key

Our conclusion: buying the boat in Europe was not something for the faint hearted but a totally sensible option for someone comfortable with the implications and extra effort involved. Besides, using the boat in the Mediterranean before shipping it back could be a lot of fun. We could spend time with our Italian and Spanish friends, and maybe even explore the surfing spots of Southern Portugal.

We were starting to think about a trip to Europe to see the most promising F49s when the world changed. The coronavirus pandemic exploded. At first it seemed like our boat buying project would have to go on hold. But then two developments made it even more compelling. First, the British pound started to plummet against the dollar.

From the already attractive rate of $1.31 when we started the process, the pound quickly dropped to $1.15. The European boats had magically gotten 12% cheaper! More significantly, we discovered that several dealers in mainland Europe had new F50s in stock and were motivated to sell them.

Standing headroom and an ensuite bathroom tick all the boxes

The European question

Buying a yacht abroad in the middle of a pandemic seemed insane. How bad would things get? How long would the market take to recover? When would we be able to travel again? We thought about the many scenarios, and while some were grim, very few would change our desire to replace our San Francisco home with a boat. It was possible that delaying the purchase would be a better option, but most scenarios pointed in the opposite direction: the crisis was an ideal time to buy our boat.

I don’t think we would have been comfortable buying a used boat remotely, sight unseen. But a new boat under warranty from a reputable dealer was a different matter. After lots of back and forth with the various dealers we had our pick of three new F50s, all priced below the cost of the used F49s we’d looked at. I should mention that most of the used boats had the handicap of having the VAT paid, which was a waste for us as we were going to export the boat.

Silver lining

Another factor that helped our decision was that keeping the boat outside of California for a year would save us the local sales tax. Even if we were unable to fly to Europe to enjoy the boat in the Mediterranean, the time wouldn’t be wasted. Furthermore, on its way to California, the boat would first be shipped to Florida, where we could enjoy it with the many relatives and friends that we have there.

Princess Italy arranged a virtual handover until the Polers were able to fly over to pick up their new boat

We decided to purchase an F50 from Princess Yachts Italy in San Remo. We felt good about our interactions with them, the boat configuration was close to our needs, and they agreed to keep the boat in their marina at their expense until we were able to go get it.

We also liked the boat’s location in the Mediterranean. We retained a local surveyor, who identified a couple of minor issues and took possession of the boat on our behalf. And while we waited for travel restrictions to ease, Princess Italy made some modifications and additions that we had asked for.

We named her Octavia in honour of our former SF home’s street name and waited patiently for the chance to go and see her in the flesh. Finally, in September we were able to fly to Italy and do a proper hand-over of the boat. We also performed the 12-mile exportation cruise needed for VAT purposes, as this was time-sensitive.

After months of research and lockdown delays, Ariel and Cindy Poler finally enjoy their maiden cruise

The bad news is that due to the COVID-19 situation, we were only able to stay in Italy for five days. So, how are we feeling now? In a word: great! The boat is exactly what we hoped it would be. And the team at Princess Yachts Italy did a fantastic job with the work we had asked for. They also helped us familiarise ourselves with the boat.

We are disappointed we weren’t able to enjoy the boat with our European friends but at least the two of us got to enjoy it for a few days near San Remo. And we hope we can still organise some adventures in the Mediterranean and Florida before Octavia reaches San Francisco next year.

Financially, and in other ways, the stars aligned for us as once lockdown started to ease, the demand for boats rose again and the availability of stock plummeted. But even without this slice of fortune in a world full of misfortune, we still feel great about our F50. Now we are looking forward to the next stage of this adventure: shipping and importing Octavia to the US…

First published in the December 2020 issue of Motor Boat & Yachting.

This article Keen sailors explain why they bought a 50ft motor yacht in the middle of lockdown appeared first on Motor Boat & Yachting.

Many couples celebrate the start of their lives together by buying their forever home and planning a family with 2.4 children and a dog. Others, however, go to a boat show!

Our story began in 2004 at the annual Milwaukee Boat Show in Wisconsin. Shawn was 24 years old and ready to trade in his motorcycle for something more exhilarating; I was 21 with two more years of college ahead of me, yet very much in love with the idea of cruising Lake Michigan and enjoying summers on the water. Like many boat show attendees that night, we were there only to escape a cold Midwest evening and not to buy a boat.

Within a few short weeks, however, our motorcycles were sold and we were the proud owners of a brand new 24ft Glastron pocket cruiser, aptly named Tide The Knot. As many boat owners will attest, buying a boat isn’t exactly a great use of financial resources, especially when you don’t have a lot of them!

The couple’s first foray into boat ownership was their 24ft Glastron Tide the Knot, which was soon replaced by Gigi II (pictured above) – a more spacious Carver Sport Sedan

Rather, buying a boat is more of an investment in personal experiences and life-long memories, and less about future financial gains. We had no idea at the time that our new boat would take us to countless destinations along the west coast of Lake Michigan, introduce us to life-long friends and open our eyes to a whole new way of life.

When thinking back on how our journey began, a quote by Robert Frost always comes to mind: “The sea, once it casts its spell, holds one in its wonder forever.” The sea, albeit a freshwater Great Lake, had begun to cast its greatest spell yet!

Realising a dream

When we purchased our first boat, Shawn was a few years into his engineering career with a global manufacturing company and I was about to begin a fast-paced career in merchandising for a large retailer. We were working hard, playing hard and loving life.

Article continues below…

Secondhand boat buyers’ guide: 4 of the best explorer yachts for sale

Sailing family explain why they bought a motor yacht instead of a holiday home

After six-and-a-half years spent cruising the west coast of Lake Michigan on Tide the Knot, we were ready to upgrade to a larger boat, one that was more spacious and that could take us further in greater comfort.

The new boat, Gigi II, was a 2004 36ft Carver Sport Sedan with a flybridge, an interior sky lounge, two staterooms and a spacious main deck galley that allowed us to cook meals together while enjoying expansive views wherever we were. We cruised further and began to cross Lake Michigan to explore the beautiful white sand beaches that line the eastern shores.

During the long Wisconsin winters, when the boat was wrapped and tucked away in storage, Shawn and I found ourselves immersed in YouTube videos created by people who had left traditional life behind to travel the world on a boat.

Their 40ft Sea Ray Sundancer, Orca

One of our first inspirations for exploring the world on a boat was Three@Sea, a vlog created by a family of three who had sold everything, moved aboard a Nordhavn trawler and cruised the coastlines of North America, Central America and the Caribbean for eight years while working and raising their daughter, Ayla. Who knew that people could actually do that? Leaving the grind behind and living every day on the water, seeing and exploring the world, was something we absolutely wanted to do.

In October 2013, Shawn and I visited Seattle for the first time to mourn the end of what would be our final boating season in the Midwest. While it does rain a lot in this part of the world, the Pacific Northwest is a magical place for boaters and non-boaters alike.

Outdoor enthusiasts can ski, hike, mountain climb, and explore world-class vineyards by day, and enjoy beautiful sunset cruises on the calm waters of Puget Sound by night… or vice versa. We loved it so much we decided to pick up our lives and make Seattle home.

Cruising in Puget Sound

By April 2014, I had landed a leadership role with a prestigious North American retailer headquartered in Seattle, Shawn had negotiated a semi-remote work arrangement with his company, and we were officially Seattle-ites!

Once Gigi II arrived in Seattle a month later, we quickly began exploring the Puget Sound region. With over 200 ports all within 15 miles of one another, Puget Sound is arguably one of the greatest destinations for recreational boating in the United States and Canada.

Shawn and I enjoyed seven months aboard Gigi II exploring areas near Seattle, further north into the archipelago known as the San Juan Islands, and across to nearby Victoria, on the southern tip of Vancouver Island. With its historic architecture, friendly people and diverse food scene, Victoria, B.C. remains one of our favourite boating destinations.

A secluded anchorage in the San Juan Islands

After less than a year cruising the Pacific Northwest, it was time to sell Gigi II and transition to a boat better suited to our ever-changing needs on the water. We were enjoying year-round cruising on the weekends but felt it was time to buy a boat that could keep up with our expanding cruising plans.

We purchased a 2007 40ft Sea Ray Sundancer sportscruiser with twin diesel engines, bow and stern thrusters, and higher cruising speeds that could take us further and faster to new destinations such as Desolation Sound and the Broughtons north of Vancouver.

We even circumnavigated Vancouver Island in less than two weeks, something many cruisers dream of but never attempt to do out of fear, lack of time or both. It was during these trips that we began documenting and sharing our own journeys on YouTube so that other cruisers and world travellers could catch a glimpse into one of the most beautiful places in the world.

Nature on steroids in Tofino, Vancouver Island

All routes point Nord

As we continued to cruise the Pacific Northwest and live in awe of the beauty that surrounded us (expansive mountain views, whales, bald eagles, sea lions and much more), Shawn and I found ourselves questioning the meaning of life and what we wanted out of it.

We started to question our careers, our hectic work schedules, our futures, our current cruising lifestyle in Seattle, and what we wanted long term. Travelling the world in the comfort of our own long distance motor boat was becoming a major life goal for us, and one that we wanted to realise sooner rather than later.

In order to cross oceans comfortably and safely, you need to have a vessel that can comfortably and safely take you wherever you want to go. For us, the Nordhavn range of trawler yachts was and still is the number one choice. Very few yards build 40-50ft motor boats with the range and sea-keeping to safely cross the world’s major oceans.

The Nordhavn 43 is one of the most compact ocean-crossing motor yachts available

While we had always dreamed of owning a Nordhavn, we never really believed it would be possible due to the high price they command, even secondhand. Throughout our boat search, we considered many other full displacement trawlers mostly from Selene and American Tug.

Both offered the ability to cruise long distances on a single tank of fuel in the comfort we were looking for and at a more affordable price; however, neither brand had models in our size range that were capable of crossing the Atlantic ocean or handling the kinds of voyages we planned to embark on.

Our hearts were set on the Nordhavn 43 as it was fitted with everything we would need to live aboard, including comfortable living spaces, a water maker, redundancy back-ups for all the major mechanical equipment and stabilisation for rougher seas. Knowing it was the only boat for us, and that it came with a price tag more than double the average house price, we put an aggressive plan in place to turn our dream into a reality.

Living aboard permanently means the couple can tend to any glitches immediately

Over the course of three years, we forced ourselves to live on one income while saving the other (salary, bonus, shares, side jobs etc.), we invested in the Seattle housing market, sold our rental apartment in Wisconsin, waved goodbye to our Sea Ray and began a massive downsizing effort spanning every aspect of our lives.

Right down to our sock drawers, we analysed each and every article of clothing, pair of shoes, kitchen appliance, TV, throw pillow, plate, bowl and eating utensil. If we hadn’t used it much or worn it over the past six months, and if it wasn’t needed while living on a boat, we sold it or donated it to charity. To be honest, this process wasn’t easy and required time and a mutual commitment to a common goal. But in the end, Shawn and I felt freed from attachments and re-energised to take our next big leap in life.

Luckily for us, all the years of hectic work schedules, dedication to our careers, minimalist lifestyle choices and a newfound commitment to strict budgeting would soon pay off. In April 2018, we became the proud owners of our dream boat, a Nordhavn 43 that was fully capable and ready to take us anywhere in the world. We named her MV Freedom.

Over the past two years, Shawn and I have continued to explore the waters of the Pacific Northwest of the United States and British Columbia. We are constantly mesmerised by the natural beauty that surrounds us: whales that gracefully accompany us on our travels, bears that quietly hunt the shorelines at dawn, snow-covered mountains, eagles that soar high in the sky, and so much more.

We also love cruising at a calm 7 knots, in a fully stabilised vessel with all the amenities of home. In fact, we are now proud to call Freedom our home. On March 1 2020, after years of planning, saving, down-sizing and dreaming, we closed the door to our life on land and moved aboard MV Freedom full time.

Despite the constant reminders every day that nothing in life is certain, we are totally content with our choice to sell nearly everything in exchange for a life on the water. It’s the best decision we’ve ever made. Living on a boat is different, and maybe even a little more work, but it has proven to be the right choice for us.

Shawn still works full-time but the couple live aboard Freedom permanently

Waking up to the sounds of the sea, breathing in fresh salty air and being greeted by the occasional dockside sea lion is a pretty incredible experience. Furthermore, knowing we have everything we need to cruise the globe is a feeling like no other.

Into the wild

Shawn and I are more determined than ever to turn our dreams of global travel aboard MV Freedom into reality. While Shawn continues to work semi-remotely for his company, I have now ‘retired’ from my 13-year career in retail merchandising to focus on other interests such as photography and creating content for our YouTube channel to help support us as we begin cruising the world full-time once coronavirus restrictions ease.

In the words of Dennis Fox, a long-time boat owner and world cruiser: “You can always make more money, but you can’t make more time.” With that mantra in mind, we’re working towards our next goal of cruising the coastlines of northern British Columbia to Alaska and through the Northwest Passage, before turning our compass south towards warmer waters of the southern United States and the islands of the Caribbean.

What we do and where we explore after that is still to be determined, but we’ll be excited to experience whatever the Universe has in store for us next!

First published in the October 2020 issue of MBY. You can follow the adventures of Elizabeth and Shawn on their blog, YouTube channel or Instagram.

This article The story of MV Freedom: Why this young couple sold their house to buy a boat appeared first on Motor Boat & Yachting.

Sailing has always been a big part of my life and now my wife, Francesca, and our two children, Archie and Lucinda, have embraced boating too. We live in Surrey but spend so much time travelling to and from our sailing club in Chichester harbour that we wanted to establish an Itchenor base of our own. The children were getting into junior Mirror racing and we all wanted to spend more time on the water and with the many friends we’ve made in the area.

Most people in this situation would have considered looking for a second home in the area but with steep property prices in Itchenor, I wondered whether we could buy a boat to use as our holiday home instead. I’d always dreamed of one day owning a proper cruising boat and this seemed like an opportunity to make that dream come true.

With my sailing background I initially thought our base should be a sailing yacht. But would the children like it? And would it be warm and comfortable enough for the whole family after coming in wet and cold from a day’s racing? It needed to be a cosy home-from-home as well as a sound cruising vessel.

“It needed to be a cosy home-from-home as well as a cruising vessel – spacious, light and with good living accommodation.”

We attended a few boat shows, browsed marinas and tried a Sunsail flotilla holiday to see if we enjoyed life afloat. After discussing it as a family, we all agreed that we loved the idea of living aboard at Itchenor and having the option to go cruising but it also became clear that our boat would need to be more like a house than a sailing yacht. In short, we would be looking for a motor yacht.

We were already getting our sailing fix and we needed a base that would facilitate this for us. That meant finding something spacious, light and airy with good living accommodation and decks where we could all relax and entertain guests without feeling on top of each other. It also needed to have classic lines that wouldn’t date too quickly, nor should it cost a fortune to run – easier said than done with a classic boat!

I reckoned it would probably need to be around 50ft long and certainly no more than 60ft to meet the practical limitations of using it around Itchenor and to secure a berth in our preferred marina at Chichester.

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Van der Valk Beachclub 660 yacht tour: Dutch flybridge shreds the rule book

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We set a budget of £500,000 and in early 2017 enlisted the help of a consultant called Paul Lemmer, who quickly introduced us to Mike Miller of Imperial Yachts in Southampton. When we described what we wanted they both directed our search to the Netherlands, where they build high-quality custom and semi-custom yachts in steel and aluminium designed for living aboard and exploring the inland waterways of Europe.

Shipshape

The choice and quality of “shipsh” (as they pronounce it in the Netherlands) is extraordinary; the Dutch are obsessive about their boats and ownership levels are far higher than here in the UK. I made four trips with Paul to the Netherlands in the spring of 2017, joined a couple of times by Francesca.

Visiting brokerages and yards over there is a very different experience to the UK. Many of the boats are stored under cover over the winter and kept in showroom condition. Paul and I were like little boys in a sweet shop when we first visited Elburg Yachting. There were probably 30 big boats all under one roof and a similar number of listed boats to look at on the water.

Elburg Yachting was packed to the rafters with pristine vessels ready for inspection

We had a couple of distractions on the way. Mike encouraged us to investigate a potential new build by Steeler Yachts but it would have taken more than 18 months to build and cost almost double our allocated budget. We backed out of it but not before we had visited the yard and learnt a lot from Mike and Steeler about the design and construction of steel boats and seen several in build.

Francesca and I also reflected how on earth, as first-time buyers of a large motorboat, we could get the design and specification right with so many decisions to make. We looked at a couple of second-hand Steelers and agreed that we should focus on buying a used boat to see whether motorboat living worked for us before we contemplated a new build. Mike also wanted us to look at a beautiful British-owned Van Der Valk but at almost 70ft long (21m) it was too big for us.

No need for speed

By the end of our first 36-hour visit to the Netherlands we had looked at about 25 boats and for the first time Francesca and I felt we had a genuine understanding of what we wanted. Speed was not important to us so we decided to focus on finding a steel displacement vessel rather than a semi-displacement aluminium one.

The boat had to be a fun family home as well as a sturdy cruiser

This would give us more choice and more boat for our money while costing us less in fuel to run. The main requirements were twin engines with bow and stern thrusters, no flybridge, a single helm position with a sunroof, three cabins, a large saloon and an exceptional galley that wasn’t tucked out of the way.

I sea trialled a Steeler in Denmark but it didn’t tick enough of our boxes. Then Mike called again to say that a 2002 59ft (18m) Van der Valk was about to be traded in against the 70-footer we had declined to view. A quick sale was required to enable the British owner to take delivery of his new boat. In true broker style Mike said that this boat ‘had our name on it’!

The photographs and details certainly looked interesting and a couple of weeks later Francesca and I were on a flight to Schipol to see it. We viewed a couple more boats at Elburg on the way and then drove to see the 18m Van Der Valk.

Duchess having a thorough once-over during her survey

We toured the boat and looked at each other knowingly. She was a bit bigger than we’d envisaged buying but was in fabulous condition – a lot of boat for the money and ticked virtually every box. The only thing we didn’t like was the name, Perla, which reminded us of a lingerie brand! Choosing a new name kept us entertained on the drive back to the airport and by the time we reached Schipol we’d already renamed her Duchess.

Duchess of Chichester

A few days later we made an offer, which was comfortably within our original budget, leaving some spare for the inevitable improvement works which would present themselves. Our offer was made conditional on survey, some repairs already noted on our first inspection and the installation of sunroofs above the helm.

Our offer was accepted and swiftly followed by a flurry of activity to get the haul out, survey and sea trial arranged. Sea trial is perhaps a generous description for a 5-mile cruise along a Dutch waterway but it was nevertheless good to spend time checking her over on the move. I had flown out a UK surveyor from Lymington, who spent two days on the boat with me and wrote an excellent report giving Duchess the thumbs up.

“The delivery trip had enabled me to test Duchess in challenging conditions without distraction”

By the end of July 2017 I was back in Zwartsluis, Overijssel, in the Netherlands, with a delivery crew to pick up Duchess from the yard where the pre-delivery work had been done. As the boat had been stripped of most equipment we had to bring various tools and safety equipment with us from the UK, while new fire extinguishers and flares had to be acquired locally. I completed the paperwork with Mike, then re-flagged and renamed Duchess, provisioned, fuelled and set off for home.

My delivery crew consisted of Paul Lemmer, a skipper/engineer called Mark Haswell and Francesca’s father. With a worsening forecast we made it across the Ijsselmeer to Amsterdam marina on the first night. When we exited the lock into the North Sea at Ijmuden early the following day, we were met with 30 knots of breeze and 2m seas on the nose.

This slowed our progress considerably and meant that we decided to break up the trip by taking to the comfort and safety of the canals at the Hook of Holland. However, seeing Duchess handle these conditions so much better than the crew was reassuring for me, particularly as I was able to do this without the family aboard!

Great care has been taken to make the boat a cosy family sanctuary

On our second night we reached the marina of a charming town called Hellevoetsluis and enjoyed a well-deserved slap-up dinner in a restaurant in the old town. The following day we kept inland, passing under the impressive Zeeland bridge before venturing back out to sea and reaching Dunkirk late that night.

This unplanned inland excursion gave me a taste for this cruising area and we will definitely return to the Netherlands for a family cruise one day. Having crossed the English Channel in a really messy beam sea, we reached Eastbourne for our fourth night and made the short hop to Chichester the following day.

We motored up Chichester harbour close to low tide, keeping clear of the fleets of Mirrors, Toppers and 420s racing from Itchenor on the first day of Junior Fortnight.

Messing about in boats is in the family’s blood

We picked up a visitors’ mooring at Itchenor, where Francesca and the children came to greet us. They were beside themselves with excitement at seeing Duchess for the first time and it was lovely for us to witness their instinctive reaction. They even chose to share the smaller bunk cabin on the boat! All subsequent tours of the boat were delegated to them, an activity they never seem to tire of.

The delivery trip with Mark had enabled me to test Duchess in challenging conditions without distraction and with someone knowledgeable on hand. By the time we had reached Chichester the Dutch switch panels had all been Google translated and re-labelled in English and a winter maintenance and repair list assembled. But there was still a lot to learn about the boat’s systems and quirks.

But our first job was to “move in” to our new family home.  We took Duchess to her new berth in Chichester marina and I arranged to meet Navigators, based in the marina, who would be cleaning and maintaining the boat for us. The new 4m Highfield RIB I had ordered as our tender arrived and was craned into position on the bathing platform cradle.

Duchess’s maiden voyage took in the Dorset coast

Home sweet home

For the next few weeks we eased ourselves into our new way of life, getting to know the boat with short trips to East Head, practising locking in and out of the marina, mooring and anchoring routines. Francesca and I wanted life aboard to be as calm and safe as possible.

By the end of August we were confident enough in the boat and our own abilities to take a week’s cruise to Salcombe and back with overnight stops at Lymington, Weymouth, Dartmouth, Lulworth and Poole. Dropping the anchor en route, swimming and paddleboarding off the back and going ashore for walks, shopping, pub meals and ice cream became the routine but with the joy of exploring somewhere new each day.

For the winter haul out we brought Mark back to work alongside Navigators for a few weeks to tackle the list of jobs we had noted on delivery and a few more we’d added since. This included replacement of the anchor windlass, anchor and chain, a new TV and stereo system, wooden bi-fold doors to replace the ugly sliding doors to the aft deck and a host of other small improvements.

Duchess is the perfect paddleboard launchpad

By the 2018 season we had became increasingly confident in our second home. We used Duchess for at least 15 weekends at Itchenor while Francesca, the children and our cocker spaniel, Bracken, spent six continuous weeks on her during the summer holidays. Unfortunately I had to work in London for most of this time but a month off in August enabled us all to go cruising together to the Channel Islands then on to the West Country and back to Chichester via Dartmouth, Weymouth and Studland Bay.

We took Mark with us for the Channel crossings, dropping him off in Falmouth on the return journey. The extra experience aboard and ability to chat through passage planning was good for me and reassuring for the family. It also gave me and Francesca more time to relax with a glass of rosé while the children jumped off the side of the boat and paddle-boarded.

For the 2019 season Duchess emerged from dry dock with new Raymarine Axiom Pro plotters and radar array to replace the outdated 2002 technology, and introduced AIS to the boat for the first time. Just as importantly we replaced the drinks fridge and ice maker as well as a new canvas enclosure for the cockpit. With the unpredictable UK weather this enclosure, coupled with the opened bifold doors, has completely transformed the wheelhouse into an inside/outside space for us.

Duchess anchored off Trelissick, Cornwall

Brittany bound

In addition to our usual summer liveaboard routine, and with my own holiday time in short supply, I arranged for Mark to deliver the boat to Brittany for us. We then flew out to Brest to join Duchess for a one-way trip home. This meant we didn’t have to cross the Channel twice or retrace our steps and gave us more time to cover the ground in short hops with our 8-knot cruising speed.

We cruised the beautiful north Brittany coast from Morlaix in the west to St. Malo in the east before heading north to Chichester via Les Minquiers and the Channel Islands.

Characterised by its challenging navigation, beautiful deserted beaches and pink granite coastline, this proved to be the perfect cruising holiday for us. We were able to find quiet lunchtime anchorages for the children to play about in the water, which we balanced with the interest of mooring up in coastal villages and towns overnight.

Mist shrouds the surroundings in Lézardrieux, Brittany

The marinas and ports we visited, many with cills or locks to access, were all well run, with good facilities, welcoming to visitors and reasonably priced. The area seems to be more popular with visiting sailing yachts than motor boats and is generally set up for smaller craft than Duchess but everywhere we went they always managed to find room for us.

Our route took inspiration from a memorable MBY article on the best boating restaurants in Brittany written by the late great Peter Cumberlidge, and we tried a number of them in his honour. Just as he wrote, the quality of food in the restaurants and markets on this coastline is exceptional and remarkably good value, too. The Bretons, a little like the Cornish, take pride in their independence from the rest of France and we found the locals much more hospitable than elsewhere in the country.

Where possible, short distances of 20-30nm a day work better for us as a family. With an 8-knot cruising speed, I was also careful to plan passages to take advantage of a favourable tide. This gave us time to enjoy the anchorages and explore the places we visited at a leisurely pace. Francesca could do her morning run returning with croissants, we could then visit a market to buy food and grab an ice cream or crepe with the children.

Archie supervises the departure from Beaucette Marine, on the north coast of Guernsey

And, as many of our friends will know, watching the world go by with sundowners on the bow or in the cockpit are an important part of the daily routine on Duchess.

Happy families

Running a boat like Duchess is not cheap but she is our second home and we use her well. The rule of thumb about annual running costs equating to 10 per cent of the value of the boat has proven to be about right, excluding the improvements we budgeted for when we bought her. Our twin Volvo engines burn 25lph when cruising, and together with the generator account for around £3,000 pa on fuel – although to date about 75 per cent of this has been bought tax-free in Guernsey.

Generally, I budget on around £250-£300 per day for our family cruises to cover the cost of fuel, marina fees, meals ashore, excursions and provisions, which compares pretty well against the cost of a family holiday abroad.

“The quality of food in the restaurants and markets on the Brittany coastline is exceptional and good value.”

We chose to buy Duchess rather than a house to meet our need for a coastal base and as a memory-maker for our family. The use we get from her is more extensive than we ever imagined and the “enjoyment dividend” has been priceless.

Our 2020 season was a rather different one and started later in the summer than we had hoped. Francesca spent lockdown doing an online RYA navigation course and we managed to meet up with friends on the Isles of Scilly in August.

For this, and so many other reasons, we are more convinced than ever that we made the right choice and consider ourselves very fortunate to have found the right boat at the right time and the right price.

First published in the September 2020 issue of Motor Boat & Yachting.

This article Sailing family explain why they bought a motor yacht instead of a holiday home appeared first on Motor Boat & Yachting.

The Jeanneau Leader 805 that Nick owns is a great example of a starter boat and so gives a realistic measure of how much your first boat could cost you on an ongoing basis.

The oft-quoted figure for running costs is 10% of the purchase price per year, but is that really accurate?

Well, the biggest chunk goes on mooring costs – Nick keeps his boat in a council-owned marina in Torbay and pays just over £2,000 per year for the privilege, but as he explains, a fully-serviced marina in a premium location such as Poole can cost more than four times as much.

If your budget doesn’t stretch that far, then a swinging mooring is a more affordable option, costing hundreds rather than thousands of pounds per year.

Nick’s boat is powered by a single Volvo Penta D4 shaft-drive engine, which requires just over £1,000 per year for annual servicing (plus another £400-£500 to service the outdrive every other year), however this cost can be trimmed by going outside of your engine manufacturer’s dealer network, or learning to do it yourself.

It’s worth noting that these prices don’t include any additional repair costs that might come up when your engine goes wrong (and if you have a twin-engined boat, you need to double all these figures).

Moving down the list, and another essential running cost is antifouling, which sets Nick back around £750 per year (including lifting out, scrubbing down, painting and relaunching), while replacing anodes is another £50-£100 per year. Another £400 per year goes on insurance, while Seastart breakdown assistance costs £150 per year.

Fuel consumption is one of the most variable figures as it depends on how you use your boat, but Nick managed to get 62 engine hours of boating in last year by burning just under 740 litres of diesel. Based on an average red diesel price of £1.37/litre, that’s a total cost of £1,000 on fuel and around £6,000 per year running costs overall.

So taking all of that into account and the average cost of a brand new 8m sportscruiser (around £150,000), maybe the old 10% running costs maxim isn’t that accurate after all…

This article How much does it cost to run a boat? Nick reveals the total costs of his Jeanneau appeared first on Motor Boat & Yachting.

What differentiates boat insurance from other forms of insurance?

According to our interviewees, boat insurance is different to home or car insurance in several key ways. Its policies are usually more tailored and individual; they are often based on agreed values rather than market values; and they tend to involve face-to-face client relationships rather than automated online aggregators. But the most critical difference is that a boat is a relatively expensive and highly mobile asset with a very dynamic risk profile.

Jeremy Entwistle from GJW Direct explains: “A house, though valuable, is a static entity; and a car has the benefit of user-friendly road networks and signage to help moderate risk. But whether in harbour or at sea, a boat brings with it the potential for big losses from a wide range of risks, including fire, theft, groundings, sinkage, break-in, collision, poor maintenance, extreme weather events and machinery breakdown. It’s very different and, in some cases, more difficult to write the risk on.”

But are the underlying principles the same?

Yes, the calculations and processes are much the same. “An underwriter assesses the risk and applies a rate to that risk against the sum insured,” says Steve Risk from Coleman Marine. “That results in the premium. The premium is the income the insurer will take, minus any that the broker might be earning, and the insurer then applies the premium against any claim activity.

“If there is a premium of £2,000 and a claim of £10,000, the insurer is facing a deficit, so the fundamentals of the marine market are similar to any other insurance.”

What percentage of the boat insurance premium goes out again in claims?

It varies from one category to another but in recent years, and most notably between 2008 and 2018, far more has been paid out in boat insurance claims than has been taken in premiums. It was a period during which insurance companies clamoured for business, driving premium prices down and implicitly encouraging the customer to buy boat insurance on the basis of price.

That generated a problematic business model, as Richard Power from Fastnet Marine Insurance explains: “It got to a stage when it was clear that those rates were unsustainable. In fact, during the three years to the end of 2017 in the Lloyds yacht insurance sector (which is a pretty good benchmark for the sector as a whole), claims exceeded premiums by between 180 and 300%.”

Is that why boat insurance premiums have risen faster than inflation?

Yes. In the last two years, boat insurance premiums have risen sharply. While the extent varies with size and category of boat, most insurers agree that the general scale of the increases is somewhere between 25% and 60%. Larger boats have seen the highest increases but there have been increases across the sector that leisure boaters have baulked at.

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Jeremy Entwistle from GJW Direct notes that customers will also have been hit by the Government doubling Insurance Premium Tax over the last couple of years. That said, boat insurers are still battling for market share and there are plenty of ongoing customer initiatives. To add to this, over the last couple of years online quoting has improved and customers can quickly get boat insurance quotes themselves rather than waiting a couple of days.

We’re a long way from price comparison websites dominating the boat insurance market like they do in motor insurance, but this transition puts power in the hands of customers to shop around, check their cover and get a policy that is priced for what they really need. Always remember that boat insurers don’t necessarily share the same view of risk!

Why have the price increases happened?

The increased premiums of the last couple of years are a direct result of an industry attempting to rebalance the books after a period of unsustainable pricing. Simon Tonks from Pantaenius explains: “The industry has struggled for profitability over the years, with competition driving the price down, at the same time as attritional claims and larger losses were affecting the market. Despite these things, premiums really didn’t increase for a long time so the market is just now catching up with that.”

On board fires are one of many possible risks…

What caused under-pricing in the past?

Prior to the financial crisis of 2007-2008, boat insurance companies would generally gather data to identify the ‘burning cost’ – the actual cost of claims on an annual basis – in relation to a given yachting sector. That would then be factored into the calculations in order to determine a premium rating model that could accommodate the burning cost while providing sustainable returns for investors.

After the crisis, with a flat stock market, “a lot of people stepped into yacht insurance, providing policies of varying degrees of coverage, quality and security,” says Richard Power. “And that drove down the rates that are used to calculate premiums at the same time as the values to which they are applied were reducing, so you had a double whammy of premiums dropping through the floor.”

Richard believes that the ‘burning cost’ model was “pretty much thrown out the window in the second half of the 2000s and most insurers just started writing the business for income.” That incurred a much higher risk than would ideally be taken on with a proper rating model and it inevitably incurred huge claims and big losses when damaging weather events struck.

…extreme weather events are another

Why are boat insurance price increases happening now?

Given the disparity between income and payouts, the boat insurance increases have become increasingly inevitable – but the timing of them has been conditioned by various other factors. Hurricane Irma in 2018, a succession of storms in European waters and a flurry of Mediterranean yacht fires seem to have been critical. The UK’s inland waterways have also experienced flooding; and the loss of various providers from the boat insurance market has also been a factor.

Are the boat insurance increases justified?

The consensus would suggest that they are. Barrie Sullivan from Y Yacht Insurance said: “These recent increases aren’t merely justified; they’re essential. Quite a lot of insurers have moved out of the market because they’ve made no money and most of the insurance companies and underwriters are owned elsewhere. The owners of these big corporations are in it to make money, not to subsidise. If they’re subsidising any part of their emporium, they will simply shut it down.”

Have we been paying too little for too long?

It certainly looks that way. Given the increasing scale, value and complexity of yachts, the proliferation of big loss weather events and yacht fires, and the higher rate of boat insurance claims, it seems we have been paying too little. Jeremy Entwistle said: “At one point, we sat there and watched what was almost a race to the bottom. We watched people slashing prices and we had to sit there and take the pain. Now a sense of balance has been restored.”

“The market has transformed from a buyer’s to a seller’s market” – Richard Power, Fastnet Marine Insurance

Are we paying for the industry’s mistakes?

In terms of current boat insurance premium increases, it’s fair to say that we’re now paying the price required to bring about a new and more sustainable equilibrium for marine insurers – and that’s a consequence of a short-term, price-driven approach to securing new business in which boat insurance companies were all, to a degree, complicit.

Are we paying for other boaters’ mistakes?

In terms of a claim-free boat owner helping settle the bill for the accident of another through increased boat insurance premiums, the answer to this is not clear cut. Yes, there is an overall pot, which seeks to retain a positive balance between premiums and claims.

But on the other hand, boat insurers all seek to mitigate the risk and to spread the cost by means of investment and re-insurance, as Jeremy Entwistle points out: “The insurance pot isn’t really just one pot, because we spread that around through re-insurance. So a superyacht claim wouldn’t all come from the same fund. You would dip into several in a situation like that to ensure that the owner of a 20-foot runabout isn’t taking the pain for a superyacht that’s worth a thousand times as much.”

Are boat insurance increases a result of freak weather and climate change?

Four of the five interviewed insurers agreed that climate change has become significant in terms of the timings, frequency and geographical spread of damaging weather events. Jeremy Entwistle said: “What used to be the ten-year storm and the 50-year storm are now two and five year events. They’re far more regular. We’ve seen a lot more hurricanes and named storms in recent years and they inevitably have a big impact.”

Boats face a much wider range of risks than houses

What is the likely impact of coronavirus on boat insurance?

For owners in most countries, the simple reality that they haven’t been able to use their boats for a while is bad news. But in the absence of specific cover built into a contract to cover marina fees or lack of use during enforced down time, it’s a hit the boater will be compelled to take.

What is more critical, however, are the potential implications for yacht owners in the Caribbean, as Barrie Sullivan points out: “In the Caribbean, most clients have been told where they can and can’t be during the hurricane season. And because travel is now restricted and a lot of the countries where there is safety and shelter are not accepting any more people, there will be a lot of boaters in the Caribbean who are stuck with their yachts in areas where they won’t get hurricane cover.

“And this is an incredibly sad dilemma because there’s no real solution to it. My view is that, having learnt their lessons through expensive mistakes in the past, no insurers are going to break their rules to accommodate it.”

Will we face further boat insurance rises next year?

While there is some suggestion that some boat insurance companies may add an additional security buffer to their premiums, the consensus suggests that any further increases in the next two years are likely to be inflationary.

Richard Power explains: “Insurers are getting back to where they intended to be. They’re still under pressure from their backing investors to deliver a return but in the UK market, as long as named storms don’t cause too many claims, then certain types of boats will have seen the peak and can now expect to see a flattening off.”

Are boat insurance policies all the same?

Yes and no. Most boat insurance policies from established marine providers are All Risk (rather than Named Peril) policies with Third Party (rather than Hull) cover, because it’s difficult now to park your boat without liability protection. But where boat insurance policies differ the most is in the exclusions – in other words, in what is not covered or in what can only be covered at extra cost.

What are the key boat insurance clauses to look out for?

While clauses covering cruising regions, machinery, personal effects and leaving a boat at anchor should always be carefully scrutinised, another area to be aware of is who is entitled to operate the boat. Most UK policies allow anyone qualified to operate the boat with the owner’s permission, as long as they are not paying for it and are not therefore chartering the boat.

Maintenance is also key because, as Richard Power points out, there are responsibilities on both sides of a boat insurance contract: “The insurer has a responsibility to settle all bonafide claims in a timely manner. And the owner has a responsibility to maintain the boat that’s being insured in a seaworthy manner. And there’s now a lot more scrutiny in claims where the root cause is a lack of maintenance.”

Jeremy Entwistle is in full agreement; “One of the biggest things to be aware of on older boats is wear and tear and corrosion. That’s where the grey areas tend to appear. There’s a fine line between a policy that’s picking up the bill after an accident and a maintenance contract that’s picking up the bill for something that should have been replaced or repaired before it failed.”

Are some boat insurance providers better at paying out than others?

In the wake of big losses, a great many companies have dropped out of the market, which means that in general, the boat insurance companies that remain take a transparent and sustainable long-term approach to their business dealings. Steve Risk explains: “It’s a long-held myth that insurers are there to take premiums without paying claims.

If a client has a claim that is recoverable under their insurance policy, then once the insurance policy has become a contractual agreement between the insurer and the policyholder, insurers will always look to pay that claim. The only difference between insurers is the way they go about servicing the claim – in terms of the level of service, communication, accessibility and responsiveness. But the end result is the same.”

Plainly then, it is vital to be candid, honest and explicit at the boat insurance policy writing stage – a principle roundly supported by Richard Power: “There are certain protections, where, if the insurer doesn’t ask a specific question, the customer doesn’t have to disclose it. But to be safe as a buyer, it’s useful to play a proactive role. My advice would always be to bare your soul.”

Is there anything I can do to reduce my boat insurance premium?

As with other forms of insurance, the key methods of reducing your premium involve reducing the Agreed Value (the sum insured), increasing the excess and shopping around for a better boat insurance deal. The building of insurer-client relationships is also becoming more highly valued than it was in the past, but as Richard Power points out, “the market has transformed, within the space of six months, from a buyer’s market to a seller’s market”.

As a result, price flexibility is now constrained by the resumption of sustainable rating systems – and the giveaway bargains of the past are simply no longer available.

Should I buy boat insurance on price or cover?

While it remains possible that new players will be tempted by the rewards of a recovering boat insurance industry, thereby kickstarting a fresh crusade for lower prices, the consensus, as things stand, seems all but universal. The nature, breadth and relevance of the cover is the chief priority in securing proper protection for your yacht. The price is then largely defined by that.

First published in the July 2020 edition of Motor Boat & Yachting.

This article Boat insurance Q&A: Everything you need to know about why premiums are rising appeared first on Motor Boat & Yachting.

Having been committed sailors for more than 30 years and the current owners of a beautiful Dufour sailing yacht, we never thought owning a motor boat would appeal to us. But after a couple of frustrating summers with either no wind or too much wind and the occasional ‘mechanical’ failure of our own bodies, we felt it might be time to at least consider it.

The final straw came in 2018 after a particularly gruelling passage across the North Sea. It took us 11 days to sail from West Mersea, Essex, to Holland in the height of our so-called summer – a passage that would normally take us 11 hours. Eleven days of rough passages, rain, wind and heavy swells. It was pure misery. 

Even the dog had had enough and was now showing considerable reluctance to ever go aboard again. We decided there and then it was time for a change.

Even Marley the dog is happier on board their new motor boat

By now we were in the south of Holland and getting fed up with waiting for bridges to open. Our mast gave us an air draught of around 60ft, which effectively meant that we were bridge-locked from many of the nicer parts of the country, unless we went the long way round via the main waterways where we’d be sharing the water with massive commercial barges. So we passed the time looking at Dutch motor cruisers instead. 

It was like learning a whole new language. We were used to a comfortable and sea-kindly Dufour 38 Classic – a straightforward production boat with basic systems and no bells and whistles. That’s what we understood and what we liked.

Now, all of a sudden, we were having to get our heads round features like hydraulic steering, stern and bow thrusters, engines with three times the horsepower of the Dufour’s and even electric toilets. Where should we even start?

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We decided that the engine/s were our first priority. Should we go twin or single? We had been advised by previous sail to power converts that two engines meant twice the potential for things to go wrong. And let’s face it, when it comes to boats, if it can go wrong, it usually does.

Two engines also meant even more horsepower and fuel costs. Did we really want to let ourselves in for that? We were looking for an easier life pootling about the waterways of Europe not charging around at speed. But what if that one engine failed? There wouldn’t be any sails to get us out of trouble. 

The hunt begins

Then someone with a twin-engined cruiser mentioned he had got into trouble trying to go alongside a bank for a lunch stop. The exposed propeller nearest to the bank hit the bottom, bent the propshaft and earned the skipper a €3,000 repair bill. That settled it, with a single engine the propeller would be central, deeper and protected by a keel.

Beryl and Simon’s former boat was a Dufour 38

However, without the get-out-of-jail card of a second engine or a mast and sails, we decided we’d look for one with low hours – not because marine diesel engines are unreliable but because the ancillaries that go with them sometimes give up long before the engines do. Maybe we were being too pessimistic but erring on the side of caution felt like the right decision for us.

We noticed that many of the motor boats we looked at had two helm positions – one inside and one outside. Was that really necessary? Like twin engines, it was twice the number of things to go wrong and having been used to getting cold, wet and miserable on a sailing boat, we decided a single helm outside with a good set of canopies would be fine.

It also meant there would be more space in the saloon without a second helm position eating up a prime chunk of it. Besides a lot of inside helms had limited rear visibility, so we weren’t even sure we’d even use it very often.

Former yachtswoman Beryl now feels just as comfortable at the helm of a motor boat

Air draught was another big consideration. As we had made the decision to lose the mast, we didn’t then want to be restricted by the height of a flybridge instead – so no top deck and no chunky radar arch. A small stainless steel mast for the top light, VHF aerial and courtesy flags that could easily be lowered on a pin was all we wanted.

That gave us a maximum height to the top of the windscreen (another new feature for us) of 2.65m or 3.65m if we included the folding bimini hoops and helm canopy.

Room for all

The next big box to tick on our list was accommodation. Most of the boats we looked at of a similar length to the Dufour had one good double cabin and a small forward cabin but only one heads. That was no good for us. We love having friends and family coming to stay on our boat.

A large galley and cosy saloon makes their new 11.6m Marhen ideal for exploring the waterways of South Holland

We also wanted a roomy saloon and large cockpit. A good galley and dinette were also on our tick list but not deal breakers. Budget was obviously pretty important too but, as there were hundreds of boats on the market in Holland, there were plenty to choose from. 

Our first viewing was of a beautiful Babro 1060. It was in exceptional condition and ticked every box except for the second heads. We looked at it on a Friday afternoon. By the following morning it had sold. We then looked at another Babro but again, that sold within a day or so of us looking.

It seemed to be a sellers’ market so we decided we should get the Dufour ready to sell before we started looking seriously. That way we would be in a position to make a quick offer once we’d found the right boat. 

We spoke to the broker who showed us the first Babro – his professionalism persuaded us he was the man to work with. We took his advice on every aspect of the sale and one week later the Dufour was sold at the price we felt she was worth.

The broker also advised us on all the paperwork needed to buy and sell – something we were never asked for when selling a previous boat in England. In fact he told us he could not even take our boat on his books without the CE builder’s certificate. Thankfully, we had everything we needed for the Dufour and a full lift-out survey and test sail later, we were without a boat but with cash to spend. It was time to start looking seriously. 

Finding the one

We travelled the length and breadth of Holland comparing marques, specs and whether it felt right. Some just didn’t. To cut a long story short, we ended up buying a Marhen 1160AK built in 2007. It had a big saloon, an aft cabin and cockpit, just 700 hours on the engine, a single helm position and an air draught of 2.65m with the canopies folded. But, no second heads.

The switch from sail to power went so well they are already considering trading up to a bigger motorboat

It was registered in Belgium but based in Holland and we couldn’t see the CE certificate in all the manuals and paperwork held on board. Our original broker came to the rescue, advising us that the paperwork was in order. His advice was invaluable and his English impeccable – another benefit of buying and selling in Holland.

We bought her in September and spent the next six months making her our boat. The forecabin was very big so we took out part of the starboard vee berth and put in a second heads. 

It still left room for a 4ft 6in double bed on the diagonal. We also built extra seats/storage boxes across the stern of the cockpit as, like many of the motor boats we looked at, stowage space was limited. Lastly, we had a stern thruster fitted and an autopilot. By May 2019 we were ready to go.

The sheltered outdoor helm position works well in all weathers

Seasons greetings

Four weeks into the season we had covered a lot of the south of Holland, only having to wait for three bridges to open. We explored the tiny canals of the Biesbosch – a beautiful national park where all you can hear is a cuckoo calling – and took the scenic route wherever we could to avoid the big canals with commercial barges.

It took us a while to get a hang of manoeuvring her in and out of berths, due to the increased windage of a motorboat, and we probably woke up a few of the sleepy harbours we ventured into with the frantic whirring of our thrusters. But as the season progressed, we got used to handling Chipper Too and learnt how to berth her using the engine and wheel alone wherever possible.

As members of the Cruising Association, we have used their app, Captain’s Mate, wherever we have gone. It’s like Trip Advisor for the water with reports written by members on depths, air draughts, where to find fuel, laundrettes and even the nearest Lidl to stock up on wine! 

The highlight of our season was taking the boat to Maastricht to see an Andre Rieu concert and then back to Dordrecht the following weekend for a music festival. It was the perfect summer and we never even had to think about the weather.

In total we covered more than 750 miles and are still discovering more tiny harbours to enjoy with the intention to explore further into Europe when the current coronavirus boating restrictions are lifted.

One of the many benefits we’ve discovered about motor boating is the peace and peace of mind that comes with it. Engine noise is negligible – you don’t have to raise your voice to be heard, even down below. Nor are there any tides or strong winds to worry about on the inland waterways. While sailing across open water on a beautiful day with a Force 4 is hard to beat, those days are few and far between.

Simon prepares to lower the folding steel mast

Handling a motor cruiser really is very simple – especially with bow and stern thrusters to fall back on. Even when we lost steerage due to a hydraulic leak in the system we simply used the thrusters to move onto a small jetty on the canal side.

And what of the comparative cost of running a motor boat rather than a yacht? Despite the more powerful engine – a 114hp Vetus rather than the Dufour’s 40hp Volvo – we haven’t spent a lot more on fuel. Running the engine at 1100rpm for a cruising speed of 6-8 knots uses 5.3 litres an hour.

We probably spend around twice as much on fuel as we did with the Dufour but much less on mooring fees as we can now stop at the side of canals, using a ‘dog tether’ to tie mooring warps to. Crucially, we have also used the motor cruiser much more than we did the sailing boat because the weather really doesn’t matter, so mile for mile, we spend less.

We have crawled up tiny canals, used our folding bikes to explore further inland and the dog has given a firm paws-up to motor boating. 

Power vs. sail

The different systems on the motor cruiser are a little daunting at first. There are no less than 14 seacocks on ours (three sinks, a shower, the shaft cooling system as well as the usual engine and generator ones). There are also several fuel feeds, not just to the engine but also the generator and heating system.

The electronics are virtually the same – a chartplotter and VHF with built-in AIS may not be essential on the inland waterways but they do take the angst out of moving around busy commercial canals where the large barges come up surprisingly fast behind you. AIS overlaid on the plotter gives you real peace of mind.

Above all, it’s the comfort of a motor boat that we really enjoy. There is so much space: a large saloon with a gently curving staircase from the cockpit, a spacious U-shaped galley, a generous dinette with a big aft cabin with a proper island double bed. 

The fact that we have covered more than ten times the distance in one season than we ever did on a sailing boat, says it all. We’re hooked. So much so, our Marhen is now up for sale to be replaced by a slightly bigger one so that all the family can join us next time!

First published in the June 2020 edition of Motor Boat & Yachting.

This article Sail to power converts: Yacht owners explain why they moved to the dark side appeared first on Motor Boat & Yachting.

Starter boats are crucially important and arguably the most vital to get right. Choose wisely and you should have fun and a relatively trouble-free pathway into your new boating pastime. Get it wrong, however, and you will wonder why you ever bothered. (In fairness, getting it right also comes with regular bouts of wondering why you bothered, the difference is that they are outweighed by wondering how you ever managed without it).

As a toe in the water exercise you’ll want to keep the cost down as much as possible but you also want a boat that’s going to allow you to stretch your water wings a little and explore your brave new world. You don’t want to outgrow your first boat within weeks of it arriving so try to stretch your budget and ambitions.

Taking this into consideration, here are four starter boats worthy of your attention. Bear in mind that at this point you’re buying older boats. Good advice is essential, so get a survey.

The Monterey 218LSC is a popular starter boat

Monterey 218LSC

Price: £18,750
Built: 2005

The clever thing about Monterey boats is that although they are usually very competitively priced from new, they do a great job of appearing anything but cheap. This 218LSC is a case in point.

Look at the through-bolted pulpit stanchions mounted seamlessly to the deck rather than attached on the outside with self tappers, the glossy hull colours and the standard fit pop-up cleats.

Interior

It is strictly a cuddy cabin, and one area where the prosaic build shows is inside, with plenty of bare shiny GRP on show and little in the way of facilities beyond a chemical loo and lockers beneath the seats. But there’s enough room to escape a shower or for two people, to sleep. What else do you really need?

Exterior

Pulling the cockpit right to the edges of this 8ft 6in wide boat creates plenty of space, and access forward isn’t bad – you have to go through the windscreen but there are helpful steps built into the sliding door (just be sure to latch it shut). The helm seat swivels to join the party at rest, the back-to-back seats on the port side drop flat to create a sun lounger and the two jump seats either side of the engine box aft lift to create a sunpad.

Performance

Most of these got Mercruiser 4.3 litre V6 engines in carburettor or fuel-injected guise and they went well. But a popular upgrade was to Mercruiser’s 5.0 litre V8, which gave 220hp in carburettor form or a sparkling 250hp as the fuel- injected MPI version fitted to this boat. Expect 40 knots plus.

Seakeeping

In common with many smaller American boats, seakeeping is geared more toward speeding across smooth lakes than punching offshore swells. At speed, in rough water, the ride is best described as ‘firm’. But it’s perfectly safe and manageable; you just need to adjust your speed to the conditions.

Specification

Length: 21ft 6in (6.6m)
Beam: 8ft 6in (2.6m)
Draught: 2ft 11in (0.9m)
Displacement: 1.7 tonnes
Fuel capacity: 216 litres
Engine: Mercruiser 5.0 litre 220hp petrol
Contact: Clarke & Carter

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Fairline Targa 27

Price: £14,950
Built: 1991

You may recall the halcyon days of car magazines full of ‘buy a 25-year-old Porsche for the price of a new Ford Fiesta’ stories. Those days are over as anything that has escaped the scrapyard gets elevated to ‘classic’ status and is priced accordingly. But in the boat world the concept of a classic has yet to catch on, which is why you can buy a 27ft Fairline for the price of a new 16ft Bayliner Element.

Interior

The greatest strength of an older Fairline is the fact that the factory never grasped the fact that cheaper boats could be any less well built. It’s why the interior woodwork of this boat is every bit as solid as a 50ft Fairline of the same era. The layout is pretty standard for this type of boat, but the separate mid cabin (behind a proper door, not a curtain) is a nice touch that elevated it above its closest competitor at the time, the Princess 266 Riviera.

Exterior

There is more quality on the outside with the stainless steel windscreen surround and rubbing band, and the thick, heavily laid up construction. It’s not the most modern of boats – at this price you can’t have it all; in fact, it was basically a revamp of its Fairline Sunfury predecessor, with an integral bathing platform and transom door added and a few other tweaks. It’s a workable layout though, with decent side decks and a three-seater helm seat that flips backwards at rest to create a cockpit dinette.

Performance

Fairline offered a remarkable eight different engine options; single or twin diesel, two single petrol options and four twin petrol options. The twin 205hp petrols of this boat were the largest and gave about 35 knots when new.

Seakeeping

Build quality is a reason to covet this boat. Seakeeping is another. The Bernard Olesinski-designed hull is superb, giving a soft ride and serious cross-Channel reach.

Specification

Length: 26ft 0in (7.9m)
Beam: 10ft 0in (3.1m)
Draught: 3ft 2in (1.0m)
Displacement: 3.5 tonnes
Fuel capacity: 386 litres
Engines: Twin Volvo Penta AQ431/dp 205hp petrol
Contact: Why Boats

Princess 33

Price: £19,995
Built: 1975

Thoughts of perfect first boats tend to err toward small fast day boats, and not unreasonably as they straddle a price spectrum of performance and manageability. But they tend to be small and not everyone feels the need for speed, so how about trading speed and youth for elegance, grace and acres of space? And while you may need to get a little more ‘hands on’ with this 44-year-old classic, it’s so simply engineered that if you’re competent with a screwdriver it shouldn’t hold too many horrors.

Interior

The big news, literally, is cabin space. There’s a forward cabin with vee berths on the lower deck and the dinette opposite the galley creates a wonderful kitchen diner (and also converts to a double berth). On the main deck you’ll find a wheelhouse with a great view out and an aft cockpit on the same level.

Exterior

On the outside, the Princess 33 looks exactly like the kind of boats I used to doodle in my exercise books at school whenI should have been concentrating on something more worthy. With its set-square straight lines and perfect proportions it works well too, with decent side decks and flat cabin roofs.

Performance

The engines are 50hp each, so speeds are going to be strictly of the displacement type – about 8 knots. That’s more than adequate for inland use and enough to push a bit of tide for adventures at sea.

Seakeeping

Princess fitted this boat with petrol and diesel engines in sterndrive and shaft drive configurations. At this age, there is a huge amount to be said for the simplicity and longevity of a straightforward set of stainless steel shafts with propellers. And because there are two of them, manoeuvring is actually pretty easy. Wide-spaced props beneath the hull rather than behind it exert plenty of leverage making spinning the boat on the spot a doddle.

Specification

Length: 33ft 0in (10.0m)
Beam: 11ft 3in (3.4m)
Draught: 3ft 0in (0.9m)
Displacement: 5.2 tonnes
Fuel capacity: 525 litres
Engines: Twin Perkins 4108 50hp diesel
Contact: RBS Marine

Orkney Pilothouse 20

Price: £19,950
Built: 2007

A builder based in West Sussex, the name originates from the design of its first model, a 16ft day boat launched in 1973 and based on early beach launched fishing boats in the Orkney Isles (3,500 of which have been built). Orkney has stuck to those roots, expanding into an 11-strong range of sturdy practical boats that span 13ft to 27ft. Like most of the range, the 20 is easily trailerable, keeping costs down and cruising options up.

Interior

Pilothouse refers to Orkney’s range of wheelhouse boats. The 20 is the smallest of the current three boat range, yet still manages to pack in a compact fully enclosed and lockable wheelhouse that seats two, plus a lower area forward that will sleep a couple or, with the table installed, offer a small dining area. The cruising specification adds a tiny galley with a gas burner and sink under one of the seats. A sea toilet beneath one of the forward berths is another welcome option that increases useability for all the family.

Exterior

Keeping the wheelhouse compact maximises exterior space. The Orkney 20 has a large, deep and safe cockpit, ideal for children and dogs. Steps built into the wheelhouse moulding help with boarding and heading forward, where really good handrails on the coachroof aid access to the foredeck. Masses of lockers mean that you can keep the cockpit uncluttered too.

Performance

Orkney recommend engines between a potter-friendly 30hp, which will give it about 12 knots through to the 80hp engine fitted to this boat, which takes the top speed to 23 knots. But 18-20 knots seems to be its comfortable cruising gait.

Seakeeping

A nice fine entry to the hull gives the Orkney 20 excellent upwind ability and it’s pretty good downwind too. It’s a very solid and reassuring-feeling boat, although its light weight inevitably means that people moving about will affect its low speed directional stability.

Specification

Length: 19ft 6in (5.9m)
Beam: 7ft 10in (2.4m)
Draught: 2ft 11in (0.9m)
Displacement: 1.1 tonnes
Fuel capacity: 75 litres
Engine: 2014 Yamaha F80BETL 4 stroke outboard
Contact: Lovell Yachts

Secondhand boat buying guide: four 40ft flybridge yachts reviewed

A 40ft flybridge is a great cruiser with enough space and clever layout. We review four secondhand boats on the

VIDEO: Used Boat – Stevens 1375 AC VLET

This article Secondhand buyers guide: Best starter boats under £20,000 appeared first on Motor Boat & Yachting.

In theory it can sound sensible to charter your boat out when you aren’t using it, to at least offset some running costs.

As with shared ownership this is more common with sailing boats, and yacht charter companies are often happy to take new privately-owned boats into their fleets.

While you see fewer opportunities for motor boat chartering and the damage risks are greater, there are various ways to combine private boating with some chartering to help defray expenses.

Much depends on your attitude and relationship with your boat. Many owners are so fond of their boats that they couldn’t possibly imagine strangers steering or manoeuvring their precious baby, let alone using the bedrooms and loos.

But if you can take a more detached view of your boat as a depreciating asset, some possibilities open up.

Charter fleets

Commercial sailing charter fleets are often run on similar lines to hire car fleets, buying in new boats at keen purchase prices and running them for a few years before selling them on.

Some motor boat chartering works the same way, but with the higher purchase and running costs it can make financial sense for agents to take on privately owned motor boats for charter, especially in the Med.

Most fleet managers prefer popular makes of boat less than five years old, which are comprehensively equipped.

Bénéteau and Jeanneau boats always charter well in the Med, so if you own a recent Bénéteau Swift Trawler or Jeanneau Prestige or, better still, are planning to buy new, a fleet manager may be interested.

Croatia has a well-developed motor boat charter market and can be a good starting point. There are also Caribbean charter companies who handle privately owned motor boats, particularly in the British Virgin Islands (pictured above).

The first step is to make contact with a suitable fleet manager, most of whom are based abroad. For example, NCP (Nautical Center Prgin) is a major charter operator in Croatia and there are similar outfits in Greece.

For practical advice and a possible introduction I would talk to an experienced UK charter agent, such as Nautilus Yachting, based at Edenbridge in Kent, who are agents for both NCP in Croatia, Virgin Traders in Tortola and several Greek operators.

Contact Howard Richardson or Jonathan Shears, Tel: +44 (0)1732 867445

Day chartering

Sometimes a simple and mutually beneficial arrangement can be set up if you find a friendly agent near where your boat is moored whose competence you trust.

For example, I know a fully qualified skipper down in Cornwall, Colin Pugh, who runs an attractive berthing facility up the River Fal at Smuggler’s Moorings.

Sometimes Colin needs to charter a motor boat for summer visitor pleasure cruises, or for more commercial trips involving corporate team building or helicopter rescue crew training.

When Colin takes a motor boat out on charter, her owner can receive up to £300 per day. Sometimes a boat is booked out for a week, a worthwhile contribution to running costs.

Among the motor boats Colin occasionally uses are a Seaward 25, a Rodman 1250 (pictured below) and a Cockwells 37 classic launch.

It might be worth talking to him if you have a suitable boat that could earn a handy fee from time to time.

Contact: Colin Pugh. Email: colin@kernowcharters.co.uk Web: kernowcharters.co.uk

Crucial factors are a trusting relationship between boat owner and charter agent, and a boating area with plenty of sheltered water suitable for day cruising – Plymouth Sound, Dartmouth, Tor Bay, Poole Harbour and the Solent are other good examples.

Letting your boat out for skippered day trips is not such a heavy commitment as being fully set up for holiday chartering.

Inland chartering

If you own a newish displacement boat with a single engine and modest cruising speed, hiring her out on inland waterways can be a useful earner.

The trick is to team up with an experienced local agent. One of the most interesting hire companies I know is France Afloat, based at Vermenton in the heart of the Burgundy waterways.

Run by two English couples, France Afloat has a large hire fleet and is an agent for Linssen Yachts – comfortable Dutch steel boats just right for continental coastal and waterways cruising.

For information about hire schemes for privately owned boats contact Steve Adams, Tel: 0870 0110 538 Email: Linssen@orange.fr Web: franceafloat.com

Nigel and Lyn Fenn’s story

With their Linssen 34.9 Angela (pictured below) based at Vermenton, Nigel and Lyn have been exploring Burgundy for the last three years.

They usually take two weeks in May and two in September. For the rest of the season France Afloat hires out Angela.

There is no fixed timing for cruises and they could use the boat for four weeks in a block or take four separate weeks.

As Nigel and Lyn run their own business, time is limited and the system works well for them.

Next season they will move the boat to another France Afloat base in the Midi and will be able to cruise the southern waterways and glorious Camargue.

Last year Angela was on hire for all but two weeks from early May to mid-October. Nigel and Lyn receive about a third of the hire fee, with running costs and maintenance covered by France Afloat.

When they bought Angela, Nigel and Lyn signed a five-year contract. When it ends they could take full possession of the boat and sail away, they could sell her (Linssens hold their value well) or they could extend the contract a few more years and continue as they are.

Internet chartering

Private owners or professional operators can promote charter boats on internet booking websites or create their own sites.

However, it’s important to appreciate that market standards are high and considerable work, knowledge and expense is needed to equip and ‘code’ your boat for charter in whichever country she would be based. Insurance will also be pricey.

The internet charter booking agent boatbookings.com has an established reputation, so if you are seriously thinking about advertising your boat this way speak to its managing director Capucine de Vallée (Tel: +44 (0)20 7193 5450 or Skype: lacapucine88) or one of the local agents.

Click the site for information on how to list your boat, though the cost of gearing up for chartering may put you off the whole business!

B&B boat lettings

One relatively new idea for generating revenue is to offer your boat for rent simply as an attractive floating cottage, with no question of her ever leaving the moorings or even starting up the engines.

Sometimes we forget how novel and enchanting it is just to sit aboard a boat in an attractive marina and watch all the goings on, while actually spending a night aboard can be magical for anyone completely new to the world of boating.

There’s a good example in Emsworth Yacht Harbour, where Vic Aspey lets his Golden Star 35 Ariane out for overnight accommodation.

While Ariane (pictured below) has to be coded for day charters and carries public liability insurance, the logistics of servicing B&B guests aboard a motor yacht are simpler than running charters.

However, your marina has to agree to the boat being used in this way. For more information contact Vanessa at Emsworth (Tel: 01243 430892 Email: vanessa@mcpmarine.com).

Some owners handle bookings and changeovers themselves, using internet marketing or classified magazine ads. If your boat and mooring are stunning enough, you might involve a local ‘country cottage’ agency.

Luxury accommodation afloat is eye-catching on a lettings list! You also see motor yacht nights advertised on internet lettings agencies such as homeaway.co.uk and on special experience sites such as experienceplanet.co.uk or virginexperiencedays.co.uk

This article Top chartering tips for offsetting the cost of boating appeared first on Motor Boat & Yachting.

In this article Peter Cumberlidge looks at three successful shared ownership arrangements.

We all know that cruising boats, especially sizeable new motor boats, are expensive to buy and run, and most are only used for quite short periods each season.

Totting up your average cost per enjoyable day on board is usually not recommended, yet in these straitened times the pips may be squeaking.

Although boat owners tend to be pretty resilient about the costs of their special pastime, it may be worth pondering various options for squeezing better value from your beloved floating asset and helping to balance the books.

Shared ownership is one obvious solution, but while this is fairly common with sailing yachts, it seems quite rare with motor boats, even though the potential savings are much greater.

Perhaps sailing boats seem somehow less precious than motor boats, more robust and amenable to sharing. Maybe those who go sailing are more focused on the sensations and satisfactions of the sport than on full possession of a yacht.

Those who do part-own boats happily benefit not only from reduced costs but also a potentially much greater cruising range than might otherwise be possible.

When one owner’s family can take a boat on an outward cruise and another crew make the return trip, your choice of destinations widens significantly.

Shared ownership

Some say you have to be very good friends to share a boat, while others maintain this is a sure way to lose friends.

You may think part owners need similar temperaments, but I know some successful partnerships between some amazingly different personalities that have lasted many years. Here are some examples:

Brian Dunton’s story

When Brian and his wife worked in the City, they lived in a commutable Hertfordshire village and were looking for a weekend home on the South Coast.

While considering different locations, they thought it might be fun to try some boating and asked another professional couple in their village whether they fancied sharing a boat. So together the two couples bought a Falcon 23, a fast dayboat with a single V8 outdrive.

Soon they decided the Falcon was too small and bought a new Fairline Targa 29. After 18 months they moved up to a Fairline Phantom 38 and started cruising further afield.

Everyone was hooked! These busy joint owners didn’t draw up formal contracts, but they did work out ten clear ground rules over a pub supper, which to me seem a highly workable basis for boat sharing:

1. We don’t own half a boat; we own a whole boat, half the time.
2. The boat ‘changed hands’ at 6.00 pm every Friday.
3. Longer use for holidays was by negotiation and exchange of weeks.
4. All costs except fuel were split 50/50.
5. Fuel costs per couple were calculated on log miles.
6. Any expense for further equipping or upgrading was agreed in advance and always split 50/50.
7. No personal items were left on board (e.g. clothes, bedding and towels).
8. The boat was washed, hoovered and left clean after each period of use.
9. We had a “you bend it, you mend it and pay for it” rule for the inevitable accidents, and never needed to claim on our insurance.
10. We all agreed to take Day Skipper night school courses and a VHF course. When buying a boat we negotiated several days of boat-handling instruction.

Splitting boat time 50/50 into alternate weeks through the season gives flexibility for long weekends, weather hold-ups or snatched midweek boating days at short notice.

The cleaning and personal items rules meant that each couple started their week with a pristine boat, just like taking over a charter, and nobody could be irritated by anyone’s ‘clutter’.

The scheme worked well and both couples became experienced cruising enthusiasts at modest cost.

The fascinating outcome was that, when they decided to move up from the Fairline 38, each couple bought a new Princess 40 so as to spend even more time boating!

Brian and his wife now own Tallulah, a Princess 50, which they cruise regularly to France and the Channel Islands.

Nigel White and John Sharp’s story

Based in Worcester, long-time friends Nigel White, John Sharp and their wives and families have shared a string of boats over 25 years, starting with a Phantom 21, working up to a Sealine S41, an S48 and then a Sealine T50 called Jealousea (pictured below).

For many years Nigel and John berthed in Dartmouth at Dart Marina and every summer the families enjoyed a fortnight’s cruise to France or the Channel Islands.

Nigel remembers with affection trips to Deauville, Honfleur and various Brittany harbours including Carteret, a firm favourite.

For two seasons Jealousea was based in St Peter Port, a quick and easy flight over from Bristol.

Nigel and John never drew up formal joint ownership contracts, but Nigel told me that a key secret of their success was that every single bill for their boats was set out on monthly spreadsheets and split exactly 50/50.

Unlike Brian Dunton’s system, their boating year was never divided between co-owners and Nigel, John and their wives invariably spent their time aboard together, both for weekends and family holidays. This formula produced 25 memorable years of happy, half-price boating!

Sharing a RIB

This example comes from my brother-in-law John Elliott, a Guernseyman who knows virtually every rock around the Channel Islands. He and his wife Fran own Minstrel, a 34ft-sailing yacht which they often cruise to France.

John also part-owns a Humber 5.6m RIB with two other Guernsey locals, one of whom is a marine engineer. They bought the RIB second-hand, she polished up like new and is moored in St Peter Port’s Albert Marina.

RIBs can be ideal shared-ownership boats, easy to run and mostly used for short spells at a time. John’s RIB regularly whizzes across to Herm Island, either to Shell Beach during the day, or for summer evening jaunts to the White House Restaurant or Mermaid Tavern.

In quiet weather the RIB is perfect for exploring the amazing rocky channels and pools around Herm or Guernsey’s west coast.

All running costs are shared three ways, the fuel tank is always left full and ‘bookings’ are arranged informally by phone or text, often at short notice. The RIB is ready for instant getaway and sometimes the partners go out together, with or without families.

Many people get a lot of pleasure per pound from this boat which, with only one owner, would be expensive to have lying idle at her berth.

This article Top tips for shared ownership to cut the costs of boating appeared first on Motor Boat & Yachting.

There’s no point buying a boat unless you plan to use it, but sometimes the gap between how you would like to use it and what you feel comfortable with can be hard to breach.

In this series of articles and videos we plan to give you the skills and the confidence to push your cruising boundaries and make more of your boat’s full potential.

Our aim is not replace the RYA’s excellent training courses but to add to them with practical hints and tips which only years of experience afloat can teach you.

The author, Jon Mendez, isn’t just a sea school principal and RYA instructor examiner, he’s also an enthusiastic boat owner who understands that boating is all about enjoying your time on the water. The more prepared you are, the more relaxed you will be and the more fun you will have.

It’s a message which our sponsor, Pantaenius Sail and Motor Yacht insurance, is equally keen to endorse. Have fun and stay safe!

Equipping Your Boat

Equipping your boat

Before you head off over the horizon the first thing you need to think about is equipping your boat in such a way that you can relax and enjoy the adventure, safe in the knowledge that you’re prepared for every eventuality.

I find it useful to break the process down into three groups: the vessel’s paperwork; the equipment it carries; the skipper and crew.

If cruising abroad, know the different documentation and kit you will need for each country you visit. Being prepared will help you immensely and mean that communicating with port officials should be hassle free and not hold up your holiday or weekend on the water. Follow our simple check lists and you’ll be ready to stretch your cruising legs in no time.

Group 1
The vessel’s paperwork

Group 1: Paperwork

To comply with any foreign travel you will need the following:

Proof of ownership – preferably the original bill of sale with VAT status shown. There are some exceptions for older boats and some boaters have questioned whether the absence of VAT proof is as big a problem as everyone makes out but why make trouble for yourself if you don’t need to?
Insurance documentation – preferably translated into the language of the countries you intend to visit. Don’t forget to check that it covers the full extent of your cruising limits and you are aware of any restrictions on night or short-handed travel.
Registration for your vessel – if UK flagged either Part I or Part III, – the Small Ships Register.

VHF licence – for the vessel, which covers all sets carried.
Instruction manuals – for everything from the heads to the plotters together with a current list of main agents and suppliers for spares. It sounds obvious but you’d be amazed how many people keep these stuffed in a drawer at home.
Safety equipment schedules – do you know when your lifejackets, liferaft and fire extinguishers were last serviced and can you prove it? It’s vital to keep a record of what was done when for your own peace of mind as well as to comply with possible insurance policy requirements.
Printed charts and publications – don’t just rely on charts; pilot books and guides give invaluable insight into what to expect on arrival in unfamiliar harbours. Make sure they are up to date (corrections are usually available online) and check the internet for other useful information such as aerial views, although it takes practise to visualise what this will look like from sea level.

Group 2
Equipment for your vessel

Group 2: Equipment

You don’t need to go mad buying up every safety aid known to man but whatever you do take needs to be up to date and relevant – take particular care to ensure that all your lifejackets have been serviced recently. It’s no use having all the gear but no idea so it’s also imperative that you and your crew know how to use it and where you’ve stowed it. Training in this area cannot be emphasised enough, it can literally save your life.

For foreign travel you should also check:
Electronic charts – these can be excellent but many is the time I’ve been asked to skipper a boat with electronic charts that are years out of date. Get them updated and ensure the coverage of the areas you need is at the correct scale to show the detail you need. Courtesy flags – not only polite but often a legal requirement in some countries and raising the correct flag may ease you passage through a customs point.

Group 2: Paper Charts

MCA regulations – If your vessel is UK flagged and over 13.7m it will need to comply with the statutory equipment list covered under the MCA Class XII regulations. These cover most of the standard items such as lifejackets, liferafts, flares and fire-fighting equipment but vary according to how far from land you are travelling. The official website (www.mcga.gov.uk) is a nightmare to navigate so you’re better off searching on Google or downloading the RYA’s summary of the requirements and exemptions.

Other items we’d recommend:
A GPS-enhanced EPIRB mounted on deck so that it floats free on sinking will alert the emergency services and guide them to you.
AIS will help you see and be seen by other vessels.
A second kedge anchor to act as an emergency back up and prevent you swinging in confined spaces.
A small buoy to act as a trip line for your main anchor.
A really decent first aid kit.
A good-quality waterproof and floating hand-held VHF.
An anchor ball.
A good set of binoculars.
A decent selection of tools.
Spares for both engines and mechanical systems aboard – you may be ‘spanner inept’ but if you have the parts you will soon find a mechanic if you wave enough euros!

Pumps and bungs – Cruising further may mean it will take longer for help to reach you, so think through your plan for a major water ingress. The small electric bilge pumps fitted as standard to most boats are okay as starters but will struggle to keep up with any significant breach so consider fitting an independently driven mechanical pump and work out how you would slow down any leak. Soft wood bungs for skin fittings and cushions for a larger hole may help but consider packing some strong sheeting with cringles and lines sewn in around the perimeter in case you need to place a seal over any damage from the outside.

Group 3
The skipper and crew

Group 3: The skipper and crew

You can have all the safety equipment in the world but if you or your crew aren’t in a fit state to operate it, you might as well not have bothered. So make sure you and your crew are equally well equipped with essential personal ‘spare parts’ such as:
A second pair of spectacles

Extra doses of medication

Translations of prescriptions (the medical substance not the brand)

Personal papers are another common stumbling block so check 
for passports, visas for relevant countries, International Certificate 
of Competence (ICC) or equivalent and your VHF radio licence.

Other things to consider:
Label all helm positions with the correct VHF Mayday procedure card complete with your call sign and MMSI.
Decent foul weather gear – it’s not always sunny, even in the Med, and good kit makes a world of difference.
Personal EPIRBS – useful if you are planning longer night or solo passages when the risk of falling overboard unnoticed is heightened.
Provisions – many motor boats are not geared up for catering on the move so take plenty of convenience snacks and drinks to keep the energy levels up.
Planning may not sound the most exciting part of the journey but it’s actually a great way to set the ball rolling and start building anticipation for the season ahead. It takes time but done well makes the start of your trip less nerve wracking!

Now that you’ve got that sorted we’ll move on to the practical skills that will help you cruise further and safer.

Equipping Your Boat

Next article: Stern-to berthing
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This article Equipping Your Boat: How to appeared first on Motor Boat & Yachting.