Boats Traveling About – With Barry Cuneo Riviera 48 “Whirlpool”
The Preamble.
Built late 2001 for Jeff Malley of Melbourne, Whirlpool has a varied and extensive history of travel. Making the journey from Melbourne to Bermagui at least six times, Passage making to Lizard Island and back to the Whitsundays from Melbourne, circumnavigating King Island, Deal Island and visiting Wilson’s Prom more times to remember, Whirlpool has been, and will be for many years, “well found”.
After a shocking Melbourne winter in 2010, it was time to take her back north where she could excel, considering the offshore and long distance specifications she was built to.
Jeff didn’t mess around when he commissioned Whirlpool. The list of inclusions was not only extensive, but “heavy duty”. It must be remembered that the last 48’s were eventually replaced by the 51, hence if one looks closely, you will see that the dimensions, tank capacities and weights are the same, as is most of the internal fitout.
As a professional seafarer, I fully understood the advantages of the way Whirlpool was set up, however I also realized the responsibility that came with it – i.e. the need for an extensive and rigourous maintenance schedule to ensure systems operated correctly. This in no way is limited to this vessel – quite the contrary – every vessel, no matter how large or small MUST have a preventative maintenance schedule, designed to seek out problems prior to failure, to give confidence in operation at any time.
Preventative maintenance takes time to design for any particular vessel, and relies on three main sources of information/resources.
1. Prior experience/maintenance schedules from system designers, previous owners/sisterships and knowledgeable colleagues (which can sometimes be variable in quality). Owners/operation and maintenance Manuals.
Always hound all previous owners for their experience. Once the vessel’s title has been ceremoniously passed to you, it is amazing how much worthy information is forthcoming – some you will not like to hear, but take it all in, good or bad, and learn from it. All boats have their idiosyncrasies, you will learn at some stage – better to know straight away. It may be as simple as oil consumptions or water usage at particular revs – or even useful additives when filling diesel (I always use Fueltreat – it was on the boat when I bought it, and the CATS love it).
Sisterships are an excellent source of information. I was lucky to have an exact same vessel berthed next to me at St Kilda – we bounced fuel figures, speeds, antifouls etc etc off each other. It is amazingly helpful to have solid comparisons to multiply your wealth of knowledge.
Keep her Clean!
Simple washing and cleaning, greasing and oiling are integral parts of a happy boat, and even happier owner. Salt is a killer – we all know that, but how many of us really appreciate how we can increase longevity of systems – and general aesthetic quality, by simple washing? Two of the most useful systems on Whirlpool are the desal (120L/Hr) and the fixed pressure wash system. I fitted this from sourcing parts at Riviera (Jason is a champion!) and it has changed the whole appearance of the boat. My crew believe I am deranged when calling them to do a full fresh water wash down whilst entering Refuge Cove or Lady Musgrave – yet they appreciate the value when they realise the lack of salt on the gelcoat and stainless – it simply makes everything last longer.
Some simple tricks of the trade…..Go to your nearest autoshop and buy a couple of spray bottles of Rainex. We use it on all our Pilot Boats on all windows. Whilst underway, I rarely – very rarely use the windscreen wipers on the glass. So little use have the wipers had, that they were frozen when we got to Riviera for the refit! I didn’t even know – or care. Please, do not use Rainex on clears!
Only use a wash/wax on your gelcoat – never a harsh detergent without wax. Never allow the gelcoat to become chalky – the superyacht skippers tipped me off to use autoglym between professional polishes – it keeps a significant coating to eliminate salt ingress. By washing the boat after use and regularly waxing, the luster and polish will never fade.
People have asked how we keep the teak deck so perfect. Well…(thanks Glenn…I listened and immediately started a system of laundry powder across the grain – with copious quantities of salt water, then an oxalic acid solution rinsed thoroughly with salt water. Off the shelf magic products just don’t work like this simple method. I took about 3mm off the deck in 2007 with a sander – be careful, but it does give the deck a new lease of life. There is a total of 12mm to work with and the caulking (sika) is only to partial depth.
All stainless products – well I have tried them all – and spent almost as much as I have done on fishing lures! Simple is best – again a superyacht skipper enlightened me on using 3M cleaner and wax – not great for polishing fiberglass – but superb on stainless! It is a lot cheaper than the specialized products as well.
When leaving your boat for any period, you should ensure that the engine room is water and salt free, and that your engines have a fine mist of WD40 or equivalent. It stops rust and retains the value. In turn, the boat WILL look after you!
2. A systematic “learning” process, gained by monitoring and testing, “non-critical” failures (i.e. something will always break or fail when you least expect it to), and basic common sense and good house keeping will generally minimize the effect.
A good example here is the consumption rate of anodes in your engines. Some owners don’t even realize they have some – my CATS have 12 on each engine! Careful monitoring over a period will show you when to change these – mine are between 8-12 months for failure, so I replace them at 6 months. If they are left too long, they will break off and inhibit your cooling systems. Replace them too early, and you are flushing money down the drain. If they are not sacrificing, I strongly suggest you get an expert to find out why, as you may have a major corrosion problem elsewhere.
I was told that “oil and filters are cheap….engine failure is very expensive”. This speaks for itself. I change the oil every 100-150 hrs or maximum 12 months. Same with filters. An SOS test through Caterpillar will give you an independent opinion on the health of your oil/fuel/coolant and engine – all for about $30 a test.
Desalinators are also an item which requires careful attention – especially if not used often. Read your manuals and look closely at the maintenance intervals and schedules. All Rivieras come with extensive manuals for every system. I was fortunate to have had a very conscientious previous owner, who had retained every piece of documentation. If something is missing, most times it can be easily found on the internet. Don’t mess with service intervals. It is a basic rule of preventative maintenance.
3. Spare parts/upgrades. When I bought Whirlpool, I was astonished to find a myriad of spares, from the basics right through to extensive engine/pumping and electrical spares. One must be able to understand their own boat’s basic systems, so that they have a good chance to get her home or to a safe haven at times of failure – no matter what the age of the boat.
Especially when one undertakes a long or arduous voyage – i.e. Bass Strait or Northern Trek, the vessel may have not been used to this type of action. Simple rolling and change in temperature are enough to spark systems into failure. One of the greatest myths in boating is looking for low engine hours to identify a “good, healthy and reliable boat”. Reality is usually quite the opposite. Synthetic, rubber, metal and oil surfaces are designed to work. Diesel Engines are designed to run – on load. Any vessel with an average of less than 100 hrs per year of age must be looked at very critically for possible failure in critical systems. O rings, flanges, seals and pump diaphragms, sitting in one position for long periods WILL prematurely fail when eventually put under load.
Generators are another area for careful attention. Most day boats use shore power for the majority of the time. When the generator is used, the load is generally light. I bet some of you wonder why the gennie blows smoke, yet the main engines seem quite happy! It is all about load. Whenever you run your gennie, always make sure you give it plenty of load, even you are not using the particular system. I always try to run the A/C, just to give it the load. Just look at a prawn trawler sitting at anchor – have you ever wondered why they always have their big deck lights on?
Even on Whirlpool, which has regular use and maintenance, this current 2,000nm voyage has identified weaknesses in my maintenance system. An example is the middle Johnson Engine Room Bilge pump discharge hose started to crack and fail, at the same time that the lower high level alarm became gummed (even though I normally keep a dry, white bilge). Reason…Heavy swells were encountered to Lady Musgrave. Water entered the hull side plenums, washing grime from behind the water tanks. This gummed the high level alarm. The plastic casing on the pump had become brittle, and under the extra usage (manual), it failed. Lesson…..change Johnson pump casings at 5-6 years in the hot areas of the boat. The good news is that I always carry extra (new complete pumps and high level alarms.)
Whirlpool has had two refits. The first, by Jeff, was at her fifth birthday at Riviera, and she has just completed her second, at 10 years at Riviera and prior to departure in Melbourne.
I find it difficult to understand why so many boats look run down, when it really doesn’t cost very much at all to update and replace prior to deterioration or failure. It seems many are more interested in changing their cd radio to an I-Pod compatible rock box, before changing the A/C seawater suction hoses, or other simple, but critical system components.
I recently changed all hoses to silicon, fitted constant torque hose clamps, refitted all interior and nav bulbs to LED, all engine suction hoses and pumps. This was not a major task, but has given me the faith in the systems which hold the boat above water! (Oh, and we did change the TV and sound system at the latest refit!)
Simple upgrades, such as renewing toilet seats, changing the carpet, and renewing clears will enhance your boat’s luxury feel, as well as retaining its value and modern feel. We like to use and feel our boat, so would rather replace the carpet after a period of use, than cover it and never see it, in fear of damaging it.
Rivieras are a complex community of many systems, designed and installed to work in co-operation with each other. In a perfect world, this would be seamless, however we must be critical at all stages of the vessel’s operation to verify the integrity of anything which is – or should be operating at any one time. (also if something is operating when it should not be! – i.e. bilge/water pumps).
Annex A.
The Ten Year Refit Detail.
A. Electrical
1. Re veneer wooden saloon radio panel
2. Replace perspex radio fly bridge panel
- Supply & install Victron inverter for TV’s
- Supply & install 2 x shore power leads and inlets
- Supply & install replacement chain counter, sender and magnet
- Recondition anchor winch switch
- Supply & install LED Hella stern light
- Remove unused wiring on hard top & seal
- Run inverter power to both TV’s
- Supply & install Fusion CD/DVD stereo with IPOD dock to saloon & remote control and speakers to cockpit
- Supply & install Fusion IPOD/Stereo and speakers to fly bridge
- Supply & install new TV antenna
- Install 40” Samsung LED TV as supplied
- Supply & install new replacement auto pilot with new control head/computer and compass in new position.
B. Hull Work/Dinghy Replacement
1. Polish coach house, gunwales, flybridge top.
2. Check all Flybridge top electrical
3. Respray Muir Thor Windlass
Remove and sell 2001 Zodiac Projet 350, replace with new Brig 380 Eagle, 50HP 4 stroke Honda outboard and Humminbird sounder/GPS/Plotter
C. A/C, Refrigeration
1. Replace A/C control panel in Master Cabin
2. Replace both A/C cooling pumps and all associated hoses and connections
3. Remove galley fridge, upgrade 12 volt wiring, check compressor and operation
4. Remove icemaker, overhaul, test and replace
5. Upgrade A/C flow to forward cabin, install in-line booster fan for flow.
6. Check and overhaul all A/C systems, and utectic freezer
D. Machinery
1. Service both Main Engines/Generator.
2. Remove heat exchangers, and all seawater system, acid wash, clean and replace. Check for any restrictions.
3. Remove Racor filters, clean, replace filters,
4. Renew spares.
E. Riviera Fitoutout and Additionals
1. Replace all interior halogen bulbs with LED
2. Lift Boat, replace Bow Thruster propeller and reseal leg.
3. Renew Saloon Cherry Wood Gloss Top to Fit TV
4. Recondition saloon leather
5. Fit new breezeway covers to cockpit
6. Fit new saloon front breezeway cover
7. Prepare and respray varnish to galley and cupboards
8. Replace galley Amtico flooring
9. Supply and fit custom S/S TV brackets to Saloon
10. Clean Bulkheads and deckhead material in Saloon
11. Replace Helmsan’s deck hatch to flybridge.
12. Replace windscreen wiper arms and blades
13. Replace transom door latch
14. Replace Engine room latch
15. Remove, repair and replace Dinghy Cradle
16. Repair 450KG davit gas struts and wiring.
17. Replace Fender covers
Annex B.
Voyage, Leg 1 Detail. Melbourne/Gold Coast
2030, 8th April, 2011, Departed Docklands. Wind NW10-15kts.
Our plan to leave Monday the 11th fell apart. An approaching front was promising closed conditions for a week. I was watching well ahead, where strong N’Elies had persisted east of the Prom for a week, so a slim window had opened. We departed at 8.5 knots, as we had to wait for the easterlies ahead to clear, but at the same time, staying ahead of the approaching frontal system.
1200, 9th April, Arrive Refuge Cove, Wilson’s Prom.
After scribing the year 2011 on our name board ashore, we caught the largest King George Whiting I have ever seen. The photo proves it’s 50cm length. We caught a total of four, which fed the crew of four! We had some fantastic Tuna action approaching the Prom.
It was a careful calculation when to depart Refuge, as well ahead, the NElies were still prevailing, hence producing uncomfortable sea conditions. We were waiting for the South Westerlies to catch us. We had lunch and a short sleep, ready to slow steam across the Strait, awaiting the Southerly change.
1600, 9th April, Depart Refuge Cove, Wind NW 10-15kts,
We had an easy evening, Trolling until dark, from where we broke into two watches for the night. The southerly hit us around 2200 – later than expected, which concerned me, as we were too early for the easterlies to subside at Gabo.
0400, 10th April, Off Gabo Island, 30-35Kt Sw’ly, with 3m Easterly swell. (very uncomfortable)
My concerns were realized, as the residual Easterly swell was confusing the building South westerly swell, causing dangerous, short peaks and troughs. As the boat was very heavy – fuel, water, supplies (and beer), she was not handling well at slow speeds. She was bow heavy, so I transferred 1000L of fuel from forward to aft. This completely changed the handling. She stuck her bum in deep, and lifted the bow. All was fine by dawn, and a valuable trim lesson was learned.
1500, 10th April, Bermagui, first fuel stop. 5-10Kt Swly.
Distance, 410nm, 1958L, average of 4.77L/NM, including generator, average speed 10.79kts. Bermagui remembered the boat when Jeff used to take her there. They were so helpful and it was a really enjoyable experience.
0800, 12th April, Depart Bermagui, (via a few fishing spots) 5 kt swly.
This was a dream run – fully planned to have this stretch, with light offshore breezes. We first planned to stop at Sydney, to change crew and pick up my wife and daughter, Carey and Gretel. ALAS! The southerly buster was threatening if we stopped, so we kept steaming – at a very rational trolling pace, with burst of speed at times to clear the turbos. The weather was perfect, and we rock hopped along the shore all the way to Port Stephens, to avoid the southerly set. We did not experience more than 10 kts of breeze the entire way.
1500, 13th April, Arrive Port Stephens
Distance, 300nm (plus some fishing distance) average of 3.7L/nm, average 9.68kts. I really wish we had not had stayed at Port Stephens. To pay $1.92 for fuel (more than 20c more than anywhere else, plus $95 to stay on the fuel Jetty, really soured the experience. Some will disagree, but the unrealistic expense did not encourage us to stay.
0800, 14th April, Depart Port Stephens. Wind westerly, 5 kts – forecast – more of the same.
We could feel the start of the warmer weather. Lines were trolled, and by Sugarloaf, we were “almost” tired of stopping for the next call of “FISH ON”. The tuna were running hard, so the trip was paying dividends, but the average speed was dropping. It didn’t matter.
1500, 15th April, arrive Southport.
Distance 310nm, average of 4.2L/nm, average 10Kts.
This is where the Queenslander in me kicked in. I had spent my whole life until ten years ago in Moreton Bay from a small child, as had my 19yo old son, Tom, who was with me on the trip. We immediately put the dinghy in the water, and sent Tom and George over to the tackle shop at Southport to get some crab pots and bait. So, after a good 32 hours at sea, we didn’t touch land – we went straight to Dux to set the pots in a secret spot – to show the Victorians onboard what Moreton Bay is really like. The next morning produced 4 very sore heads, three mudcrabs and one crushed sandy.
We then took the boat to Hope Island Marina. From there, George and Scott flew back to Melbourne – looking very forlorn. Carey and Gretel joined Tom and me for some well earned family time down the Bay. Carey grew up on her family’s Alfie Pryor built, 38ft Bay Cruiser “Werona”. They spent most of their time at the Little Ship Club at The One Mile, or at Dux. For me, I grew up on my family’s Fleming built 37footer “Antares” – moored at The Bedroom at the times other than attending sailing regattas around the country. It is ironic that my future wife and I never met as kids – it shows that it was a parochial bunch down the Bay in those years – each anchorage’s inhabitants kept to themselves – even if you were only a short walk away.
Easter approached, which called me away for the Brisbane to Gladstone Yacht Race, whilst the family went back down the Bay without me. It shows the importance of ensuring others in your family are competent to handle your boat. Tom, our son, was skippering Antares from a small boy. He sailed, rowed and generally has been about boats since in his nappies. Many have commented on his competence driving Whirlpool.
Handling a Riv is not difficult. Handling any vessel is mostly common sense, practice – and leaving one’s ego ashore. Tom learned without a bow thruster and a single screw, on a vessel 13 tonnes, with only 120hp. It is the best way. (in addition to having a good sailing background). Without that, it is a simple case of getting good tuition – take it slow and carefully and if in doubt – stop the boat and start again. Gretel, our 15yo Daughter, also learned from an early age, and is competent (and licensed).
After the very slow Gladstone Race, aboard the Farr 40 OD Lambourdini (yes we beat the other ones!) it was time for some more days down the Bay with the family, before preparation for the refit at Riviera Aftermarket – the next extremely satisfying and enjoyable experience of the expedition North.
