Posts Tagged ‘Boat’


Selene 66 (73 Feet)

Listed on Yachtworld and available for inspection from Singapore.

At 73 feet in length and very highly spec’ed this is a serious offshore Passage Maker or Coastal Cruiser.

Capable of extended cruising without having to put into port thanks to large fuel capacity, great economy and an impressive list of equipment.
Water Maker, Trash Compactor, Stabilisers, Gensets x 2 , Air Conditioning, Washer, Dryer, Hydraulic bow and stern thrusters and a walk in engine room to name a few.

The full living and dining area of the Selene 66 is on the saloon level and is entered from the cockpit. Owners will enjoy three staterooms with crew quarters aft of the engine room and all staterooms have ensuite heads. The full width master stateroom is complete with a large ensuite, full length closets, and writing desk. The flybridge can be accessed from the stairway in the pilothouse. The Selene 66 flybridge allows for extended deck space that can accommodate a large tender as well as a perfect platform to fish, dive and just relax on.

Machinery spaces aboard are easily accessed through a transom door or main saloon and the engine room features full standing headroom up to 6’2”. All major components are within reach for ease of maintenance. In addition to clean engine room spaces, a massive lazarette includes washer and dryer units stored under a workbench.

Like all Selene yachts, she features fabulous interior woodwork, exotic granite, a selection of glamorous draperies and fabrics, as well as high quality European lighting and interior fittings. She is designed for extended cruising in style, comfort and safety.

  • General

  • Year: 2008
  • Price: $ POA
  • Price Details: + GST & Duty
  • Boat Type: Power
  • Boat Type Detail: Trawler
  • Location: Offshore
  • Hull Material: GRP
  • Engine/Fuel: Diesel
  • ID No: #1322
  • Dimensions:

  • LOA: 73′ 5″ ft / 22.38 m
  • LWL: 62′ 3″ ft / 18.98 m
  • Beam: 18′ 8″ ft / 5.69 m
  • Draft: 6′ 4″ ft / 1.93 m
  • Displacement: 70.25 Tonnes
  • Engines:

  • No. of Engines: 1
  • Engine(s) HP: 610 HP
  • Engine Brand: Cummins QSM11
  • Cruising Speed: 10 kn
  • Max Speed: 12 kn
  • Hours: 1301
  • Builder/Designer:

  • Builder: Jet Tern Marine
  • Designer: Howard Chen
  • Tankage:

  • Fuel: 9,841 L
  • Water: 2,271 L
  • Holding: 870 L

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Measure this Maritimo 73 and she stretches out beyond her official length appellation to near 88 feet. This mighty Australian boat is built to circumnavigate our island continent and waters beyond.

In Australia, the mighty flybridge motoryacht doesn’t get more grandiose than the Maritimo 73. At 24.8m overall it is the largest example of this class I have reviewed. However, Serendipity, the example pictured here, owes its non-standard label – M88 – to its proud owner, who upon running the measuring tape over his fully-optioned new baby discovered it to be 85.13 feet overall, considerably in excess of its given 73 moniker.




Access to the cockpit (which by my rough measurements paced out to around 48m²) proved simple via the hydraulic swimstep set to dockside height. The system allows the platform to be both raised and lowered through a wide range, facilitating easy boarding in most dockside and on-the-water situations.

A large hatch in the cockpit sole opens to present a spaciously outfitted engineroom. As expected on a vessel of this volume there is generous overhead clearance and plenty of working room around the twin C32 Caterpillars. While the space itself is home to a large number of accessories – air-conditioning units, twin generators, watermaker, a proper workbench and tools – it is sensibly laid-out and uncluttered.




A highly visual fuel bank and filtering system occupies the forward bulkhead. I like this setup for two reasons: firstly it allows instant and accurate fuel readings and filter servicing, and secondly the large tanks absorb much of the engine noise, which would otherwise be transmitted through to the master cabin.

Although it is not obvious in the images, Serendipity is a shaftdrive vessel. At this size that is not surprising but it does reflect the company’s philosophy of keeping the engineering as straightforward and low-maintenance as possible.

The boats Maritimo are producing claim fuel-efficiency figures at least the equivalent of any in this class, even those fitted with propulsion systems suggesting top honours in this field. The shaftdrive installations make it simple to ensure the balance of the boat is near perfect, with the engines and fuel tanks low and central to maintain the lowest possible centre of buoyancy. A relatively fine entry and a shallow shaft angle – just nine degrees – combine to deliver a great ride, which is claimed to be as lean as anything comparable on the market.




Even on a windy day with the tide working against us, the combination of power (more than 3000 horses), precision electronic controlling systems, hydraulic bow and stern thrusters, large, easy-to-manage cleats and generous fairleads allowed a stress-free and graceful departure handled by just two of us.

Joining our skipper on the bridge (one of three command centres onboard), I was impressed with the boat’s businesslike navigation station with contrasting social lounger and mezzanine deck behind.

Three top-quality leather helm seats complement the comprehensive dash. A three-screen Pro Simrad multifunction system surrounds Caterpillar displays, a sporty wheel and the digital controllers. Visibility is superb for the skipper and his mates and almost as good for those lounging behind taking in the views.

Cruising up a windy Sydney Harbour the decision had already been made not to push offshore for a coastal sea-trial. Our photography tender was not up to the conditions and time was against us. Trade-a-Boat has extensively sea-trialled three smaller versions of this hull with pleasing results, so I didn’t need to burn valuable time testing this 52-tonne, conventional shaftdrive beast to know it would be impressive.




When you have 25m and three levels to play with the usual design compromises – shoehorning in enough cabins and storage space to satisfy the modern boat owner without creating a catacomb-like maze – are much less of a factor. Even so, I was surprised not to see more cabin layout options offered on the Maritimo website.

While the M73’s internal offering is fairly standard – four cabins and three en suites below, a spacious saloon and aft galley on the mid-level, an equally generous bridge with lounging area and navigation centre up top – the presentation, as can be seen in the photographs hereabouts, deserves praise.

The talents of the company’s skilled local boatbuilders are on display. The timber joinery and upholstery are close to perfectly finished and the extensively-utilised stainless steel is polished to a mirror, with precisely-aligned screw heads.




Highlights of the lower accommodation deck include bountiful storage in all the double cabins, large, well-lit bathrooms and a magnificent interpretation of the classic full-beam master cabin. The pragmatisms of boating life, even on this flag-bearing giant, have been considered, as is alluded to by the fresh, easy-clean approach to the en suites. Yet in two steps you walk from the practical and appealing guest accommodation level down into the contemporary sumptuousness of the master’s abode. An inviting king-size bed is the centrepiece of this retreat. A vessel’s acoustics are a good indicator of the investment a builder has made in quality furnishings and down here there is little chine slap and no echoing to be detected. Rich fabrics complement the heavily-upholstered wall panels and wooden joinery.




Designed and built in Australia, we fully expect Maritimo boats to have the Australian lifestyle afloat front and centre of the creative process. The 73 doesn’t disappoint.

The long saloon makes the most of the natural light without scorching the inhabitants. Large windows provide great views, while the slight overhang of the top deck provides shade during the hottest parts of the day. I noted that it was possible to see down to the waterline while seated, which ensures the large selection of comfortable couched seating for’ard makes the most of the panorama outside.

In keeping with the principles of indoor/outdoor flow the large L-shaped galley occupies the rear half of the saloon, easily servicing the adjacent formal dining table and the aft deck. A household quality Miele oven and cooktop act as the hub situated on gleaming white bench tops. Other features including an island serving/breakfast bar, deep sink, a large-volume side-by-side domestic style fridge/freezer and a pull-out pantry are all easily accessed by the chef from this point..

Aft deck access is provided by a system of custom-built stainless steel sliding doors. Their obvious weight is testament to quality, although it is essential to ensure the catches are in place when underway.

As mentioned earlier the aft deck itself is enormous – around eight metres long and six metres wide. It is augmented by a two-and-a-half-metre hydraulic swimplatform, providing customisable access to the dock or the water as is needed.

A three-seat sunlounger complements a four-seat alfresco dining table. A massive barbecue and wetbar stand by at the ready and a chest-freezer ensures no trip is too ambitious for Serendipity’s food supply.




As things worked out I finished my tour of the Maritimo 73/88 on the front deck inspecting the impressively heavy gear on the bow. From this point Serendipity’s volume is obvious yet it’s softened by generous curves and lines of designers who know a boat’s beauty is 50 per cent of its appeal.

She is certainly a pretty boat, particularly with the deep blue hull finish. She also offers the disarming blend of style and practicality Bill Barry-Cotter is famous for. I like that the company stays true to its beliefs – building the best boats they can for long-term ownership regardless of the whims of the market.

There is no doubt this is one of finest locally-built production boats I have reviewed in recent times.



  • Very well-proportioned for a large flybridge cruiser
  • Engineered for long-term ownership
  • Relatively efficient hull performance
  • First-rate workmanship on display
  • Practical touches where necessary
  • Huge aft deck and hydraulic swimplatform
  • Locally built and serviced



  • Quality sliding doors require vigilance with catches







MATERIAL Fibreglass

TYPE Planing monohull

LENGTH 24.8m

BEAM 6.7m

WEIGHT 52,000kg




FUEL 9500lt

WATER 1700lt




MAKE/MODEL 2 x Caterpillar C32

TYPE V12 turbo-diesel

RATED HP 1572 (each)


WEIGHT 2631 to 2790kg (dry)



SBM Maritimo,

81 Parriwi Road,

The Spit, Mosman,

Sydney, NSW, 2088

Phone: (02) 9968 1222

Email: sbatton@maritimosydney.com.au

Web: sbmmaritimosydney.com.au



Visit maritimo.com.au

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For those who still dont get it.
























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Read the original here at http://www.boatpoint.com.au/reviews/2013/maritimo-m50-cruising-motoryacht-36720


First Australian test of revolutionary, best-ever Maritimo

– Shaft-driven reliability and extra-long cruising legs
– Massive full-beam master stateroom with headroom
– Spacious enclosed flybridge with internal staircase
– Aft galley and bi-fold doors merge indoors with outdoors
– Improved fit and finish with more interior wow via designer Dave Stewart
– Local warranties and solid local dealer support/events
– Switch panels in forward saloon lockers aren’t that convenient
– Skin fittings high on hull sides might leave streaks
– Tighter engine room especially outboard side of engines
– Groundbreaking motoryacht sets new standards
History shows that adversity breeds ingenuity. Not that boat-building doyen Bill Barry-Cotter is scratching to pay the rent. But, he will tell you, the new-boat market is as tough as he’s seen it in 50 years of boat building. It’s no different for plastic surgeons, jewellers and other purveyors or luxury discretionary items. But it’s also true time and tide wait for no man. Or Maritimo.
Enter the new M50 Cruising Motoryacht, a long-range, shaft-driven, ocean-going conveyance that inspires. You get pod-like docking agility from big-bladed bow and stern thrusters, a full-beam/full-headroom master stateroom including dresser/office/en suite, and living spaces or stations from bow to stern that are befitting of a 60 footer.
Supplanting the M48 that racked up 109 builds, the M50 has big shoes to fill. But somehow it totally overshadows its predecessor within a footprint that’s not that much bigger. Indeed, Barry-Cotter has pulled off a magic trick and, in so doing, redefined the 50-footer cruising class with renewed vigour, design smarts and real class.
Compared with the M48, the new M50 has a cockpit that’s four per cent larger, a saloon that’s 9.5 per cent longer, a flybridge balcony that gains 15 per cent in floor space, and a full-beam master cabin that is — get this —  230 per cent bigger!
With an enlarged fuel capacity of 4000 litres, 500 litres more than the M48, the M50 also has a bolstered cruising range of more than 500 nautical miles at 22 knots. Pack your bags. Saddle up. Read on…
– Price premium for a premium product
Thankfully, the M48 has retained much of its value on the second-hand market. At the time of writing, there were a good half-dozen M48s for sale at BoatPoint.com.au and boatales.com.au with asking prices for 2007-2008 models  from $745,000-$829,000.
As tested in 2006, the M48 had a $1.1 million asking price and later models are fetching upwards of $950,000. This intrinsic value bodes well for those who might consider upgrading to the M50. Although you might think the jump up wouldn’t warrant tipping in a half-million or so, we saw an M50 (#6 with bigger D13 800hp engines) all set-up with a boatload of options for serious cruising that was bought by an M48 owner. He was looking at the bigger M56 till the M50 came along and answered all his needs in an easily handled, frugal package.
The boat we drove, M50 #4, was heading for the 2013 Sanctuary Cove International Boat Show before being shipped to the US West Coast. As part of the relaunch process that’s occurred at Maritimo, and designer Dave Stewart’s input, as well as a new in-build survey process, the fit and finish has been lifted.
Rather than build down to a price, Barry-Cotter is building up to a standard to woo today’s discerning buyers. The M50 has a base price of $1.39 million, a premium over the previous M48 acknowledges Barry-Cotter, but the new boat has a lot more kit, a trim level befitting of the price, and a new level of design intellect and nous.
With some options including teak laid decking to swim platform, extra power points, Breezeway cover to inside of flybridge, Volvo controls to cockpit, teak laid decking to flybridge balcony, saloon stainless steel fridge, David Stewart soft furnishing package, twin Recaro helm chairs, 32” Samsung TV to saloon and master cabin, the M50 had a boat-show price of $1.445 million. Watermaker, tender and electronics were still needed.
Meantime, M50 #8 was heading to Steve Batton Marine in Sydney, with optional Euro transom, and Dancing Lady Blue hull to create something different again and turn heads. The new best-seller is most certainly a better boat than its forerunner and the previous Maritimo crop.
– Connectivity and living space are the keys
Aussie-sized cockpit? Tick. Transom amenities centre? Tick. Walkaround decks? Tick. Aft galley? Tick. Enclosed flybridge? Tick. How about full-beam master stateroom? Well, yes, tick! Suffice to say there’s not a lot left wanting on the new M50.
“We design and build the boats for spending time aboard, for long-range cruising, to be practical,” explains Bill Barry-Cotter. He also makes the point that even the American market has changed focus and is chasing fuel efficiency, another strength of his boats, rather than all-out speed these days.
With three cabins and two bathrooms providing sleeping for up to six, plus two on the bridge and/or saloon lounges, the M50 will make a great floating holiday house. Add a watermaker and your autonomous. And with an easily accessible foredeck, an enclosed flying bridge, a big cockpit, and raised saloon, the boat has a bunch of terrific living areas for extended boating.
– Aussie cockpit, with optional layout, and walkaround decks
The M50 and its cockpit sole, saloon floor, ceiling and freeboard have been raised a few inches (5cm or so) over the M48. That means there’s a small step down to the boarding platform, which might result in a drier cockpit when the stern wake catches up as you come off the plane.
An optional hydraulic swim platform with 400kg lift capacity is available, although the standard swim platform is still a decent size. As touched on, you can get an optional Euro transom with aft-facing lounge. That’s breaking even more new ground in the flying bridge market, as this transom was previously the preserve of Sport Yachts aka Cabriolets.
Game fishing isn’t the M50s intent, but with the extended hydraulic platform, some drop-in rails, rod holders and cutting board, you can fish this boat. Otherwise, the central amenities centre will be the hook, with its moulded sink, 24V top-loading fridge/freezer, optional barbecue, hot/cold transom shower, and 240V GPO handy for firing-up the wok for chilli crab on deck.
Storage exists in the transom module, in side pockets — you can turn one of these into an outdoor waste bin, the other can take an optional water-blaster hose — and under the central lazarette lid, which has a compartment for fenders. There’s room between the rear-mounted polypropylene water and black-water tanks, to carry a small folding table and chairs, your crab traps and more.
Deck hardware is nice and chunky for taking wraps of large-diameter ropes. Extra breast cleats have been added to the M50, the Muir windlass in recessed with a saltwater wash at hand, while the recessed walkaround decks that have made Maritimo’s Motoryachts so popular are slightly shallower than the M48 but still perfectly safe for kids, grandmothers and dogs to negotiate.
Back in the cockpit, you might notice the solid flybridge balcony has been extended well aft. This means the cockpit gains greater shade and weather protection. It also makes it easier to run insect and/or shade cloth covers as needed heading north to the tropics.
Just standing at the dock, we couldn’t help but notice the flowing indoor/outdoor living arrangement on the M50 that’s just ideal for boating in this country. With side decks swooping forward, commercial-grade bifold saloon doors, and an internal staircase, the M50 is a wonderfully accessible boat.
– Aft opening galley and raised saloon
Barry-Cotter had a C50 Sport Yacht version of the M50 in the final stages of fitout during our post-test factory visit. The boat was intended for his own use, he said, so it sported an upgraded décor and Miele appliance package including range hood and widened island servery to accommodate a full-sized dishwasher. “Just fill it up, hit start and leave the boat on shore power,” Barry-Cotter said, in anticipation of onboard entertaining.
The aft galley, a design highlight of the M48, has more bench space, a decent splashback and servery. Appliances run from four-burner electric cooktop to convection microwave and domestic-style fridge and freezer, alongside a neat full-height pull-out pantry. A second optional fridge and standard issue icemaker were in a cabinet, opposite, under the staircase to the bridge.
Creating a wet bar, the cabinet top can be used as a mounting spot for a television. But that’s better forward on the flat surface behind the windscreen. With the addition of some soft-rubber matting, the wetbar will double as a neat charging centre, as there’s a 240V outlet nearby. Or plug in the blender at cocktail hour.
To create headroom in the master stateroom below decks, the forward saloon area has been raised two half steps from the galley, while the ceiling liner has been lifted and bridge storage reduced in volume. Along with vastly improved saloon lounges — finally they are long enough to double as daybeds – and a decent dinette, the saloon is now a great relaxation area.
You gain great views from the raised lounges, while side opening windows grant natural ventilation — there’s the option of an additional opening window and range hood near the galley — and the lounge bases lift to reveal valuable storage space. But the big, big improvement to my mind is that improved lounging that now doubles as day or sea berths. Mount a big flat-screen television to starboard, under the windscreen, and you’re set at movie time.
Another big change was the split AC and DC (mainly 24V) switch panels in the overhead cabinets in the raised saloon. The portside cabinet at the saloon entrance is now additional albeit narrow storage. While any addition to storage is welcome, the downside is that the new switch panel location is not as convenient as it was on the M48.
Meantime, the lifted finish includes joinery available in teak satin or high gloss, with square or round edges. We had square edge but high-gloss round edge is the timeless combination. Along with the improved soft furnishings, leather inserts on grab rails, the bigger dinette with bottle holder, ducted air-con, and positive-lock drawer and cupboard catches, plus a whole new expanded LED lighting plan, the M50 has been duly modernised.
– The best master stateroom in its class
The M50 is a three-cabin boat, but nothing like the old M48. In fact, it’s a class-leading accommodation layout. Even the island double bed in the VIP cabin in the bow has been lifted and widened, with various ledges and fiddles to help contain personal effects and even a  glass or two.
Split-doors improve access to the vinyl-lined (no cheap front-runner) his and her hanging lockers, while two drawers pull out from under the bed. The new bedhead, lighting, and soft furnishings create a sense of suave. The escape hatch with insect and shade screen takes care of air and light. There’s scope for a separate AV system and a 240V GPO, too.
The third cabin to starboard is a twin-bunk arrangement and handy storage spot for your soft bags. That said, the twin bunks are said to be slightly wider than those on the 48, there’s air-con and a big hatch, plus a half-height storage locker.  Kids will love it.
But the crowning jewel is the full-beam master stateroom. You arrive via a landing area come dresser/office with desk, pouf, and cedar-lined hanging locker. Forward on the same level is the owner’s en suite, one of two home-like bathrooms each with American-sized showers, solid counters, boosted storage, switchable freshwater to saltwater heads, air-con and hatches. All the plumbing is accessible throughout the boat.ge5347852176509518061
Step down from the landing and the stateroom opens up like an exclusive waterfront hotel suite. There’s a chaise lounge that doubles as full-blown adult-length single bed by the two opening portlights to starboard. Read a book in private or crack the ports and kick back at night.
Offset, the island double berth doesn’t hinder floor space, with a single portlight nearby to create cross-flow ventilation. Lift the mattress base and there’s abundant storage in addition to the low-boy with drawers and dedicated cupboard for your combi washer/dryer.
With dedicated mounting space for a decent flat-screen television facing the bed, the owner’s abode is complete. To recap, you get a single bed, the queen, a dresser and desk, plus en suite, all in your own private midships locale, away from chine slap, generator noise and, presumably, the buzz of the inverter. Such is the calmative effect you should enter with spouse at your own financial risk.
– Climate-controlled penthouse
Meantime, the flybridge is accessed by an internal ladder (over which a gate can be added to contain the kids) and there’s been some remodelling due to the new raised saloon ceiling below. All you really miss out on, compared with the M48, is the dicky seat alongside the helm, which I never much liked at sea anyway, and some sub-dash storage space.
One big expanse of low-glare grey vinyl now runs across before the windscreen, concealing a sink, with a storage drawer below. The new raised dash brow has been designed to accommodate three 15in navigation screens, as is de rigueur on serious cruising boats these days.
Our test boat had upgraded twin Recaro seats — pure luxury for passage-making — as well as a Garmin GRID remote on the armrest that puts you in complete and remote control of the GPSMAP 8000 glass screens (t/c) without needing to lean forward from the helm seat.
Also welcome are the standard bow and stern thrusters, chain counter and wipers with intermediate setting. The Volvo EVC electronic engine controls with single level and optional low-speed and cruise control add to the driving pleasure, while the Webasto sunroof above and side-opening windows provide natural ventilation. There’s access to the air-con units behind the dash and space under the guest lounge base for lifejackets.
The standard guest seating comprises a longitudinal lounge for up to three before a decent teak table. But we saw another M50 with a forward-facing aft return on this lounge that added to the seating — it should be standard on the M50 in our opinion.
We’d also add the optional convertible double bed in the bridge for sleeping the kids on the go, for the skipper during bad nights on the anchor, or for those who snore. The bridge comes with a fridge and you can add a small television, too. As the staircase leads down to the galley, you can waltz up and down with breakie or lunch in hand while cruising.
But the best flybridge feature is surely the extended balcony that’s 15 per cent bigger than the M48’s. In fact, it’s so spacious you could mount twin sun lounges, plonk a bottle of fizz in an ice bucket on a stand, and kick back at anchor while taking in the superlative views. A coveted calm-weather station for sundowners.
– Extended hull and new engine-room layout
The M50 uses an extended M48 hull that is said to give 5-10 per cent  better fuel-consumption, says Greg Haines, Sales and Marketing Manager at Maritimo, owner of an M48, after a delivery from the Gold Coast to Sydney. The extended hull and running surface also leads to greater aft buoyancy to compensate for the fuel shifting to wing tanks in the engine room.
Removing the previous transverse fuel tank and using wing tanks further aft, with an enlarged 4000-litre capacity, has freed up a lot of space in the master stateroom. The downside is the reduced servicing room outboard of the twin 670hp D11 Volvo (test boat), Cummins 715hp QSM11 or upgraded 800hp D13 engines (M50 #6).
Herein a compromise for the full-beam master stateroom. But what would you prefer? Besides, in this day and age of electronic engines, one tends to call the experts for servicing and repairs. As the owner, you deserve to enjoy the living gains instead of giving it over to engines and mechanics.
The M50 has new bigger Lenco trim tabs with oversized flaps that are said to provide a big effect without a lot of drag. We didn’t need the tabs much during our drive, where the boat’s raised freeboard didn’t have a noticeable effect on stability, either.
Although the engine room is busier than Maritimos of old, the engineering has stepped up a notch. Those wing fuel tanks are integral GRP numbers with sight gauges, big inspections/servicing ports and external shutoffs. Each engine had a twin/redundant Racor fuel filter set and the hydraulic oil for the power steering was mounted nearby on the forward bulkhead.
The batteries are kept neat and tidy in rear-mounted boxes, while the air intakes have washable membranes. All the sea strainers come with clear inspection lids, the fluorescent engine-room lighting works off the inverter, while the 17.5kVA Onan will run the entire ship including tropical-strength air-con.
The sizeable 4kW inverter powers the AV systems, 24V fridges, GPO 240V outlets in the galley and a GPO in each cabin for, say, overnight charging. This way, you can hunker down without needing the gennie and drawing ire from surrounding yachties (who will then start up their old smoky diesel engines for power anyway).
There’s increased clearance over the engines and their turbos to prevent the galley floor getting hot — something that happened on early M48s — and renewed focus on reducing engine noise in general.
Elsewhere, like behind the saloon lounges, is terrific and much-improved access to the water pumps, charcoal drinking water filters and air-con units, which drain directly overboard via skin fittings rather than weep into sump boxes.
Note also that the M50 has six bilge pumps, in other words a back-up pump, in the three watertight areas. After extensive testing, Maritimo went with Whale pumps.
Underfloor, in the accommodation area, there are floor hatches to massive storage areas, the hot-water service and valves to switch the toilets from fresh to salt water. These bilge areas are ideal for storing plonk and, with some customisation, game-fishing rods, provisions and more.
The improvements to the boat’s engineering and build in general stem from a new independent six-stage survey process that checks laminates, electrical, engineering, build list, fit and finish and more. Leaks are found and ultimately eliminated via a vacuum process where water is ‘forced’ into the saloon, hatches and engine room.
Meantime, the business end or running gear includes 2 1/4in shafts with a low eight-degree angle (we’re told) spinning 30 x 37.5in five-blade Teignbridge props through 2.037:1 ZF gearboxes. And the variable-deadrise, handlaid hull comes with five-year structural guarantee.
– Sweet performance, big range, across the rev range
We had one of those magical Gold Coast days, sparkling true to the place’s name, where the sea is barely heaving, there’s not even a zephyr, and once clear of the entrance you can’t help but look north, along South Stradbroke Island, and dream about what might be.
As with all Maritimos, the M50 hull delivers across the rev range. We had a bit of tide, give or take a knot or so, while noting an easy transition to plane without needing trim tabs. There was full water but just one-third fuel and not a lot of ancillary items, food, tender or suchlike.
At 1550rpm, heavy-weather cruise of 16 knots saw a respectable burn of 95 litres per hour, 1750rpm returned 20 knots for 123 litres per hour, while 2040rpm gave 25 knots cruise for 165 litres per hour. Top speed offshore was 30.5-31 knots, meaning the M50 should remain a genuine 30-knot boat with the standard 670hp D11 engines. Sea trials with half fuel point to a top speed of 29.5 knots.
According to the official supplied data, 1700-1900rpm is the sweet spot in respect of litres per nautical mile. The former gives 18.55 knots for 126 litres per hour and 6.79 litres per nautical mile, resulting in a safe range of 529 nautical miles. At 1900rpm, cruise increases to a lovely 22.15 knots for 154 litres per hour, 6.95 litres per nautical mile, and a safe range of 517 nautical miles. Trust me, that’s all you’ll ever need, unless you want to sit at 8.65 knots for a range of 1382 nautical miles!
– Innovative leader in the 50ft class
Suffice to say, it was all very comfortable in the climate-controlled flying bridge, lounging in the new saloon, with the aft galley ready to serve, a big adjoining cockpit for outdoor pursuits, and the wonderful accommodation headed by the full-beam master stateroom below decks. It’s the clincher that makes the M50 a one-of-a-kind in the 50-footer shaftdrive league.
In short, this is a much better boat than the M48, which has proven itself with voyages from Queensland across the top to WA, to South Aussie via Bass Strait, through the Newfoundland fjords, hey, we’re even informed of a M48 that was stolen off a ship in the Malacca Straits and used a pirate boat.
Given what it achieves within the footprint, the deeper level of design, the improved quality, we’ll go so far as to say this new M50 could just be the best Maritimo of all time. Your search ends here, but the journey has only just begun.
Price as tested: $1,445,000 with standard 670hp Volvo D11s and optional teak laid decking to swim platform, extra powerpoints, Breezeway cover to inside of flybridge, Volvo controls to cockpit, teak laid decking to flybridge balcony, saloon stainless steel fridge, David Stewart soft furnishing package, Recaro helm chairs x 2, 32” Samsung TV to saloon and master, and more. Watermaker, tender and electronics needed.
Priced from: $1.39 million with standard 670hp Volvo D11 engines and a boatload of standard inclusions include bow and stern thrusters, 17.5kVa Onan, 4kW inverter and more.
LOA: 16.15m
Hull length ISO: 16.15m
Beam: 5.20m
Draft: 1.30m (max)
Weight: Around 22,000kg dry with twin Volvo D11 engines
Sleeping: 6+2
Fuel capacity: 4000 litres
Water capacity: 800 litres (plus 200 litre/hour watermaker)
Holding tank: 300 litres
Engines: Twin 670hp Volvo D11 common-rail diesel inboard engines with shaft drives, 2.037:1 ZF gearboxes, with 30 x 37.5in five-blade Teignbridge props
Generator: Onan 17.5 kVa
Supplied by:
Maritimo Offshore,
15 Waterway Drive,
Coomera, Qld, 4209
Phone: (07) 5588 6000

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Read the original here at http://www.tradeaboat.com.au/reviews/boat/1310/maritimo-m50-motor-yacht-review/

The successful Maritimo 48 has been replaced by the new Maritimo M50 and there’s a lot more than just a little extra hull length in the new boat, discovers Allan Whiting.

The Maritimo M50 continues to improve where the M48 left off.

The enclosed flybridge Maritimo 48 has been the company’s best-seller since it was introduced in 2006 and upgraded in 2011. With more than 100 boats sold worldwide the 48 obviously didn’t have too much that buyers disliked, so its replacement, the new M50, was designed with great care.


The aim was to introduce a full-beam master stateroom, as fitted to the new, larger Maritimos, while retaining the popular layout of the 48. The result of clever juggling of internal volumes is a boat that’s only 600mm longer with 100mm more freeboard, yet boasts a master stateroom that’s more than double the size of the 48’s, along with a flybridge that has 15 per cent more area, a saloon with nearly 10 per cent more space and a larger cockpit. How is that possible?


The master stateroom expansion trick lies in relocating the fuel stowage from transverse, forward of the engine position, to twin longitudinal tanks flanking the engineroom. The location is still in the desirable place, just aft of amidships, to reduce trim changes as the fuel load diminishes, but with the tanks paralleling the engines the M50’s engineroom is shorter. The fuel stowage space in the 48 becomes the M50’s increased master stateroom area, but there’s no fuel-capacity compromise with the M50 tanks totalling 4000lt – up 500lt on the 48’s.


Saloon space has been increased by the additional boat length and by extending the port side of the saloon farther forward. This has also allowed fitment of two L-shaped settees in the M50’s saloon, in comparison with the 48’s one L and a short two-seater.


Flybridge area increases are also down to increased overall length and an extension of the aft flybridge balcony. Because the hull length has been increased the longer flybridge looks fine, where a longer one on the 48 could make it look a tad stumpy.

However, there’s no doubt that the M50 is tall for its length. Our test boat had a light blue hull, which did much to break-up the expanse of the M50’s gelcoat when viewed in profile.


Our test boat was fully loaded, including a lifting swimplatform, so the step height when boarding was ergonomically adjustable. The platform was fitted with rails making it a safe extension of the cockpit area and a possible easily-cleaned fishing zone – just add clamp-on rodholders and table. Maritimo’s aft pod housed an electric barbecue, sink and fridge/freezer, as well as aft-facing, cushion-topped seats and a garage door. Access to the watertoy bin was also via a hatch in the cockpit floor.


A second hatch reveals the typical Maritimo engineroom, with meticulous finish and layout. Side fuel tanks restrict engine access compared with the 48’s forward tank location, but regular service items were easily reached. The optional watermaker was located well aft with access on three sides.


Cockpit space in the M50 is larger than the 48’s and has teak decking, a 3/4-seat lounge, pedestal table and two lazarettes for rope storage or rubbish bins. The portside one on the test boat had a pressure cleaner outlet spigot. To port was a cupboard with duplicate engine and thruster controls. The deckhead was high-gloss gelcoat ‘planked’ moulding with inset LED lights.

Most modern boats strive for a seamless join between cockpit and saloon and the new M50 achieves this desirable feature with a large, three-piece, black-framed tri-fold door that opens and closes with little effort.

A trademark aft galley makes a buffer zone between the wet-area cockpit and the carpeted lounge. Galley flooring is practical wenge/holly and also practical is an island bench with serving-space top and large grabrails. The bench houses a full-sized dishwasher.


The test boat had a Miele fitout option – Dynacool fridge with bottom freezer, four-zone induction cooktop, range hood and microwave – and all were home-sized appliances. Galley kit included a Zip Hydrotap to deliver chilled or boiling water at the press of a button. Fortunately, my better half couldn’t join me for this test, so she didn’t see the M50’s German pantry that’s simply outstanding.


Opposite the L-shaped galley is a varnished high-gloss teak-stainless steel staircase leading to the flybridge. Beneath the stairs is a cocktail cabinet with a Vitrifridge cooler and icemaker, three soft-close drawers and partitioned wine storage bins.

High-gloss stairway cupboard doors open to reveal large electrical control panels; two ceiling cupboards hide more controls and the air-con plumbing, while water pumps and filters are easily reached behind the saloon lounge backs.


The M50’s saloon is more inviting than the 48’s, thanks to lounges that wraparound the space and a larger flip-over table. This carpeted area is a step up from the galley level, making an obvious demarcation between work/play zones and the relaxation region. If you can’t make the long journey back to the wine cupboard opposite the galley there’s additional bottle space under the saloon dashboard and in the table pedestal.


Access to the three cabins is via a carpeted, four-step companionway with LED lighting in the stair risers and a vinyl-faced, stainless steel handrail. The starboard twin-bunk kids’ cabin is similar to that in the 48, as is the forward VIP island-bed stateroom.

However, the master stateroom is a revelation that wouldn’t look out of place in an 80-footer. It’s full-beam in width with ports on both sides and spacious enough to boast two dressing tables, wall mirror, three-seat lounge and ample wardrobe, drawer and cupboard space. Additional storage volume is available under the island bed.

Entry is at the level of the other cabins, through a dressing area and a three-step stairway leads to the cabin proper. The space is divided, so there’s room for his-and-hers dressing spaces and the upper dressing table can be fitted with a full-size folding mirror.

A large-screen TV faces the bed and mounts to the upper dressing table kick panel, while a Miele washer/dryer hides behind a wardrobe door.


The forward and bunk cabins share a large bathroom with separate shower recess and vacuum-flush toilets, but the master stateroom has its own. The bathrooms have ‘planked’ ceilings and ‘tiled’ floors in GRP for a homely feeling. There are LED lights, air-conditioning ducts and 240V outlets in all cabins.

Fit and finish in the three cabins is beautiful and we loved a neat trick the designers have done with the deck support posts that are integrated into the cabin dividing walls. Instead of a traditional metal finish the M50’s posts are printed in woodgrain finish and I defy anyone to pick the difference between real wood and the lookalike. Classy.

Above all this is an enclosed flybridge with easy stairway access, sliding sunroof and teak balcony with railing. The dashboard and instrument panel area was covered in leather-look vinyl with contrasting stitching. Our test boat had optional twin Recaro seats and a flip-over pedestal table, similar to the one fitted in the saloon.


Walkaround decks with moulded bulwarks and fat rails make moving around the M50 quite safe and the foredeck space is ample for a large sunlounge or a tender and crane. There’s a crane pad integrated into the deck moulding.

Large foot switches control the Muir Cheetah windlass and there’s an anchor washer nozzle as well.


Okay, so the M50 looks the goods but how does it go? It goes very well indeed, in the best Maritimo tradition we discovered. The test boat was powered by Cummins QSM engines driving five-blade props via ZF transmissions and shafts mounted at eight degrees. Trim tabs are electrically powered and steering is a one-turn, lock-to-lock power system.

Our test day was fine and calm but an old chop lingered and it was enough to get spray bursts on the screens at WOT. The M50 behaved like other Maritimo hulls in these conditions, feeling solid as a rock. The additional centre of gravity height wasn’t detectable, even when we laid it motionless across the swells to encourage some sway.

This solidity is designed in, with hull, interior moulding and deck bonded together into a monocoque structure and a separate bonded-in engineroom liner. Maritimo hulls are built utilising monolithic FRP below the spray chines with a layer of balsa sandwich from the chine to just under the hull-deck joint.

Despite its bulk the M50 could be thrown into tight turns without any drama: it turned neatly, didn’t lean-in excessively and wasn’t put offline when we deliberately ran through our own wake and that of the photo boat – a Maritimo 58.

At WOT there was engine noise in the saloon and cockpit but on the flybridge, all was serene with the diesels emitting a reassuring hum as the boat tore across the chop. The raised swimplatform deflected most of the stern spray, so the cockpit floor and lounge were only lightly spattered after our performance runs and turns.

Manoeuvring in and out of the tight berths at The Spit in Sydney’s Middle Harbour was a doddle, thanks to cockpit controls and instant engine and remote-control thruster response. Maritimo has never been tempted by pod drives, relying on proved shaftdrives, with bow and stern thrusters.

Like all the models that have gone before it the Maritimo M50 is designed to be seaworthy in the real sense, not a floating entertainment suite.


The standard powerplants are two Volvo Penta D11s set at 670hp. Optional are Cummins QSM11s set at 715hp and powering the test boat. Using both engine makers’ sea-trial data there’s little to choose between these engines, with buyers’ preferences probably coming down to personal choice or service backup. In some areas of Australia, Volvo has the edge and in other regions Cummins’s support is better.


WOT speed is just short of 30kts with Volvo or Cummins power, but we suspect the gruntier QSMs might get there a tad quicker. Claimed economy honours go Volvo’s way with a cruising range estimate of 460nm-plus at 26kts, compared with the Cummins estimate of 420nm-plus. Back at 18.6 to 19kts the range estimate extends to 520nm-plus for the Volvos and 490nm-plus for the Cummins pair.


› Space-clever interior design

› Performance and handling

› Equipment levels

› Fit and finish


› All-white boat looks somewhat bulky

› Transom garage access is restricted


Four years ago Maritimo achieved ISO9001 accreditation, the internationally recognised standard of manufacturing and management excellence. The company claims to be the only production boatbuilder in Australia to be thus accredited. Maritimo says ISO9001 ensures a commitment to total quality management (TQM) and allows the company to diagnose any deficiencies in the supply and manufacturing process and to rectify them immediately.

Maritimo also employs a quality control audit process that we think is unique. Independent surveyors inspect the boats at different production stages and are paid on the basis of reduced warranty claims: they’re actually encouraged to find faults before Maritimo customers do.







MATERIAL Handlaid FRP, solid below waterline and laminate above

TYPE Planing monohull

LENGTH 16.15m

BEAM 5.2m

DRAFT 1.3m

WEIGHT 22,000kg



FUEL 4000lt

WATER 800lt


MAKE/MODEL 2 x Volvo Penta D11-670; 2 x 715hp Cummins QSM11

TYPE Electronically injected turbo-diesel

RATED HP 670hp (each)

PROPS Five-blade


Maritimo Offshore,

15 Waterway Drive,

Coomera, QLD, 4209

Phone: +61 7 5588 6000

Web: www.maritimo.com.au

Originally published in Trade-a-Boat #444, September/October 2013

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HanseYachts buys Sealine

The latest update on the fate of Sealine from Boatpoint.com.au. Read the original article over at http://www.boatpoint.com.au/news/2013/hanseyachts-buys-sealine-40438

Also read the previous story on SEALINE here https://maritimo48.com/2013/06/02/another-one-bites-the-dust-sealine/

German yacht manufacturer purchases English powerboat company

HanseYachts, the second-largest manufacturer of sailing boats in the world, has taken over Sealine GmbH and entered the powerboat market ranked number 12.
In a statement announcing the acquisition, Hanse said that the move marks the consistent expansion of the HanseGroup’s multi-brand strategy and the acquisition of Sealine is a quick way to gain a share of the powerboat market.
“The motorboat market is not only larger than the sailing market, but has also been experiencing growth for some years now contrary to the trend in the sailing sector. Motorboats are also a good way of opening doors to the newer nautical markets, such as China and Brazil.” said Jens Gerhardt, CEO of HanseYachts AG. “I am sure that the sales of both our Fjord motorboats and our sailing boats will benefit from adding the Sealines to our range,” he added.

Following the acquisition of Moody in 2007, Sealine is now the second traditional English brand and the sixth brand overall in the company: Hanse, Dehler, Moody, Fjord, Varianta and now Sealine.
Previously Hanse’s only entry in the motorboat market was the sporty Fjord boats. Hanse said that Sealine now marks a step into the mass-market. For over 40 years, Sealine has been manufacturing luxury motoryachts. The company recently achieved a turnover of around 40 million Euros, however a weak capital base meant the company was forced to file for administration earlier this year.
Production of Sealine boats will be moved to the Hanse production facility in the city of Greifswald situated on the Baltic Sea in Germany. The F380 model announced by Sealine will be completed and is due to celebrate its world premiere at the Düsseldorf Boat Show. There are plans to expand the product range even further in 2014 and details will be announced after Düsseldorf.
Hanse says that worldwide sales will be handled “mainly via the existing Sealine dealers.”

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The next boat battle down under seems well on its way….well at least for one of the combatants. Maritimo announced the evolution of the M50 from the foundation of the Maritimo 48 earlier this year, and lo and behold they had one on display at the Sanctuary Cove International Boat Show (SCIBS) held recently (May 23rd till May 26th).


Maritimo 50


Riviera 50

Riviera on the other hand announced their 50 last year around the time of the 2012 SCIBS, and it was then “officially announced” in September 2012 with a May 2013 Launch Date, but apparently all they had to show of the new boat at SCIBS this week is a “factory mock up”.

All this despite the fact that we are told it is computer designed with “Unigraphics 3D software”. If they coupled their computer files with a 5 Axis CNC milling device then they would be on the fast track to produce moulds and a prototype well ahead of the pack.

However we then learn through press statements that ” while much of the componentry, the plugs and moulds can be produced in Taiwan, Riviera will not consider manufacturing offshore……”  Mmmmm so are they making moulds offshore ? Seems they quietly snuck that one in ?

In any event whenever Riveria do launch their 50, there may likely be a battle royale between the Marques to get hold of the deposit from Mr Prospective Buyer looking for a Nifty Fifty.

So how do the two Fifty’s stack up against each other, well here’s my take on things.

First up, personal declaration, I’ve owned a Maritimo but never a Rivieria. That said over the last couple of years I believe that Riviera’s internal layout and finishes have taken them back into the lead over Maritimo, whereas Maritimo’s build, liveability features and engineering initially took them well out in front from Riviera in the ‘early years”.

OK onto the Builders published Outline Specs.

M50 Outline Specs

Maritimo 50

R50 Outline Specs

Riviera 50

Straight out of the Gate the main difference between the two boats are POD Drives vs. Traditional Shafts. Up front the POD builders will tell you of POD efficiency, through smaller engines and better fuel consumptions, for similar performance. They don’t tell you of the higher maintenance, corrosion issues and sinking dangers through catastrophic damage. I know of at least one POD boat that broke a POD off and the “safety seals” did not stop seawater to come flooding in.

That said POD’s make handling boats in tight spaces with currents and wind gusts easier and give some people more confidence to tackle these events, but everyone knows that boats with Shafts and Bow and Stern thrusters are also very well mannered in tight spaces. There are also now Joystick systems to work with conventional shaft boats. So why go with POD’s ?

Secondly, I have read several reviews on various Maritimo’s and Riviera’s models that come outfitted with POD’s or optionally Shafts, it seems that performance and economy are not so radically different between the two variants. For what it’s worth Maritimo claim their Hulls with shafts can outperform POD’s. So why go with POD’s.

Next looking at overall length, the Riv 50 is really a 56.5 ft boat, and it will cost you another three feet six inches over the Maritimo (53 ft) for berthing. The M50 also gives you more internal volume with an extra half a foot in beam, which costs you nothing for berthing.

Maritimo re jigged their fuel tank design from the 48 to 50 and you can now carry up to 4,000 litres versus only 3,200 litres for the Riv. The Maritimo also carries a tad more water at 800 litres versus 700. Either way you will still need a water maker for serious cruising.

Accommodation wise the Maritimo now has a ‘classic’ full width Master cabin located close to the COG, which should allow some gentle zzz’s on the water. Fwd cabin with Queen and bunks cabin makes for sleeping for six. At a pinch you could sleep two in the saloon and one child on the Master lounger. It’s said the over under bunks are now a better size. Good as the M48 bunks were definitely for the kids.

Maritimo 50 Full Beam Master

Maritimo 50 Master Lounger


Maritimo 50 Layout

Riviera have not yet published an accommodation layout but it seems from initial sketches there will be no full beam master cabin. At the recent SCIBS they were offering the choice between a Fwd or Aft Master cabin, with Twin side by side bunks on the Stbd side. Given the extra space they get from POD’s (compare the layouts) I guess we might have expected something a bit more trend setting, more like the layout in the Riv 53. In any case it may all change by the time of the launch.



Looking at living and lounging spaces, the Riv has a rear facing twin seat in the cockpit with an optional table. (As seen in the Layout above) It looks a nice feature but is way off the size and practical usefulness of the mezzanine seating and table off the larger boats (63 & 75) for obvious reasons.

Riviera 75 Mezanine Seating & Table

The Maritimo has in place full opening glass rear doors so that the cockpit and saloon can open as one for playing at anchor or perhaps entertaining.

Saloon Doors Cockpit

Maritimo 50 Saloon opens to Cockpit

Where the Maritimo scores big in my opinion is with the flybridge extended aft to give shade to the cockpit and yield an expansive open deck area for lounging, dining and just watching the world go by. That will be an great place to be whether at anchor, in the marina or underway. It’ll be up to each owner to install or arrange fixed or free seating, loungers and tables etc.

Maritimo 50 Aft Deck

Maritimo 50 Flybridge Aft Deck

The Riv designers have added a kid and pet friendly feature  for the swim platform where the two side gates to access the cockpit lock in place to provide a gated swim platform area. Opinions will vary on this, and for myself I would not see me using it and I think it is a bit of a gimmick. If you are serious about protecting kids and pets stay in the saloon or cockpit with the gates closed.


The slide above shows the central entertainment module that Riv have developed for the 50. In truth Maritimo first started make boats this way ten years ago and have perfected the layout and equipment for this.



One last point concerning POD’s vs Shafts and Engineering, take a look at the Profile of the Riv 50  below.


Riviera 50 Profile

Being a POD boat, she has the POD’s as the lowest point on the boat, and that’s the part that will touch what’s below the boat first; be it Mud, Sand, Rock or whatever. Of course that would be very skinny water or bad luck with an uncharted or isolated obstruction, but as they say “Shit happens”

Maritimo 50 Profile

The Matitimo has a deeper keel that is the lowest point on the boat. Also for me her deeper forefoot Hull looks like a much better cruising boat Hull.

While looking at the layouts, take a look at the machinery spaces. The Maritimo has a separate engine room with fixed bulkheads. Immediately aft of the engine room is the separate Lazarette for storing all manner of stuff, in what is a separate compartment.

M50 Engine 1

Maritimo 50 Engine Room FWD

M50 Engine IV

Maritimo 50 Engine Room Aft

As the Riv has PODS, she will likely have one “large” machinery space for engines and POD’s and general storage. Remember if a POD breaks or leaks that is a big space to take water into.

One last word on Engineering, Riviera are specifying Twin Cummins 442 Hp engines for a total horsepower on-board of 884 Hp. Maritimo has twin Volvo D11 670 Hp engines as standard for a total of 1,340 Hp. That is a huge 456 Hp difference between the two. I’d really like to see what performance Riviera claim from that set up.

By comparison the 22 Tonne Riviera 53 was originally launched with Three Volvo IPS 600 with each engine rated at 435 Hp for a total of 1,305 Hp. That Riv 50 standard engine package looks seriously underpowered.

So that is a quick look at the two different offerings of comfortable Aussie Style Cruising for a family.

Price wise we know the Aussie List Price for the Martitimo is around AUD 1.4 million in standard specification. It’s to be noted that Maritimo now seem to build in a lot more “needed” items into their basic spec. A change to the launch days of the 48 when the Enclosed Flybridge Air Con was “optional”.

As for Riviera, they haven’t launched yet so no prices, although we can expect they may want to be tight with the Maritimo pricing.

Leaving sticker price out of it, for me personally if I was looking for a Fifty there could only be one choice, Maritimo.

The Full Beam Master alone is a clincher, but added with the overall flexibility of the Maritimo, her engineering, performance & economy, and the internal space and layout then for me in any case there is only one boat in it.

The top ten points that put the Maritimo ahead of the Riviera for me are as follows.

  1. Master Cabin – Would you really pass over the midships Full Beam Master for a Fwd Master. If yes then you must like chine slap !
  2. Saloon Layout – the new layout with Two L lounges and Dining looks great and practical,
  3. Enclosed Flybridge with aft Deck space – You can have a table & chairs, bean bags or even sun loungers up there. Cocktails anyone ?
  4. Overall Aesthetics – She just looks the business in my opinion and maximises available spaces.
  5. No Gimmicks, just solid features – No kiddies gates just, great layout and livability
  6. Shafts & Thrusters – Low shaft angle efficiency with good Hull design give speed and economy. Why do you need POD’s ?
  7. Storage – Separate Lazarette for toys and cruising gear, upgraded galley storage, great Master Cabin storage features.
  8. Cruising Range & Tankage – you carry 800 litres more fuel. Slow cruise range (10 knots) over 1,200nm (PMY test) Mid cruise range (~16 knots) around 600 nm. That’s serious cruising.
  9. Galley arrangement is traditional Maritimo updated with island worktop & storage make it very practical and elegant.
  10. Open Flow arrangement between Cockpit and Saloon looks great

Any how that is may take on things. I have certainly nailed my colours to the mast, even though we have not yet even seen a Riviera 50, despite the fact it was announced over a year ago. Who knows it may never even get built.

I think one thing is for sure, if anyone is undecided between the two boats then they will definitely get the full attention of both respective sales teams, and likely get a good deal. That said, based on a boat to boat comparison I defy anyone to come up with ten solid reasons why the Riviera is a better buy than the Maritimo.

Just my take on things.

I leave you with some shots of the 50 to show her good points.


Maritimo 50 at speed – Great Flowing Lines


Maritimo 50 Helm

Maritimo 50 Helm



Maritimo 50 – Cockpit & Flybridge Aft Deck



Maritimo 50 Master Comforts


M50 Master Entrance

Maritimo 50 Master Entrance & Vanity


M50 Galley Saloon Cockpit

Galley Island Worktop with good Saloon & Cockpit Access


M50 Dining

Maritimo 50 Dining Table



M50 Saloon Lounge

Maritimo 50 Lounge Seating

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The Lamma IV, a 24 metre boat owned by Hongkong Electric carrying about 124 staff and their family members, with a crew of 3, travelling to watch Fireworks in Victoria Harbour, collided with the ferry Sea Smooth, in waters off Lamma Island at about 8.23pm on October 1, 2012. More than 100 passengers on the boat fell into the water, and at least 39 are confirmed dead. This is the deadliest boat accident in Hong Kong in 40 years. The Fireworks were scheduled to start at 9.00pm, and attracted around 150 spectator vessels. It was reported the Sea Smooth was travelling around 24 knots and the Lamma IV around 14 knots. Visibility was good. It appears the Sea Smooth Port Bow made contact with the Lamma IV Hull in the area of the Stern Port Quarter, where the Engine room compartment is located. It was reported that the impact caused a hole of 9 sq. metres. The Lamma IV engine compartment became inundated with in rushing sea water, causing the stern to rapidly sink to a depth of 15 metres trapping people inside. Eyewitness reports state the Lamma IV was barely visible as a dark shape after the crash. It’s reported the Sea Smooth stayed for around 5 minutes before leaving the scene. Eyewitness reports state the Lamma IV, sank with it’s Bow sticking out of the water within 5 minutes of the collision.


The following drawing was published in the SCMP. It illustrates the differences between the two vessels that collided, and shows how the Lamma IV,  was very vulnerable to a large breach of the Hull in the Engine Room section, or next aft section, which they have called the Sterntube compartment.

The drawing of the Lamma IV shows Five Bulkheads built into the vessel, each of which would either be a sealed bulkhead with no penetration, or have a watertight door to gain access from one section to the next, such as was likely the case between the Engine Room and the Sterntube section.

In some of the news reports, there has been speculation that watertight doors may have been left open allowing more than one compartment to flood.  The investigation will answer that question. If the Sterntube section did as seems likely flood, then there may be additional reasons for that to happen, including additional cracks or openings in the Hull that allowed seawater into that section.

Some survivors have been quoted in the news papers to say that they felt they only had a minute or two after the collision before the Lamma IV aft passenger section was inundated with sea water, and the stern started to slip below the water.

Based on assumptions of the dimensions of the Lamma IV engine room together with the anticipated water flow with a large opening below the water line, I believe it would only have taken around 1 to 2 minutes for the engine room compartment to be filled with more than 80 to 100 tons of sea water.

It is staggering to realise that an opening of less than one square foot, a metre below the sea surface could allow sea water to rush into the vessel at a rate of around 1,000 gallons per minute. Bear in mind that reports mention the opening in the Lamma IV Hull caused by the impact was around 9 square metres.

If there was one watertight door open between the engine room and the sterntubes compartment then at most it would have taken less than six minutes for the compartment to fill with sea water.

These are ‘broad brush’ estimates based on published tables of ‘Estimated Water Flow Rates’, taking into account the size of opening and fall distance. They are also conservative estimates.

With both compartments filled with well over 100 Tons of seawater, and the buoyancy of the aft section removed, the vessel’s stern would rapidly sink, and the vessel upturn into the Bow Up condition as seen in so many photographs.

Anyone trapped in the passenger compartment in the aft section would now be under several metres of water, in a vessel that is vertical, with loose items freefalling down on top of them. A very perilous situation.


To give some support and context to the above assumptions, there follows below an eyewitness report of the aftermath of the collision as recounted by Chris Head, who was seated on the upper open deck of the Sea Smooth. This was published in the SCMP.


Teacher and Lamma resident Chris Head, 48, who was sitting outside at the back of the upper deck of the Sea Smooth, relived the moment of impact and the harrowing minutes afterwards when he thought his 12-year-old son was aboard the stricken vessel the ferry had hit.

“Visibility was fine, it wasn’t crystal clear, there was that haze, but you could see quite clearly. The water was calm,” he said.

“I just heard this enormous whack. I thought we had hit the biggest wave of all time. The force of the collision toppled me out of my seat, I ended up on my hands and knees on the deck. My first reaction was that of shock, just simply ‘wow! what happened?’ I didn’t know if we had hit a rock, a reef, a lighthouse or what.

“Then, because I was at the back of the ferry, I could see the other boat and realised what could have happened. All I could see was this very dark, silhouetted vessel limping away, it was leaning over to one side. It didn’t seem to me like a ferry, it was so dark, there were no lights on it. I thought it was a fishing boat.

“I couldn’t hear any shouts for help or screams, nothing, the boat was just so dark.

“Initially we were trying to put on our life jackets, so we were more concerned with that. But after a few minutes, probably about five, I could see the end of the boat – I couldn’t tell whether it was the bow or the stern – sticking vertically out of the water and I thought ‘Shit! This is real’.


Lastly take a look at the following photographs taken of the Lamma IV as she was lifted onto a Barge to remove her for further investigation.

The massive tear in the Hull caused by the impact can clearly be seen in the Blue Hull. It is also possible the massive impact on the Hull caused other cracks to open further aft.

These are quite chilling photographs as after looking at these it is not hard to imagine just how quickly the stern section would have filled with sea water and sank.

There is an eyewitness report from ‘gac’ on the Lamma Forumn, who saw the Lamma IV as she was lifted onto the barge. He describes the tear in the Lamma IV to be like in an L shape, with a vertical tear from the top of the Hull down to the chine (foot of the side) linking with a horizontal tear along the chine, as illustrated below. In addition there appears for be an opening at the rear bulkhead of the engine room, likely caused by the force of the impact on the Hull shell plate at the time of impact.


So in summary the Lamma IV sank so quickly due to the massive breach of her hull. Her fate was sealed the instant the two vessels collided. As soon as the Hull had been ripped open to the extent it was, then rapid flooding and sinking was the only outcome.

Given the force of the impact, any vessel of the same specification and construction as the Lamma IV would surely have had the same outcome.

The tragedy is that the collision took place in the first place, and the Investigation will seek to provide answers to how could that happen, as well as to “Why the Lamma IV sank so quickly”.

The last two Photos are courtesy of contributors of the My Lamma Forumn.

Lastly I’d like to pay my respects to all those affected by this tragic accident with such a sickening loss of life.

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STOP PRESS………………………..STOP PRESS……………………..READ THIS.  (link to Update.)


STOP PRESS II……………………..STOP PRESS II…………………..READ THIS.  (link to Update.)

Sad to report that M/V Grey Pearl a Nordhavn 62 that AVA LON was berthed alongside in Admiral Marina, Port Dickson, was lost in a Fire when berthed at Yacht Haven Marina in Phuket in early December 2011.

I had followed the travels of Grey Pearl and her buddy vessel SEABIRD as they made their way west from the USA, and it was interesting to see them also making the trip North from Singapore to Phuket Thailand, in October 2011, and for us to be berthed alongside each other in Port Dickson, as well as stopover in Langkawi at the same time.

Here is a screen shot picture of her from my Video of the trip from Singapore to Port Dickson. On You Tube at http://tinyurl.com/7pyyvqd

Aparently she caught fire when the owners were off the boat and back in the US, with no one onboard. With the Marina staff unable to stop the fire at the berth, they managed to tow the blazing yacht out of the Marina and beach her in a nearby river. She would surely have set many other boats on fire, if left in the Marina.

Here is a photo of what was left of her after she was left to burn out over the following days.

You can read the details as provided by a local Newspaper at the following link.  http://www.phuketgazette.net/archives/articles/2011/article11631.html

Thre is also a first hand account of the events over at http://svcrystalblues.blogspot.com/

Also here is a link to the owners blog.  http://greypearl.talkspot.com/aspx/m/416338

Lastly on the subject of fire, here is a link to another blog with a description and video of a rescue from another yacht fire, this time off the east coast of the US.  http://yachtcaptainblog.com/2011/10/

Fires on boats are one of the worst case scenarios and very scary when they happen. As seen from these two incidents, once on fire, it is hard to save the yacht. Prevention is the best defence. Thankfully there were no serious injuries in either incident.

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