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DECEMBER 2021

T H E W O R L D’ S M O S T B E A U T I F U L B O A T S

FATHER TO SON

CLOSE HAULED TO HAWAII 2,400 miles into the wind

German Frers’ new yacht

GLASS CLASSIC GRP Broads cruiser

BOND BOAT At speed in a Fairey Huntsman BOB MCNEIL’S LEGACY

Saving Coronet

ALDEBURGH YACHT CLUB The 120-year photo album YACHTING LIBRARY

The latest books

TIPS FROM TOM CUNLIFFE

Sail an anchor out

www.classicboat.co.uk

A CL A SSIC E N V I RON M E N T FOR T R A DI T ION A L BOATS Birdham Pool is the oldest marina in the UK and our haven for classic and traditional boats. Even its location, just four miles from the historic county town of Chichester, nestled in an Area of Outstanding Natural Beauty, reflects the pace and elegance of a bygone age. S T O R A G E , R E PA I R A N D M A I N T E N A N C E Looking after traditional boats is what we’re exceptionally good at. Our 30 tonne hoist and transport, dry storage ashore and a boat yard of modern

and traditional skills offered by our tenant artisans means we’re geared for storage, repair and maintenance of all watercraft.

To complete the experience, we have five-star customer facilities, café and great transport links complementing the enviable one-hour access to the Solent and sheltered inland location. Birdham is owned by Castle Marinas, a group of 11 coastal and inland marinas each with its own unique character. We are, and always will be large enough to cope, small enough to care.

Boatyard services by

STEFFAN MEYRIC HUGHES, EDITOR

SHAKEN, NOT STIRRED

HUNTSMAN 28 PAGE 42

We’ve gone all carpe diem on Bond at Classic Boat lately. No Time to Die – the film the world was waiting for throughout the pandemic – was finally released, and there was Daniel Craig sailing a Spirit 46 in the Caribbean. It was his last outing as 007, and a neat bookend to his first appearance, Casino Royale (2006) in which he sailed a Spirit 54. We were up at Spirit not long ago, having a sail on their new 30 – their first open dayboat. More in the next issue. Meanwhile, who can forget the boat chase in Sean Connery’s second Bond movie – From Russia with Love (1963)? We were out on a restored Fairey Huntsman 28 this summer, the boat from that film. The Bond boat chases got better and better after that, in Live and Let Die (1973), Moonraker (1979), The World is not Enough (1999) and Quantum of Solace (2008), but there was never any boat with the same class as the iconic Huntsman. And if you don’t like Bond or motorboats, our cover this month, German Frers’ new yacht, is a true one-off, built to his father’s 1940s design and never built until this year. It’s stunning boat, and it’s great to see the rare ketch rig.

COVER PHOTO: JAMES ROBINSON TAYLOR

ISSUE No 400

CONTENTS

classicboat.co.uk Jubilee House, 2 Jubilee Place, London, SW3 3TQ

COVER STORY

EDITORIAL Editor Steffan Meyric Hughes +44 (0)203 943 9256 steffan@classicboat.co.uk Art Editor Gareth Lloyd Jones Group Editor Rob Peake Publisher Simon Temlett Publishing Consultant Martin Nott ADVERTISING Andrew Mackenzie +44 (0)207 349 3779 andrew.mackenzie@chelseamagazines.com Advertisement Production Allpointsmedia +44 (0)1202 472781 allpointsmedia.co.uk Published monthly ISSN: 0950 3315 USA US$12.50 Canada C$11.95 Australia A$11.95 PUBLISHING Managing Director Paul Dobson Director of Media James Dobson Chief Financial Officer Vicki Gavin Group Sales Director Catherine Chapman Head of Sales Operations Jodie Green Publishing Consultant Martin Nott

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4 . FRERS’ YACHT German Frers Sr drew her in the 1940s, and last year, his son German Frers Jr finally had her built 20 . DRAWN TO THE SEA Annual exhibition of the Royal Society of Marine Artists COVER STORY

22 . GRP BROADS CRUISER Broads cabin cruising yacht – all the charm, but in glass 34 . TOM CUNLIFFE How to sail an anchor out 36 . JEFF RUTHERFORD The boatbuilder behind Bob McNeil’s Coronet, Cangarda and Joyant 38 . BOOKS ROUND-UP The latest releases in publishing

For cruising and racing sailors

G E R M A N F R E R S’ NEW YACHT

THE BOND BOAT

CLOSE HAULED TO HAWAII

COVER STORY

42 . THE BOND BOAT At speed on a restored Huntsman 28 COVER STORY

50 . CLOSE-HAULED TO HAWAII A trying 2,400 miles into the wind is enlivened by marine mammals

ALDEBURGH YC

BOB MCNEIL

COVER STORY

56 . AGAINST THE ELEMENTS A century of Aldeburgh Yacht Club 62 . THE BOB MCNEIL LEGACY The late Bob McNeil and his grand restoration projects

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To subscribe, chelseamagazines.com/marine

4 42

12 28 30 32

. . . .

TELL TALES SALEROOM OBJECTS OF DESIRE ADRIAN MORGAN

34 . BOSUN’S BAG 66 . GETTING AFLOAT 78 . LETTERS 82 . STERNPOST

CRAFTSMANSHIP

70 . YARD NEWS 74 . YARD VISIT 77 . BOATBUILDER’S NOTES

Tom Cunliffe

TAKING PART... P AGE 62

CLASSIC BOAT DECEMBER 2021

KEEPING IT IN THE FAMILY This Frers-designed ketch was designed by German Frers Sr in the 40s, but never built until now. This year, the design was finally born as the new Frers family yacht WORDS AND IMAGES RON VALENT

RECLUTA

he Frers dynasty of naval architects spans over 100 years of yachting history. Four consecutive generations, slightly confusingly all called Germán Frers and three of which are still alive and active today in their design offices in Italy and Argentina, have left an indelible mark on yacht design in general and yacht racing in particular. In 1843 the first of the Frers family, also called Germán, migrated to Argentina and soon became a well-to-do landowner in the fast-developing country. When his son Germán Frers II died in 1907 at the age of 40, nine-year-old Germán seemed destined for a life as a farmer as well. But he developed an interest in yachting and admired the yachts imported from Europe that raced regularly on the River Plate, among them some 6-M and three 12-M yachts. He could have used these elegant and fast designs as a benchmark, but instead Germán was inspired by the seaworthiness of the Colin Archer type and his first design in 1926 was the 30ft (9.1m) double-ender Fjord. When this yacht proved its seaworthiness in a storm, his career was launched. Eventually Frers Sr designed more than 600 racing and cruising designs in the following six decades before his death in 1986. He was an innovative designer who became a pioneer in lightweight, racing and cruising yachts. In 1941 Germán Frers Junior was born, and he too has had an amazing career spanning over 60 years. “Being brought up by a naval architect I of course started sailing at a very early age. I spent a lot of time in my father’s office watching him working but also making models to test my ideas.” In 1965 Germán got an invitation to work for S&S in New York. The 24-year-old jumped at this chance to broaden his horizons and work with what at the time was the most famous design office in the world. After three years with S&S and two years running his own offices in New York where he designed several successful yachts, Frers Junior returned to Argentina and further developed his career. Through the 70s, Frers designed an unending series of successful yachts. Enter the age of the Maxis and, in the 1980s and 90s, a succession of ever larger, faster racing machines. One of his clients was Raul Gardini and this eventually led to

CLASSIC BOAT DECEMBER 2021

Above left: German Fres Sr at work, 1940s Above right: Meticulous 1940s Recluta drawings Facing page: At hull speed off Saint-Tropez; The sad wreck of the first Recluta; and German Frers admiring the fine lines of his recreation

Frers entering the America’s Cup for Italy where he once more proved how versatile his design genius was. In between these top-end racing yachts, Frers also built up an enviable record in designing production cruising yachts. He has been the exclusive designer for Nautor Swan for 40 years. He has also drawn many Beneteau and Hallberg Rassy designs as well as some of the largest sailing and motor yachts built at illustrious yards such as Abeking & Rasmussen and Royal Huisman. Lately, the passion for sailing has gone full circle and nowadays, the chances are you will bump into Germán Frers wearing a white polo shirt and a big smile as he collects another prize at the classic events in Spain, France or Italy. “I cannot sail any more in the Grand Prix circuit. I am too old and can’t compete with the young professionals there. But I have found a niche where I can sail with friends and family... and win. I am still a good helm. I also had the chance to sail my childhood love Fjord III at a classic regatta thanks to the generosity of her owner and friend W Scott Perry. My father designed and built this yacht in 1946.” “Recluta sails in an exciting class mainly made up of Frers, S&S and Anker designs. It gives me endless pleasure that in most events of the pre-Covid 2018 and 2019 seasons, Cippino, another of my father’s designs, and Fjord III were the top two boats in their class and that Cippino has won Cannes and Saint-Tropez outright several times. Though of course I would have been happier still if I had managed to beat them too! Ha-ha. “And now I have Recluta. A 67ft ketch, designed by my father in 1942 but never built because of the shortage of materials in Argentina due to the war. This yacht was conceived at the time to replace a Camper & Nicholson-built yacht from 1901 that had been wrecked during a storm on the coast near Cape San Antonio, a headland approximately halfway between Buenos Aires and Mar del Plata. Her owner Charlie Badaracco was participating in a race between these two ports.”

WHY THIS DESIGN? “I couldn’t find one that I really liked on the classic market. None had the right size or the right shape, so I decided on a replica. It makes a lot of sense. When you

ZELMIRA FRERS

RECLUTA

are finished restoring an old boat you eventually get to crawl into a new boat as well, but you have to actually destroy the old one first. Also, it is much more expensive. Now I have very strong and safe boat.” “There are excellent artisan boatbuilders in Buenos Aires but without enough work. After a discussion with them I decided to build the largest design my father had done. He always said it was such a shame she was never built. I wanted to show to the world how good he was. He was a very interesting man. Very curious and a student of naval architecture. He corresponded regularly with all the other great names of his time and wrote to naval architects like Olin Stephens, Uffa Fox, Laurent Giles and Philip Rhodes for instance and he also sailed with Rod Stephens. She is totally classic, plank on frame with no modern materials. A true recreation. She has taken a lot of time to build, three years now with many delays due to the covid restrictions in my country.” Despite being a brand-new boat fresh out of the box, she experienced remarkably few issues in her first regatta season. Of course, she did have her shakedown delivery from South America, across the Atlantic with several storms on the way. Sadly, the only issue was one that seriously hampered her racing performance. The mechanism for raising and lowering her centreboard continuously malfunctioned, leaving the boat with the board jammed down in her first races. After several unsuccessful attempts to repair this, the choice was then made to finish the season with the board up. Was there be a marked difference in performance when the centreboard is in use? “Yes. It increases her draft by 2.1m so she will point higher and be faster as there is less drag coming from the helm. Now the helmsman is constantly fighting the leeway she makes and that of course works as a brake. We really have a problem in light airs without the centreboard but in heavy winds the speed gives her windward ability so there it is less of a problem.” This was evident during Les Voiles de Saint-Tropez in September, where they managed to lower the centreboard about one quarter down and the difference was marked in the heavier conditions experienced there, with Recluta scoring a first and a third against a very competitive field of well-tuned boats. Six of them were yawls designed by Sparkman & Stephens that up 8

CLASSIC BOAT DECEMBER 2021

DESIGN

German Frers Sr BUILT

2021, Buenos Aires LOA

20.4m (69ft 11in) LWL

14.7m (48ft 3in) BEAM

4.6m (15ft 1in) DRAUGHT

2.4 / 4.5m (7ft 10in / 14ft 8in) SAIL AREA

177m2 DISP

33 tonnes

to the arrival of the Frers boats a few years ago dominated this class. “We have a penalty for being a replica, but I don’t really care that much about the results on corrected time. I of course derive enormous pleasure from winning outright; we Argentinians are quite fanatical and very competitive sailors, but for me the challenge is to beat similar-sized boats from the same era as Recluta on the water. She of course is really an ocean racer and not meant for round-the-cans racing in a bay. I built her mainly as a cruiser-racer. I like to cruise so I wanted a boat with a full and comfortable interior for family and friends. She sleeps six in comfort.”

BRINGING RECLUTA INTO THE PRESENT The interior layout is very different to the original, which would have had bunks stuck way in the forepeak for the crew, with the galley there as well. The way down would have been a steep ladder and not the pleasant stairway it is now. There is now a large owner’s cabin in the stern with separate heads and shower. In the forepeak there is a removable partition that creates one large family cabin or two smaller ones with bunk beds. The top ones can be folded up so if you only have one person sleeping there it is even more spacious. The heads compartment in the bow has two doors so it can be accessed from both cabins when it is split. Both heads are large with separate shower and loo and not the usual compromise of shower over the loo bowl. The centre of the yacht is devoted entirely to a spacious and well laid out saloon with a large galley, a table for the whole crew to eat on and ample stowage for cruising. There are also a few modifications to the hull shape: the stern for instance has slightly less overhang and is fuller. “The wider stern is simply to create more space for stowage as that is always a problem on long, relatively narrow boats like this. I am 80 years old. I think I have five or so more years where I can race competitively and cruise comfortably. I wanted to do that in comfort and safety. The coachroof is also a little different to the original, but people now are taller than in 1942. I simply wanted more headroom below.” “The changes are cosmetic. The lines are still completely fair on the lofting floor. I put a big wheel on instead of the little one it originally had. But as I said, I am 80 and want to sail myself and not have a

ZELMIRA FRERS

Clockwise from top left: Recluta during her first sail on Argentina’s River Plate in spring 2021; A relaxed Frers enjoying the power of his yacht; Custom-made bronze winches from the Classic Winch Company; Bright finish in the spacious main cabin; Frers contemplating his father’s drawings; Classic Dorade boxes and custom-made bronze fittings on hatches

CLASSIC BOAT DECEMBER 2021

RECLUTA ZELMIRA FRERS

professional hired person helming while I hang around and go to the stage to collect prizes as if I did it myself. That wheel makes that possible and if people feel I should get a penalty for that I will accept that – but it doesn’t make the boat go faster. I sail with my family. My daughter trims the main. My son is tactician. My grandson is on the coffee grinder all day working hard trimming the big headsails. A family affair!” I had the enormous pleasure of racing on Recluta in Cannes with her very capable and pleasant Argentinian crew, and experienced first hand the promise of things to come from this remarkable but above all beautiful yacht: blistering moments of speed downwind and remarkable acceleration upwind when the puffs hit her. As Frers puts it: “She just heels a bit and goes for it. No weather helm at all – just the will to go faster!” I found her perfectly balanced and a joy to sail. The genius of Frers as a designer is evident in every way. Her crew are passionate about the boat and especially about sailing her and a sail change 500ms from the finish line to gain a few seconds was carried out quickly and happily. Germán Frers is a remarkably modest, gentleman yachtsman of the truest sense although this can certainly also be said of the other two sailors on board bearing that same name. Recluta is a striking and exciting addition to the classic fleet and a force to be reckoned with next year.

clear deck for easy sail

Frers passion in print

handling

In 2002, Barry Pickthall wrote an excellent book about

Above left: A wide,

the first two generations of Frers active as naval Above right: The ketch

architects. The book was called A Passion for Design and

rig in all its glory on the

there is truly no other word in the English language that

River Plate, Argentina

so perfectly describes the emotion that drives this Argentinian family. Passion about sailing, passion about

Below: Hard on the

yacht design and passion about the importance of family.

wind off Cannes

During the building of Recluta, Germán’s daughter Zelmira, herself an interior designer and architect, went

Below right: Zelmira

to visit her father to find out where he was spending so

Frers presents the first

much time lately. It was in a shed there in Buenos Aires

issue of her book to

that she saw the beginnings of Recluta for the first time

German Frers

and became totally inspired by what was happening there. She began to document the process, which has resulted in a remarkable book that gives an extremely personal and emotional insight into this amazing project. The Story Behind Recluta is a beautiful, coffee table work of art that in words and images describes the obvious pleasure and passion that the Argentinian craftsmen were putting into the yacht and how deeply involved Frers himself was in the boat’s construction. An extremely personal and emotional book that is much more than just the documentation of a build process and possibly for the first time reveals in words and images why yachts have a soul that is tangible and there to see and feel. A must-have for any serious lover of classic yachts. The Story Behind Recluta by Zelmira Frers is available for €75,00 through www.thestorybehindrecluta.com

CLASSIC BOAT DECEMBER 2021

Announcing the 2022 CLASSIC CHANNEL REGATTA & LA GRANDE RÉGATE CLASSIQUE MANCHE-ATLANTIQUE

LA GRANDE RÉGATE CLASSIQUE MANCHE-ATLANTIQUE a two week regatta from July 10th to 24th - the programme will be:

THE CLASSIC CHANNEL REGATTA – Dartmouth to Paimpol - July 10 - 16 Including Dartmouth Classics, The Classic Channel Race & Round Île de Bréhat Race

LA COUPE ARMORIQUE - Paimpol to Camaret - July 17 - 19 LA COUPE DES DEUX PHARES - Camaret to La Rochelle - July 20 - 24

Following the cancellation of the 2021 Classic Channel Regatta and the 2020 Dartmouth – La Rochelle Race, the Classic Channel Regatta is teaming up with the Yacht Club Classique to run this special combined regatta bringing together an international fleet of classic yachts and their crews for an exceptional two weeks of friendly racing and informal social events. Four historic ports provide the perfect backdrop for a varied series of both inshore and offshore races. Classic yachts designed before 1975 and approved designs built more recently in classic style are welcome. Racing will be to the JCH Classic Handicap which is free. Boats can enter the whole regatta or just stages as they wish.

“Our best week’s sailing ever” - “what a triumph!” - “La Plus Belle Régate du Monde” Just some competitors’ feedback from the last Classic Channel Regatta Full information and pre-registration at: www.classic-channel-regatta.eu Information on the races in France also at: www.yachtclubclassique.com

Tell Tales

UPPER THAMES

Plans unveiled for new classic museum A small team of enthusiasts on the Thames has submitted a major

substantial improvements to the visual character of the boatyard,

planning application that would develop the famous Hobbs Boatyard

befitting a site of such prominence and setting it far more sensitively

site and create a riverside classic boat museum.

within its riparian surroundings.

The application stems from wooden boat champion Adam Toop (inset, left), who is the owner of the Rose Toop Collection, the

“In addition to safely storing, maintaining and showing the Collection and archives, we are equally committed to nurturing the

significant collection of Thames and river-related

boatyard as a vibrant, traditional boating hub on

classic boats and artefacts that was assembled

this key reach of the upper Thames.

by Bill Rose (inset, right), who died earlier this

“Our plans include new floating moorings and,

year. Shortly before Mr Rose’s death, Toop was

as access to this part of the river can be difficult

able to announce the acquisition of the Hobbs

during the busiest summer months, we are

Boatyard site to house the collection. He said:

committed to providing complimentary use of the

“After an exhaustive search of nearly ten years,

new facilities in support of recognised clubs and

we were truly delighted to finally acquire the

societies that promote the use and conservation of

perfect new home for the Rose Toop Collection

traditional, unpowered craft.

– Hobbs Boatyard on the Wargrave Road. “Over the past 12 months we have been very busy sharing our proposals with many interested

“Against the depressing backdrop of so many boatyards being lost to development, our plans represent a rare opportunity to see substantial

parties, carefully listening to invaluable feedback before factoring it

investment in an important historic boatyard at the very heart of

into the plans. Our proposals have now been refined and evolved to a

sport and leisure on the upper Thames – investment that will both

point where they represent a truly compelling proposition that

enhance its relevance and ensure its survival moving forward."

provides for dramatically improved facilities and public amenity, along with support for small businesses. Importantly, they also provide for

A planning application was made to the local council and closed on 8 November 2021. For more see rosetoopcollection.com

CENTENARIAN

Tonino, 1911

His Royal Highness Don Alfonso, King of Spain, commissioned William Fife III to design this 10-M yacht, which the king wanted to be able to enjoy himself as helmsman, with a small number of crew, while his other yacht, Hispania, followed as consort with his family aboard. Tonino was the first civilian vessel built by the military Astilleros del Nervion Boatyard in Bilbao and King Alfonso recorded many wins at her helm, at regattas across Europe. The boat raced remained in the King of Spain’s ownership until the Spanish revolution of 1931, when she was sold to Italy. A varied history since then, including a spell racing in the 1986 edition of Vele d’Epoca, Imperia, as shown here, has seen her most recently come under the ownership of The Classic Yacht

TONINO 1911

Experience, the extraordinary project to unite and restore all the existing 10-Metre yachts. Tonino is “currently undergoing a full restoration and will soon be in fine condition”, says TCYE, whose 10-Metre Marga was a fine sight at the Med regattas this summer.

CLASSIC BOAT DECEMBER 2021

TELL TALES ANGLESEY, WALES

Apprenticeship started by Menai Straits owners Owners of the Menai Straits One Design are hoping to reinvigorate

purchasing any MSOD that comes up for sale, one of our class

traditional skills and ensure the future of the class with an initiative

association members came up with the idea of employing an

to employ an apprentice.

apprentice under the watchful eye of and learn from the experience

The MSOD fleet is believed to be the oldest, complete, drop-keel,

of one of our local boatbuilders.

one-design fleet sailed within UK waters.

“The lack of long term non-seasonal

John Begley, owner of one of the boats,

employment here on Anglesey is also

says: “All seventeen boats are here in the

quite an issue for the local area and we

Menai Straits, a few needing some fairly

are looking to do what we can as

extensive remedial works, with an active

responsible members of the

class association fully committed to

community.”

restoring and keeping these boats in top

The owners have formed the Menai

condition going forward into the future.

Straits Heritage Sailing group to further

“As a class association we have come to

the idea and have arranged a

realise that the number of skilled

partnership with a local boatbuilding

boatbuilders with experience of wooden

firm.

hulls, especially carvel hulls, is diminishing

The group has also consulted with

quickly as artisans are impacted by the

Coleg Menai to apply for charitable

passage of time, as happens to us all.

status and applied for grants to enable

“The majority of association members are

the employment of an apprentice.

also of an age that limits the amount and scope of remedial works that individuals can perform over and above the usual annual

Interviews took place and the first apprentice has started work successfully this winter.

re-varnishing, anti fouling etc.

John says: “We are seeking the endorsement of one of more

“With this in mind and wanting to involve the general population

sailing celebrities and/or sponsors to help promote our aims.”

of the area more in crewing, hopefully helming and possibly

Contact the group at menaistraitsheritagesailing.com

UK SAIL TRAINING

Charity seeks £1.5m to buy boat

WORD OF THE MONTH

The UK’s largest youth development sail training charity has

that a week-long voyage on one of our iconic vessels, with

launched an appeal to raise £1.5m to buy a yacht to take

support from our experienced youth development sailing

FAVOUR, TO

young people to sea.

team, gives these young people the opportunity to change

To be careful of; also

their lives.

to be fair for. "Favour

Tall Ships Youth Trust has a fleet of four 72ft Challenger yachts and a 55ft ketch, which enables the charity to take

“However, with limited capacity, we’re currently unable

1,000 young people to sea every year.

her" is purely a

to meet the demand, meaning hundreds

seaman's term; as

of young people are going unsupported.

when it blows in

launched in October, aims to raise the

This is why we’re launching this appeal

squalls, and the vessel

money to buy and refit an additional

and why we have to act urgently to

is going rap-full, with

70-80ft yacht with 10-12 berths,

commission this additional vessel as

a stiff weather-helm

increasing its sea-going capacity by

quickly as possible.”

and bow-seas.

Its new LifeChanger Appeal,

around 250 young people a year.

Tall Ships Youth Trust youth

Funds would also cover three-

"Favour her boy" is

ambassador Katie Craven, aged 18, had

"ease the helm, let

years of running costs and bursaries

been sleeping rough and had been

the sails lift, and head

for 750 young people to go on a

involved in crime when she went on her

the sea." So, in hauling

voyage.

first Trust voyage. She said: “It opened

a rope, "favour" means

my eyes and showed me I can do better.

to trust to the men's

people aged 12-25, has a focus on

It completely changed my life. Every day

force and elastcity, and

supporting those from disadvantaged

onboard is different and you’re always

not part the rope by

backgrounds.

learning something new. You’re with

taking a turn on a cleat,

different people from different

making a dead nip. A

backgrounds, but no-one judges you.

thorough seaman

The trust, which works with young

Some of the youngsters deal with physical, mental or learning disabilities. Some are young carers,

“You have to work together,

while some have been excluded from mainstream education and have been involved in crime. Others have been physically or mentally abused. The charity says the pandemic has only increased the need to support vulnerable young people. Appeal committee chair Vivienne Cox says: “We know

"favours" his spars

regardless. It’s really helped me to manage my emotions and get on better with people.”

and rigging, and sails his ship economically

She now has a modelling contract with a major brand.

as well as

Interested parties should contact James Hudson,

expeditiously.

Director of Fundraising and Marketing: james.hudson@

Sailor’s Word

tallships.org.

Book of 1867 CLASSIC BOAT DECEMBER 2021

TELL TALES

IMAGES ON THIS STORY BY JUERG KAUFMANN/GYC

SAINT-TROPEZ

10 years of Gstaad YC's Centenary Trophy The Gstaad Yacht Club celebrated 10 years of its spectacular

boat to cross the finish line is the winner. The prize-giving saw Troublé

Centenary Trophy with a titanic battle on the water between two

and Olympian’s crew presented with the perpetual trophy created by

former America’s Cup sailors, Bruno Troublé and Peter Isler.

Wakely and Wheeler in London in 1911. A miniature Martelé silver bowl

The two were at the helms respectively of the P-Class Olympian (William Gardner, 1913) and New York 50 Spartan (Herreshoff, 1915), taking part in the 10th anniversary Centenary Trophy race at Les Voiles de Saint-Tropez in late September. The two boats were locked together until the final moments of the race, with Olympian just taking the win. Troublé was helmsman on the French America’s Cup entry in 1980

by Robbe & Berking was given to commemorate the victory, as well as an Imperial bottle of fine rosé Whispering Angel. Alongside the Centenary Trophy, the Gstaad Yacht Club is also behind the Centanarian of the Year trophy, presented at our Classic Boat Awards every April. The 2021 trophy was won by Thalia, owned by David Aisher. Manrico Iachia, Commodore of the Gstaad Yacht Club, said: “This

and 1983, while Isler was winning navigator with Stars & Stripes in 1987

anniversary edition was memorable, with a historic finale. A race that

and 1988.

undoubtedly will remain engraved in our memory. We look forward to

It was the second victory in a row for Olympian, whose restoration Troublé oversaw. Third on the podium was another Troublé find, the

seeing you next year for another edition of the Gstaad Yacht Club Centenary Trophy.”

fellow P-Class, Chips. “An unforgettable regatta!” exclaimed Troublé afterwards. “We had a lot of fun. It reminded me of the America’s Cup.” It was a fitting way to mark the anniversary of the Gstaad Yacht

2011: Bonafide (1899)

Club event, which has become one of the centrepieces of the

2012: Marigold (1892)

spectacular Saint-Tropez regatta.

2014: Olympian (1913)

Twenty three yachts took part in the 10th anniversary race, among

2015: Oriole (1905)

them the Bar Harbor Scud (Herreshoff, 1903), Marga (Liljegren, 1914),

2016: Spartan (1913)

the P-Class Corinthian (Herreshoff, 1911), Eva (Fife, 1906), the New York

2017: Tilly XV (1912)

30 Oriole (Herreshoff 1905) and Lulu (Rabot Caillebotte, 1897).

2018: Tilly XV (1912)

The Centenary Trophy is raced as a pursuit, the competitors crossing the start line according to their handicap, meaning the first

Fife regatta in 2022 Plans are underway to hold a Fife Regatta on the Clyde in June, 2022. The 2020 event had to be cancelled but it is hoped an impressive Fife fleet, including Mariquita, will gather in the summer next year on the waters where the boats were launched. The first Fife Regatta was held in 1998 and they have run every five years or so since then. Organiser Fiona Houston has confirmed that this will not be the last Fife regatta, as some rumours suggested. Details nearer the time at fiferegatta.com

Winners of the Centenary Trophy:

CLASSIC BOAT DECEMBER 2021

2019: Olympian (1913) 2021: Olympian (1913)

TELL TALES

DEVON

Brixham Heritage Regatta From the cliff tops of Battery Point, looking to the sea beyond

competitive owners of classic racing yachts of the day joined the fleet

Brixham harbour and the breakwater that shelters its waters could be

of working boats in competition. Despite the advantages of the

seen the distinctive rust red sails of a traditional boat sailing west,

modern yachts specialised design the skill and experience of the

writes Sandy Miller. After a brisk walk down to the harbour and onto

fisherman levelled the advantage and racing was hotly contested. King

the breakwater, navigating through the meandering tourists, the red

George V, a keen sailor, was a supporter of the event and presented a

sailed Brixham trawler ketch

cup to be raced for.

Vigilance had turned and was

The golden age of racing at

returning to the harbour entrance

Brixham ended in the 1930s.

from where other classic boats

After the Second World War use

were emerging to take part in the

of traditional sailing boats for

end of season Brixham Heritage

fishing was in decline and with it

Sailing Regatta. They set their sails

the motivation to race. It was not

to the steady north easterly breeze

until the late 1990s that interest

that was gradually clearing the

in racing was reawakened.

persistent gloom of the morning’s

Gradually a small heritage fleet

mist, they proceeded to perform a

of local boats had formed. In

number of sail pasts for the benefit

1997 was decided to race once

of those gathered near the

again for the George V Cup,

lighthouse at the end of the break

renamed the Perpetual

water before commencing on their

Challenge Cup. Since then the

course around the bay of Torbay.

event has flourished attracting

There has been racing of the fishing boats of Brixham since the

many other classic boats, classified in five different classes, and it has become a significant event on the sailing calendar. Next year a bigger

superior sailing ability their livelihoods depended. In the 1920s The

event is planned with a hoped-for fleet of around 40 boats.

LAURENT APOLLON/WINDSUPPORT NYC

1800s. It was extremely competitive, for in demonstrating their

Antigua plans ahead

Antigua Classic Yacht Regatta is hoping to go ahead next year from 30 March to 4 April, after two years of having to cancel. The regatta is one of the highlights of the classic boat year and attracts big classics from around the world, as well as smaller, private yachts that make the voyage from New England and across the Atlantic. Some early winter Caribbean regattas have cancelled their 2021 events amid continuing travel restrictions and Covid concerns. See more and enter via regatta website antiguaclassics.com

Freight by schooner The 1946 schooner Apollonia sailing down the East River into New York Harbour following its first-ever sail-freight delivery of Hudson Valley Malt to three breweries in Long Island City, in August 2021. Apollonia’s visit to New York City also included deliveries to Red Hook, Brooklyn and Manhattan. See schoonerapollonia.com.

CLASSIC BOAT DECEMBER 2021

M A S T ER PI ECE S

R E S TOR AT ION | BE SPOK E YACH TS | W I N T E R S TOR AG E | BE RT HS C L A S S I C S  R O B B E B E R K I N G . D E | W W W. C L A S S I C Y A C H T S . C O M

TELL TALES

Above: Black Diamond, winner of the classic wooden yachts class within the fleet, crossing the start line Far left: Maria Left: Start of second race off Osea Island Inset: Essex Melody Below: Winner of the small smacks class, Kate

MALDON TOWN REGATTA

More power in the tide than the wind

Clockwise from top left: Blue Mermaid bowsprit at the start & winner; Peace winner smacks; Lizzie Annie Special

The early morning fog was beginning to clear as assorted, mainly classic boats crossed

Award; Puritan,

the start line of the Maldon Town Regatta, drifting into a faltering breeze, writes Peter

newcomer to the fleet

Smith. The challenge soon became clear: to round the tidal mark before the flood was too strong in the faintest of zephyrs, causing boats to drift back the way they came. The winner of the gaff-rigged yachts, and the Stella Loadstar, second in classic wooden yachts class behind Black Diamond. However, many others were soon reporting their retirement to the committee boat. That first leg proved too far. Little improved with the start of the second race from Osea Island to Maldon Quay when boats drifted back on the tide. Nevertheless at the prize giving, talk was of the joy of the return of this regatta after a year’s enforced absence. The first-placed large smack was Alberta and Kate was the small smack class winner. The gaff-rigged cruising yachts produced a win for Faith and a second for John Roger’s Essex Melody in the other cruising class.

CLASSIC BOAT DECEMBER 2021

PHOTOGRAPHS BY MERVYN MAGGS

smacks all made it round, and so did half the yachts, like the lovely Albert Strange Firefly,

WINNER

AWARD JENNY MORGAN

A Freshening Wind - Victorian Yachts (0il) J F Morgan RSMA £2,500

ROYAL SOCIETY OF MARINE ARTISTS ANNUAL EXHIBITION

Visitors to the Royal Society of Marine Artists annual exhibition are in for a treat. The RSMA show is an annual open exhibition and shows painting skills by members and

A NEW SET OF CANVAS

non-members. Many paintings focus on classic yachts and

We select seven works from the 2021 edition of the RSMA show at the Mall Galleries in London, but lots more are available be seen online

Morgan for “A freshening wind – Victorian Yachts” in oils.

CLASSIC BOAT DECEMBER 2021

traditional working boats; others show the coastal waters in all its moods, or harbour or historic scenes. It’s been a busy year and this year the collection includes several works by the current president of the RSMA John Scott Martin. So if you are looking for a marine themed artwork for a wall at home, then it really is well worth a look. This year’s winner of the Classic Boat award is Jenny She is a regular exhibitor and a previous winner of this award in 2017. Her details and understanding of the sea are impressive. However, I would like to know which boats she has based her painting on... Peter Smith Paintings can be seen online at rsma-web.co.uk. rsma-web.co.uk

The Building of the Pellew 2 (oil) Richard Sowman £1,500

Figures & Red Sails, Mousehole (oil) Tim Hall RSMA £2,750

Thames Barge Reminder from Hydrogen (acrylic) Denise Cliffen £4,500

Light Airs to the Finish (oil) Jamie Medlin £23,500

Downs Boatyard Maldon (oil) Roger Dellor PS RI ROI £,1050

Standby to Gybe (oil) John Scott Martin PRSMA, PPRBSA FRSA £1,400

CLASSIC BOAT DECEMBER 2021

BROADS SAILER BUILT IN GLASS At 30ft, the new Broads cruiser from Marthan Boats offers good accommodation for a family of five, a great turn of speed, and the ease of maintenance of a glassfibre hull WORDS AND PHOTOS RICHARD JOHNSTONE-BRYDEN

CLASSIC BOAT DECEMBER 2021

JACINDAR

have always believed that the best way to see the Norfolk and Suffolk Broads is from the deck of a local classic sailing craft. For me, it is hard to beat the experience of sailing a gaff-rigged yacht on an open stretch of river with only the sound of the local wildlife or the wind in the reeds to disturb the peace. Unless you already own a classic Broads yacht, one of the best ways to enjoy this experience is to hire a yacht like the 30ft (9.1m) gaff-rigged Jacindar. She is the latest addition to the Martham Boats hire fleet and combines a swift turn of speed with a high-quality bespoke interior that makes her ideally suited for racing and cruising on the Broads. The family-run Martham Boats has been a well known part of the Broadland hire industry for 75 years. Gordon Curtis, who is the son-in-law of the founding Managing Director Jimmy Brown, still runs the business together with his sons Patrick and Ian Curtis. The yard once operated the third largest hire fleet on the Broads and as the company’s name suggests, it’s located on the River Thurne in Martham. The hire fleet is made up of a wide selection of traditionally styled boats, many of which were designed and built by the yard, including motor cruisers, motor launches, Broads yachts and half deckers. The fleet experienced its biggest expansion in 2011 when the Norfolk Broads Yachting Company (NBYCo) sold the majority of its yachts to Martham Boats along with the moulds for the Easticks 28, Farrington 30 and the America Class Broads yachts. The revised line-up provides Martham Boats with the distinction of operating the oldest and largest Broads yachts available for hire in the form of the 27ft (8.2m), gaff-rigged, two-berth Zoe and the 36ft (11m), gunter-rigged, eight-berth America. Having fully amalgamated the former NBYCo yachts into their hire fleet, the Curtis family wanted to continue its gradual expansion by building new yachts using the moulds they bought in 2011, starting with the Farrington 30, which has also been known as the Easticks 30, Facey 30 and Wolstenholme 30. The hull’s lines were drafted by Andrew Wolstenholme in 1982 for the Norwich-based boatbuilder Kingsley Farrington to cater for those who wanted a larger version of Andrew’s successful Farrington 25. Malcolm Watt

CLASSIC BOAT DECEMBER 2021

Above left: With the mast fully lowered, Jacindar passes under the notorious bridge at Potter Heigham en route home to Martham Boats, as another hirer’s holiday draws to an end. The mast’s lead counter weight can be clearly seen Top right: Jacindar in action at the Barton Charter Yacht Regatta

commissioned the first example, Lacewing, which was launched by Kingsley in 1983 and the only one to be built to Andrew’s original drawings. The Acle-based Easticks subsequently bought the mould tool and altered it by adding 4in (10cm) to the freeboard to increase its internal volume for hire fleet use. As the first of the Farrington 30s to be completed since Martham Boats bought the mould, the yard wanted to fit out the hull to its own design for cruising by a family of five. As Ian Curtis explains: “Jacindar’s layout was done the old-fashioned way on the back of a fag packet. The decision to opt for a plywood deck topped with the WEST System epoxy, as opposed to the existing GRP deck moulding, provided us with greater freedom to devise the most effective layout for our needs. Having drawn out the hull shape, we chose the best places to fit the engine, the 6ft 6in (2m) long berths, galley, shower and heads as well as determining the extent of the cabin and cockpit. “The subsequent layout is ideally suited for a family of two parents with two or three children. With a double berth up front you can put the kids to bed early if you want, and still have the double berth and a single berth in the main cabin for when the evening finally draws to a close. I originally wanted to fit mahogany panels with oak panels in the cabin. Unfortunately, I couldn’t secure oak that was dry enough which meant the original panels ended up cracking, so I switched to mahogany panels instead. To make Jacindar as comfortable as possible, she is also fitted with warm air heating, hot water, shower, fridge, double gas hob, oven and grill, USB charging points, a radio with CD player, and an electric lifting cabin roof with 6ft 4in (1.9m) of headroom when raised. The distinctive curved laminated mahogany cockpit coaming was created to maximise the cockpit’s size and ensure that all five hirers could enjoy sailing Jacindar in comfort. After all, people do not hire a yacht to stay in the cabin all week! “The position of the engine within the forepeak on some of the other Farrington 30s meant that the length of mast below the pivot pin in the tabernacle had to be reduced to ensure that the heel of the mast cleared the engine when it was raised or lowered. This in turn increased the height at which the lead counterweight

JACINDAR

Inset: Jacindar’s distinctive curved laminated mahogany cockpit coaming was designed to maximise space in the cockpit so all five hirers can sail in comfort Main: Jacindar’s 410sqft (12m2) gaff rig gives her a swift turn of speed, making her equally suited to racing and cruising the unique inland waters of the Broads

CLASSIC BOAT DECEMBER 2021

JACINDAR

had to be fitted, as well as the amount of lead required. [The lead counters the weight of the mast above the pivot pin so that it can be raised or lowered singlehanded to enable the boat to pass below the various bridges that cross the Broadland rivers.] We managed to avoid both problems in Jacindar by placing the Nanni twin-cylinder 10hp diesel right up in the bow.” Jacindar’s build progressed sedately over a few summers because it had to take second place to the yard’s work for private customers and the hire fleet’s annual winter maintenance. As she took shape, the company’s customers were invited to choose the name, which had to begin with a J, in keeping with the tradition of the yard. The name Jacindar was pulled out of a hat of shortlisted names. As the summer of 2017 drew to a close, Jacindar looked set to join the hire fleet for the 2018 season. Chay McMahon, who has regularly hired Broads yachts for several years with a group of friends including Andy Daly, had already staked his claim to be among the first hirers, as Andy explains: “Ian told us when she was due to be ready, so we firmed up our booking for the Three Rivers Race. Our friend Amy, who has sailed with us for many years, lives near the yard and occasionally dropped in to see how Jacindar was taking shape. She kept telling us, “I don’t think Jacindar is going to be ready in time.” We would then get in touch with Ian who assured us she would be.” Chay McMahon continues, “Ian was true to his word and she was completed just in time for the race. However, it was a close-run thing, because she was launched shortly before I arrived at the yard. As I stepped out of the car, Ian and his team were still getting her ready. I therefore had the honour of taking Jacindar for her very first sail, while Ian stood anxiously on the quayside watching our progress as we sailed off – no pressure! Everyone in our class had a good start to that year’s Three Rivers Race before they encountered light airs and bunched up together further downstream. Fortunately, we managed to sail up past them in virtually no wind and completed the River Ant leg before any of the other boats in our class had even reached the Ant mouth. I soon discovered just how easily Jacindar picks up momentum in even the slightest of breezes. She is a great credit to the yard’s boatbuilding skills and is simply stunning inside. Their 26

CLASSIC BOAT DECEMBER 2021

Top left: Jacindar’s build progressed at a sedate pace as the yard’s usual programme of work had to take priority Top right: The spacious main cabin looking aft with the lifting roof in the fully raised position

JACINDAR DESIGNER

Andrew Wolstenholme and Martham Boats BUILDER

Martham Boats, 2018 LOD

30ft (9.1m) BEAM

9ft 6in (2.9m) DRAUGHT

3ft 6in (1.1m) SAIL AREA

410sqft (12m2)

attention to detail is superb with lovely touches such as the little sink up in the fore cabin. Ian has really thought about the layout which definitely meets his original brief that she had to be suitable for a week’s cruising by two adults with two or three youngsters. In my experience, Jacindar has proved equally suited to cruising and racing. She is a very responsive, fast boat that you can live aboard for a week or two in comfort.” Fellow hirer Phil Barrett, who raced Jacindar in her first Barton Charter Yacht Regatta, agrees with Chay’s sentiments, as he explains, “Jacindar sails impeccably, she is very well mannered, stable and really comfortable. As a hire craft, I don’t think there are many Broads yachts that can touch her. She does not sail quite as close to the wind as some of the other hire yachts, but if you sail her off the wind a bit more she picks up enough speed to negate the amount of course you lose in relation to the wind.” If the idea of racing Jacindar or watching a Broads regatta from the comfort of her cockpit sounds tempting, then why not plan a sailing holiday to coincide with one of the many regattas held during the summer months? Hirers are welcome to enter, by prior arrangement with Martham Boats and the appropriate sailing club, the Three Rivers Race, the Yare Navigation Race, Horsey Mere Regatta, Hickling Broad Regatta and the Barton Charter Yacht Regatta held annually in October (CB400). If, like most Martham Boats customers, the idea of cruising is more appealing, it may be useful to know that it is possible to fit in most of the northern rivers within a few days, while a week’s break should give you time to explore those rivers at a more leisurely pace or enable you to spend a couple of days on the southern rivers. However, it all depends on your own pace, sailing ability and of course the weather. The cost of hiring Jacindar starts at £647 for a four night break. Those interested in buying their own Farrington 30 can discuss their requirements with Martham Boats. A yacht built to the same specification as Jacindar would cost about £170,000 inc VAT. However, the hull moulding offers potential owners the chance to buy a bespoke yacht by choosing the rig, cabin layout, cockpit design and propulsion. See marthamboats.com and wolstenholmedesign.

2 Southford Road, Dartmouth, South Devon TQ6 9QS Tel/Fax: (01803) 833899 – info@woodenships.co.uk – www.woodenships.co.uk

42’ Luke Powell Gaff Cutter launched in 2012. Usual robust construction of larch and oak on sawn oak frames, all bronze fastened. 5 berths including a private double. Used as a private yacht, she has covered over 25,000Nm mostly with a husband and wife crew. Maintained to a very high standard and presented in lovely condition, fully equipped and ready for new adventures. British flagged vessel. Sweden €250,000

43’ Miller Fifer ketch built by Millers of St Monance in 1979, the last boat built at the yard. A very versatile and comfortable yacht with 3 sleeping cabins, large saloon and 2 heads. Bermudan ketch rig, Perkins 115hp diesel new in 2006. Thorough refit over last 2 years has left the boat in good shape, 2021 survey available. A lovely big boat for long distance cruising or as a comfortable country cottage afloat. Devon £70,000

45’ Saunders-Roe Medina Class motor yacht designed and built by Saunders-Roe of Cowes in 1937. Major rebuild in 2010, since cruised over 20,000Nm from the Med to the Baltic. Nominated for Restoration of the Year in 2011 by Classic Boat, described as ‘the epitome of the gentleman’s motor yacht....immaculately restored.’ An exquisitely beautiful motor yacht with a superb history and pedigree. Isle of Wight £245,000

38’ Sparkman and Stephens sloop built in 1979 from cold moulded diagonal mahogany planking. 6 berths with double quarter cabin. Major 2021 refit including new mast, rigging and sails, complete cosmetic overhaul and engine refit. A very eye catching, fast and spacious yacht in lovely condition with lots of new gear. Complete repaint and varnish this season. 2021 survey report available. W. Sussex £69,995

41’ Dickie of Bangor bermudan yawl built in 1956. Heavily constructed in larch on sawn oak frames, laid Oregon pine deck fitted in 1994. Lister Petter 40hp diesel. 6 berths including a double forward. MCA code of practice commercial licence until recently. 2018 survey available. A very attractive and well mannered yacht with lots of space and a good inventory of equipment. Devon £39,500

28’ Holman sterling sloop, built by Uphams of Brixham in 1965, the last of 19 Sterlings built. Mew mast, boom, rigging and sails in 2018. Yanmar 1GM10 engine rebuilt in 2019. 4 berths including a ‘harbour’ double in the saloon. Well equipped yacht, she has been used regularly throughout recent seasons, only selling as owners have purchased a larger boat for long distance cruising. Devon £13,500

45’ Inchcape Motor Sailer built by the Eyemouth Boat Building Company in 1989. Very thorough professional refit over the last 5 years, equipped and maintained to MCA Cat1 standard, ready for a commercial licence if required. Huge interior volume with 6 berths in 2 sleeping cabins. Very well equipped and fully up to date. Ford Mermaid 135hp diesel. A capable live aboard ‘go anywhere’ cruising home. Wales £210,000

25’ Cheoy Lee Laurent Giles Vertue launched in 1963. Usual Cheoy Lee construction with teak planking on ipol frames, both very durable timbers. 4 berths with good headroom under the dog house. Yanmar 1GM refurbished in 2020. New mainsail and running rigging in 2019. Solid little boat with great pedigree and recent refit history. Cornwall £18,000

Another fascinating selection of traditional and classic yachts only from Wooden Ships. Call for true descriptions, genuine honest values and a service from people who know their boats.

Saleroom

By Dave Selby

ONSLOWS

Humour was the last resort Let’s face it, Skegness is not Monaco, and while adverts for the bejewelled principality had only to evoke the glamour and glitz of the millionaires’ playground, as in this 1900 poster, British coastal resorts had to be a little more inventive. In the days before Advertising Standards, British poster

ONSLOWS

artists were mostly grey-blue and yellowbrown colour blind, for example depicting “sunny” Scarborough with ONSLOWS

clear azure skies, golden sands and sparkling seas, as if it were the SaintTropez of the north east. Today’s Tripadvisor trolls

as “The east coast resort that faces west.” It’s a USP certainly,

would have a field day

and says what it does on the tin, but also puts the lie to the

with that as they

adage that honesty pays. However, it was John Hassall (1868-1948) who best distilled

crowdfunded for refunds and formed a victim

the essential ingredients for surviving a British seaside holiday:

support group.

humour and fortitude. His Jolly Fisherman poster with the tag line “Skegness is so bracing,” which translates into “Skegness…

A more honest approach was that of

if you think you’re hard enough,” first appeared in 1908 and ran

Norfolk town Hunstanton

in updated versions into the 1930s. One of the most enduring

which in an effort,

images of British commercial art, this 1930 version is estimated

possibly to avoid riots or

at £1,500-2,000 at Onslows’ 26 November poster auction where

visitors at all, billed itself

the 1900 Monaco concours poster is expected to fetch £4,500-5,000.

CHARLES MILLER LTD

Navy fine dining CHARLES MILLER LTD

roof tile, the demise of the hardtack biscuit, which for centuries had sustained navies and armies, was a day of celebration.

BONHAMS

Offering all the culinary delight of munching on an asbestos

Made from flour, salt and water, the tooth-breaking hardtack was baked four times to remove moisture and give it a shelf life longer than the British Empire. And when soaked in tea or coffee the weevil larvae would float to the surface, either to be relished as extra nutrition by meat eaters or skimmed off by

BONHAMS

Steam radio pioneer The 1891 steam launch Bat, which survives to this day, made history on Lake Windermere in 1904 when with just a stoker on board and no one at the helm, two local inventors on shore successfully demonstrated the

disdainful pasty-faced

first ever known application of controlling a vessel by remote radio

vegetarians. An enduring

control.

’tween decks joke was to send hardtack as post cards to loved ones. This 1901 commemorative plaque (estimate: £80-120) inscribed

Rescued from dereliction in 1966 Bat now resides at Windermere Jetty boat and steam museum. This exquisite wooden planked 1:8 scale model, constructed by renowned model maker KN Townsend in 1985, is of course

“Lest we forget,” marks the

remote-controlled, but more remarkable is its

sea-change year when the Royal

working miniature double-acting twin-cylinder

Navy at last introduced freshly baked bread to reduce the workload of Navy dentists.

steam engine. The 102cm long (40in) model was estimated at £10,000-15,000 in Bonhams’ October marine auction.

CLASSIC BOAT DECEMBER 2021

Jour de Fête, your dream ? This extraordinary Q Boat, ex Falcon/Hayday, is one of the very few still alive today. She has been totally rebuilt by John Anderson in Maine. The same who rebuilt Olympian, Chips and Corinthian. Jour de Fête is a rocket ship! Winner of the Cowes Classics Regatta a few years ago and continues to keep winning other well-known regatta’s such as Imperia, Marseille and St Tropez this year ! She is a beauty. Jour de Fete is very well maintained by a full time skipper and a passionate owner. She is also very comfortable inside. Visible in Marseille. Price Tva incl. 480.000 € Call Bruno Troublé +33 66100 4321 bruno@coyoteandco.eu

Very Rare American Treasure

Designer Franck Paine Lawley and Sons USA LOA : 15m80

Beam : 2m80

Draft : 2m13 Year Built : 1930 - Totally rebuilt 2005 in Maine Lots of recent sails by North Recent engine 2015 Fully equipped

CLASSIC BOAT DECEMBER 2021

Objects of desire AQUARAMA MODEL “The plaything of the very rich back in the 1960s,” says manufacturer Ionian Interiors. “The Côte d’Azur, Cannes, Monaco, Lago di Como… A beautiful model to remind you of that elusive dream.” Perfect for the middle of the dining table. £545

ionianinteriors.com

POSH NUTS For Christmas, or with a G&T in the cockpit after a day’s racing, these fit the bill. Delicious... and dangerously addictive. Three-jar set £18.50; two-jar set £14

cambrookfoods.co.uk

BIG CLEAT Davey & Co were not kidding when they recently announced their intention to bring their back catalogue to life. This 18in (46cm) polished gunmetal pillar cleat has not been made in about 30 years. It forms part of the pillar cleat family. £399 plus VAT

davey.com

PERSONALISED DECKIES Our UK-based readers are being offered free personalisation on Wuzzos premium boat shoes with free shipping (worth £20). To receive this, go to Wuzzos’ home page, scroll down to the “Club Wuzzos” banner and join. Once logged in, select your personalisation on Branklet or Whitaker shoes and discounts will be applied at checkout. Offer ends 31 December 2021.

ROBBE & BERKING CHAMPAGNE FLUTE You can get your hands on one of these elegant silverplated flutes by winning the Centenarian of the Year prize

wuzzos.com

SPINNAKER WATCH

in our CB Awards, but if your yacht is not yet 100 years

A sailing-themed watch is a

old, go to the Robbe & Berking site, where you’ll find the

winner on Christmas Day and

flutes in the fine German silversmiths’ Belvedere Bar

the admirably nautical range

Collection. “The Belvedere drinking vessels resemble the

from Spinnaker will surely do

cannelures of antique columns,” says Robbe & Berking.

the job.

Sipping champagne cocktails from one of these on Christmas Day sounds about right. From €284

shop.robbeberking.com 30

CLASSIC BOAT DECEMBER 2021

Spinnaker-watches.co.uk

The Classic Winch Company C U S T O M M A D E W I N C H E S F O R C L A S S I C YA C H T S.

The choice for discerning classic boat owners worldwide. Proud suppliers of winches for Recluta and Saecwen.

GSM: + 31 6 5230 8465 • Mail: ron@classicwinches.com • Web: www.classicwinches.com

VENTIS T h e C l a s s i c Ya c h t S h i p y a r d info@ventis.nl +31 228 312 542 Vlakwater 7, 1601 EV Enkhuizen, The Netherlands

RESTORATION Adv.Ventis_2020november.indd 1

NEW-BUILD

WOODEN SPARS 28/09/2020 13:55:16

CLASSIC BOAT DECEMBER 2021

CHARLOTTE WATTERS

Adrian Morgan

Sailing over rooftops Adrian’s other boat is a glider...

ho among you have felt at times that seeing the world from a new angle, or height, rather than always at sea level, might be refreshing? I have, and two years ago took up a pursuit that, for lack of time and cash, I had first tasted in my late 30s. Sally II is 84 this year; Baby Jee, a youngster at a mere 44, both classics by any standard. One is a 25ft (6.6m) cruising yacht, the other an Astir Jeans: a 50ft (15m) glider. Nothing in the pantheon of pastimes has as much affinity to sailing as being held aloft by the same basic forces that drive a boat into the wind: lift/drag. “You’ll pick it up easy. You’re a sailor,” they said. Well, up to a point, the sticking point being that wings go from side to side, while sails go up, and there’s no reciprocal sail under water, just a solid keel. Both, however, can be expensive, time consuming, weather dependent and dangerous. Of similarities, drift, whether caused by tidal currents or cross winds, is common to both; they have to be set off to maintain a straight COG. There’s also a little compass mounted on the cowling of my Astir and a GPS with an arrow that points to the home airfield, along with course and distance, which is handy if you are 5,000ft (1,500m) above Morayshire and everything down there looks much the same. High-end gliders will have moving maps, the equivalent to Sally’s chartplotter (as well as all manner of fancy electronic gadgets, similar to their nautical counterparts, from inclinometers to the aerial equivalent of AIS and collision-warning systems.)

CLASSIC BOAT DECEMBER 2021

“Take off is optional, they say. Landing is obligatory.”

But there it ends. I can head directly into wind and at 60 knots in Baby Jee, whereas Sally will make at best six knots in a 900 zig-zag. Ten hours on a boat? Ten weeks. Given some warm, moist air rising, a pilot can stay aloft all day, but not all night; strictly a little before sunrise, to a short while after sunset. Anyway, there is no chance to sleep, although ‘arrangements’ involving tubes solve one of the most basic problems of long flights rather than Sally’s ancient Simpson Lawrence. Harbours, creeks, anchorages? A glider pilot has any number of fields, depending on crop and time of year, to choose from, unless he’s low over mountains. He will carry a chart but, unlike the skipper of a yacht making for a strange harbour, no pilot book to warn of unseen fences, telegraph poles, ditches or banks. For harbour master read farmer, usually friendly, but what about the bull that is ambling curiously over from the far corner of Five Acre? Crucially, there is only one chance to get it right. At 1,000ft (300m) and with no fluffy cumulus for miles, there is only one way, and that is down. Take off is optional; landing is obligatory, goes the old saying. No poking your bow in and getting the hell out when the echo sounder reads 1m (3ft) under the keel. What both gliding and sailing definitely have in common is a total reliance on weather. You can’t fly in rain; well you can, but the distance you can fly from a mile high might reduce from 40 miles to 28. Rain drops on wings aside, like barnacles on a hull – gliders are also said to have hulls – performance will be degraded by squashed bugs on the leading edge. It is surely no shame to admit that, from time to time, sailors and glider pilots gets a little jaded, especially as the weather always seems to break on a Friday – another curious fact shared. And don’t let’s talk about equipment, and the failures thereof: for the b*!&dy outboard that won’t start or leaking stern gland, read variometer on the blink, or aileron u/s. Simple both pastimes are not. Self reliance is all. At least we sailors do not require certificates in triplicate when buying an M9 bolt, and the bolt only costs £2.49, not £12.49 for its glider equivalent. Just my luck to choose two of the most frustrating, expensive and weather-dependent pastimes I know. And two of the most challenging and enjoyable. If sailing is like tearing up fivers under a shower, I wonder what they say about gliding?

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CLASSIC BOAT DECEMBER 2021

BOSUN’S BAG PRACTICAL TIPS FOR THE TRADITIONAL BOATER

WORDS TOM CUNLIFFE ILLUSTRATION MARTYN MACKRILL

HOW TO SAIL AN ANCHOR OUT Much is written about the art of laying an anchor. Quite right too, but what about getting it back on board? These days, most boats above a certain size feature a windlass, often electric, which makes mincemeat of the job. It’s the smaller craft that demand real skill. Foredecks with room for the luckless crew to lean aft and pull with their thighs as much as their arms are rare. It’s not unusual to end up in the dreaded ‘leaning forwards and heaving upwards’ position, which more or less guarantees a sprung lumbar muscle. On a bad day, it can mean a full-on back spasm and incapacity. With a reliable engine, of course, weighing anchor holds no horrors, given a good hand at the helm and sound communication between the ends of the boat. Most of us have long since mastered the art of motoring carefully up to the hook as the foredeck hand gathers in chain. With the cable ‘up-and-down’, a good burst astern plucks the pick from the seabed, we heave in the tackle and off we jolly well go. Sailing an anchor out requires more sophistication. I once cruised with an excellent sailing boat displacing ten tonnes with no windlass and no usable engine. Ground tackle was a 35lb CQR with 40 fathoms of 3/8in chain. For readers of metric persuasion, this translates as a 16kg anchor with 75 metres of 10mm cable. Any attempt to heave that lot up in a stiff breeze isn’t far short of a non-starter, even for a fit 30-yearold. Whoever you are, it’s asking for trouble. In those days my wife and I anchored two-up all the time, so we really cracked the process. The boat was a gaff cutter which gave her a great advantage: she carried her jib on a long bowsprit and, like most of her type, sailed perfectly well without a staysail. With the foredeck clear of a sail banging around she balanced fine, which meant that with the jib sheets led aft we could sail out the hook in relative tranquillity. Here’s how it works: Hoist main and jib. Coil down. Assuming no tide, the boat is now lying head to wind with everything flogging. Overhaul some mainsheet so the boat can bear away, then back the jib. With plenty of cable between you and the anchor, the bow falls off smartly and the overhauled main starts to fill as the boat takes up a close-reaching attitude. Don’t be tempted to try for close-hauled with the main pinned in. If you do, she will be reluctant to gather way and will simply try to luff up. Sheet the jib and sail away on the close reach until the cable snubs. The boat will turn towards the anchor, assisted by the canny helms, until the jib comes aback and whips her onto the other tack. The helm now passes the jib across and sails away again on as close a reach as can be managed, always gaining

CLASSIC BOAT DECEMBER 2021

ground towards the anchor. The cable slackens as the boat comes dead downwind of the hook. The foredeck man gathers in the slack until he sees the chain coming up short again. He then holds the cable on a turn... but see below for a better answer. The boat tacks again and the process is repeated. After coming about two or three times, the cable is much shorter and as the boat sails across the anchor she pulls it out using nothing more than the substantial inertia of her own way. She can then heave to while the hook is brought aboard. The crew wash down, hoist the staysail and crack off for new adventures. There is one serious problem. With a boat of any weight, the chap handling the chain is at risk of hand injury as he snatches his turn against the full weight of the vessel’s way. On my old cutter, the answer was simple. She had an ancient windlass on the foredeck rendered redundant by never having been up to the job in the first place. It did, however, have an all-redeeming feature. It carried a gypsy on its horizontal shaft. The gypsy was sited immediately above the navel pipe down which the chain fell to its locker below. With the pawl and the ‘deadman’ locked off, the gypsy was rock solid. As I hove in the cable, I had only to drop the bight onto the gypsy for it to hold fast. Any slack chain rattled down the hole and I was all set to grab a new bight between the gypsy and the stem-head roller and begin again. It worked famously and I still have all my fingers. The arrangement above was the happy result of pure chance. In today’s parlance, you couldn’t have made it up. Claude Worth, that great yachtsman of the classical period, a man accustomed to weighing anchor with neither engine nor redundant windlass, came up with the best answer. He arranged an enclosed bow roller which carried a pawl. This clattered down onto the chain as it was hove in. It allowed free inward movement and no outward movement at all. Thus, heaving in the slack was easy and you could literally drop it on deck to grab the next load, confident you’d lose nothing. To let cable run out you’d only to pull in an inch to free the pawl then flip it over for it to offer no further impediment. Out went the chain as if the pawl didn’t exist. I’ve seen this arrangement on a number of boats. It’s brilliant, but, as always, there is a potential snag. Don’t ever lie to the pawl. If the tide rises and you’ve fouled the anchor on a short scope you have a real problem. You can’t let out more chain and you won’t have the strength to pull any in either as the bow drags down and the stern rises inexorably, in mute witness to the folly of humankind.

Squadron. His depictions of classic boats, from clinker rowing boats to Edwardian schooners, have made him one of the most sought-after marine artists, and his work forms part of major collections worldwide. He and his wife, Bryony, sail the restored 1910 gaff cutter Nightfall (CB328).

CLASSIC BOAT DECEMBER 2021

FOR THE WORK OF MARTYN MACKRILL, VISIT MARTYNMACKRILL.CO.UK OR MESSUM’S GALLERY, MAYFAIR, LONDON MESSUMS.COM

MARTYN MACKRILL Son of a marine engineer and grandson of a trawlerman, Martyn is Honorary Painter of the Royal Thames Yacht Club and the Royal Yacht

JEFF RUTHERFORD

Mission impossible Jeff Rutherford, who has been behind the world-leading restoration of the schooner Coronet, is one of those boatbuilders you call when you want the impossible WORDS WILL SOFRIN

CLASSIC BOAT DECEMBER 2021

eff Rutherford is the boatbuilder you hire when you have a number of particularly odd goals in mind or a complete out-of-the-box project. Jeff is always learning how to do things better and is constantly seeking artisans who share his endless desire for perfection. To be a member of Jeff’s team means that you must be proud of your work and constantly honing your skillset to be the best at what you do. Jeff prides himself on encouraging his team to take whatever time is needed to do their work better. He is a hands-on proprietor who manages to be actively involved in every aspect of his projects, even with them being separated by 3,000 miles and on two different coastlines. Despite being a California native, Jeff has always considered himself a bi-coastal person. His father’s line of work meant moving the family from Berkley to Boston and then to New York City while growing up. In 1976 at the age of 20, after being fired from a factory job packing boxes, Jeff thought that the life of a Jeff and Gray worked together for over three decades on sailor sounded appealing and flew down to the Caribbean to give three different yachts: Aeolus, a 45ft (13.7m), English gaff it a try. After weeks of walking the docks, he found work with a cutter; Eager, a 55ft (16.8m) Camper & Nicholson; and Canadian expatriot who used his sailboat to transport and sell Viveka, a 74ft (22.6m) Frank C Paine schooner built for a grapefruits. Each week they would load the vessel with thousands relative of JP Morgan in 1930. When asked about Rob Gray, of pounds of grapefruit, sail from Dominica to Guadeloupe, Jeff says that what makes Rob a great customer is his obsession deliver the fruit to the hotels, then sail back to Dominica. Jeff with every detail, all of them needing to be absolutely perfect. would spend his days off enjoying the Caribbean climate, “They just want it the way I want it; they love the process. contemplating life, and watching the locals build their wooden They understand that boat will have a market value of less than boats on the beaches of the island. the amount they are going to put into it. You don’t do this for It didn’t take long for Jeff to realise that sailing from island to an investment; you do this because you want to do the project. island to sell grapefruit was not the life Some guys need broken boats fixed. for him and that what he wanted was Guys like Rob Gray and Bob McNeil to become a boatbuilder. He do this because they like the idea of “You don’t do this for remembered a booth he had seen at the doing the project. They do this because New York Boat Show for the they enjoy the process.” an investment. You do Apprenticeshop, which was located in Jeff is now restoring Gesture, a 57ft this because you want Bath, Maine at the time, and decided to (17.4m) S&S sloop built in 1940. He is leave the Caribbean and head north. also restoring a 24ft (7.3m) motor to do the project” Jeff volunteered at the Apprenticeshop launch built in 1915 and converting it Jeff Rutherford for six weeks but did not get accepted to electric propulsion. He plans to send into their programme. Not willing to it down to Argentina, where he and his throw in the towel, Jeff drove up and wife will use it to explore the hundreds down the coastline of Maine looking for work as a boatbuilder of rural islands that line the delta region near their holiday home. until he found an unpaid opportunity to work on the rebuild of Jeff encourages people to do what they want. “Get a job that the schooner J&E Riggin in exchange for room and board. you enjoy, and don’t worry how much it pays; the money will In 1978 Jeff relocated to the San Francisco Bay area, where he come. You spend more time at work than anywhere else, so you secured a job as a union shipwright. He worked that job for a really got to have a job you like.” Forty-seven years later, he is little less than a year when his boss introduced him to an unusual living by his words and loving every moment. opportunity to help build a new 75ft (22.9m) wooden fishing See pages 22-24 for the story of the late Bob McNeil and his boat in San Leandro. Jeff spent a year and a half seeing that legacy in yachts. project through to completion and from there began freelancing, until opening Rutherford’s Boatshop in 1982. The shop’s reputation and scale of work grew in tandem as Jeff forged strong relationships with the growing number of returning clients like Bob McNeil and Rob Gray. Bob McNeil loved details and loved coming down to the shop to work with Jeff on their projects. After spending years working together on smaller projects, Bob engaged Jeff to restore Joyant, a Herreshoff P-Class Sloop. The restoration of Joyant was a significant milestone for Rutherford’s Boatshop by increasing the shop’s visibility and helping to attract more prominent clients. Following the restoration of Joyant, Bob raised the stakes and engaged Jeff to restore Cangarda, a 126ft (38.4m), steel steampowered yacht, and then go bi-coastal by taking on Coronet, a 133ft (40.5m) schooner located in Newport, RI.

CLASSIC BOAT DECEMBER 2021

A round-up of the latest

BOOKS The lastest releases in the world of maritime publishing are as eclectic as ever, from fiction to travel to practical and historical REVIEWS BY STEFFAN MEYRIC HUGHES

ARCTIC STAR BY TOM PALMER This novel for younger readers tells the fictional story of three young RN recruits who join an Arctic convoy sailing through the frozen northern seas to deliver supplies to Russian Soviets. These Allied convoys, famously hunted by German U boats, are sometimes described as “the worst journeys in the world”, not least because of the high stress suffered by the crews, as they waited, week after week, for

THE CRUEL SEA BY NICHOLAS MONSARATT

a torpedo to slam into their ship and sink them. I’ve started to read this to my ten-year-old son at bedtime – so far, so good! It’s vivid, simple and effective, and in bringing to life a vital, and sometimes overlooked, part of the British war effort, it’s the perfect children’s counterpart to

OK, nothing to do with sailing but an awful

Nicholas Monsaratt’s classic (left).

lot to do with the sea. This is a book that focuses on the vicious Battle of the

Pub Barrington Stoke 2021, barringtonstoke.co.uk, £6.99

Atlantic during WWII when the British Navy desperately tried to keep the supply line between the US and the UK open in

this end, large convoys of slow moving

SAILOR’S BLUFFING BIBLE BY TIM DAVISON

merchantmen were escorted across the

As a winner of Nationals and

Atlantic by the Royal Navy with

Euros over 50 years in various

predictably awful results. The book is

classes, not to mention

fiction but it clearly draws heavily on

blue-water cruising and writing

Montserrat’s own experiences serving as

20 books on sailing, Tim

Sub Lieutenant and eventually

Davison is well aware of the fact

Lieutenant Commander on various

that sailing is, in fact, dreadful.

the face of a sustained and savage attack by the German ‘Wolf Pack’ of U Boats. To

corvettes and Frigates during this epic running battle. As such, the book

Far better, then, to learn to bluff

has the very clear tang of authenticity which makes it both gripping and

it without ever having to get

horrifying in equal measure. This is certainly not a book for the faint

your hair wet. Here is his guide

hearted and Monsarrat pulls no punches in portraying the war at sea for

for sailors and would-be sailors

what it was; savage, remorseless and relentless. The book also conveys

to holding your own in

with great accuracy the extent to which Britain and its allies were caught

conversation and staggering

on the hop in 1939 and also charts the path from rather ad hoc

your audience with your sailing

amateurism at the start of the war to its development into an effective fighting machine. Monsarrat is also clearly a patriot but, thankfully he is

knowledge. If you do decide to bite the bullet and buy a boat,

not blindly patriotic making for a balanced and considered narrative that

Tim provides a jargon buster. For instance, “ready to win” means “hasn’t

looks at the complex relationship with other allies such as the US and

won yet”. And “good racing record” means “lots of 4ths and 5ths but no

Russia. The real star, however, is the North Atlantic which comes across

podium finishes”. The book also includes a guide to the characters in any

exactly as it should; bleak, savage and, yes, cruel. Sam Jefferson

sailing club that must be avoided at all costs. It’s a laugh a minute, and John Quirk’s cartoons are, as always, gold.

The Cruel Sea is still in print and available cheaply as a paperback. For the collector, we found a first ed at £225.

CLASSIC BOAT DECEMBER 2021

Pub Fernhurst Books, 2021, fernhurstbooks.com, £12.99

FAREWELL MR PUFFIN BY PAUL HEINEY

HILLYARD

We somehow missed this one

has before, to offer a complete history of

when it was released back in July,

the yachts designed and built by David

but apparently Bill Bryson has said

Hillyard. The name will need little

“it would be hard to imagine a

introduction to most: with more than

more thoughtful, intelligent and

700 built, the instantly recognisable,

compassionate person to go to sea

double-ended Hillyard – often with the

with than Paul Heiney.” And Griff

telltale twin cabin – is nearly as iconic

Rhys Jones has called it “high

as a Seagull outboard. David Hillyard

comedy on the high seas.” If it’s

was an early ‘production’ builder,

good enough for those guys, it’s

churning out simple, but well-built

probably worth a shot.

family yachts geared towards comfort

by Nicholas Gray This boldly titled book goes where none

and ease of use, but they were not necessarily as slow as the jokes

Pub Bloomsubury, 2021, Bloomsbury.com, £11.69

about them suggest: my own 1932 Hillyard Billy Blue only entered one race in my time as co-ownership, but beat every other boat in the

THE PRACTICAL GUIDE TO CELESTIAL NAVIGATION BY PHIL SOMERVILLE

11-strong, mostly modern, fleet over the line. It helped that it was blowing a Force Six that day, and Hillyards are stout sea boats. Arthur Ransome famously owned two (Lottie Blossom and Nancy Blackett), but we discover here that the novelist Nevil Shute also owned a

It’s lucky this is a step-by-step book because it’s likely that you might

Hillyard – Runagate. Nicholas Gray, author of Last Voyages (2017) and

want its wisdom when all your electrics – including the GPS of course

Astronauts of Cape Horn (2018) presents the story in full, from the

– are on the blink. Of course, you’d be wise to do quite a bit of practice

beginnings to the heyday, alongside sections of photos new and old,

before that moment, but there seems to

showing the yard in its heyday and some of the surviving fleet today.

be a rise in interest in sailing by the stars, part of a disillusionment with relying too

Pub Lodestar Books, 2021, lodestarbooks.com, £20

heavily on technology to carry out so many tasks. The author has been teaching reader through the subject, demystifying

A VERY HAPPY LITTLE WORLD BY MARK LAITY

the aspects that have stymied many

The Thames SC based in the far west London suburb of Surbiton on the

would-be practitioners over the years.

non-tidal Thames, is the oldest river-sailing club in the world and last

The hardbacked book is 150 pages long

year celebrated its 150th year, covered in CB at the time. You might

and comprehensively illustrated with

these days associate dinghy sailing with rubber-clad, spotty teenagers

diagrams and photos.

tearing across

celestial nav for years, and guides the

reservoirs in fast

Pub Adlard Coles 2021 bloomsbury.com, £30

planing – or even foiling craft – but for many years, competitive river-

THE NEW CREW’S POCKETBOOK BY TIM DAVISON

sailing was a sport for gentlemen of the era. And as such, TSC has

If you’ve ever had a new crewman turn up with a

played an amazing

big, hard, wheeled suitcase, or one who catches a

role in the

line on shore then passes it back to the boat

development of not

without first taking it around a bollard – then you

just dinghy sailing,

might like to send a prospective crewmember one

but yachting too,

of these next time! It’s a clearly laid-out, colourful

through innovators

pocketbook that takes the prospective yachtsman

like the yacht designer Linton Hope and the boatbuilder-designer

through everything from what to pack to knots to

Alfred Burgoine, both of whom were heavily involved with river racing

goose-winging a headsail to life on board and

in the pre-war years of the 20th century. TSC is best known for its fleet

lights and shapes. In fact, the newbie who gets

of superlative Thames A Raters, many of which are still sailing today.

through this and understands it would be quite a

Rather poignantly, the foreword is by the late HRH Prince Philip, who

handy crewmember! Those of a linguistic

was an active patron of the club for an astonishing 61 years. One of the

sensitivity may balk at the term “a crew”, but it

great joys of the book is the huge number of top-quality photos that

seems to be across the board these days.

richly illustrate the club’s history from its very dawn.

Pub Fernhurst Books 2021, fernhurstbooks.com, £9.99

Pub Thames Sailing Club 2021, thamessailingclub.co.uk, £POA

CLASSIC BOAT DECEMBER 2021

BOOKS

PRACTICAL SKIPPER BY BILL JOHNSON

THE WINDVANE REPORT, PETER FOERTHMANN

I have to confess, I do sometimes wonder how many of these

This, over 228 pages, is the complete guide

books the reading public can absorb – but they keep coming,

to everything windvane by a man who has

partly because of new blood in the sport, and partly because of

studied, used and built them his entire life.

changes in techniques progressing with experience and

It’s not one to put out for guests, but if you

technology. This one is quite nifty actually. The blurb describes it as

need a windvane self-steering system for a

“the notes you wish you’d written

long voyage, this will be an invaluable

when you attended your sailing

reference.

course” and that’s pretty much what

Pub Wind Pilot Books, windpilot.com/ books, $34.99 (hardback), $28.99 (softback), $8.99 (E book)

it is. The book is supremely clear and easy to navigate and one of the best features are the checklists, to stop you forgetting something important that you last might have heard in a classroom decades ago.

educated engineer who packed it

ESSENTIAL BOAT ELECTRICS, BY OLIVER BALLAM AND PAT MANLEY 3RD EDITION

all in to go sailing and stopped

God help anyone who has to wire his own

counting after 50,000 sea miles. He

boat but, if you are the capable sort who

is also author of the well-known

understands these things, this looks like

Reeds Crew Handbook.

a decent guide, crammed with circuit

It’s also sensibly priced. The author, rather impressively, is a Cambridge-

diagrams, tools needed and tables of

Pub Adlard Coles 2021, bloomsbury.com, £14.99

numbers of things. It starts off so cheerfully! The only things we need to know, we learn, are: fuse size, how much power a thing uses, wire thickness, and

DETAILS OF DINGHY BUILDING BY WNC STIRLING I’ve praised Dick

how long you can run a thing off the battery. Then it gets deeper… and deeper… and deeper.

Pub Fernhurst Books, 2021, fernhurstbooks.com, £16.99

Wynne at Lodestar Publishing before in these pages, and I’ve so again. This and

BULL’S EYE AND BACK CHAT, BY RAY BULMAN

Hillyard (previous

Once past the slightly uninspiring cover and

spread) are two of the

confusing title, this is a treasure trove for

imprint’s latest, and

vintage motorboat enthusiasts. Ray Bulman

both live up to the

(1930-2020) was an offshore powerboat racer

reputation Dick has

and journalist. Not only did he live the

no hesitation in doing

established for producing attractive, clear and relevant books

powerboating life from the early 60s onwards,

aimed straight at his readership. Will Stirling has built over 50 of

but he wrote about all aspects of the subject in

his attractive, clinker dinghies over the last couple of decades –

his columns for Motor Boat & Yachting, titled

that’s as much, or more than, anyone these days. I was lucky

‘Bull’s Eye’ and ‘Back Chat’ (hence the title).

enough, some years ago, to spend the day ribbing out a 14-footer

There is a lot here: 200 full-length columns

with Will, although he also made me sweep the floor as authentic

reproduced as they appeared in the magazine,

apprentice penance! This book is the distillation of his knowledge

and the subjects range from powerboat racing

and experience. So firstly, you’ll want a set of plans. Then you’ll

to piracy attempts, vintage steam launches and

want this book too, which gives practical detail to every step of

motor fishing vessels of the 1930s. The book has

the journey. With those two by your side – and a bandsaw and a

been produced for the Classic Offshore

ton of patience – you could, in theory, build a clinker dinghy if

Powerboat Club (of which Ray was a

you’re brave enough.

commodore) as a tribute to his life’s work.

Pub Lodestar Books, 2021, lodestarbooks.com, £30 (sewn bound), £35 (spiral bound for workshop)

Pub Classic Offshore Powerboat Club, email nickysales@btinternet. com

CLASSIC BOAT DECEMBER 2021

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CLASSIC BOAT DECEMBER 2021

LICENCE TO THRILL We take a ride on a motorboat legend – the Huntsman 28, star of the Cowes-Torquay races and the silver screen WORDS STEFFAN MEYRIC HUGHES PHOTOS JOE MCCARTHY

CLASSIC BOAT DECEMBER 2021

FAIREY MARINE, C/O CHARLES LAWRENCE

HUNTSMAN 28

an you swim? This way please... mind the step.” Sean Connery is perfectly gentlemanly to his unwanted passenger, right up to the moment he stands him on the gunwale of the Fairey Huntress he has commandeered and pushes him into the sea. “Just isn’t your day, is it?” he mutters as he pushes the man overboard. With extra fuel tanks on board, he and Tatiana Romanova (Daniela Bianchi) decide to push on from Istria for Venice. However, the evil organisation SPECTRE has lined up a fleet of larger Fairey motorboats with bazooka-bearing baddies to intercept him, among them a number of Huntsman 28s, they defining model of the Fairey powerboat range.

THE FAIREY TALE The 28 is, according to Charles Lawrence, author of the Fairey bible Fairey – Boats, Raceboats, Rivals and Revivals, “the perfect archetype of the British offshore powerboat… a family cruiser, which also happened to do very well competing against purpose-built racing boats in the Golden Age of British powerboating from 1960 to 1974.” A total of around 600 motorboats were built across the Fairey range, from the little 23ft (7m) Huntress up to the 33ft (10m) Super Swordsman, but the story started long before that, with the founding of the Fairey Aviation Company in 1915, well known for its cutting-edge aeroplanes that included the Swordfish

Above left: This original cutaway drawing from Fairey was used in their marketing Above right: The Huntsman model badge, seen here on the side of the cockpit coaming

biplane, the Firefly, Gannet and even the Fairey Delta 2, which set a world airspeed record of 1,132mph in 1956. It would be Fairey’s last aircraft, and by this time, the company had another interest that had come to fruition, and that was dinghies – lots of them. Fairey Marine, as it was known, was set up in 1946 to soak up the facilities and workforce that the company had accrued during the war effort, and utilise the company’s amazing hot-moulding process, which effectively formed moulded shapes – like hulls – in single pieces of plywood, by gluing layer after layer of wooden strips (first birch veneer and later, agba mahogany) over a mould, then cooking it in an ‘autoclave’ – a huge steam oven. From the factory at Hamble Point, up to 1,000 dinghies a year were built, most famously Uffa Fox’s Olympic-Class Firefly, but also the Swordfish, Albacore, Jollyboat, Five-o-Five and many others. During those post-war years, Fairey was producing more boats than anyone outside of the USA. After the success of their first powerboat – the single-engined Huntress – the twin-engined 28 followed in 1961. It proved to be the not only the defining model but the most popular of all the Fairey motorboats; more than 100 were built in total. The 23 had been a Ray Hunt hull with modifications by Alan Burnard, but this one, although a stretched version of the Hunt hull, is generally credited solely to Burnard. The build is in

CHARLES LAWRENCE

CLASSIC BOAT DECEMBER 2021

Above left: Owner Josh Major and the author on the Solent. Note the huge cockpit, over a half of the boat’s length Above right: The air intake scoops are a defining feature

CLASSIC BOAT DECEMBER 2021

HUNTSMAN 28

seven layers of 2.5mm-thick agba, layered multi-directionally and hot-moulded with glue in the auto clave. The engines were most commonly twin Perkins 6-354 diesels driving the props through straight drives and Borg Warner gearboxes. The very usable accommodation had unusually high headroom (6ft 2in/1.9m) and in standard configuration you got two decent berths, a galley and a heads. But these are only some of the reasons people flocked to buy them. They bought them because of the shape, with the coaming and cabin trunk forming one sinuous line, with the tumblehome at the stern. They bought them for the speed (22-35 knots depending on engine choice) and the string of high-profile successes in the Cowes Torquay races of the 1960s. And they bought them because if the Fairey name is good enough for 007, it’s good enough for anyone.

FIRST LADY In 1967, the model Penny Carter was lucky enough to be bought a Huntsman 28 for her 21st birthday present by her father Kenneth, an auctioneer and racing driver. Penny named her Flower Power in the spirit of the times and kept her at a string of exotic locations from London’s Chelsea to Palma in Mallorca. “We had boats all my life” says Penny (now Leander) today from her London home. “Daddy and I used Flower Power a lot – we loved going to Yarmouth and Cowes on the Isle of Wight.” Back in those heady days, they would cross from Ramsgate to Calais for lunch – “I remember motoring back to England in the dark” says Penny. Another of Penny’s memories from the time was speeding along in the calm water left in the eye of big ferries’ wakes, so she could waterski. Penny and her father did more than lunch and waterski though. Penny, with her father and brother Chris as crew, raced Flower Power in the 1967, ‘68 and ‘69 Cowes-Torquay races. “The first year was flat, and we didn’t have much of a chance of winning – it was a pleasant race and I water skied some of the way!” recalls Penny. The next year, 1968, would prove to be a stiffer challenge, when the weather was so bad the race was nearly called off. Despite a harrowing trip, Penny was 46

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Above: Flower Power (203) racing in the Cowes-Torquay race Below: a story in The Daily Mail on 18 August, 1967, shows Penny modelling some blue oilskin trousers

the first lady home, winning a £100 cheque from race sponsor The Daily Express, presented by Sir Max and Lady Aitken. “Unfortunately, this did not cover the cost of repairing the damage done to Flower Power due to the bashing she got in the rough sea.” Penny’s last race, in 1969, was another calm one, with waterskiing. “My father was a racing driver, and I was modelling – life was really fun” is how Penny sums it up today.

NEVER SAY NEVER AGAIN Fast forward to 2015, and Josh Major, shipyard services director at Suffolk Yacht Harbour, had just become a father and needed a family boat in a hurry. Josh is a lifelong sailor, but has a concurrent love of fast motorboats, along with a lifelong desire to own a Huntsman 28, not least because his uncle had one – Whitewash – when Josh was a child. He found the boat he wanted on the Isle of Wight, still in usable condition and with her original Perkins diesels. Josh got one summer’s use out of the boat before she wound up in the shed at Suffolk Yacht Harbour. “I started by taking the engines out, then the tanks followed, then the electrics… then I thought: let’s just do this once and do it properly,” says Josh. The boat and engines were in good condition at this point, with just two small sections of rot on the hull – testament to the quality of British boatbuilding and engineering in the 1960s. But Josh wanted perfection... and speed. Boatyard supervisor Robert Clarke carried out the hull repairs to the rotten sections. If you are wondering how you repair a hull of such complexity, the answer is surprisingly simple. You cut away a large rectangle in the outermost layer, then ever smaller rectangles as you work your way through the seven layers inwards, ending up with a staggered hole with plenty of shoulders and surface area into which to glue replacement layers of agba. It is a time-consuming process. A common area of failure on Fairey motorboats is the hull-to-deck join, sometimes remedied by running a coaming along the inside angle, something Josh wanted to avoid, as he was after originality as far as possible. He fibreglassed the join instead. Other big jobs included ‘torture boarding’ the

ARTISAN BOATWORKS CUSTOM YACHT BUILDERS

CLASSIC BOAT DECEMBER 2021

HUNTSMAN 28

whole boat for fairness, a complete repaint inside and out in Awlgrip, and all-new systems. Josh has re-engined Flower Power, whose two original engines were still operational – if a little smokey. This is partly for the value of the boat, partly for increased speed and partly because the originals are harder to find spares for these days. He has re-painted the original engines and now keeps them in storage. The modern replacements, Perkins 215C diesels, use the same block and have the same footprint as the original 6.354s, meaning they could be installed without need to change the engine beds or any other infrastructure. The main difference is the power output, at 215hp each, as opposed to the 145hp of the old engines. This means Flower Power now tops out at 37.8 knots. Keeping the original engines in good condition raises the interesting prospect that Josh, or a future owner, could swap them back in. It’s apparently just two days’ work. Power from the new engines goes through the original Borg Warner 1:1 Velvet drives to the propellers. Keeping the steering original was one of the fiddliest tasks. “It’s track-rod steering” explains Josh, “and involves three gearboxes and six ball joints.” It was all rebuilt by hand, at some expense, by a Land Rover specialist and while rougher than a new hydraulic system, it’s part of the originality mantra. The throttles, running gear and lights are all still original, and anything modern, like the heating system and navigation technology, are kept hidden. After four years of intermittent work, Flower Power was re-launched on the evening of 25 June, the day

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Above left: Dockside in Cowes – note the deck, which was recaulked in the restoration. Above right: The forward part of the cabin. Heads and galley are aft Below left: Owner Josh Major lifts the cockpit sole to inspect the port engine Below right: At speed in the Solent

before the start of the Suffolk Yacht Harbour regatta. Josh has used it a lot this summer with his partner Summer and son Otto, now six, on river trips, a few longer journeys, and some evenings and overnighters. I joined Josh for a quick blast in Cowes this summer. Sadly, the port engine was down, but even on one engine, the boat rose to the plane easily. “They are beautifully balanced to drive,” says Josh. One of the peculiarities of the H28 is that the propellers rotate in the same direction, meaning it’s much easier to moor one side than the other because of the prop walk. “She turns in a circle easily one way, and not the other! And because you are sat right over the engine, you get a terrific sense of raw power. The ride is completely smooth.” Apparently the Huntsman lives up to its reputation as a very good sea boat. “The ride is completely smooth” says Josh, “although they are very wet”. The general appeal, thinks Josh, is that the Huntsman 28 “oozes class”. It would have to of course, for James Bond, and it’s hardly a surprise that ever since the huge success of From Russia With Love, the Huntsman and Huntress boats have been known as the ‘Bond boats’. With a recent surge of interest in restoring old Faireys, and the success of Bond’s long-awaited latest outing, it seems it’s no time to die for either. The author would like to thank Charles Lawrence for his knowledge, images and research, Penny Leander for the memories and clippings, Summer Jo for research, particularly in finding Penny Leander, and Josh Major for the ride.

1946 McGruer 42’ Sloop ‘KELANA’ £56,000

1963 Cheverton 33 CRAZY DIAMOND’ £49,500

1961 Robert Clarke 37’ Sloop ‘AN SULAIR’ £38,000

1900 McGruer 19-24 Clyde Class ‘SHIREEN’ £9,950

www. mcyachts.co.uk Email: mark@mcyachts.co.uk

Find full details of all listings on our website

YOU BRING PASSION & ENTHUSIASM WE SUPPLY A LIFE CHANGING EXPERIENCE Achieve two City & Guilds qualifications within 12 months at IBTC Lowestoft (Level 2 Bench Joinery & Level 3 Boatbuilding) Short and part-year courses also available Gift vouchers available upon request www.ibtc.co.uk | courses@ibtc.co.uk | 01502 569 663 CLASSIC BOAT DECEMBER 2021

CLOSE-HAULED TO HAWAII Upwind for 2,400 miles is a lot more comfortable in a Boeing 747... but then you wouldn’t see the great profusion of marine mammal life WORDS AND PHOTOS ELLEN MASSEY LEONARD

ne of my favorite aphorisms about ocean sailing is: “Nothing goes to windward like a 747.” I’ve been a passenger aboard a Boeing 747 flying upwind; the flight path retraced my downwind sailing route across the Pacific. Since then I’ve done an awful lot of upwind ocean sailing. The 747 was a lot more comfortable but comfort is not the reason we sail, is it? So more often than not, my husband Seth and I find ourselves sailing upwind. Most recently, we sailed over 2,400 miles upwind, from French Polynesia to Hawaii. Like most upwind passages, this one was fun in retrospect, but not so much at the time. It was a rough three weeks, pounding into confused head seas with never much less than 20 knots of wind. Looking back on it, however, it was one of the richest passages we’ve ever made, thanks to the abundance of rare and beautiful marine life we were lucky enough to see. In November 2020, our cold-moulded wooden cutter Celeste had been in French Polynesia for almost two and a half years. We had kept up with her most needed maintenance but had deferred larger projects for our eventual return to the USA where parts and supplies would be cheaper and easier to obtain. Due to work obligations and the pandemic, it was time to sail Celeste to Hawaii. Unfortunately, all the forecasts were for strong headwinds. Had we been able to wait until April or May, or had we been able to set off from the Marquesas (about 500 miles further east from

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where we were anchored in the Tuamotus) I think we would have encountered much easier conditions than we did. But neither was possible, so we just had to stow our whining and sail. November in the southern hemisphere is late spring. Weather patterns are markedly different to the winter weather patterns. It is the start of cyclone season, although cyclones in French Polynesia are uncommon. It’s hotter and more humid. Most important with regard to a passage north, the trade winds shift from the normal southeast into the northeast, making sailing north significantly harder. Knowing that we would soon be leaving French Polynesia for the indefinite future, Seth and I had spent our last few months there in our favorite islands, the Tuamotu atolls (CB397). By October, the summer pattern of northeast winds had established itself and, although we stayed alert to any weather window that might allow us to sail northeast to the Marquesas, none came. So we cleared out of the country in Rangiroa, at the northern end of the Tuamotu chain and the only island in that archipelago that is an official port of entry. So began our 2,400 miles of upwind sailing. Before leaving, and throughout the passage, we consulted weather forecasts from OCENS WeatherNet. We receive these GRIB files over a satellite phone and an OCENS Sidekick Wifi router/firewall that is designed to allow only compressed files through, thereby preventing any unwanted data chewing up

expensive sat phone minutes. The forecasts showed the northeast winds gradually veering into the east near the equator and then finally southeast just below the Intertropical Convergence Zone (ITCZ) around 6°N. Winds in the ITCZ were predictably shifty and light. North of the ITCZ, beginning around 10°N, the winter trade winds of the North Pacific were blowing strong from the northeast. The rhumb line route from Rangiroa to the Big Island of Hawaii is only slightly west of north. So the trick is to stay as far east as possible, or even to make some additional easting, before reaching the strong NE trade winds, thus ensuring a better angle on the wind. This adds mileage, of course, but one hopes that the additional time at sea is worth it for better sailing. This strategy was going to be difficult for us, as the wind was from the northeast already, right at the start. The whole point of making that easting, however, is to have a more pleasant passage. So we decided simply to point as close to the wind as tolerable. Or becoming too slow: slamming into steep seas while sailing close-hauled can ruin your boat speed, especially if your boat has a long overhang in the bow, as Celeste does. We decided that any easting we lost, we would make up just below the ITCZ in the more favorable winds. If at all possible, we wanted to cross the ITCZ at around 145°W, two degrees east of our departure point, allowing us to fall off onto a reach for Hawaii once in the NE trades. Rangiroa’s beautiful bottlenose dolphins gave us a superb send-off as we sailed out of the lagoon through Tiputa Pass. We felt we knew these dolphins well after a few weeks of snorkeling and scuba diving with them,

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CLOSE-HAULED TO HAWAII

and watching them as we sailed away from a place so special to us lifted our spirits. Then we were out in the ocean swell and wind waves. Celeste heeled right over and Seth and I decided we should cook something easy for dinner while we found our sea legs. After a day and a half of shipping spray over the bow, the wind moderated and we could shake out one of our two reefs. Soon thereafter we were visited by a big pod of dolphins, jumping clean out of the water. They were longer and darker than spinner dolphins, but slimmer than bottlenose dolphins. We spent considerable time looking through our marine mammal book until we thought we had identified our cheerful visitors as rough-toothed dolphins. That was a first for us. We’ve seen common dolphins, bottlenose dolphins, spinners, pilot whales, different porpoise species, several species of whales, but not these. Between our new dolphins and the beautiful weather, it was the kind of day that reminds us why we love sailing. By nightfall though, we were back to a double, then triple reef, with the rail under and spray soaking the dodger. The wind was veering, however, and we were able to make some easting by staying close-hauled. Although we had sailed a little west of Rangiroa’s longitude at the beginning, we gradually headed further east and, by ten days into the passage, we had sailed the two degrees east that we’d hoped for. Around that time we also got another reprieve of lighter wind and mellow sea state,

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Above left: Celeste surges to windward, rail after crossing through the ITCZ Above right: The author back home on the Big Island of Hawaii. Opening spread: Celeste in French Polynesia, before leaving on the passage Below left: Diving with grey reef sharks in the Tuamotu archipelago Below right: Dolphins

letting us get out the camera and photograph the varied bird life that stayed with us throughout the voyage: petrels, storm petrels, shearwaters, and tropic birds. One shearwater we spotted that day had caught a squid. More marine mammals visited. A small pod of dark-colored creatures, about eight feet long, with distinctive rounded foreheads and dorsal fins set fairly far back on their bodies slowly approached Celeste. Seth and I were captivated watching them. After sailing through buffeting wind and waves for the last week, just watching their unhurried pace calmed us both, and reminded us yet again how rich and beautiful the natural world is. That’s one reason we sail after all, to find a deeper connection with our watery planet than is otherwise possible. The quick-reference marine mammals poster taped up in the companionway told us that these were pygmy orcas, also called pygmy killer whales. Once in Hawaii, however, we began to second-guess ourselves. Apparently pygmy orcas are rare, or at least rarely seen. The IUCN Red List has them as “data deficient”, and according to NOAA, “Not much is known about them, and they are considered naturally rare.” The first recorded sighting of a live animal did not occur until 1954; before then, pygma orcas were only known from two skulls found in the 19th century. While more people have seen them in recent decades, sightings are still unusual. So had we really seen these elusive creatures? Further digging eventually confirmed

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CLOSE-HAULED TO HAWAII

to us that we had: they looked and behaved in a way consistent with other reports. So this difficult passage had rewarded us with a very special sighting. We had another day of good weather, then we were back to shipping waves over the bow. Below decks, Celeste made all those creaks and groans of a small boat sailing in steep seas: the mast straining with the pressure of the wind, the hull straining with the forces of forward movement through the waves. Moving around the boat meant keeping a hand on something almost all the time and, of course, staying clipped into the jack lines or other strong points when out on deck. We shortened sail to three reefs, then no mainsail at all. As we have so many times before, we felt thankful that our cold-moulded Celeste is such a strongly-built vessel.

Previous page: Celeste at anchor in the lagoon of Fakarava atoll in the Tuamotu Above left: Hawaii is known for its abundant waterfalls Above right: The trusty marine mammal guide

A day later we reached the edge of the Doldrums, having managed to make good easting, reaching 144° 45’ W. The forecasts had been showing a shifty ITCZ: some days it was narrow, without much precipitation (precipitation is a decent indicator of the density of squalls and thunderstorms) then within a day, or even within hours, it would broaden out to as much as 300 miles, thick with squalls. Unfortunately, we managed to time it just wrong. As we approached, it broadened and got dense with squalls. We didn’t want to dive into that if we could help it: squalls are one thing, but the ITCZ is known for its thunderstorms. As all sailors know, lightning is frightening on a small boat whose mast is the tallest thing for hundreds of miles. Our mast is grounded, of

Passage planning Route: The Marquesas Islands make the best departure point in French Polynesia for the passage to Hawaii. They are furthest east and north, thus giving you both a better wind angle and a shorter distance to sail. Jimmy Cornell, in World Cruising Routes, describes this route as “a fast and pleasant passage at almost any time of the year”. Leaving from the Tuamotus or Society Islands means a less favourable wind angle, potentially even upwind sailing, and longer distance. Best Time of Year: Jimmy Cornell suggests April to June and October to November. I personally would prefer April and May. You are apt to find more moderate trade winds in the northern hemisphere and more southerly winds in the southern hemisphere: both factors will mean a more pleasant trip. Cruising Hawaii: Mostly beyond the scope of this article, but it’s worth mentioning that Hawaii is a very difficult place to cruise. The strong winds and few protected anchorages are one factor, but the bigger issue is that the state’s Department of Land and Natural Resources has onerous restrictions on anchoring and transient berths. Clearance Procedures: These are changing all the time in today’s environment, so make sure you know what is required before setting off. Even for US citizens returning home, it’s a good idea to complete your exit clearance from French Polynesia in a timely fashion and to keep your paperwork to show upon arrival in Hawaii.

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course, but a lightning strike would still be devastating. It can ruin your electronics and more. The shock of it would be scary and potentially injurous. After a near-miss in a big electrical storm several years ago, Seth and I have been extremely cautious when it comes to lightning. So we decided to wait it out. In three days’ time, a gap in the precipitation and an appreciable narrowing of the low-pressure band was forecast at our longitude: we would cross the ITCZ then. It was a tough decision. We both wanted to get home: the fatigue caused by the motion of sailing close-hauled, the constant heeling and pitching, was wearing on us. The wave action was doubly uncomfortable thanks to the swirling currents and counter-currents around the equator, sometimes setting directly against, or at 90° to the wind. Waiting for three days meant that we might not make our goal of a passage of 20 days or less. Yes, we’re mildly competitive and wanted to beat the elapsed time of our friends who had made this passage in comparable boats. (The best time among them was 23 days, so we had a bit of a buffer.) And finally, waiting around, tacking back and forth at two or three knots, is irritating. We sail oceans in order to go places, not to sail in circles! Our enervating wait finally came to an end, and it turned out to have been well worth it. We had only about a day of typical Doldrums weather – squally, with that heavy, oppressive cloud cover – then we came out the other side into stiff winter trade winds. We’d seen no thunderstorms or calms. We sailed all the way through, not having to motor once. We’d reached the trades in only a day. The cool northeast wind felt so familiar, so much like Hawaii, that it almost seemed we were home already. The rain squalls hadn’t done with us, however. Three days out from Hawaii, more squally weather descended and we raced along under just the staysail once more. But neither had the marine mammals disappeared. These last to visit us were an enormous pod of small, compact dolphins with distinctive pinkish white lips. They played around Celeste for hours, taking turns riding the bow wave, then flying off towards the horizon, then frolicking back and swimming beside us. We identified these as pan-tropical spotted dolphins, another new sighting for us.

CELESTE DESIGNER

Francis Kinney BUILDER

Jespersen, 1985 LOD

40ft (12.1m) BEAM

11ft 6in (3.5m) DRAUGHT

6ft 3in (1.9m) SAIL AREA

953sqft (89m2)

While the abundant bird and mammal life was so heartening to see on this passage, we were also disappointed to see two very big Asian longlines in the territorial waters of Kiribati. Longlines, left unattended then later collected by the fishermen, catch not only the target fish species but countless others, including rays, sharks, birds, even dolphins. While long-lining is better in this regard than the miles and miles of gill-nets set in other places, it’s still sad to see the unnecessary killing. Seth and I reached Hilo, Hawaii around an hour past midnight at the end of November. We just squeaked in under 20 days at sea, despite our three-day wait. It rained heavily as we rounded the breakwater and lowered and furled our sails, and the air was full of that wonderful smell of wet, warm, tropical earth. Arrival after a long ocean passage is always a strange feeling: there’s always a disconnect between the elemental life at sea and the shore life that you fall into so quickly. You feel so marked by your experiences at sea, that it feels strange to realise that outwardly you look no different than when you left home months or years previously. No matter how many times you make an ocean crossing, this feeling never seems to go away.

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ALDEBURGH YACHT CLUB AGAINST THE ELEMENTS Over more than a century, the east coast club has faced storms and floods, and its photo albums have recorded it all, since day one WORDS MIKE WELLS PHOTOS ALDEBURGH YACHT CLUB This spread: Orford Regatta 1899

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ALDEBURGH YC PHOTO ARCHIVE

ldeburgh Yacht Club was founded in 1897 and the following year Ernest Rogers, gentleman photographer and member, presented a photo album to the new club with the inscription “Members and Visitors are requested to contribute any photographs that are likely to be interesting to the Club”. It seems the best photos subsequently pasted into it were Rogers’s own. Ernest Silvani Rogers was born in 1873 and orphaned by 1882, when he went to live with his aunt and guardian Sophia Rogers of Aldeburgh with her husband Samuel Wightman Smyth and 10 children at Fern Court in Park road, where the flash and crack of Aldeburgh’s lifeboat maroons, often in dirty weather, would have been a feature of their childhood. He remained in Aldeburgh, marrying in 1905 May Kilby, daughter of a prosperous colonial broker. Their only child Josephine was born in 1907 and in 1911 the little family was living at Trinity House on Crag Path, right on the seafront, ideally placed for the lifeboat launches from Aldeburgh’s unforgiving shingle beach which Ernest photographed so skilfully. AYC thrived, basing itself on the narrow spit of land between the North Sea and the Alde River just south of the town. Arthur Wood of Sudbourne Hall by Orford had agreed to become Commodore in 1898, though regretting that “My time is not my own, which will prevent me attending many meetings”. Coming from a hugely wealthy gentleman who never did a day’s paid work in his life, this letter may have privately amused his committee. On moving to Suffolk he commissioned the Whitewing class of racing yachts from Sibbick; there were only ever just over a dozen on the Alde, the last of them racing in the 1950s. Wood had inherited aged 16 on his father’s early death and at 21 had commissioned the 1,023-tonne steam yacht Rona, the largest and most luxurious so far built on the Clyde. On her davits hung an electric launch, a steam-powered one, two racing yachts and three other sailing boats. His wife was a keen helmswoman herself, owning Whitewing No 4 Emerald, which she raced with success. Arthur Wood resigned as commodore in 1906, having moved to the Browhead estate on Windermere where he commissioned yet more racing yachts. His final decades were spent at Glassel in Aberdeen where he transferred his usual fanatical interest in record- keeping to his bees and to fishing at Cairnton on the Dee, Neville Chamberlain being among his regular guests. In 1919 Prospect House’ owner gave notice to quit and AYC moved its clubhouse into rooms at the Brudenell Hotel. Innovations were always a bit of a challenge, as Peter Wilson noted in the 1980 Minutes (on the desirability of installing electricity): “AYC will have to enter the 20th century one day, but I would prefer that it happened before the 21st century”. Some of the above is sourced from AYC’s detailed and witty 1997 centenary book titled – with good reason – Against The Elements. The river’s strong tides train helmsmen in the art of threading a course through

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AYC yachts on the Alde, 1899: Nora (owner George Vaughan Brown, mayor) and in the foreground Seabird (Percy Clark Esq, rear commodore)

Punt Gunner on the Alde, 1900. This is the renowned punter Charles G Clarke of Aldeburgh: for more about him see The Modern Fowler: with a Guide to some of the Principal Wildfowling Resorts of Today (1934 and reprints) by James Wentworth Day. Photo probably by Ernest Rogers

Aldeburgh’s Lapwings prepare to race in 1951

IAN DEAR PHOTO ARCHIVE

Mayor and aldermen (centre) at the launch of Aldeburgh’s new lifeboat, July 1903, the town’s flag at the mizzen. Photo presumed to be by Ernest Rogers

Aldeburgh lifeboat members

Photo by Ernest Rogers 1901. Lifeboat crew haul on the anchored bow line while helpers shove

CLASSIC CLASSICBOAT BOATDECEMBER FEBRUARY 2021

IAN DEAR PHOTO ALDEBURGH YC PHOTO ARCHIVE ARCHIVE

The 52ft (15.8m) Penitent, designed by Arthur Payne of Southampton, racing

American airmen pump out cellars in Aldeburgh High St

c1900. In her first year, 1897, she won 12 firsts from 16 starts. Her owner was

on 1 February 1953, after the great North Sea surge

RHYC’s William Parker Burton, huntsman, president of the YRA and IYRU and the most renowned amateur skipper of all time time:,

The Mariners Inn at Slaughden under attack in January 1905

Sea wall breached and fishermen’s boats dumped in Crag Path. Photo taken on 12 February, 1938. Ernest Rogers’s house was just to the left of the South Lookout Tower in the distance

the busy moorings, and crew who dislike frequent tacking are probably sailing in the wrong river. Weather has always been the worst threat; a 1938 storm shifted 800 tonnes of shingle from the beach to the club yard, which all had to be cleared before boats could be got out of the shed. Until the late 19th century, Slaughden was a considerable hamlet with pubs and houses, all of them since claimed by the sea, and now the Martello Tower, AYC, Slaughden SC and the boatsheds are the only buildings. The replacement clubhouse built in 1992 stands on twenty four 75ft (22.9m) piles and a raised platform; astute work by the committee made sure members’ contributions to the rebuild were voluntary and of varied amounts, and therefore VAT exempt. The club’s later albums show ice floes in the frozen river in February 1947, and after a 1938 storm, Crag 60

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Path by Ernest Rogers’s former home looks as though it’s been bombed – as was to happen to the town’s Post Office in a daytime raid in December 1942, with the tragic loss of 11 lives and 14 seriously injured. The great storm of 1953 flooded much of the High Street and town and reduced sheds and boats at Slaughden to matchwood; for a time the sea and the river were joined, and the existing sea walls were reinforced soon after. There oldest photos shown here are from an album of AYC’s first years, 1897 – 1905. The club used to have a second volume covering 1906 onwards which unfortunately a member borrowed some years ago and never returned. If anyone recognises it from the style of these photos, AYC would be delighted to have it back. The author would like to thank Peter Wilson and The Aldebugh Yacht Club

IAN DEAR PHOTO ARCHIVE

The Sailing Committee in 1900. Ernest Rogers at right in light suit, his uncle

Arthur Wood, the first Commodore, in his 1902 Daimler at Sudbourne Hall.

and the founding Hon. Secretary Col. Sam Smyth fifth from left.

Olive Wood c1910, correctly dressed for yachting on Windermere. From a

Mrs Olive Wood in Viva on the Solent, British Yachts &

Wood family album.

Yachtsmen 1907 (photo taken some years previously)

Slaughden Quay and the frozen Alde, February 1947; a rare scene.

The local fleet of Lapwings and others competing off AYC’s clubhouse 1950-51. CLASSIC BOAT FEBRUARY 2021

BOB MCNEIL’S AMAZING LEGACY When yacht conservator Robert ‘Bob’ McNeil died in July, the world of classic sailing lost a collector of singular taste, whose vessels included a superlative steam yacht and one of the largest restorations ever tackled WORDS WILL SOFRIN

hat do you do with a guy who can’t sit still and is always in search of something to keep himself occupied? You give him a wooden boat… American sailor Bob McNeil was no stranger to boats when he stopped by Rutherford’s Boatshop one day to tell Jeff Rutherford that he wanted Jeff to find a boat, a boat that would be a great project. Jeff came back to Bob with the idea of restoring Joyant, a 58ft (17.7m) Herreshoff P-Class yacht built in 1911 (CB193). Joyant was in a decrepit state when Jeff found her, sitting in the back of a boat shop in Barnstable, Massachusettes, and in need of a major restoration. Bob loved the idea of bringing her back to glory, and soon Joyant would be undergoing a massive restoration in Rutherford’s Boatshop in Richmond, California. The plan was to save as much original material as possible without compromising the structural integrity that she would need to survive another century. No expense was spared, and the restoration of Joyant was

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Below: The late Bob McNeil, at work in his overalls Facing page: The Herreshoff P-Class yacht Joyant

guided through the use of her original plans provided by the Hart Nautical Museum, MIT. Her restoration would be mostly true, with the exception of slightly modifying her gaff rig so that she could fly a topsail as well as adding self-tailing winches to her cockpit. Bob wanted to ensure that she would be manageable so he alone or his young teenage daughters could sail her without assistance. As on all his projects, Bob added his own touch to the boat when he carved her name into the transom with his daughter Emily. The font they used was taken from the script that Herreshoff penned on the original construction drawing of the yacht. Bob loved racing Joyant, especially with his daughters at the helm. The family campaigned her well, winning at big races like the Master Mariner’s Regatta, Eggemoggin Reach Regatta, and the Herreshoff Classic Yacht Regatta.

STEAM YACHT CANGARDA After Joyant, Bob was hooked, and it didn’t take him long to find the 126ft (38.4m) yacht Cangarda, built in 1901 at the Pusey and Jones Shipyard in Wilmington, Delaware, as his next project. This project would bring a number of new challenges to the table for all involved and would require an extensive amount of creative thinking. As with Joyant, Bob intended to honour the integrity of Cangarda but wanted to incorporate some modern technology that would make her easier and safer: he wanted to be able to cruise on Cangarda with his family and a minimal number of crew. Jeff and his team designed an integrated communication system that made it possible for the yacht to be powered with the original steam plant while being operated with only a single, professional crew member. For Cangarda, Bob did all he could to make himself available to help with her restoration. He rebuilt the surviving interior staircase, and he, along with his children and sister’s grandchildren, restored and built the tenders for the yacht. Being a hands-on owner meant that Bob would do more than just foot the bill and shake hands. Bob loved rolling up his sleeves, and he never minded getting dirty. It became common for him to show up at the shop in his big black Mercedes

CLASSIC BOAT DECEMBER 2021

BOB MCNEIL

Benz, already wearing a stain-ridden pair of coveralls. He would go to town working hard at whatever needed to be done, be it planing a timber or lending a hand in setting a delicate piece of machinery into place. After completing his task, Bob would go clean himself up and get dressed back up into one of his nicely fitted business suits so that he could go straight onto whatever business meeting that was next on his schedule. Jeff Rutherford said that “The hard part about Bob was that he was always in a rush because he was always trying to make the most out of every moment.” There were a few moments when Jeff would go back and redo some of Bob’s work. Sometimes Bob would come back and be angry about the changes, and other times, he would just thank Jeff for making it better. In the end, Bob wanted everything to be better, even if it meant spending more money than planned or taking more time, meaning a delay in the schedule. Both yachts were used regularly, and Bob’s foresight to set them up for short-handed operation allowed the family to enjoy the yachts in less formal and more intimate settings. It was easy for Bob and his daughters to take Cangarda for weekend excursions to explore nearby islands in ‘downeast’ Maine. Bob always insisted on cooking for everyone during these trips as he enjoyed any excuse that gave him an opportunity to be in the galley. One of his favorite meals to prepare would be an excellent cut of steak garnished with his homemade béarnaise sauce. Cangarda’s comfortable interior made her the ultimate platform for hosting a large family event or an intimate crew dinner to celebrate a win on the racecourse. Her size and accommodations made her a perfect racing tender for Joyant. Bob even went so far as to have a setup devised so he could use Cangarda to safely tow Joyant for long runs like going from Maine to Newport.

Above: The exquisite steam yacht Cangarda, still in steam today, as she was when built in 1901 Below: The schooner Coronet as she is today

Coronet is a 130ft (39.6m) schooner built in 1885 and is today the only surviving yacht of her kind. Bob & Jeff took over the project in 2007 and began the daunting work of a complete restoration in 2008. To date, most of the hard work has been completed. She has been reframed, replanked, her ceiling has been installed, and most of her subdeck has been laid. As with his other projects, Bob wanted to ensure that extra consideration was put into ensuring that the work performed today would ensure a long lifespan for the future of the vessel. And as with his other projects, Bob personally added his touch to Coronet. He got to drive the first trunnel into her planking, and he built all the skylights himself; there are seven of them. Bob also rebuilt several original interior elements, including the captain’s desk. Bob has left an indelible mark on the classic boat world, which will hopefully inspire others who are like-minded to follow in his footsteps. See pages 36-37 for our interview with boatbuilder Jeff Rutherford, restorer of the Bob McNeil yachts.

Before completing Cangarda, Bob dove headfirst into the Coronet project, based in Newport, RI, on the campus of IYRS School of Technologies & Trades. 64

CLASSIC BOAT DECEMBER 2021

IYRS

SCHOONER CORONET

Anne T. Converse PHOTOGRAPHY MARINE • TRAVEL • EQUINE PEOPLE

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Order online or visit our shop at Portsmouth Historic Dockyard www.arthurbeale.co.uk 26/06/2019 01/03/2019 17:34 14:53

CLASSIC BOAT DECEMBER 2021

Getting aﬂoat

HERON II We published the story of this bermudan cutter by Fred Shepherd that was given as a wedding present to Aaron and Abbie Ashton who, with boatbuilder John Cuthbertson of Dartmouth, set about a top-level restoration that won her our 2020 Best Sailing Vessel over 40ft award. At 46ft 3in (14.1m) on deck, she’s a considerable vessel. She was built by Woodnutt on the Isle of Wight in 1936, of Burma teak planks on grown oak frames, with a teak deck, all teak brightwork and elm keel. The interior is predominantly in English oak. She’s “still shining after the recent restoration, which revived all of her original beauty but with a touch of modern thinking,” says Aaron. “Heron II has B&G navigation and instruments, AIS, a Fusion sound system, uncluttered deck and a brighter, more open interior with new galley and heads (but maintaining the original oak panelling, berths, saloon and Blake heads).” Uffa Fox wrote of the yacht in his 1937 book Racing, Cruising and Design, commenting on her “good class and character”. He continues: “She has quite a good turn of speed, as her cutter rig, while being easily handled, is very efficient, and Heron II as one would imagine sails very well indeed.” She has a 65hp Ford FSD engine with only 400 hours and a three-blade fixed prop with hydraulic gearbox. Heron II is coded to MCA Category 2. Her restoration left no stone untouched, from keel to mast tip. Lying Cannes, France, Asking £400,000, heron2.com for more info

DIY RUNABOUT

Rhode Runner It’s worth checking the website of Chesapeake Light Craft (CLC) quite regularly to see what the endlessly inventive and industrious managing director John C Harris has come up with. CLC has sold, over the years, over 40,000 kit boats, from sailing dinghies to small yachts, SUPs to rowing boats. The company’s latest offering is only their third motorboat, after their Cocktail Class Racer and popular Peeler Skiff. They’ve called this one the Rhode Runner and its cue is the utilitarian American runabouts of the 1950s. In common with the Peeler Skiff, this is a practical boat: light, commodious and easily propelled. The kit is CNC-cut stitch and glue, requiring no strongback. It’s suitable, according to John, for “confident builders with a couple of stitch-and-glue boats under their belts. The complete kit can be assembled in 150-300 hours. Full-size plans are also available for the scratch builder.” Of its performance, he says “In trials, we saw 21 knots with a 25hp motor. The boat doesn’t skid in the turns, is well behaved in general, and is not much slowed by a crew of three adults. The deep sheer line is unusual in a retro runabout. She looks almost Norwegian at idle speed.” The Rhode Runner is 14ft 9in (4.5m) long, with 5ft 5in (1.65m) of beam and weighs in at a very manageable 160kg. An outboard of 15-25hp is recommended and she’ll take four adults. The complete kit is $3,925. See clcboats.com or, in the UK, fyneboatkits.co.uk

To see more boats for sale go to classicboat.co.uk 66

CLASSIC BOAT DECEMBER 2021

Working Sail

Traditional Shipwrights Offering New Builds, Restoration & Repair

Working Sail Ltd, Rhoda Mary Ship Yard, Truro TR1 2SU

www.workingsail.co.uk • Email: info@workingsail.co.uk Telephone: 07790 638084/ 07814 008290

With 30 years of experience specialising in traditional and electric boats we will do our best to find the ideal craft to suit your individual needs — for a day or for a lifetime. With 30 years of experience specialising in traditional and Forwill more electric boats we doinformation our best to contact find the ideal craft to suit your individual needs — for a day or for a lifetime.

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For more information contact

+44 (0) 1491 578870 | sales@hscboats.co.uk www.hscboats.co.uk HENLEY S ALES AND CHARTER LTD

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Christian Carleton used Epifanes varnish over CPES on Taurus (pictured right) in 1991. He writes: “You are welcome to use my name, my experience, and any photos of the boat in your testimonials. I am a true believer in your CPES product. I have been using it since 1991 on every piece of wood I put into a boat.”

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CLASSIC BOAT DECEMBER 2021

BROKERAGE

Boats for sale Looking to sell your boat? Reach over 50,000 readers each month

To advertise call Andrew Mackenzie +44 (0)207 349 3718 or email andrew.mackenzie@chelseamagazines.com

PLUS For more boats to buy go to

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1931 DEBEN CHERUB ‘LINDY LOU’

Freshly restored by original builders Woodbridge Boatyard/Eversons. No.6/17 gaff-rigged 21ft weekender. New decks, cabin top, stem, coaming, rubbing strakes etc. New Dolphin 12hp engine/gear. Fresh paint, signwriting, boom tent. Excellent tan sails & rigging. See www.woodbridgeboatyard.com/ boats-for-sale. Afloat Suffolk. Selling at fraction of restoration cost. £27,500 ono. E: charles@attilaconsultants.com. M: 07710 910563

MADRIGAL

46’ Sparkman & Stephens Yawl. Built in 1958 by Paul Luke. Construction is double planked mahogany over cedar with bronze fastenings. Competitive, well balanced design. Meticulously cared for by original owner. Upgraded by Brooklin Boat Yard, Maine. $220,000. Serious inquires only. E-mail: yachtmadrigal@gmail.com | www.yachtmadrigal.com

A 125-YEAR-OLD CLASSIC.

A Classic Morecambe Bay Prawner with an exceptional pedigree. Regrettably due to bereavement ‘SPRAY’ is looking for a new and caring custodian. No finance has been spared for her restoration and her continued professional maintenance and upgrades to the highest level of any Morecambe Bay Prawner. OIRO £27,500 • Tel. 07967 829960

CORNISH CRABBER C58.

Very beautiful and tradionaly build cornish crabber with road trailer. Enlarged sails and rigging. In very good condition. This boat has been finished tradionaly by the German yacht fotographer and boatbuilder Kai Geiser. Articles and pictures that apaered in the German magazine Segeln are available as many pictures and plans from the finishing. The only Cornish Crabber with an enlarged rigg. Please contact: info@tradewindyachts.nl or Tel +31(0)114 681 127.

TYRIAN OF TRURO.

Steel World Cruising Yacht with high latitude potential. AlanPape 45 custom design built Morvoren Seacraft 1998 for present owner. Powerful ketch rig but easily handled. Hydrovane, 80 hp Ford driving 27in Maxprop. Comfortable Ash fit out, 6 berth. £125,000 Email: flutterpb@yahoo.co.uk • Mob: 07814714955

MARY HELEN.

26ft 4in 1937 gaff cutter. One of Classic Boat’s Top 200 Best Boats. Pitch pine on oak. 6 tons. Very good condition. Yanmar 20 HP engine. Fully equipped with cruising and racing sails, Avon dinghy and liferaft. Lying Loch Creran, Argyll. Price £26,000 Email: penelopeehrman@hotmail.co.uk • Tel: 07884 334506

GRIMA. 1972 EX SCOTTISH CAR FERRY.

Built to Lloyds A1 spec. High quality steel displacement hull with retro fitted bilge keels. Completely overhauled. Excellent condition. 12 Berth. 2 x English Electric Kelvin TA6 engines driving twin Ulstein gearboxes with VPP. £170,000.00 as seen. NO TAXES. River Severn, Gloucester. Email: Ken.Lovegrove@outlook.com

Looking to sell your boat? Reach over 50,000 readers each month plus 25k web visitors

16ft MCNULTY BUILT CLINKER VARNISHED ESTUARY LAUNCH.

Mahogany on oak, varnished topsides, 10hp beta diesel, new battery, new wiring loom, Lug rig, dagger board, solar panel, road trailer, winter cover. Clinker tender needs TLC. Same owner for 22 years. Lying Bosham, £10,500. Tel: 01243 572611 • Mob: 07932 687363

CLASSIC BOAT DECEMBER 2021

There are two styles of Boats for Sales adverts to choose from and with our special offer, if you buy two months, your third month will be FREE. Pick the style which suits your requirements and email: andrew.mackenzie@chelseamagazines.com with your text and image or call +44 (0)207 349 3718

24FT DEBUTANTE MK 4. Wooden, launched 1972, 5hp Tohatsu outboard £1500 Tel: 01245 353192

BOATS FOR SALE

Brokerage listing

C L A S S I C A N D V I N TAG E YAC H T S We hope that you enjoy our selection of vintage and classic sailing yachts. Please do not hesitate to contact us if you require any further information on any of the yachts featured here.

83ft Ed Burnett Bermudan Schooner 2011

57ft Hacker/Robinson Marine Commuter Yacht 1935/2015

80ft Fred Shepherd Bermudan Ketch 1928

SHINDELA is the largest of Ed Burnett’s designs; arguably the one that most exhibits what his old friend, colleague and mentor Nigel Irens describes as ‘fusion’ - we prefer ‘modern classic’. A moderate fin and skeg hull form and easily handled schooner rig make SHINDELA a dream to sail and manoeuvre, with an easy motion and no fuss. She has met and exceeded all the desires and expectations of her commissioning owner for a fast and well-mannered, comfortable and spacious above and below - stylish family cruising yacht. Professionally maintained by her full time captain and crew for all of her first decade, SHINDELA is a confidence-inspiring vessel.

Restored with passion and skill, the Commuter Yacht JUDITH R is a remarkable exemplar in motor yachting history, both technically and in popular culture, and in her attributed designer John L. Hacker’s place beside Henry Ford in the story of the successful application of the internal combustion engine. JUDITH R is a beautiful, tastefully upgraded piece of living, usable history. One imagines halcyon days spent aboard, cruising fast or slow, in the footsteps of not just first owner, Paramount Pictures president Barney Balaban - who used her to speedily and elegantly commute from Connecticut home to Manhattan office and named her after his daughter, Judith Rose - but also, one imagines, an impressive roster of stellar guests.

MILENA is everything one wants a classic yacht to be. She has presence and wonderful provenance; is fine, yet solid, and spacious of her type; everything is in proportion, clean on deck and comfortably elegant below; fast and seakindly. In fact, MILENA represents everything Fred Shepherd did so very well, and has been all of that for her present owner - a love affair for almost fifty years. At 80 ft/ 24m on deck, MILENA sits in that sweet zone where a competent and fit couple could run without professional crew, or with minimum crew. And for regattas, her efficient bermudan ketch rig doesn’t require to be handled by a rugby team.

€1.5M VAT not paid

£1.25M VAT not paid

€1.2M

Lying Turkey

Lying UK

Lying Greece

53ft Sparkman & Stephens Sloop 1935/2012

46ft Charles Sibbick Bermudan Cutter 1901

40ft Charles E Nicholson Bermudan Cutter 1930

One of the most sought-after books on the designs of Sparkman & Stephens is titled ‘The Best of the Best’. Undoubtedly, SONNY is one: a fabulous example from the heady 1930s, when the focused minds of two New Yorkers only in their 20s, Olin and Rod Stephens, rapidly evolved the fast, efficient, yet comfortable moderate displacement offshore sailing yacht to a point where it couldn’t be bettered. For the past 25 years this has been celebrated in revival and restoration, particularly of the handy-sized 50+ feet cousins of STORMY WEATHER. SONNY’s treatment, care and success both sides of the Atlantic over 20 years has been the best of the best. That, and her story, abilities, and sheer good looks make SONNY such an enticing prospect.

While Charles Sibbick’s reputation was built through the 1890s on designing and building successful extreme fin and bulb keel race-winners, like his 1899 BONA FIDE, 1900 Olympic Gold Medal winner and recent scourge of Mediterranean classic regattas, NEDDA is a magnificent representative of the other side of the Cowes all-rounder’s work: a line of elegant fast cruisers, including NEDDA’s also alive-and-well cousins SAUNTERER and THALASSA - all stoutly built from the finest of materials. Restored and maintained (most recently at La Rochelle by Bruno Barbara) over the past 30 years by two loving owners, NEDDA is a truly authentic, easy to sail Victorian family cruiser-racer with spacious decks, authentic and comfortable accommodation, nicely simple systems - and superb provenance.

Any yacht featured in the superb pre-Second World War series of ‘Uffa Fox books’ is without question a special one, and DRIAC may be best known these days from her inclusion in Fox’s ‘Sailing, Seamanship and Yacht Construction’ (1934). From a time when the design of the ideal offshore sailing cruiser was still evolving and much discussed, Uffa waxed lyrical about this characterful Charles E. Nicholson design which had comfortably reeled off well over 5000 miles in her first two seasons, including Portsmouth to Malta and back, under the command of her redoubtable first owner, A.G.H. Macpherson. DRIAC is still taking people on sailing adventures and, as she has always done, entrances with her looks, presence, and no-nonsense sailing ability.

€850,000 VAT not paid

£310,000

£82,500

Lying USA

For further information please contact: +44 (0)1202 330077 info@sandemanyachtcompany.co.uk

Lying France

Lying UK

Our classic and vintage yachts & motor yachts are available to view at:

22 Market Street, Poole, Dorset BH15 1NF, UK

– www.sandemanyachtcompany.co.uk –

MEMBER OF ABYA

CLASSIC BOAT DECEMBER 2021 Sandeman Brokerage FP CB DECEMBER 21.indd 2

02/11/2021 12:29

Craftsmanship Yard News

SECTION HEAD SUB SECTION

Edited by Steffan Meyric Hughes: +44 (0)207 349 3758 Email: steffan@classicboat.co.uk

Debbie Purser: 16ft (5m) carvel Gorran

Will Templeman: 12ft (3.6m)

Haven spritsail yawl

cold-moulded Gartside dinghy

LYME REGIS, DORSET

Student launch day The student launch days at the Boat Building Academy in Lyme Regis have become a solid part of the classic boat calendar over the years, in much the same way as they have at the International School of Yacht Restoration in Newport, Rhode Island. The idea has always been that in every new intake of students on the flagship 40-week boatbuilding course, as broad a variety of build methods as possible should be tackled. This autumn’s launch day was no exception, with graduating students launching small boats built in carvel, cold-moulded timber, traditional clinker, glued clinker and strip plank. This class had, says principal Will Reed, “a tough year dealing with Covid delays – and for many of them it has taken 84 weeks to do the 40- week course. They all worked incredibly hard and many of them have already secured jobs in top yards around the country.” The way it works at BBA is that some students act as ‘commissioning builders’, paying for the materials for a boat and owning it at the end of the

Richard Painter: 10ft (3m) carvel

process. These are the students whose names appear in the captions. The boats, however, were all built

Morgan Giles launch

by all the students.

David Meaker: 14ft (4.3m) traditional clinker Gartside ‘skylark’

CLASSIC BOAT DECEMBER 2021

Peter Green: 21ft 3in (6.5m) strip-planked utility launch

CRAFTSMANSHIP

RIVER DEBEN, SUFFOLK

Pocket cruiser arrives on piggy back In mid-October, Woodbridge Boatyard took another pocket cruiser into its brokerage and it was a great demonstration of how well the working river community on the Deben co-operates. This very pretty 22ft (6.7m) Dan Webb Four Tonner had been at Melton Boatyard for some time and now needs to find a new home. With its small classic boat brokerage and reputation for restoring pocket cruisers, it was decided that she should move downriver to Woodbridge Boatyard. Catspaw’s condition is good, with little work needed but some of her keelbolts had been removed before she was last covered up so she couldn’t float downriver in the normal way. Instead, she was loaded on to local waterman Tam Grundy’s barge Patricia G and towed with one of his tugs, the Ben Michael. Having stemmed onto Woodbridge Boatyard’s quay, the Maldon-built boat was craned ashore and is now available for viewing ashore and online. “We look forward to her finding a new owner and her return to being afloat in a more conventional manner,” said yard manager Matt Liss.

PESARO, ITALY

Eco-friendly painting facility The Cantiere Rossini shipyard on Italy’s Adriatic coast opened its new repainting sheds on 18 September. The two identical sheds are entirely built in sustainably grown Alpine wood and have interior dimensions of 210ft (64m) in length by 72ft (22m) in width and with a 70ft 6in (21.5m) height. As well as “state-of-the-art” extraction systems for dust and solvents, both sheds are heavily insulated, meaning that they can be entirely heated by natural refrigerant, gas and sweater, leading to low energy consumption and zero Co2 emissions.

CLASSICBOAT BOATDECEMBER DECEMBER 2021 CLASSIC

71 71

MARINE DIRECTORY

To advertise call Andrew Mackenzie +44 (0)207 349 3718 or email andrew.mackenzie@chelseamagazines.com

Marine Directory

BOATBUILDERS

Hayling Yacht Hayling Yacht

BOATBUILDERS

COMPANY COMPANY

Yacht Restorers

Established as wooden boat builders in 1935, and trusted to refurbish and repair yachts such as Lively Lady and Robertsons Golly, we are a family run business that takes pride in refurbishing new and old boats - from simple re-caulking to full refurbishment and teak decking.

Hayling Yacht Co

Call 02392 463592 for a chat with friendly, experienced staff. www.haylingyacht.co.uk

www.harbourmarine.co.uk

Harbour Marine

��

Steve wanted a 21ft, go-anywhere traditionally built fishing boat. What would you like?

�� DAVID MOSS BOATBUILDERS Quality boatbuilding in wood 8’-50’, clinker, carvel or strip-plank, spar-making, painting , welding, lay-up facilities

Phone:+44 +44(0)1445 0 7892 731 889 189 191 Phone: Email: alasdairgrant@hotmail.co.uk Mobile: +44@isle (0)7892889191 Facebook: ewe boats Email: alasdairgrant@hotmail.co.uk www.isleeweboats.co.uk www.isleeweboats.co.uk 3a Isle of Ewe Aultbea, Achnasheen Facebook @ isleeweboats IV22 2JW, Scotland Scotland

Seahopper . . . easy on the earth Beautiful folding wooden boats for this generation and the next

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31ft gaff cutter Polly Photo: Keith Allso

Photo: Peter Chesworth

Skippool Creek, Wyre Road, Thornton-Cleveleys, Lancs FY5 5LF Telephone: 01253 893830 Email: davidmossboatbuilders@gmail.com

Photo: www.luckybeanz.com

15ft Sea Otter

Unit 4 Dainton Manor Estate Ipplepen Devon TQ12 5TZ

Call: 07860 488544 Email: info@seahopperfoldingboats.com

Visit: www.seahopperfoldingboats.com

www.davidmossboatbuilders.co.uk

ALAN S.R. STALEY

Premier Boatbuilders at the Southern Gateway to the Broads

Oulton Broad, Suffolk NR32 3LQ 01502 507435

• Shipwright • Boat Building • Spar Maker • Repair & Restoration of wooden boats • Surveys of wooden ships

Tel: 01795 530668

www.alanstaleyboatbuilders.co.uk

The Directory listings page for all your classic boat needs, this is a chance to be able to reach an audience that you can take control of really promoting who you are. You can update this as many times as you like throughout the year to stay up to date with what you’re doing and any promotions you have. For more information contact: Andrew Mackenzie +44 (0)207 349 3718 or email andrew.mackenzie@chelseamagazines.com

info@oultonmarine.co.uk oultonmarine.co.uk

CLASSIC BOAT DECEMBER 2021

visit www.classicboat.co.uk

BOATBUILDERS

8: 5

MARINE DIRECTORY

ge 1

DESIGN

EQUIPMENT

SELWAY FISHER DESIGN

Combwich Marine Enterprises A Division of Anglia Stainless Ltd

Specialist Suppliers of Silicon Bronze Fastenings Woodscrews • Bolts Nuts • Washers Machine Screws • Coach Screws • Coach Bolts Fin Bolts • Studding • Plain Rod Copper Boat Nails & Roves Delivery Worldwide

Visit our web site at www.selway-fisher.com

to see our full range of over 400 yacht and boat designs, plus boat building manuals and DVD’s.

Yacht Insurance

Major Credit Cards Accepted

SELWAY FISHER DESIGN 15 King St, Melksham, SN12 6HB Tel. 01225 705074 enquires@selway-fisher.com

Tel: 01359 251414

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Simon Winter Marine

For the latest photos of SFDesign boats go to our Facebook page

Unit 3–4, Parkway, Elm Farm Park, Thurston, Suffolk, IP31 3TB

Classic yacht & pleasure craft insurance

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www.simonwintermarine.co.uk

For a quotation please call

0344 545 6132

Simon Winter Marine Limited is an Appointed Representative of Winter & Co (Marine) Ltd Winter & Co (Marine) Ltd is authorised and regulated by The Financial Conduct Authority

www.simonwintermarine.co.uk

TRADITIONAL BOATBUILDING FITTINGS, TOOLS & MATERIALS www.davey.co.uk

Heron II – 1936 Fred Shepherd classic yacht – currently for sale – www.heron2.com

MASTER CRAFTSMAN

Simon Winter Marine Limited is an Appointed Representative of Winter & Co (Marine) Ltd Winter & Co (Marine) Ltd is authorised and regulated by The Financial Conduct Authority

EQUIPMENT

TRADITIONAL BOAT SUPPLIES LTD Traditionally carved decorative work for all craft Interior decoration - Sculptures - Gilding - Restoration Trailboards - Sternboards - Billetheads Tafferels to Figureheads tel. +44 (0)7836 32 34 31

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TIMBER ▲ ROBBINS ELITE MARINE PLYWOODS ▲ MARINE TIMBERS ▲ LIGNIA YACHT DECKING ▲ CEDAR STRIP ▲ CLASSIC TEAK DECKING ▲ MACHINING SPECIALISTS ▲ MARINE FASTENINGS ▲ CAULKING & EPOXY

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Tel: +44(0)117 963 3136 ■ Email: timber@robbins.co.uk ■ www.robbins.co.uk CLASSIC BOAT DECEMBER 2021

CRAFTSMANSHIP

YARD VISIT: FREEMAN’S WHARF

FINISHING SCHOOL The yard that does it all, but specialises in finishing WORDS AND PHOTOGRAPHS NIGEL SHARP

reeman’s Wharf in Penryn, Cornwall was originally developed in the second half of the 19th century – under the ownership of John Freeman & Sons – as a quay from which sailing barges loaded

cargos of granite to be used in the building, among other structures, of lighthouses and London embankments. It continued to operate as such until the 1950s and then at some point became the site of a builders’ merchant before Nick Morely started to run it as a boatyard in 1990. He installed the pontoons before selling the business to Harry and Emma Coleman a few years later. In 2000, John Langan took it over and traded under the name Challenger Marine. In the early part of 2013, Pendennis Shipyard – founded

in 1988 and now employing around 450 people at its yard in Falmouth Docks – took over the site and changed the name to Freeman’s Wharf Boatyard. Pendennis then appointed George – who had worked for the main company in various roles on and off since it was founded – as the smaller yard’s manager and he has been there ever since. The two companies operate almost entirely independently – “90 per cent of the time they leave us

Above: S&S 34

yard. To date, boats ranging in size from 22-38ft (6.7-11.6m)

alone,” George told me, “but they will soon find out if there

Pennant

have been worked on this way, and waiting for such

is bad news!” – but half of the main building is used as part

Bottom left: One

attention at the time of my visit was the limousine tender for

of the main yard’s training programme. Over the years

end of the main

the superyacht A2. “The deal for customers,” says George,

Pendennis Shipyard has developed a comprehensive (and

building is used

“is that they pay for the labour and the materials at a

multi award-winning) apprenticeship scheme, with about

for training surface

reduced rate, and they get a lovely Awlgrip paint job which

half of the trainees specialising in surface finishing. Part of

finishing

we guarantee they will be happy with.”

their training takes place at Freeman’s Wharf where there is

apprentices from

a large spray booth and dedicated workshop. This allows the

Pendennis Shipyard

about 45 boats, a seven-tonne crane (Falmouth Crane Hire

apprentices to “take ownership” as George puts it, of

Bottom right: L to

is regularly contracted to lift and launch bigger boats) and

relatively small boats on which they carry out all of the

R: George, Cathie,

laying-up space ashore for about 60 boats. Three years ago

preparation and paint work, from start to finish, rather than

Manuel, Matt and

the company took on the Honda franchise for outboard

only working on relatively small parts of the large

Ash

motors and Honwave inflatables, with a showroom upstairs

superyachts typically being built and refitted at the main

CLASSIC BOAT DECEMBER 2021

Freeman’s Wharf’s facilities include half-tide berths for

where Challenger Marine used to have a chandlery. A total

CRAFTSMANSHIP

of five people are now employed including George himself,

Clockwise from

Cathie (who has worked on the site since 1991), Matt who

top left: Javelin

looks after all the Honda business, Manuel and Ash. In

30 Sealeaf, 1938

addition to these, various reliable subcontractors come to

Dallimore Lisbet,

the yard to take on specialist engineering, electrical and

and Alan

GRP work.

Buchanan

Almost by accident rather than design, Freeman’s Wharf

Windsong;

has attracted a number of classic boats to the yard in recent

1922 Arthur

years. These include the pilot cutters Lizzie May, Eve of St

Boyes-designed

Mawes, Chloe May, Kindly Light and Marian, as well as Unity,

Ayesha; Pilot

Lively, Veracity and Eda Frandsen, most of which have

cutters Chloe

featured in CB. Following their unique match-racing weekend

May, Lizzie May

in August 2020, the 1922 Arthur Boyes-designed Ayesha

and Marian;

(CB383) and the 1897 Fife Tern (CB331) were laid up at the

The first of the

yard last winter (when Ayesha had a great deal of varnish

12ft “very sweet,

and paintwork done to her) and are back again this year.

very pretty

Among the major projects carried out here in recent years

rowing boats”

are the restoration of the 1912 Falmouth quay punt Curlew (CB385) whose work was done by various subcontractors managed by her owner; and the 1878 Lowestoft Drifter Gleaner which was re-assembled here after being dismantled in Germany for transport to Cornwall. Another project just starting is a century-old small sailing boat called Papoose which James and Kate Baker have brought back from Newlyn where she was falling into disrepair on the beach. The yard recently acquired two hull mouldings for “very sweet, very pretty rowing boats” (12ft/3.6m long) with a view to fitting them out and “testing the water to see if there might be a market for them with a rig and centreboard

Right: Papoose

or an electric motor,” George tells me. CLASSIC BOAT DECEMBER 2021

CRAFTSMANSHIP

Boatbuilder’s Notes

By Robin Gates

E-Z wire stripper Rarely do the marine ‘sparks’ get a mention but many a classic vessel

With the cable having been placed between what Voogd termed

depends upon their intelligence and skill with lighting, heating,

the ‘gripper’ and ‘stripper’ jaws (1) the plier-like handles are lightly

navigation and communications, even if the wiry evidence is

squeezed so as to slide upwards, first gripping the cable then biting

concealed by the trappings of the pre-electric age. Wherever

into the insulation (2). Further squeezing of the handles now acting

connections are made, a cable’s insulation must be stripped and the

as levers causes the ‘inner jaw carriers’ to pivot outwards, clamping

conductor exposed, a task which has occupied the minds of inventors

one side of the cable firm while stripping the wire of its severed

since the first electrically-illuminated ships put to sea in the 1880s.

length of insulation (3). On releasing the handles the spring urges

The most successful of the ‘automatic’ tools, with one-handed

the tool closed and releases the cable.

operation better suited to working in a boat’s cramped corners, was patented by Dutchman Herman Gerhard Jan Voogd in 1939 and marketed by Ideal Industries of Illinois as the E-Z Wire Stripper. It was subsequently

1 Insulated cable fed between gripper and stripper jaws

made in England by JB Hyde & Co of Manchester, who also produced

2 Initial squeezing first grips then bites into the cable

bench-mounted and foot-operated wire strippers for use in industry.

3 Further squeezing strips the insulation

Grasshopper gauge Marking a line parallel to an edge which bears a fiddle or other upstanding

The grasshopper reaches

moulding is impossible for the usual type of marking gauge because the stock is

over an obstruction

not deep enough to lift the beam above the obstruction and the pin is too short. A ‘grasshopper’ gauge, also known as a tee gauge, provides the necessary clearance. It’s also useful for marking inside hollows. This is always a shop-made tool, sized and shaped to suit the task in hand, typically with the fence, beam and marker all made extra long to provide the necessary reach. This example with beech fence and beam is locked by a sliding oak wedge. The reversible fence is convex on one face so that it can be used to mark from concave edges. A metal scribing pin may be improvised from a nail sharpened to a fine point, but a long pin scribing a coarse-grained timber like oak is awkward to control and a pencil works far better. The pencil is planed to an approximate semi-circular section and locked at the

Pencil and wedge are a

required length by a

complementary pair

complementary wedge.

CLASSIC BOAT DECEMBER 2021

Boatbuilder’s TraditionalNotes Tool By Robin Gates

PINCERS John Leather’s list of essential tools in

and often driven obliquely for better

Clockwise from

popular in Europe have straighter

Clinker Boatbuilding places ‘pinchers’

holding across the grain. Good pincer

above: Nippers

handles and a generally angular and

(usually called pincers) immediately

technique is key to avoiding damage to

and boat nails;

faceted look. Historically, the handles of

above ‘nippers’, and it’s worth noting

surrounding wood; as soon as the nail

Lifting a nail with

continental pincers have plain ends while

the essential difference between these

is up, a piece of scrap is inserted below

the claw;

English pincers terminate in a ‘ball and

two : pincers are for extracting a nail

the jaws to spread the force of leverage.

Shouldered (left)

claw’. The tapering bevel-edged claw is

and Lancashire

worked below a small nail head as a

pincers

first step towards lifting it, making space

whereas nippers are for trimming the shank to length before riveting over. To this end pincers may have more

As with hammers, pincer design has varied regionally and according to use, with local needs being catered for by

for the jaws to gain a purchase. But the

steeply bevelled edges on the jaws, the

local blacksmiths. ‘Lancashire’ pincers

purpose of the ball (or cone on the

better to grip without risk of cutting, and

are characterised by convex handles,

Lancashire type) remains unclear; when

the jaws are more rounded so that once

flatter sections and somewhat hunched

levering hard it’s kinder on the hand

gripping beneath the head of the nail,

jaws as though hammered to shape

than a blunt ending, certainly, but equally

they can be rolled in the manner of a

across a sharp edge. ‘Tower’ pincers

it may be a relic of the blacksmith’s art.

moving fulcrum while levering the nail

have more rounded jaws and handles,

out. The jaws of nippers usually flare

while the ‘shouldered’ pincers more

NEXT MONTH: Russell Jennings bits

outwards from the pivot point of the handles, improving visibility of the length of nail being cut, and should never be used for wrenching or levering or the edges will be damaged. Wherever nails are knocked in anew it’s almost certain there’ll be one or two needing to be pulled, whether through a miscue with the hammer or simply being started in the wrong place, but a repair job could bring dozens to light; it’s fairly typical of hammer-and-nail construction that the nails are hidden, CLASSIC BOAT DECEMBER 2021

Letters LETTER OF THE MONTH SUPPORTED BY OLD PULTENEY WHISKY

Dragon, sea serpent or sea dragon? Euan Ross refers to the dragon on The Lady Edith (CB397). She was

Over the years the design of the dragon has changed. Some Fife

a 12-M, yet few of Fife’s metre boats sport a dragon. In the article, the

plans also include a drawing for the dragon, not always the

photograph of her sailing on the Solent (as Kuali) clearly shows a

same. Perhaps it was left to the imagination of the draughtsman of

dragon.

the day. An invoice for the carving exists which tells us that the carver

The origin of this decoration has been much

came down to Fairlie from Glasgow and was paid the

disputed. During research for Fast and Bonnie, I

princely sum of ten Shillings and sixpence for his

asked a few remaining Fife relatives if they knew

work. Not every Fife designed yacht has a

why the dragon was used and none could tell me.

dragon. Perhaps it cost extra or was at the client’s

Various theories have been put forward in the

discretion. Today some Fife boats which never had a dragon

past. Personally I believe it is a representation of a mythical sea serpent (or sea dragon). It has a

have been given one by their owner who wishes to

fin on top of its head, not ears, it does not have a

show it is a Fife design. I do not think we will ever

mouth full of teeth, has a serpent-like tongue and

know why the logo was chosen. It was used on Clio,

represents a sea creature that can slip through the water with ease.

William III’s yacht. Perhaps clients wished to associate themselves with his designs or William thought it a good marketing ploy?

Mr Ross asks if there are any boats older than Clio with a dragon. Eva built in the same year has one. I, too, have been unable to

Whatever the reason I still think it is a sea serpent (sea dragon).

find any before this.

May Fife Kohn

British American Cup I read the article by Nigel Sharp on

World War, when my grandfather and

The British American Cup in the

USN Admiral Stark oversaw AngloAmerican naval

November issue of Classic Boat. My

cooperation in the Battle

grandfather, Geoffrey

Serrafyn My father-in-law George Dow

Blake, had a small part to play in its inauguration. He had been Naval Attache in Washington

of the Atlantic and the

A CENTURY OF RIVALRY

combined operations in the Mediterranean and

that started The British American Cup match races 100 years off in the 6-M class is still going after SHARP WORDS PHOTOGRAPHS NIGEL

Normandy, Paul

proudly showed me the June 2021 issue that listed Serrafyn as

before coming home to

Hammond and he

the best boat for sailing around the world (10 Small Pocket

captain H.M.S. Queen

renewed their friendship

Cruisers by Nic Compton). Imagine my surprise when I saw a

Elizabeth, then the British

when Hammond was in

picture of Taleisen! Here’s a picture of the proud owner and

Flagship. His friend Paul

Admiral Stark’s team in

Serrafyn! George Dow is an avid sailor who is 85 years old and

Hammond asked him to

loves that boat. He keeps here in Scituate Harbor,

help organise what

London. I attach a page 05/10/2021 12:43

from some memoirs of

Massachusetts. He was good friends with Larry Pardey and

became the first round of

still stays in touch with Lin Pardey. He loves CB.

this sailing competition.

recently found in manuscript and

Javad Mashkuri

Later, when my grandfather was

would be very grateful if you could

The photo of Taleisin in our June feature had written below it

Admiral on HMS Hood in the

send this to Nigel Sharp in case it

the disclaimer: “Photo shows Taleisin, effectively a bigger

Mediterranean, Paul Hammond lent

might interest him.

Serrafyn.” Thanks for sending in a picture of the real thing

him his yacht. Yet later, in the Second

Yours sincerely, William Ehrman

CB401 British American Cup.indd

my grandfather which I

Javad. Ed

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strong in Istanbul, at the Rahmi M Koç museum.

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30 YEARS AGO DECEMBER 1991, CB40

Founding editor Peter Greenfield has ‘left the building’ and the unattributed editorial (perhaps by deputy editor Jenny Bennett) sums up the gestation of CB and its journey so far. “In 1986, the established UK yachting press must have thought they had it pretty well sewn up. After all, weren’t there enough magazines to suit all tastes? There was Practical Boat Owner writing for the man who didn’t have an endless source

of income but

nevertheless wanted to and did get afloat. There was Yachting Monthly, a magazine with a long history that appealed to the sailing man who dreamed of blue-water cruising as he went coastal hopping. There was Yachting World, the rich man’s magazine unashamedly writing of exotic waters and expensive craft. There was Yachts and Yachting addressing the needs of the racing man. There was the newly-established Boat International, concentrating on wealthy yachting both modern and historical. And, for the motorboat fraternity, there were titles such as Motor Boat and Yachting and Practical Motor Cruiser… what more could the British boating public wish for? Readers were offered a new concept... a magazine appeared that dared to suggest that there could be more; that dared to put sailing boats, steam boats, motor boats, rowing boats within one publication; that considered working boats, racing boats, cruisers, pram dinghies and rowing skiffs of equal importance... so long as they shared a design that reflects traditional aesthetics”. That is the publication you hold in your hands today.

CLASSIC BOAT DECEMBER 2021

Considering an Electric Outboard? “Using a well-engineered electric outboard has been a revelation.’’ TOM CUNLIFFE Classic Boat

Quiet, Convenient, Reliable and Easy-to-Use In the popular 2-4hp category, the latest electric outboards – with their integral and rechargeable lithium batteries – have transformed the market, rendering petrol motors all-but obsolete. Advantages include: From £1650 Epropulsion Spirit PLUS 1276Wh battery Faster to charge Battery floats if dropped Foldable tiller means only one cable to connect › Three shaft length options › Direct drive (no gearbox) › › › ›

› Ease of Use Switch on, twist the tiller handles, go. Almost anybody can do it; no experience, strength or mechanical knowledge is needed. › Ease of Handling The batteries are removable, and the “pass up and down” weight (the shaft/motor assembly) is then 10kg or less. › Ease of Storage These electric motors divide into components, don’t leak oil or petrol, and don’t mind which way up they’re stored. › Quietness & Smoothness Electric motors are a delight to use.

From £1750 Torqeedo 1103 › 916Wh battery › GPS data on tiller gives speed & range indication › Removable tiller (more compact for storage) › Near‐silent direct drive › Much more robust than the previous model (Torqeedo 1003)

› Power Forget slow speed “trolling motors”, these 1kW electrics have huge torque (more like a 3hp petrol). › Range There are many variables, but most users achieve at least 9 to 10 nautical miles per charge, at 4 to 5 knots (2.5m inflatable dinghy). Much more if you slow down a little. › Reliability Many outboard motors don’t get used very often, and small petrol motors hate this. Electric outboards have fewer parts in general, and in particular there’s no carburettor to “gum up”.

Of course, it’s not all perfect. The range may still not be enough for some users. And they’re undeniably More Expensive than petrol outboards, mostly because lithium batteries are expensive. But that extra upfront cost is largely offset by their Lower Lifetime Running Costs, including (almost) No Servicing.

NESTAWAY BOATS is the UK’s number one retailer for both Torqeedo AND Epropulsion. You can find out more on our website, and we are always happy to discuss further – and offer advice – by email or phone. If you’d like to see them before making a purchase, we are based in Christchurch, Dorset (UK).

www.nestawayboats.com mail@nestawayboats.com Tel 0800 999 2535

Sternpost Accelerated learning

Unburdened by knowledge, you can think freely and spend wantonly, says Dave Selby

nce I’d learned everything about sailing including how to natural like I’ve never seen before. Surely you must have the blood do it, which took longer than I thought, I spent the rest of of Walter Raleigh coursing through your veins.” the morning looking at boats and accidentally bought one. Now, if I hadn’t earlier learned the great lesson of humility, Until that truly life-changing day, I’d never really considered which was what the car washing stuff turned out to be about, I myself what you might call a fast learner, or even a slow one, so it might have got above myself, but with the modesty that comes was quite a surprise to discover I’m actually an overachiever, and with great knowledge and the quest for even greater wisdom, if quite possibly on the spectrum, which is even better. In fact, I’m that be possible, I queried him: “Water? Really? I thought it was told that if I apply for membership of DENSA, acceptance will be a beer in my veins. I had a skin full last night.” formality. Cloudy laughed heartily and said: “Egad, forsooth and yea, you It’s a wonderful testament to the transformative power of sailing have the veriest mien of a ’tween decks rapscallion” [see note *]. to unleash our untapped potential, and much of the credit must go Personally I didn’t think it was very nice of him to call me mean as to a wonderful teacher, great mentor and life coach, which I’d cleaned his car for free and paid him in cash up front and in full combined virtues are rarely encountered in a lifetime in academia, for my lesson. And when I said as much he boomed good naturedly: let alone in a single person on a “Aah, lad, it pleases me Saturday morning. Yet greatly to see you have the Cloudesley Frobisher Jellicoe assurance to challenge me Iron-Clad Dreadnought Shovell, and take command of despite all his names – and yourself. Now you shall they’re only some of them – was command the seas.” just a single person, and a very I didn’t remember that bit singular one at that, and so of the course, but it turned spectacularly bearded and out to be a lot easier than I hirsute all over that he was once thought. I gave him some mistaken for a yeti by tourists in money and Cloudy gave me the Peak District, and was later a boat. Then as I hitched only reluctantly released from Morning Cloudy IV up to London Zoo where he’d pulled my car I gave him some record crowds, as no one had more money, because I’d ever seen a gorilla in a peaked foolishly assumed the trailer cap with an anchor on it was included. Then he took smoking a clay pipe. In the case me to his shed and kindly of other such misunderstandings, offered me further inessential authorities have had to shave his but useful optional extras, all palms to get decent fingerprints. of which the sentimental old Cloudy, as he’s known on account of his wonderful capacity to dear heart sold to me at cost price. These included sails, a mast, make the simplest things marvellously opaque, is revered among boom, rudder, tiller and standing and running rigging, all of which his surviving students, though the others don’t have much to say Cloudy assured me, “could have been made for Morning Cloudy about him. I’m happy to say I place myself firmly in the first IV.” I almost welled up with gratitude as he threw in, without category. Unlike the RYA, which espouses outdated concepts like charge, some fenders, warps, a lead line that only needed a lump of learning and knowledge, Cloudy is very much a free lead, and a really nice bucket that had rounded the thinker and doesn’t even use books. And it really Horn twice during the Battle of Trafalgar in the works, because I found I learned everything about search for the North West Passage. Best of all, when I sailing and completed all his innovative practical and got home I opened a locker and found a rusty tea theory courses in a morning. spoon he’d overlooked, an implement that looked like It did wonders for my self-esteem, and as I asked a large pair of brass sugar tongs and a 1927 copy of Cloudy for a certificate to prove it I felt even prouder The Complete Day Skipper by Tom Cunliffe (12th when he said: “What need have you for a certificate? edition, second print). I learned a lot that day, and I You have been tutored in the best classroom of all, owe it all to Cloudy. “He even threw ‘the school of life,’” which possibly explained why he * Rapscallion; similar to jackanape; likewise got me to wash his car before we got stuck into the scoundrel, knave and possibly varlet. Varlet also in a 1927 basics of belaying the obliquity of the elliptic to mean person who takes the keys of your car at posh Complete Day high-water springs using astronomical tables, chairs restaurants and eventually parks it with only minor Skipper by Tom dents after moonlighting as Uber driver; also known and desks too, a theodolite and pressure washer. Cunliffe, 12th ed” as valet, for which see rapscallion, jackanape, “In any case,” he added, at the end of the three hours it took me to master everything, “You’re a scoundrel and knave.

CLASSIC BOAT DECEMBER 2021

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