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Classic Boat DECEMBER 2012

www.classicboat.co.uk

£4.50 US$12.50

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

Sailing with th JFK

Hemingway’s marlin boat and Yacht design winners

Inside the Royal Yacht Squadron

MARITIME ART IN LONDON

Paintings for sailors

TRANSAT CLASSIQUE START

The hardest race

WINTER PRACTICAL PROJECT

Build a new skylight


ANNOUNCING T HE

CLASSIC CHANNEL REGATTA 2013

DAR T M OUTH • P AI MP OL • GUE RNSE Y

J ULY 6 TH - 13 TH 2 0 1 3 “The world’s most enjoyable classic regatta” - O w n er of M ar i an n a

Bringing together a fine fleet of classic yachts and their crews for a week of friendly competition and even friendlier social events, the Classic Channel Regatta has established a firm reputation for regatta sailing at its quintessential best. With three of the English Channel’s most charming ports providing the perfect backdrop, the regatta takes in a unique and varied array of races. Two days racing off Dartmouth and the main event – The Classic Channel Race from Dartmouth to Paimpol – are followed by The Round Île de Bréhat Race, The Paimpol to Guernsey Passage Race and The Round Sark Race. Thanks to our informal and convivial Anglo-Breton atmosphere, not to mention the spectacle of our fleet in port, the towns of Dartmouth, Paimpol and St. Peter Port are always delighted to see us return – as are the many previous entrants who have already pre-registered for next year. All types of classic yacht are welcome, including those built more recently in classic style. So we hope you’ll be able to join us in 2013 to experience for yourself everything that makes the Classic Channel Regatta such a remarkable, enjoyable and unique occasion.

For full information and to pre-register your place for 2013, visit www.classic-channel-regatta.eu

T he Cla ssic C hannel Reg atta is r un in association w i t h t h e Roy a l D a r t Y a c h t Cl u b , L e Cer c l e Na u t i qu e d e P a i m p ol , L o qu i vy C an ot C lu b, Guer nsey Yacht C lub and is par t of t h e Ch a l l en g e Cl a s s i qu e Ma n c h e- A t l a n t i qu e of t h e Y a c h t Cl u b Cl a s s i qu e.


CRAFTSMANSHIP

Contents

CRAFTSMANSHIP

DECEMBER 2012 Nº294

LEFT: NIGEL PERT

Second term for Kennedy’s yacht

28 MIDDLE: JONATHAN HOARE

28 . BUSY LOCH LONGS Celebrate 75 years on the water COVER STORY

34 . TRANSAT CLASSIQUE Leg 1 of the toughest race

56

COVER STORY

40 . THE SQUADRON An exclusive tour of sailing’s most exclusive yacht club COVER STORY

46 . HEMINGWAY’S BOAT Pilar the 1934 sport fishing boat has been restored in Cuba 52 . ART FOR SAILORS Winners at the Royal Society of Marine Artists’ annual show

54 . PHOTO WINNERS This year’s National Historic Ships competition winners COVER STORY

56 . DESIGN COMPETITION Our mid-life crisis boat winners 88 . MAKE A SKYLIGHT First in a three-part winter project

GETTY IMAGES

46

40

EMILY HARRIS

COVER PHOTO AND TOP: ROBERT KNUDSEN, WHITE HOUSE / JFK LIBRARY

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COVER STORY

REGULARS 16 . NEWS 20 . OVERSEAS NEWS 22 . LOOKING AHEAD 25 . SALEROOM 26 . OBJECTS OF DESIRE ONBOARD 64 . NEIL THOMPSON BOATS 66 . ATLANTIC SKETCH 67 . LAZARETTE/GEAR 69 . ADRIAN MORGAN 71 . CLASSNOTES 72 . GETTING AFLOAT CRAFTSMANSHIP 80 . YARD NEWS 84 . THE SHIP BREAKER 86 . BOATBUILDER’S NOTES 87 . TRADITIONAL TOOL 96 . LETTERS 98 . STERNPOST CLASSIC BOAT DECEMBER 2012

3


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CB ARCHIVES

FroM daN HouStoN, Editor www.classicboat.co.uk Liscartan House 127-131 Sloane Street, London SW1X 9AS Editorial Editor Dan Houston +44 (0)207 901 8052 cb@classicboat.co.uk deputy Editor Sam Fortescue +44 (0)207 901 8053 sam.fortescue@classicboat.co.uk Senior art Editor Peter Smith +44 (0)207 901 8054 peter.smith@classicboat.co.uk News/Features Editor Steffan Meyric Hughes +44 (0)207 901 8055 steffan.meyric-hughes@classicboat.co.uk Contributing Editor Peter Willis peter.willis@classicboat.co.uk Editorial assistant Holly Thacker +44 (0)207 901 8005 holly.thacker@chelseamagazines.com Consultant Editor John Perryman FRINA Publishing Consultant Martin Nott Proofing Vanessa Bird advErtiSiNg advertisement Manager Edward Mannering +44 (0)207 901 8016 edward.mannering@chelseamagazines.com Senior Sales Exec Patricia Hubbard +44 (0)207 901 8014 patricia.hubbard@chelseamagazines.com Client relationship Manager Louisa Skipper +44 (0)207 901 8014 louisa.skipper@chelseamagazines.com advertisement Production Allpointsmedia +44 (0)1202 472781 www.allpointsmedia.co.uk Published Monthly ISSN: 0950 3315 USA US$12.50 Canada C$11.95 Australia A$11.95 Subscribe now: Call [UK] Tel: 0844 412 2274 or [Overseas] Tel: +44 (0)1858 438442 Managing director Paul Dobson deputy Managing director Steve Ross Commercial director Vicki Gavin Publisher Simon Temlett digital Manager Oliver Morley-Norris the Chelsea Magazine Company ltd Liscartan House 127-131 Sloane Street, London SW1X 9AS +44 (0)207 901 8000 www.chelseamagazines.com Copyright The Chelsea Magazine Company 2012 all rights reserved

Reprieve for Long Wave Are there readers who still listen to the Shipping Forecast on the radio before and when they go sailing? I say ‘still’ because there seem to be some who dangerously think the forecast is dated and irrelevant to today’s sailor. The traditional approach was to start getting an idea of the trend in the weather, maybe three days in advance of something like a Channel crossing, or sailing offshore. The BBC’s Radio 4 sends out the Shipping Forecast four times a day on 198kHz Long Wave, and twice a day on FM. FM though, works like VHF, and is a line-of“Long Wave sight medium; there are plenty of places in the British Isles where you can’t receive it. Using a carries signal good aerial helps, and if you have that on top of most efficiently...” your mast, you can improve reception hugely. But it’s Long Wave that carries signal across the globe’s surface most efficiently; we’ve listened to R4 LW loud and clear in places like Santander, or Holland. With the advent of digital audio broadcasting (DAB) in the 1990s, there had been plans to shut down the Beeb’s LW service in 2015. The equipment at the Droitwich transmitter is based on 1930s technology and there has also been some concern about replacing the huge metre-high valves which are needed to power broadcasts; they aren’t made anymore, according to network manager Denis Nolan. But reports that the Beeb is down to its last two are exaggerated: “We have enough to carry on for a good many years yet,” said Nolan, “and there are no current plans to scrap the LW service.” “There are thousands and thousands of mariners who rely on the Shipping Forecast on LW,” says Stuart Carruthers of the RYA. “You need a good forecast before you go sailing and you need the wider coverage that LW gives; stopping it would create a hazard.” The question for broadcast engineers must be how to replace the forecast if and when LW ceases. Satellite coverage is prohibitively expensive and Wi-Fi gives a puny range. To sail safely, we need forecasting which we can receive offshore – beyond the range of FM. The R4 Shipping Forecast times are at 0048 and 0520 (Long Wave and FM) and 1201 and 1754 (normally LW only). CLASSIC BOAT DECEMBER 2012

5


J F K’S

White YACht Buying Manitou was one of JFK’s first presidential actions, yet the boat was nearly lost. By Guy Venables


RobeRt Knudsen, White house / jfK LibRaRy, boston

pRevious page: RobeRt Knudsen, White house / jfK LibRaRy, boston

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CLASSIC BOAT DECEMBER 2012

T

he glittering twin scoops of Cannes Bay squat between the Mediterranean and the shimmering lavender hills of the EstĂŠrel mountains like a bum print in the sand. It is a place where life is slow enough to split the day with a siesta and fast enough to benefit in the thrilling warmth of the night. The old port is surrounded by tall, dark streets where reassuringly surly waiters entice diners into their restaurants. It was fitting that I was in Cannes to join this particular boat, as one of the previous owners was so intrinsically connected with the film business that it is excusable to forget his political career entirely. Manitou was built at the MM Davis & Son yard in Solomons, Maryland, in 1937. She was conceived by James Lowe of Grand Rapids, who was so determined to win the Chicago Mac Race (from Chicago to Mackinac Island,


nigel pert

across Lake Michigan) that he commissioned the young naval architect Olin Stephens to design her specifically. What he wanted was a performance cruising yacht that would race well under heavy and light conditions. So Stephens designed a 62ft (18.9m) cutter-rigged bermudan yawl with 44ft (13.4m) in the water, a 13ft 9in (4.2m) beam and a four-ton keel. She had teak planking on deck and mahogany on oak for her hull. Manitou was launched in 1937 and promptly won the 1938 Chicago Mac Race in the cruising division (on corrected time), beating all previous records. She came a close second the next year and came back to win it again in 1940 and 1941. After these successes Mr Lowe sold her, and in 1955 she was donated to the US Coast Guard to be used as a training vessel. It was while she was at Annapolis that Manitou was first spotted by a young Senator Kennedy. She obviously

Previous spread: Kennedy never raced Manitou Opposite: JFK relaxes with his wife Jackie (in white) and a young John Kerry, among others Above: The boat is now owned by a syndicate of keen Med racers

made an impression on him because, when he was elected, the presidential yacht at the time was the 92ft (28m) power yacht Honey Fitz (named after his own grandfather) and, as was customary, a fighting ship ready for naval action. Being a keen sailor, however, and now the president, Kennedy sent naval aide John Tazwell to search out a suitable sailing yacht that could accommodate the equipment needed for him to keep in touch with the White House, and even the Kremlin. One of the yachts on the list was Manitou and, in the style befitting of his entire career, the signing of her deeds was one of the first things he did sitting at the presidential desk. She was promptly moved to Chesapeake Bay where engineers fitted her out as a working presidential office. Indeed she was soon given the nickname “The Floating White House�. CLASSIC BOAT DECEMBER 2012

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MANITOU

MANITOU Length On deck

62ft (18.9m) WaterLine Length

44ft (13.4m) beam

13ft 9in (4.2m) draught

8ft 6in (2.6m) dispLacement

60,000lb (27.2 tons) saiL area

1,778sqft (165m2) bath

OppOsite, Left: nigeL pert

Although he never raced her himself, Kennedy and a friend, future America’s Cup winner Emil “Bus” Mosbacher, had an impromptu competition off Newport to see whether Manitou could beat his 38ft (11.6m) Weatherly. Sadly, the boats got so close approaching a mark that the secret servicemen in their RIB, nervous already at this sudden and unexpected turn of speed, intercepted Bus – much to the annoyance of the president. During his time he not only used her as a presidential yacht, but also invited a bevy of stars and starlets aboard as guests, due to his fascination with Hollywood. The bathtub in the aft cabin, sunken under the cabin sole, is said to have been host to, among others, Marilyn Monroe.

the star wanes In 1968, long after JFK’s assassination, she was finally sold at auction to Paul Hall, the leader of the Harry Lundeburg School of Seamanship, and became once more a vessel for learning. In the same year, Aristotle Onassis was wooing Jackie Kennedy, and, as a token of his love, twice attempted to buy it back for her at “any price”. But Hall was a proponent of the common man, so the offer only strengthened his resolve to keep her for teaching less privileged children about teamwork. In 1999, in poor state and neglected, her history a mere forgotten footnote, she was bought by Laura Kilbourne, the great-granddaughter of none other than James R Lowe, the original owner. Manitou was given a major and meticulously accurate refit at the Chesapeake Marine Railway in Deltaville, Virginia – just down the road from where she was built. By 2010, however, Laura was forced to sell by the arrival of triplets, relinquishing Manitou to the present 10

CLASSIC BOAT DECEMBER 2012

owners Phil Jordan, Pat Tierney, Claes Goran Nilsson and Melinda Kilkenny. Though Laura’s refit had started a decade before, the boat was as yet unsailable and there was much to do. The interior, panelled beautifully in American butternut, a hard but light wood, was totally bare. There were no doors below, the original sails were still with her but could be seen through like greasy paper, and her rig, it was considered, could be improved. And so, in December, in another fateful turn of events, she was taken back to Solomons where she had been built. Here, her stem was replaced, her engine changed for a 120hp Yanmar, the wiring redone, new tanks fitted and new batteries and navigation equipment were installed. She was given new winches and tracks and then came the varnish.

Above: She has been meticulously restored at Solomons and at Villefranche Opposite: The bath in the stern cabin famously once soaked Marilyn Monroe (inset)


11


7eÉDITION

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MANITOU

NIGEL PERT

KATHY MANsFIELD

NIGEL PERT

“They have their rules: no shouting is one I particularly agree on”

After a gruelling four months of varnishing every inside inch of her, the interior finally sparkled once again. An interior that, it is important to note, has a sunken bath, a fireplace and a fridge that has been modified to be opened from the top or sides. None of this detracts from one of the most elegantly laid-out living quarters and galleys you will come across. She seems large, light and airy with plenty of headroom and nothing seemingly compromised. On top, the decks are uncluttered and the companionway, being amidships, leaves the cockpit free. She left the yard on 10 July 2011 and sailed into New York Harbor, flashing her cream sides past the Statue of Liberty with all sails up, making a triumphant 9 knots. Many a proud eye may have dampened with salt spray that day. From there, she went up to Newport, Rhode Island, and was shipped across to the Mediterranean. Then the next chapter unfurled. She went into the famed Villefranche boatyard near Nice and, along with recaulking her hull and replacing the garboards, the rig was improved. The original mainmast had three sets of

spreaders, and this they reduced to two, also removing the jumpers. The upwind performance was improved to such a degree that, with the mizzen staysail balancing it all, Manitou is now the envy of the fleet. Although this year was planned as a training year, no one seemed to have told the boat, and she started winning races regardless, taking first place in the Puig Vela and Alcudia and coming second in Palma, Nice and Imperia.

Top: Revarnishing took a “gruelling” four months Above: Manitou’s 30-strong crew syndicate always furnishes enough for a race

sailing manitou I stepped aboard as the sun was just drying the dew over the toerail and was welcomed by what at first seemed like a multinational but close family made up entirely of men. They were milling about in the restrained excitement before a race, putting on sailing gloves, taking off socks, discussing tactics and stowing breakables. The winds were light and I was soon pulled into a discussion about the advantage this gave the smaller boats in the class. We made ready and sailed out of Cannes into the Golfe de la Napoule. The wind, little that there was, perked up a bit, so we raised the jib and Manitou woke up. CLASSIC BOAT DECEMBER 2012

13


peter jordan

MANITOU

There were 11 people on board and she didn’t feel crowded. Six minutes were called. We admired the posture and varnish of our adversaries like jockeys leaning on the race paddock fence. Five minutes. I fiddled with my camera and changed the lens. We raised the main. Three minutes. One of the Swedes on the foredeck changed his knee pads. One minute. We no longer admired our adversaries. Go! One of the things that is unique in sailing is that there’s no suddenness about the start of a race, no screech of tyres. You merely carry on doing what you were doing before. The crew is a syndicate made up of old friends, all evenly tanned and most of them in their fifties. I was immediately intrigued by the dynamic, and as other skippers could be heard yelling at their crews, here was calm. On a full race charter there are constant questions and eternal strangers. Here there was cohesion, the ease of familiarity and the knowledge of each other’s abilities. I sat down next to a particularly distinguished French gentleman who lived on the western edge of the bay. He explained to me how wonderful the lobsters used to be at a restaurant on a nearby island that had been closed down by the monks who owned the lease. The wind picked up a little more and Claes swung on shrouds and gave complex trimming signals to the well-manned cockpit. Having three of the four owners on board also lightened the potential hierarchy and it became evident that this was a crew of mixed ability but shared enthusiasm. They had their rules: no shouting was one I particularly agree on; no paid crew, and they’d decided that 30 people was the maximum syndicate size – small enough to avoid confusion but large enough to provide a full crew for most 14

CLASSIC BOAT DECEMBER 2012

regattas. Friends, and friends of friends. And when the more salubrious regattas became oversubscribed, they decided to put extra money into the funds. Everything was done with the doff of a gentleman’s agreement. Not that there aren’t any women involved. Far from it. When on board, the ladies, as well as one of the owners, Melinda Kilkenny, are known as “The Mizzen Sisters” such is their expertise at dealing with all things mizzenly. And so we raced. And as we raced, the skipper Alex Tilleray, prised from The Blue Peter, guided us through the race, adjusting sheet cars ready for a tack, setting the spinnaker boom in case we needed it and even explaining how to tie a particular haul knot. His influence was pervasive; his racing knowledge unquestionable and his demeanour lacked that manic violence of the fanatical winner. We won, it seemed – it’s always difficult to tell – and we headed back to the old port to drink beer in the cockpit and talk of our tactics, joined by wives who’d been shopping. It was on dry land, however, that I fully understood the advantage of a syndicate. There was, as there often is, an altercation during the race, which led to an inquiry. The inquiry led to one of Manitou’s owners, Phil Jordan, being threatened by the skipper of the other boat in the pub straight afterwards. He was surrounded by the syndicate, shoulder to shoulder, ready to defend him. Had they been a group of strangers, that may not have been the case. Pat told me that when they were looking for a boat to buy, Phil had said he was looking for one with significance. There can be few, if any, with more. www.manitouyacht.com

Clockwise, from bottom left: The boat needed new garboards; replanking and refastening; in the Villefranche yard; being lifted on to a carrier en route for the Med


YO U R C H A N C E TO M A K E H I S TO R Y 1926 Sound Inter Club: iSc

INTRODUCING

Designed by Mower. Built by Nevins. Only 28 ever built, with just 5 known to exist today. But the legacy is not lost.

Photo: Sound Inter Clubs HELJAK, #12, and ARIEL, #1, September 16, 1939. ©Mystic Seaport, Rosenfeld Collection, #94449F

True iSc is a trademarked brand. ©2012 Tumblehome Boatshop, LLC. All rights reserved.

Replica of a classic. Exclusively through Tumblehome Boatshop. www.tumblehomeboats.com Tel: (US) 00+1 518.623.5050


News

Classic Boat’s address: Liscartan House, 127-131 Sloane Street, London SW1X 9AS For phone numbers, please see page 5

C/O JAMES KING

Awards2013 Classic Boat launches new awards This year, we are making some major changes to our popular Restoration of the Year award, which has been running since 2007, when it was first won by the Big Class cutter Lulworth. Alongside last year’s two categories for restorations above and below 40ft (12.2m), we are throwing the doors wide open with nine brand new categories, including new builds, powerboats and more. And, for the first time, the winners will be decided by popular vote, from a shortlist in next month’s issue. To get things started, we would like to hear your nominations, at

www.classicboat.co.uk/awards2013 or by mail to our address on p5, or at awards@classicboat.co.uk. Anyone can nominate, but please restrict your submissions to 50 words or less in each category, and make it clear which category (or categories) you are nominating for. Sorry, but the deadline for this is 20 November. Voting will begin shortly thereafter, again via our website or by mail, and the winners will be announced in the March issue. In the meanwhile, keep an eye on the magazine and on our website – www.classicboat.co.uk - for regular updates. Please do vote!

THE CATEGORIES ARE AS FOLLOWS: Restoration of the year Yacht under 40ft (12.2m): Europe Yacht under 40ft: Rest of the world Yacht over 40ft: Europe Yacht over 40ft: Rest of the world Traditional new build Vessel under 40ft: Worldwide Vessel over 40ft: Worldwide

To nominate www. classicboat.co.uk/ awards2013

Spirit of tradition Build of the year: Europe Build of the year: Rest of the world

Classic Boat Powerboat of the year: Worldwide Classic Boat Person of the year: Worldwide Yard of the year: Worldwide

Redwing 1912

C/O JAMES KING

Albert Strange’s last yacht

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CLASSIC BOAT DECEMBER 2012

The 29ft 6in (9m) gaff yawl Redwing (once Cherub III) was not only designed by Albert Strange – she was in fact the last yacht he owned. Current owner James King has her original parchment registration document that dates her back to 1911, but the registration number carved into her deck beam and engraved on her brass plate is 1912, “so let’s stick to that as her probable date of launching” he says. She was built by Dickies of Tarbert. This year, Redwing came to the end of a major overhaul. She’s now back in her cruising grounds, the west coast of Scotland.

TURKEY

007 sails again We went to press days before the release of Skyfall, Commander Bond’s latest outing, in which he sails a Turkish-built 184ft (56m) schooner called Regina with co-star Bérénice Marlohe. Bond was last seen sailing in Casino Royale – on a Spirit 54 sloop in Venice.


ChAnneL SInKInG

Towed under by lifeboat; investigation opens

LIVerPooL

£3m for steam tug tender Britain’s last steam tug tender, SS Daniel Adamson, 110ft (33.5m) long and built in 1903, has received initial support for a £3m Heritage Lottery Fund grant. If successful, she will be restored to steam, operating from Liverpool Cruise Terminal.

500 miles of Channel cruising along the French coast, including taking part at this year’s quadrennial Tonnerres de Brest Festival. It was on the return to Falmouth on 23 July in “quite bouncy” seas, as Wayne relates, that crewmate Jim was hit by the boom. An RNLI boat was soon on the scene to take him to hospital, although he recovered quickly, making this unnecessary. The boat then took Shira under tow the last six miles to Falmouth, but the speed pulled her under and sank her in 100ft (30m) of water. A spokesman from the RNLI told CB that “efforts were made to stem water ingress with a salvage pump that was tended by the RNLI man

Above left: Wayne at the Brest festival in pirate costume Above right: Shira offshore in the english Channel

who remained on the vessel, but regrettably the yacht capsized and eventually sank. The RNLI’s mission is to save lives at sea. In this incident, our volunteer crew responded in the middle of the night in deteriorating conditions.” A volunteer effort from the towns of Falmouth and Penryn saw a team of divers, a RIB and support boat mustered to raise Shira in August. The boat is now waiting in Ponsharden Boatyard. “She will be rebuilt,” said Ian, although when is not yet clear. The damage from the boat still moving as she hit bottom is considerable, and the incident is now under scrutiny from the Marine Accident Investigation Branch.

Word of the month

Spanish reef

A method of reducing the size of a jib, by tying the head of it into a knot or, in squarerigged vessels, the yards lowered on the mast. From A Dictionary of Sea Terms, A Ansted

DRAYTON PARK SCHOOL

Even without an ending that involved a sinking while under tow from a lifeboat, Wayne Booth’s Breton odyssey would have been remarkable enough. The story started in July, when he set out from Penryn, Cornwall, with crewmate Jim Bertrand aboard the recently-rebuilt 118-year-old 16ft (4.9m) open Falmouth Quay Punt Shira to deliver packet mail – the first for 160 years. She also carried mayoral seals from Penryn and Falmouth to the twin-town mayors in Douarnenez and Audierne on the Brittany coast. Trailed by a support vessel, Wayne sailed using a backstaff (precursor of the quadrant for sun-sighting), handheld compass and chip log for

London

Appeal to restore London school’s lifeboat What happens to old lifeboats when they are decommissioned? In 1991, one vessel, the William Henry and Mary King, found a home in the playground of an Inner London primary school, where she has been played on by children for more than 20 years. Now she needs a complete restoration job, to make her safe for the generations of children to come. The school, Drayton Park in Highbury, north London, has launched an appeal to raise the money for the work and would welcome any donations. The William Henry and Mary King is an Oakley-class lifeboat and during her working life, based at Bridlington, Yorkshire, her crew saved 84 lives. For details see localgiving.com/charity/draytonpark CLASSIC BOAT DECEMBER 2012

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Since 1790

42 Medina Road, Cowes, Isle of Wight PO31 7BY T. (01983) 294051 E. ratseysails@ratsey.com

www.ratsey.com

Photo © Piérick Jeannoutot

Partridge, racing with her new suit of Ratsey and Lapthorn Sails at Les Voiles du Vieux Port, Marseille 2012.


Jolie Brise; first in class A fleet of 26 British sail-training vessels gathered off Cowes on 6 October for the annual, late-season ASTO Small Ships Race, writes David Harding. Century-old classics and modern racing yachts started off the Royal Yacht Squadron (see p40) and headed into the Eastern Solent with the wind dropping away; the afternoon saw a light northerly for the finish at Peel Bank Buoy. The race was won by a modern vessel – Incisor – closely followed by the famous 1913 pilot cutter Jolie Brise, seen here with the 2008 pilot cutter Pegasus. Gipsy Moth IV also raced. DAVID HARDING

OBITUARY

Ransome’s yacht in new film Ginger and Rosa, a new coming-of-age film set against the 1962 Cuban missile crisis, stars Arthur Ransome’s Nancy Blackett in some pivotal scenes. The 28ft (8.5m) Hillyard spent a few days earlier this year filming on Suffolk’s River Orwell and Kent’s Medway, where leading man Alessandro Nivola received some sailing tuition. The film’s release this October coincides with the 75th anniversary of Nancy’s first fictional appearance as Goblin in Ransome’s We Didn’t Mean to Go to Sea; and the 50th anniversary of the missile crisis. PW

Eileen Ramsay The complete photographic archive of the ‘queen of yachting photography’ Eileen Ramsay is now online at www.pplmedia.com.

First HNC/D in marine surveying The International Institute of Marine Surveyors in Portchester, Hampshire, is offering the world’s first BTEC HNC and HND courses in marine surveying. These are internationally recognised

qualifications in the field. To learn more, visit www.iims.org.uk/education.

Cheaper IRC certificates

The Royal Ocean Racing Club, which manages the popular IRC rating system, is offering limited validity IRC certificates for sailors who only race occasionally, from spring 2013. They cost £1.50 per metre of boat length and £5 for each day of use. for full details, visit www.rorc.org.

PPL MEDIA

FILM RELEASE

The pioneering British solo sailor Commander Bill King DSC has died at the age of 102. King was decorated for his time as a British submarine captain – he was the only man to command a sub from the first to the last day of the Second World War. Afterwards, he married Irish author Anita Leslie and the two embarked on an extended honeymoon, cruising the Caribbean in their first yacht Galway Blazer. They returned to Ireland to restore the roofless 12th-century Oranmore Castle overlooking Galway Bay, where the idea of sailing alone around the world was seeded. King developed his own junk-rigged yacht, the 42ft (12.8m) schooner Galway Blazer II, to compete in the Sunday Times Golden Globe solo round-the-world race won by Robin Knox-Johnston. He left Plymouth in August 1968 but lost his rig two months later in what he described as “the worst storm I have ever witnessed”. He was forced to retire mid-Atlantic and was towed to Cape Town. A second attempt in 1970 ended in Perth, Western Australia, when ill health forced him ashore. He resumed the voyage the following year and finally achieved his ambition in 1973, surviving a collision with a shark en route. During his time in subs, King survived on a “soap-like meat substitute” and was so haunted by the smell of spam that he lived on raisins, wholemeal biscuits and almond paste for protein with cress, grown in jars on board for vitamin C and the odd flying fish that landed on deck. In 1975 the Cruising Club of America awarded him the Blue Water Medal. Bill King wrote several books including The Stick and the Stars about his war experiences, and Adventure in Depth about sailing. His wife died in 1984, but their son and daughter survive him. Barry Pickthall

PPL MEDIA

SCREEN GRAB fROM THE fILM

Bill King 1910-2012

CLASSIC BOAT DECEMBER 2012

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bruno cianci

USA newsnews Overseas

EUROPE

There were tears of jubilation and a welcoming committee at the Rahmi M Koç Museum (CB280) in Istanbul on 27 September, when small-boat voyager Giacomo de Stefano completed his 3,200 mile (5,200km) inland waterways odyssey from London to the Bosphorus. CB met the Italian in Faversham, Kent, in 2009 when he was sheltering on the Kent Coast, waiting for a window to cross the Channel and join Europe’s network of rivers and canals. Shortly after that, he was struck by a “near-lethal pneumonia” leading to six months in British and Italian hospitals, followed by a year of recuperation. Meanwhile, his boat, the Iain Oughtred-designed 19ft 2in (5.8m) wooden Ness Yawl Clodia, waited for him in Ramsgate, Kent.

trials and highlights His arrival this autumn was to the tune of cheering, sirens, press boats and flags. “I was so overcome by 20

CLASSIC BOAT DECEMBER 2012

emotion I could not approach the dock for a while!” Giacomo relates. “After being so close to death at the beginning of the trip, I can’t believe I’m here. Is it really true? “The best part of the trip was between Serbia and Romania, particularly in the Iron Gates, where the Danube is 300ft (90m) deep, with 1,000ft (300m) overhanging cliffs, steep waves for days, and a strong current. It was like sailing in a rocky hell. It’s 65 miles (105km) of dramatic beauty, wilderness and history. “It can be dangerous for small craft when the Koshava, a southeasterly wind, blows hard for days against the fast current. The hardest part was the Black Sea, not because it is particularly rough, simply because I am not a very good sailor – not a kind of Frank Dye [Wayfarer pioneer] character. “Now I want to ride a bike to hug Mr Oughtred in Skye – if he will allow me to do so, of course. He designed a

bruno cianci

Small boat completes pan-Europe voyage

“The Iron Gates was like sailing in a rocky hell”

sturdy and generous little boat. She has been my boat, home, kitchen, office and my girlfriend for nearly two and a half years!” That little boat will be on display until April 2013 at the Koç Museum, which houses one of the best maritime collections in the world. Giacomo’s journey has taken him through 12 countries and five capital cities: London, Vienna, Bratislava, Budapest and Belgrade, not to mention Istanbul. Along the way, he passed through 314 locks, 18 aqueducts, eight tunnels and under more than 2,000 bridges. www.manontheriver.com


OVERSEAS NEWS

nico martinez

Kate GaHS

ANNApOliS, uSA

Nine new inductees to Hall of Fame This October, the National Sailing Center & Hall of Fame in Annapolis, Maryland, welcomed nine new members. Living sailors honoured with this prestigious appointment were: John Kostecki (America’s Cup winner, 2010), Stan Honey (roundthe-world racer), Mark Reynolds (Olympic gold-medallist) and Bruce Kirby (Laser designer). The five

posthumous appointments to the Hall were: Peter Barrett (Olympic sailor), Rod Stephens (yacht designer), Gregg Bemis (racing rules innovator), Bob Bavier (America’s Cup winner, 1964) and John Cox Stevens (founder of the New York Yacht Club). The Center was busy on the water on 23 September, hosting its third annual Classic Wooden Boat

Rendezvous and Race. Among the 17 entries were Bull and Bear, the two racing Sandbaggers built in 1997 to a 19th-century design to commemorate America’s oldest class of racing yachts. These extreme vintage-style racers are always a sight, with 1,425sqft (132m2) of sail on a 28ft (8.5m) hull – and even more so when they are flying spinnakers, as they were this year.

NEW ZEAlANd

First life member

CARiBBEAN

Woodstock’s, one of antigua’s better-known boatyards, has started an apprenticeship programme that is backed by the american Government. Local people can spend time there learning the boatbuilding trade under skilled shipwrights and engineers. the first intake of the new programme is being attended by five local men. one of them, Gino athill (second from right) commended the scheme, adding: “i just wish it had existed earlier.” Woodstock Boat Builders was founded in 1990 by englishman andrew robinson (centre) and has grown over the years into a fully-fledged facility for new-builds, restorations, superyacht refits and everything in between.

Den PHiLLiPS

Apprentices for Antigua

Joyce talbot was awarded the first life membership of the classic Yacht association of new zealand this September. Her many achievements over the last 12 years have included the organisation of the annual three-day, four-race cYanz regatta, possibly the largest in the southern hemisphere. chad thompson

CLASSIC BOAT DECEMBER 2012

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Looking ahead Things to do in the next few weeks

Next month in Classic Boat

coral (of cowes) 1902 schooner Talks 20 November, 7.30-10pm European Inland Waterways Roger Edgar, Parkstone YC, Poole Tel: +44 (0)1929 481121 or +44 (0)1202 706280 £2.50 – free for members of Parkstone YC or the CA 21 November, 7pm North Brittany and the Channel Islands David Sadler on the South Coast sailor’s nearest opportunity to “go foreign”, CA House, London. Tel: +44 (0)20 7537 2828, £7 or £4 (CA members) 4 December, 7.30-9.30pm Crossing the Atlantic for beginners Paul Heiney, Harleyford Golf Club, Marlow, Tel: +44 (0)20 7537 2828

10 December, 7.30pm Whaleboat Adventures Abroad; Cruising the ARC & New England Double bill: Geoff Probert on cruising Europe in an open boat; John and Susan Wilesmith on the ARC and carrying on up the New England coast, where they saw the likes of Sultana (above), a Boston-built merchant vessel replica. Henley Golf Club, Tel: +44 (0)7841 039946, www.henleyoffshore.org, £7 or free for members 5 December, 7.30-9.30pm Travels through Albania, Montenegro and Croatia Jules and Vanessa Dussek CA House, London Tel: +44 (0)20 7537 2828, £7 or £4 (members) 7 December, 7-9pm Sailing in Baltic Germany Janet and Horst Safarovic, Cruising Association honorary representative in Kiel, Germany CA House, London, Tel: +44 (0)20 7537 2828, £7 or £4 (members)

8 December, 7.45-10pm Grand Tour; Circumnavigating Corsica and Sardinia Double bill: Simon Fraser on an unusual tour of Euro capitals in a deep-draught boat; Janet & Graham Farrar on Corsica and Sardinia Blackwater Sailing Club, Essex, Tel: +44 (0)20 7537 2828, 13 December, 7.30pm The how and why of tides John Barry explains this mysterious force Early Bird pub, Maidstone, Kent Tel: +44 (0)20 7537 2828, Free

Tel: +44 (0)20 7537 2828, www.cruising.org.uk

saIlINg New ZealaND 1 DECEMBER CYANZ Mark Foy Race to Patio Bay Race, barbecue and raft-up near Auckland, North Island Tel: +64 09 836 4747 www.classicyacht.org.nz

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CLASSIC BOAT DECEMBER 2012

usa 8 December Half-Pint-O-Rum Regatta San Diego, California www.amss.us, info@amss.us Eccentric regatta from the Ancient Mariners’ Sailing Society, in which contestants swim to the yachts to start the race, then get sloshed.

The Fred Shepherd racer returns to the Solent, via Cape Town, St Helena and a lifesaving refit at the hands of builders from across the Caribbean

wINDfall YacHT Sea Scamp We race on the Abeking & Rasmussen sloop that started her life sailing under the swastika with the Luftwaffe

Awards2013 We comb through this year’s restorations, new-builds, top yards and boatbuilders to present you with our shortlist of the year’s best. And we want your vote to choose the winner!

Plus London Boat Show; the bespoke yacht; Val Wyatt Marine; Ferrari speedboat; part II of our winter series on building a skylight; and more!


Rowdy

59 ft Herreshoff New York 40 Bermudan Cutter 1916

£895,000 Lying France

As a “Fighting Forty” ROWDY has dominated her class in classic regattas. Meanwhile as the cruiser for which the class was principally designed, her sister RUGOSA flew the flag in 2001 to voyage some 26,000 miles to the Americas Cup Jubilee. Authentic and her condition hard to fault, ROWDY today personifies the total versatility of this design – one of very few as capable from any era. The current owner spent time this summer cruising with his grandchildren aboard ROWDY but then still won the vintage class at the Voiles de St Tropez!

email: info@sandemanyachtcompany.co.uk

33 High Street, Poole BH15 1AB, England. Tel: + 44 (0)1202 330077 www.sandemanyachtcompany.co.uk


Saleroom CHRISTIE’S LONDON

Grimshaw’s London River at night BY DAVE SELBY London and the River Thames in all its grime and glory have inspired great works by great artists, among them Canaletto, Turner and Whistler. Although lesser known, John Atkinson Grimshaw (1836-1893) was admired by his peers, including Rex Whistler, who is reputed to have remarked of his friend: “I thought I had invented the Nocturne, until I saw Grimmy’s moonlights.” Grimshaw’s 1883 river view of Southwark Bridge and St Paul’s is the work of an artist at the very height of his powers. Here there’s both romance and reality, grit and majesty, toil and serenity. As Whistler put it: “Mist clothes the riverside with poetry, as with a veil, and the poor buildings lose themselves in the dim sky, and the tall chimneys become campanili, and the warehouses are palaces in the night, and the whole city hangs in heavens.” These words are taken from a lecture by the American

artist, but are just as apt as an appreciation of Grimshaw’s work. Fittingly, this fine atmospheric work was the top seller of a Christie’s auction devoted to art and artefacts

Above: 1883 London under the light of a full moon bristles with barges

of London. The 20in by 30in (51cm x 76cm) oil on canvas soared past the £150,000 to £200,000 presale estimate, to go to an American private buyer for £361,250.

BONHAmS

East meets East

BRIGHTWELLS

mystery sportsboat A mystery sportsboat confounded the cataloguers when it cropped up at Brightwells classic car auction in Leominster at the end of September. The marine-ply motorboat with planked deck measures 12ft (3.7m) long and looks to date from the late 1950s or early 1960s. Restored, said to be watertight, and complete with road trailer, the pert little craft made £1,870, but what is it? One enthusiast reckoned it is a Pencraft Sportsman 11; another thought a Broom Rapier.

The East Coast maritime art of two separate continents features in two upcoming Bonhams auctions. The Butt & Oyster, Pin Mill (below left) an archetypal East Coast scene by Edward Seago (1910-1974), is expected to fetch £20,000 to £30,000 in Bonhams’ Modern British & East Anglian Pictures sale in London on 13 November. Meanwhile, East Coast US artists feature in Bonhams’ 28 November New York sale of Property from an Important New England Collection, which includes The Warning (painted 2007) by Maine artist Jamie Wyeth. The work, expected to fetch $250,000 to $350,000 (£160,000 to £220,000), resonates with Hitchcockian menace, evoking his movie The Birds, which was set on the upper East Coast.

CLASSIC BOAT DECEMBER 2012

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Objects of desire Deadeye lamp We rather like this maritime table lamp, fashioned from a rare 19th century three-hole deadeye block made of lignum vitae. Assembled at some point in the early 20th century, the lamp comes with new designer shade in beige fabric and measures 12in diameter by 17in tall (31cm x 43cm). Price $475 (c£300) Tel: +1 757 399 5012, www.skipjackmarine gallery.com

Bronze batten rivets Carter Richardson of East Passage Boatwrights in Bristol, RI, says he came up with these solid bronze batten rivets for his Herreshoff Columbia Lifeboat dinghy because there was nothing traditional looking on the market. Slot a pair into the rowlock socket of your tender, brace a handy wooden batten between them and you have an excellent framework to support a boat cover and prevent pools of rainwater from gathering. From $95 (c£60) plus postage, or $110 (c£70) with retaining screw. Tel: +1 401 253 5535, www.epbws.com

Chesterfield swivel chair These classic Chesterfield swivel and tilt chairs adorn the classier offices and libraries of the world. Known as the Captain’s Chair, it is very comfortable, and with the back tilt, perfect for ruminating on the day’s sail with a salty glass of scotch and a distant look. One old sailor we knew used his to combat his sea legs by slowly “rocking down”, as he put it, and Captain Kai Ketonen of motor yacht Pacha III recently bought one for when he’s not skippering Princess Caroline of Monaco’s yacht. It comes in mahogany, yew or oak and a choice of coloured leather. From £425 Tel: +44 (0)161 341 4389, www.chesterfieldsofacompany.com

GL Watson book The art and science of GL Watson live on in the beautiful boats he designed. So says Hal Sisk in the introduction of this book, which he instigated after restoring the exquisite Peggy Bawn. And it’s a sumptuous 495-page tome, aided by photographs, drawings and diagrams, charting the life and career of one of Britain’s greatest designers. €89 (c£73) Tel: +353 (0)86 2640 479, www.peggybawnpress.com 26

CLASSIC BOAT DECEMBER 2012


1940s celestial star globe For night navigation with a sextant you must have an extremely accurate map of the stars. The maker’s name of H Hughes & Son is engraved on the base ring of this star globe, along with the Admiralty pattern number of 760. It is one of a batch made for the Royal Navy but never issued and is over 60 years old, although the creamy white globe itself is more modern, having been updated by Kelvin Hughes in 1975. This means it is a usable, as well as ornamental, piece for those who enjoy traditional navigation. This example is complete and is housed in an oak case measuring 11in tall by 10½in by 10½in (28cm x 27cm x 27cm), with leather carrying handle, solid brass screws and fastening hooks, axis and base rings. £660, from Trinity Marine, see p84. Tel: +44 (0)1647 253400, www.trinitymarine.co.uk

Roberts Revival

Theo Fennell cufflinks

The good news is that there is no plan to switch LW broadcasting off in 2015, as has been reported (see Editorial, p5). Which all means there is still good reason to buy a great radio (with FM, LW and MW) from Roberts. This Revival 250 looks the same as the 1950s models in a stylish 9in (238mm) wide box. Running on battery or mains, its tone is mellifluous and with LW reaching as far as Spain you’ll receive the Shipping Forecast loud and clear. From £89

Cheaper than a J-Class, but only just, these striking 18ct white gold and enamel cufflinks from Theo Fennell feature a delicate figure of the 2009 Endeavour II replica, Hanuman. The Londonbased jeweller also produces custom cufflinks, from dories to superyachts. £5,250 for the J-Class Tel: +44 (0)20 7591 5000, www.theofennell.com

Tel: +44 (0)1709 571 722, www.robertsradio.co.uk

Logbook Handmade from smooth calfskin leather, dyed “ocean blue” and with gilt-edged pages, this logbook has a classic maritime feel. Measuring 10in by 7in (25cm x 18cm), it has the standard columns for navigation, and allows for 95 voyages. £150, with embossing from £85 Tel: +44 (0)1428 648 180, www.aspinaloflondon.com

Champagne stopper French silversmith Ercuis describes this as a “marine” Champagne stopper because of the finely chased cord pattern, which is the result of an intricate handcrafted process. Silver plated and elegant, this 6cm-high stopper is equally at home in the cockpit, down below or onshore. £89.95 Tel: +49 (89) 45 69 20 66, www.artedona.com CLASSIC BOAT DECEMBER 2012

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LONGING FOR A SAIL Spanning 75 years and 450 miles, the ‘travelling’ Loch Longs are a class to be reckoned with, finds Jack Gifford


LOCH LONGS

PREVIOUS SPREAD: JACK GIFFORD

O

30

Previous spread: Loch Longs have their own class race at Cowes Classic Week Above: Despite concessions down the years, class rules still require all-wooden boats

n 12 May, 1937, five new identical keelboats raced together for the first time off Cove and Kilcreggan on the Firth of Clyde in Scotland. They raced to celebrate the coronation of King George VI on that day and, in doing so, founded the Loch Long One Design class. Originally intended to provide members of Loch Long Sailing Club with inexpensive fleet racing, James Croll’s rework of the Norwegian Starboat (Stjärnbåt) was a simple, safe and elegant keelboat. Little has changed down the years, and the Loch Long lives on today as a unique and wonderful example of the diversity in British yachting. Iron ballast and Oregon planking are among the many features which keep down the cost of building in this class, added to which the simple systems and non-overlapping jib mean that a sailor of almost any size and experience can jump in and start racing. That said, most sailors find that the Loch Long requires years of practice before a fleet ace emerges! The moderate sail plan and nimble performance on the water is the key strength of the design, able to be sailed in all breezes and quick to tack, enabling close-quarters duels. Although originating as a local class on the Clyde, the Loch Longs are now polarised to opposite ends of the country: on one hand, the Scottish fleet, on the other an enthusiastic and equally large number of boats on the tidal estuary of the River Alde in Suffolk. Like many classes over the years, it has become classic by default. Yet the design is celebrating its 75th anniversary and the fleet shows that the Loch Longs are still in the prime of life.

CLASSIC BOAT DECEMBER 2012

EMILY HARRIS

JACK GIFFORD

“Sailors find that the Loch Long requires years of practice”

A bumper season was planned to celebrate the Diamond Jubilee, with the annual Loch Long Week on the Clyde, the Metre Yacht and Keelboat Regatta (now called Cowes Classic Week) in Cowes and Aldeburgh Yacht Club’s regatta in Suffolk. Several Aldeburgh boats resolved to attend all three of the widely-spread events to make the season all the more special.

a bumper season Celebrations began in Aldeburgh on 9 June with a hearty Scottish breakfast accompanied by a piper in homage to the design’s Scottish origins. Then, the 19 boats staged a sail-past in a stiff sou’westerly, with the commodore of the Loch Long One Design Owners Association, Jimmy Robinson, taking the salute. Racing began in earnest a month later, when Cove Sailing Club hosted the annual Loch Long Week. The 17 home entries welcomed seven boats from Aldeburgh Yacht Club in Suffolk and one from Tobermory on Mull. Despite the considerable distance, all arrived safely and were greeted by local sailors, who helped the weary travellers unload and rig their boats in the wee small hours. The locals maintained their familiar dominance around the cans, but there were frequent forays by the Suffolk sailors into the top ten, and even the top five. The locals’ use of spinnakers in their weekly racing put the visitors at a distinct disadvantage, as the estuary racers usually opt out by general consent at home. This disparity may cause a bias during Loch Long Week, but at local level, spinnakers have attracted new sailors to the Clyde fleet, whilst the decision to opt out has grown numbers at Aldeburgh.


EMILY HARRIS

A number of events were laid on during the course of the week to mark the anniversary, including a 25-boat sail-past (an excellent video produced by Thomas Dolby can be found by searching www.classicboat.co.uk). A celebratory tea was attended by Loch Long sailors old and new, with honoured guest “Young” Ian Boag, who at 82 and as son of the prolific Loch Long builder William Boag, has had a hand in the building of around 50 Loch Longs. Everyone shared happy memories of each other’s time sailing and racing in this much-loved class. The Royal Northern & Clyde Yacht Club hosted the traditional supper and ceilidh, which rounded off the Week in fine style and left all but a few with dusty heads for the final day of racing. Pamina, helmed by Mark Bradshaw, won the Week for a fourth time, after a remarkable eight wins in 10 races. Scirocco, the oldest boat in the fleet, was part of the original batch of yachts built in 1937 by Colquhoun of Dunoon, and came 20th overall, achieving twelfth place in one race at the age of 75. The highest-placed Aldeburgh boat was fleet newcomer Bruce Johnson in ninth place, sailing Hussar.

hotfoot to the Solent

LOCH LONG LOA

21ft (6.4m) WAtERLInE LEngtH

15ft 3in (4.7m) bEAM

5ft 10in (1.8m) DRAugHt

2ft 8in (0.8m) HuLL WEIgHt

1,200lb (544kg) MAInSAIL

150sqft (14m2) JIb

43sqft (4m2) SpInnAkER

180sqft (16.7m2)

For the second year in a row, Cowes Classic Week welcomed the Loch Long class to the Solent with its own start amongst classes such as the Solent Sunbeams and the X One Designs. A number of the visitors had been to the previous year’s regatta and once again revelled in the experience of bringing their keelboats out of the Alde to the cradle of British yachting. CLASSIC BOAT DECEMBER 2012

31


LOCH LONGS

Above: Some 30 Loch Longs race regularly in Suffolk on the River Alde Right: Another large fleet centres on the design’s spiritual home on the Clyde

The weather was sunny but the breeze was light, making the racing a bit on the sedate side. The boats were nevertheless rewarded with a highly enjoyable regatta and had the privilege of competing for the Queen Victoria Jubilee Cup, on account of it being the class’s 75th year. The Cup, which was presented to the Royal London Yacht Club by Queen Victoria in 1886, was won by Pippin, helmed by Jimmy Robinson and crewed by Bryn Evans. Awards were presented by ocean racer Mike Golding during a magnificent high tea at the Royal London YC.

friendly and competitive The Loch Longs that had travelled to Cowes made it back to Aldeburgh in good time for the annual Yacht Club Regatta at the end of August. Over recent years, the class has grown to become the largest fleet in the regatta, and 30 boats lined up for their morning start – more than for Loch Long Week on the Clyde. The racing is correspondingly competitive, which has had the healthy effect of attracting the club’s younger talent, as well as sailors from outside Aldeburgh. There are now estimated to be 50 Loch Longs in the area surrounding the club, with over 30 of those actively racing or sailing on the river. Local hot shot Simon Fulford carried away the week’s class trophy in Whim with only a few points to spare after four ‘bullets’ in six races. The growth of the fleet in Suffolk was acknowledged in 2003 when Aldeburgh Yacht Club hosted its first Loch Long Week, 41 years after founding the fleet at the club. It has hosted the event twice subsequently – in 2008 and 2011 – and looks forward to welcoming the event again after another year on the Clyde in 2013. 32

CLASSIC BOAT DECEMBER 2012

Talking to the Johnsons, owners of Hussar whose first experience in the class was this year’s Loch Long Week, they found the class very friendly and welcoming; so much so that the attraction of fun racing and good parties has already spurred them to sign up for next year’s regatta, and inspired some practice. A wooden racing yacht, especially of a certain age, requires constant and regular maintenance. Both fleets are kept in racing condition by loving owners, many of whom have had the boats in their families for more than two generations. Seven Aldeburgh yachts have been completely restored in recent years with five new additions built by Peter Wilson, of the Aldeburgh Boatyard Company – the latest being Fiona in 2007. It cannot go without mentioning that the class has something of a colourful and diverse mix of boats with much variation within the ‘one design’; but with reasonable compromises being made over the years to get people on the water, close racing is guaranteed in both fleets. The strictly all-wooden class still supports a range of sail lofts and equipment suppliers and has avoided the arms races and monopolies seen in other classes. 2013 will see the traditional carvel build of Loch Long 142, chalked up at the yard of Brian Upson at Slaughden in Suffolk. The often disputed differences between the boats has done nothing to impede successful level racing on the water, with boats of all ages in contention. The ease of handling and familiarity found whilst sailing a Loch Long has attracted many and has kept several crews coming back for more year after year. In 2012 the class not only celebrated past successes but laid foundations for the future. It moves on from its landmark Diamond Jubilee under newly-ratified, tighter rules agreed upon by the class association. Many sympathetic improvements have been made and with the help of supporting plans and documents, grey areas have been clarified – all in metric, of course. The class has never been stronger and the future looks bright for the two distant fleets of closely-linked sailors. Cove Sailing Club, Barons Point, Cove, Helensburgh, G84 0PL Tel: +44 (0)1436 842159, www.covesc.org.uk Aldeburgh YC, Slaughden Road, Aldeburgh, IP15 5NA Tel: +44 (0)1728 452562, www.aldeburghyc.org.uk

JACK GIFFORD

JACK GIFFORD

“There is much variation in the one design... but close racing is guaranteed”


S TUART K NOCKABOUT Design No. 53 - L. Francis Herreshoff - 1932

Doughdish

Also Available www.Doughdishllc.com

Classic Herreshoff for daysailing and competitive racing www.StuartKnockaboutLLC.com CLASSIC BOAT DECEMBER 2012

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Douarnenez departure One of the best maritime festivals in the world also saw the start of an offshore race this year. By Dan Houston


T KATHY MANSFIELD

Above: the 1964 Sergent yawl Mowgli bow-onbow with Vagabundo; Belem in the background Left: the late Eric Tabarly’s Pen Duick at Douarnenez

he French festival at Douarnenez is surely one of the best maritime festivals in the world. Every two years since 1986 the pretty Brittany port has hosted hundreds of wooden boats of all shapes and sizes in a four-day jamboree that celebrates the traditions of those who follow the sea. Famous once as France’s best known sardine port, Douarnenez now lists tourism as a major business, along with fish canning, and as you sit in one of the busy bistros on the quay it’s easy to see how; the old port still has that thriving waterfront feel that you’d associate with a Hornblower film. And, during this festival, there are actors and actresses who stroll the granite quays creating vignettes of whatever the French equivalent to Hornblower is; they regale us diners over our €6 sardines-frites with tales of the rolling wave; it’s all blue-water sailing around here. And with a restored, black-hulled tunnyman being slowly sculled out of harbour in the background, and the masts of seven or eight Tall Ships arranged in dock, it’s

DAN HOUSTON

easy to see what this and many harbours like it, would have looked, smelled and sounded like in the days of sail. Of course, this draws the crowds in their thousands – the French seem to like nothing better than a maritime festival, and over the last 30 years or so they have built up several, including the big yachting events in the south which are the envy of the rest of the world. This year, Douarnenez enjoyed a boost from the Tonnerres de Brest festival – a tide’s sail to the north of here. Brest occurs every four years and we’ll have a wider report on its influence in these pages soon. It is just gargantuan, and very international. Set over four days, in July, Douarnenez has always been known as a more intimate festival – you could do it in a day, as a tripper say, on the slightly steep €28 family ticket. Or of course you could sail here, and be one of the 800 or so invited boats taking part in the festival. Several British boats made it this year, including Greg Powlesland’s recently restored Patna, the new-built pilot cutters Edith Gray, 2011, Annabel J, 1995, Eve of St Mawes, 1997; The Falmouth Quay Punt Louie Wills, CLASSIC BOAT DECEMBER 2012

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Gaastra Flagship Store Newport, Rhode Island, USA 16 Bannister’s Wharf, Newport, RI 02840 Tel: 401-846-8700 Email: newportgaastra@verizon.net www.gaastra.eu


TRANSAT CLASSIQUE

DAN HOUSTON

Meet Loïc Blanken, the organiser “Owners tell me this is the adventure of a lifetime,” says the charismatic Breton Loïc Blanken, organiser of the Transat Classique, at the Douarnenez festival. I am talking to him and Jean-Jacques Ollu, president of the Atlantic Yacht Club, formed in 2008 with the idea of promoting transatlantic races for classic boats, and which has a clubhouse in the nearby marina port of Rhu, just around the corner. Loïc, who had just finished a traditional boat surveyor’s course at the International Boatbuilding Training College, is a yacht broker in Douarnenez, who did 15 transats before he saw a gaff cutter mid-Atlantic and was inspired to form a race. “Many owners of these boats have not crossed the Atlantic... and if you are a sailor, you really want to do that; it is one of the big life experiences,” he says. “Our challenge, by the way, is one of the biggest of its type; the ARC is not a race. Our challenge makes skippers prepare their boat, do sea survival as part of ISAF (International Sailing Federation) regulations, organise crew, get the time off work or family commitments... It’s a huge thing, but it gives them the incentive to do it.” “And these boats are made for offshore sailing,” Jean-Jacqes points out. “People might see them and think they’re from an era like King Louis XV but they are strong and well made; we find they do more miles than new boats in an average season.” Being at Douarnenez puts the fleet in “the middle of all this history showing people boats and sailing,” says Loïc. “So we hope young people will maybe become interested, and see this as much a part of their maritime culture as workboats.”

ALL PICTURES BY DAN HOUSTON

Above left to right: Daniel Bombigher’s 1973 schooner Marie des Isles; crew-work on the 1965 Illingworth and Primrose Valteam; Pen Duick II, Cipango and Emeraude at the start of the race

1900, and others like Trinity Sailing’s Leader and Provident, Donna Capel, Yseult, Velsia, and Holly Mae of Penzance. Coming across Charles Ford, owner-skipper of Louie Wills, and his crew at one of the long communal tables under the sunshine was like a chance meeting at a busy railway station... The crowds were thronging the quays where you could enter into the festive spirit – trying local cheese or cider, watching some rope-workers or climbing a Tall Ship’s rig (though this seemed mainly for kids and teenagers). Douarnenez seems to be primarily a workboat festival; many of the ports around here have had French government grants to rebuild heritage vessels that were once the vernacular craft of the region – so it has a fair share of luggers. Tall Ships this year included the 1896 167ft (51m) iron-hulled barque Belem, which was demonstrating how to sail off a quay – yardarms braced this way and then that, to back and fill the sails in a majestic display of seamanship. And while there is no racing as such, vessels are encouraged to sail in and out of harbour, so there is a

tremendous sense of activity with all shapes and sizes of craft raising or dropping sail and coming and going all day long. As I arrived I spotted Roger Barnes in his 14ft 6in (4.4m) Vivier-designed, lug-rigged Ilur dinghy Avel Dro, 1996, tacking through the boats moored in harbour. Roger’s tan smock matches the Ilur’s tan sails; the contemporary dress of many traditional sailors hasn’t changed in terms of style or material for generations – a good beret is just a sensible piece of headwear here while elsewhere in France it is less and less seen.

What? Yachts? In the midst of all this Stockholm-tar-smelling, tan-sailgaff-hoisting, shanty-song-work-driven, marlinspikehand-wielding display of the old craft-andcraftsmanship, there are a dozen bermudan-rigged yachts, moored stern-to the main quay. These, and the tented space above them are part of the Transat Classique race, sponsored by Panerai, which will leave at the end of the festival for a 600nM offshore race across Biscay to Cascais in Portugal. CLASSIC BOAT DECEMBER 2012

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EMILY HARRIS

Top: the 1991 reproduction tunnyman Cap Sizun surrounded by smaller craft Above, left to Right: a local Ilur dinghy; the magnificent lugger Granvillaise; a local 90s-built fishing boat replica

38

KATHY MANSFIELD; Top: DAN HouSToN

The race, in July, was to be the first leg of the Transat, scheduled to leave Cascais on 2 December 2012, bound for Barbados. As we went to press, a second fleet was leaving St Tropez on the south coast of France to sail to Cascais and make up the number of yachts to 15 or so. It’s only the second-ever Transat Classique and is run by the recently formed Atlantic Yacht Club, based in Douarnenez. The first race, of 4,800nM, was run in 2008 and ended at St Barts. Crews in Douarnenez were enjoying the atmosphere of an event like the Temps Fête, but they were also mentally gearing up to a potentially gruelling sail. The fleet ranges from the 36ft (11m) Cipango and Laetitia II, both French boats built in 1966, up to the 73ft (22.3m) 1965 Illingworth-Primrose Valteam and the 1971 S&S Amazon. Nestled in with other yawls is the welltravelled Vagabundo II, one of our ‘Restoration of Year’ winners, designed by German Frers (CB284). Another special yacht is Pen Duick II, in which Eric Tabarly won the second Observer Singlehanded Transatlantic Race in 1964. She is alongside the original

CLASSIC BOAT DECEMBER 2012

EMILY HARRIS

Fife-designed Pen Duick, 1898, the yacht he restored after the Second World War – and a regular at Douarnenez.

The laTesT advenTure The two legs which start the Transat would form useful shakedown passages for the crews, before the 3,800nM race to Barbados. And some here, like Olivier Pecoux, owner of Amazon, had done the event in 2008/9: “I know what to expect,” he told me. “We have 10 crew – none of them professional, though some I have been sailing with for years. And an excellent cook and some excellent wine on board; I am very excited. Like all departures, there is a sense that this could be the last adventure; I am looking forward to it.” It’s a sentiment echoed elsewhere, and so on Sunday morning, while Douarnenez’s festive spirits got into gear for the last day, the small fleet of intrepid yachts set off, for an offshore adventure to Portugal. See more at www.transatclassique.com


NeilThompsonBoats

The Norfolk Smuggler Dimensions

The Norfolk Smuggler 25 has been carefully designed to ensure a single-handed sailing ability when required. The cockpit is large to allow comfortable sailing for up to six adults and to provide ample stowage space in the cockpit lockers. The cabin trunk provides standing headroom through the yacht without looking cumbersome, and ahead of this there is a safe foredeck to provide security for the foredeck hand. This vessel has been designed to be shoal draught with a centreboard increasing draught from 2’9” with plate up to 4’11” with plate down. The centreboard is raised and lowered with an easy to operate manual winch.

Norfolk Urchin

Norfolk Oyster

Norfolk Gypsy

Length Beam Draft Sail area Weight of boat

Norfolk Smuggler 25

25’ ( 7.69m) 8’9” (2.69m) 2’9”/4’11” (0.85m/1.51m) 404 sq ft (38.3 sq m) 4.25 tonnes (inc equipment)

Norfolk Trader 45 & 65

Home of the Norfolk Range Neil Thompson Boats, Manor Farm, Glandford, Holt, Norfolk NR25 7JP +44 (0) 1263 741172 • info@neilthompsonboats.co.uk • www.neilthompsonboats.co.uk


INSIDE

THE CASTLE CLUB VISIT

Cowes’ Royal Yacht Squadron is among the world’s oldest and certainly its most exclusive sailing clubs. Barry Pickthall had a rare tour


ROYAL YACHT SQUADRON

PPL

JONATHAN HOARE

F

rom behind castle parapets, the world’s most exclusive sailing club guards the entrance to Cowes Roads. The 197-year-old Royal Yacht Squadron was one of the first clubs to have the word ‘Yacht’ incorporated into its name, with royal links that have grown over the past two centuries. Membership is limited to 475, each one strictly by invitation. However, the club’s beginnings were modest. Ian Dear, who wrote the official history in 1985, charts this to a group of sailing gentlemen who met at the Thatched House Tavern in London’s St James’s Street on 1 June 1815 and agreed to meet twice a year – once in London, and once in Cowes – “to enjoy one another’s company and to talk about their common interest”. Forty-two names – half with titles, the rest drawn from the landed gentry and military – formed the Yacht Club. It gathered together most of the large seagoing yachts in the Solent under one flag to form a fleet of gunned sailing ships that only the Royal Navy could match in number. Indeed, the Navy came to regard them as an auxiliary fleet, which goes some way to explaining why this is the only club in the world whose members may wear a white ensign. In 1817, the Prince Regent (later King George IV) expressed a wish to join this elite group. He kept his yacht anchored off Brighton and saw the Solent as being a far more convivial base to sail from. Club members received a letter from Charles Paget, who attended the King, and it was read out at a special meeting called in East Cowes. “The Prince Regent desires to be a member of the Yacht Club and you are to consider this as an official notification of His Royal Highness’s desire. I have the honour to be, sir, Your obedient humble servant...” Members rushed out to get a copy of their latest signals book, richly bound in red Morocco skin, along with a copy of the resolution by members appreciating the honour being accorded to them. The following year, the royal CLASSIC BOAT DECEMBER 2012

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ROYAL YACHT SQUADRON

“One prospective member, on hearing that he’d been blackballed, ranged his ship’s guns towards the Squadron”

PPL

Previous spread: The library at the Royal Yacht Squadron Above: View of the Castle, as the race gun is fired

ranks were further embellished by the Dukes of Clarence and Gloucester. When the Prince Regent ascended to the throne as King George IV in 1820, he agreed to become the club patron and bestowed royal status, allowing the name to be changed to the Royal Yacht Club.

Cowes week origins On 10 August 1826, the club organised a race for a gold cup valued at £100 over a course around the Solent. There was a ball that evening in East Cowes, followed by a dinner on the Friday and a firework display. This was the start of Cowes Week, and racing and fireworks on the final Friday have been held during the first full week of August ever since (except during periods of war). In 1833, King William IV decreed that the club was to become known as: “the Royal Yacht Squadron, of which His Majesty is graciously pleased to consider himself as head”. The issue over use of the white ensign was more convoluted. At the time, British ships flew various flags including the red, white and blue ensigns. The Royal Navy used all three, and several yacht clubs had permission to fly the white ensign. So, in 1842, the Squadron petitioned the Admiralty to use the blue ensign, to avoid confusion. In its wisdom, the top brass decided instead to withdraw the use of the white flag from six other clubs, but the signal was lost as it was passed down. Several clubs continued to use the white flag and it took another 21 years for the dispute to be resolved.

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Blackballing was rife among gentlemen’s clubs during the 1800s. It allowed the few – one in seven in the case of the Squadron – to thwart a prospective member’s aspirations to join. The practice was savagely implemented at leading London clubs such as White’s and Brooks’s, more often than not in retribution for some past slight or indiscretion. The founding members of the Yacht Club saw no reason to break with this precedent. Among those to be blackballed was Lord Cardigan, but the discredited Earl, who does not seem to have been much liked, simply waited until his protagonists had gone and reapplied successfully in 1849. He was a prime example of the type of member the Squadron does not want; one who enjoys socialising more than sailing. He owned a yacht, but was certainly no yachtsman, and when asked one day by his skipper if he would like to take the helm, he replied: “No thank you. I never take anything between meals.” In later years, Vice-Admiral Lord Louis Mountbatten was blackballed not once, but twice. According to his biographer Philip Ziegler, salacious gossip about his wife and risqué headlines like that in the San Francisco Chronicle – ‘A Royal Spanking for Gay Lady Mountbatten’ – led to Queen Mary instigating his first blackballing. The King wanted Mountbatten to be a member, and was incensed at his rejection, particularly when it happened a second time. According to Ziegler, however, Lady Mountbatten’s adventures were only partly to blame


The Black Book The club also kept a Black Book listing sanctions applied to miscreant crew aboard members’ yachts, presumably to keep the guilty from being employed by other members. Only one of these books still exists in the club’s library, covering the years between 1829 and 1866. Described on the flyleaf as, “an account of seamen discharged from yachts belonging to the Royal Yacht Squadron for disorderly conduct”, it lists 160 names charged with everything from drunkenness and insubordination to desertion and – the worst offence – “bringing a whore on board and sleeping with her in the owner’s cabin”. The Black Book itself fell into disrepute in 1872 and was replaced by Certificates of Conduct after Sir Alexander Cockburn, the Lord Chief Justice who joined the club in 1869, deemed it ‘libellous’. Owners were not always beyond reproach themselves. During the early years, many private yachts were armed with cannon, and one prospective member, on hearing that he had been blackballed, ranged his ship’s guns towards the Royal Yacht Squadron’s parapets and refused to stand down until he had received an apology. In the

Above: The morning room in salmon pink Right: Club insignia on the gate leading to the lawns and the Pavilion Below Right: This historic sign still warns the public off the club marina, built in 2005

JONATHAN HOARE

for this humiliating rebuff. There was a feeling among some members that, “the candidate was a rackety young man with a weakness for showing off in fast motorboats”. His membership was eventually pushed through ‘by acclaim’ in 1943, rather than by the usual process.

JONATHAN HOARE

JONATHAN HOARE

CLASSIC BOAT DECEMBER 2012

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PPL

JONATHAN HOARE

ROYAL YACHT SQUADRON

heat of competition, at least two members allowed their crews to attack their opposite numbers with hatchets and piping when they thought they had been fouled. By 1823, the Squadron had 71 civil members and 132 naval members. Their yachts totalled some 5,000 tons and employed about 500 local seamen, but the club itself was still of no fixed abode. Two years later, a house was leased on the Parade and to pay for it, the annual subscription was raised to £5, an entrance fee of £10 was set, and members were obliged to own a yacht of over 30 tons. A club uniform was introduced and Lord Yarborough became the first commodore. A decade on, the tonnage of members’ yachts had doubled, and the club now had a reputation as the ‘home of yachting’. Cowes became a magnet for foreign royalty and gentry: Czar Nicholas of Russia joined in 1847, and four years later, members of the New York Yacht Club won the club cup with their schooner America, an event that led to the establishment of yachting’s highest prize: the America’s Cup. The time had come to find a more permanent residence.

Cowes Castle An ideal site presented itself at Cowes Castle, one of two circular forts built on either side of the harbour during King Henry VIII’s reign to protect the Solent and approaches to the River Medina. It had been turned into a residence for Lord Anglesey, the Governor of the island, and the club obtained it after his death in 1856. Some £7,000 was spent transforming what was a military-style house with massive battlements into a notable clubhouse. The gun platform was covered over and painted in red and white stripes. Elaborate roofs and 44

CLASSIC BOAT DECEMBER 2012

gables were added, together with a west tower, built using stone from the ruins of the East Cowes fort. Shrubs were uprooted at the back to make way for the famous lawn where Victorian beauties would sun themselves. The work was completed in time for the Prince of Wales to bring his bride Alexandra to Cowes in 1863, when banners flew proclaiming ‘Welcome, Danish Rose’. King Edward VII, as he was crowned, was commodore for 19 years, and it was during this reign and King George V’s that the Squadron basked in royal sunshine. Later changes including the Lady’s Balcony were made under Prince Philip’s commodoreship (1962-68), the Pavilion was added in 2000 and the Yacht Haven in 2005. It wasn’t until 1964 that wives, daughters and sisters of members were admitted as lady associate members. Prior to that, a former secretary once explained the need for a separate entrance and stairway. “Oh, that’s so that members can avoid their ex-wives,” he joked. Joke or not, it was very effective. The 21 brass cannon around the parapets are now used as signalling guns, but they came from a model royal yacht, Royal Adelaide, built by King William IV for use on Virginia Water. There used to be 22, but one was taken as a memento during an early Admiral’s Cup series and has never been found. Just how anyone managed to steal such a hefty armament is a mystery. It would have needed several people to carry it away, yet no one can recall seeing it removed, or heard of it since. This has led to speculation that the gun was simply tipped over the parapets into the waters below as a late night jape, and it may still be down there to this day. Tel: +44 (0)1983 292191, www.rys.org.uk

Above left: Signalman Peter Scott prepares the gun for a start Top: Ladies used to bear left for the club’s rear entrance Above: America’s Cup greats surround the Cup during the jubilee regatta hosted by the RYS in 2001


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CLASSIC BOAT DECEMBER 2012

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GETTY IMAGES

HEMINGWAY’S BOAT

pApA’S pALLIATIve Hemingway escaped the pressure of mad fame in Pilar, his beloved fishing boat, now restored as a museum piece in Cuba. Jonathon Savill reports

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CLASSIC BOAT DECEMBER 2012

hull was painted black instead of the stock white colour. Other modifications included a flying bridge, extended fuel tanks for greater range, a livewell for bait, custom engine set-up, and a roller on the transom to aid in hauling large fish aboard. She was built in Wheeler’s Coney Island yard but delivered to Hemingway in Key West, Florida. This company started as the Wheeler Yacht Co, but during the First World War, it built boats for the military. The yard would go on to build 230 submarine hunters during the Second World War. Hemingway liked fishing, drinking and fighting more or less in that order. According to his friend, Peter Buckley: “Not only did Ernest have the wrong friends but he wrote about the wrong people: Indians and soldiers, whores and waiters.” Pilar was his kingdom. On Pilar he could fight his battles with fish instead of fame.

Big game fishing Hemingway’s contribution to big game fishing is often underestimated, as journalist Peter Swanson explains rather neatly. “Thanks to Pilar, not a sports fisherman goes to sea without carrying on the legacy of the man who wrote the second most famous fishing story of all time (the first? Moby Dick, of course).” As Hemingway says of the fish in The Old Man and the Sea: “His choice had been to stay in the deep dark water far out beyond all snares and traps and treacheries. My choice was to go there to find him beyond all people.

GETTY IMAGES

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here are two kinds of people who buy boats. Some buy them for prestige but others because they genuinely love the sea. Ernest Hemingway was such a sailor. And although Hemingway was the man almost everyone wanted to be, the sadness is that he was never the man that he wanted to be. To escape the pressure of his insane fame and come to terms with the simple side of his personality, he owned a 38ft (11.6m) floating haven named Pilar. It is almost impossible to measure the influence of Pilar, not only on Hemingway’s life, but on his writing too. Pilar was the nickname for his wife Pauline, also the heroine in For Whom the Bell Tolls. And unlike many boats, the yacht found its own fame – it inspired the naming of Playa Pilar (Pilar Beach) on Cayo Guillermo in Cuba. Reputedly, several of Hemingway’s books were influenced by time spent on the boat, most notably The Old Man and the Sea and Islands in the Stream. Arguably Hemingway’s best friend was AE Hotchner. In his book Papa Hemingway, he describes the first time he saw Pilar. “It had a flying bridge with topside controls, outsize riggers that could handle ten-pound skipping bait and the capacity to fish four rods. Hemingway introduced me to her with old affection.” Pilar was bought in April 1934 from Wheeler Shipbuilding in Brooklyn, New York, for $7,495 (around £78,500 in today’s money). The Playmate cabin cruiser’s


“

Above the roar of the motors and the high, slapping rush of the boat through the water, he felt a strange, hollow singing in his heart. He always felt this way coming home at the end of a trip - To Have and Have Not, Ernest Hemingway

�


Marigold

59 ft Charles E Nicholson Gaff Cutter 1892

E550,000 Lying France

The beauty of MARIGOLD’s Victorian straight stem and long counter stern doubtless inspired her rescue by Greg Powlesland. That he in turn persuaded her present owner to resource completing the project attests to her worth as one of the premier classic yachts afloat today. Attention to period detail and the skilful application of traditional materials has regenerated this magnificent yacht, providing enormous pleasure both to him and his guests over the 25 years of his ownership.

Integrity

43 ft Stirling & Son Gentleman’s Cutter 2012 (1880)

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A breathtakingly beautiful yacht from a builder with a sensibility not just for yacht design from this period – special as that was but the vision to create a vessel for a sailor useful enough to enjoy with his family in 2012 and that can genuinely excite when the conditions and mindset of the crew determine - with the capability bravely to explore blue water and beyond. A gentleman’s cutter – Ladies and gentlemen let’s broaden our horizons.

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HEMINGWAY’S BOAT

“A drunken author with limited weaponry may not have constituted the biggest threat to enemy submarines”

CORBIS

not a crack shot Pilar was one of the few boats to carry a submachine gun as standard equipment. Readers will have their own views about ordnance on small vessels, and Hemingway had his share of problems. He spent three summers in Bimini, the westernmost islands of the Bahamas, and during an initial attempt at the crossing in April 1935, he shot himself in the leg while trying to boat a shark. On another occasion, the gun caused a rift with his friend Henry “Mike” Strater, founder of the Ogunquit (Maine) Art Museum and a member of “the Mob” who travelled to Key West and had known Hemingway since his days in Paris. Hemingway had found that sharks

Above: Pilar up on blocks at Ernest Hemingway’s former home in Havana, with Mystic Seaport’s senior curator Dana Hewson Right: Five years later in 2011, after her restoration CORBIS

Beyond all people in the world. Now we are joined together and have been since noon. And no one to help either one of us.” During the Second World War, Pilar would briefly get to use the sub-hunting capability deep in her Wheeler DNA. Hemingway somehow talked the government into outfitting the vessel with communications gear, including HFDF or “Huff-Duff” direction-finding equipment. He had minimal weapons, which included a Thompson submachine gun and hand grenades. Hemingway’s idea was to attack U-boats, although it must be argued that a drunken author with this limited weaponry may not have constituted the biggest danger to enemy submarines. Cynical observers suggest that the patrols were a farce in return for extra fuel rations and immunity from Cuban police for driving drunk.

would attack tuna he had hooked when the fish was tired, but before it was landed onto the boat. During the landing of a 1,000lb (454kg) fish, Hemingway used his Thompson machine gun to ward off the sharks. But the effect of the shark blood in the water was to attract more sharks, which eventually did damage the fish. The incident soured the relationship with Strater because he believed that Hemingway’s bloody use of the machine gun against the sharks to be the primary cause of him losing the largest fish he had ever caught. I previously mentioned Hemingway’s love of fishing, drinking and fighting. During his first trip to Bimini he initially lived on Pilar. He also staged boxing matches with the locals, offering $100 (this amount ranged upward to $250) to anyone who could last a few rounds with him. His fighting was not always contained to the ring. CLASSIC BOAT DECEMEBER 2012

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Above left: Hemingway demonstrating the size of his catch during a fishing competition off Havana in 1950 Above right: Pilar‘s cockpit, with its fishing seat

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CORBIS

CORBIS

“He was competing against himself... and eventually, even Pilar failed to lift his spirits”

Hemingway was a man who was never really at peace with himself. According to Peter Buckley, Hemingway was certainly a worrier. “He worried all the time, not just about losing his eyes and his mind, and losing his dog, but he worried about his money, which was safe in the bank. He worried about US government agents who had no reason to arrest him.” Pilar set him free from these concerns, albeit temporarily. In the book Hemingway’s Boat, Paul Hendrickson refers to “the deep allure the ocean held for Hemingway: the yearning for the short-water route to freedom, wide-open freedom. Call it Huck’s yearning. To go riding in the spine of time, towards salt waters.” And Hemingway himself mused: “The sea is the same as it has been since before men ever went on it in boats.” Ernest Miller Hemingway was a deeply competitive man. But most of all he was competing against himself and the ghosts of his own failure. Eventually even Pilar failed to lift his spirits. Hemingway’s father shot himself. Hemingway hated his father for committing suicide. He said it was cowardly and that he would never do it. And yet, during his bouts of depression he would say: “I’ll probably go the same way.” Sure enough, in the early hours of Sunday, 2 July, 1961, Ernest Hemingway shot and killed himself with his beloved W&C Scott & Son Monte Carlo B shotgun. At the time, he was depressed because he was being watched by the FBI. Fifty years later, his apparent paranoia was backed up by FBI paperwork. His death was immensely sad, but this is the story of Pilar. His widow left Pilar to Gregorio Fuentes, Hemingway’s beloved Cuban captain. Some say there was a gentleman’s agreement between the writer and the fisherman that upon either’s death, Pilar would never again go to sea. Certainly, Fuentes turned the boat over to the new Cuban government of Fidel Castro, and some reports suggest she was immediately hauled out and installed at Hemingway’s old house, Finca Vigía.

CLASSIC BOAT DECEMBER 2012

Fuentes lived out his life in Cojimar, Pilar’s Cuban home port, until he died in 2002 at the age of 104. He used to say that he missed his friend Ernest Hemingway every single day of his life.

laid up to rest Now Pilar no longer sails, but rests in a wooden cradle on the old tennis court at Finca Vigía on the outskirts of Havana. There is an argument that she, like the Elgin Marbles, ended up in the wrong place. What is certain is that, like all boats, she was designed for her hull to be soothed by water. Mystic Seaport’s head of watercraft preservation, Dana Hewson, visited the boat in 2002, concluding that she seemed in good condition, but that a detailed survey was the only way to be sure. “For one thing, termite damage, until it’s horrendous, isn’t visible from outside.” Since then, Cuban naval architect Rene Guerra has led what he described as an “excellent repair job” on the boat using original construction materials. He says she is now in a fit state to go back to sea, with even the engine carefully restored to working condition. There are rumours of a ghost boat, and Hendrickson mentions talk of a replica skilfully built by the Cubans. Pilar underwent extensive refitting in 1965, 1987 and in 2007, and the work has not been properly documented. So there is some thought that Pilar might be like George Washington’s axe, with a new haft and a new blade. But the consensus is that she is the real boat, and given the love of the Cubans for Hemingway, this is almost certainly true. But as Hendrickson says: “To tell the truth, I am secretly glad we can’t know for certain; that she resists knowing, as her captain himself finally resists knowing. Which makes the Pilar a better metaphor and storytelling vehicle than I ever bargained for.” Finca Vigía, San Francisco de Paula, La Habana, Cuba Tel: +53 7691 8009, mushem@cubarte.cult.cu


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WETTED CANVAS

Peter Smith looks in wonder at the RSMA’s annual exhibition

THE ROYAL S0CIETY OF MARINE ARTISTS

Dennis Syrett’s on board oil painting Enjoying the moment – off Monte Carlo on Elena has won this year’s Classic Boat Award at the Royal Society of Marine Artists’ annual exhibition. He depicts the aft deck crew relaxing on the off-wind leg, leading the fleet home. A good hanging of 276 paintings shows the wide range of subjects and strong interest in Britain’s marine heritage. Other well observed studies include Collecting the despatches by Geoffrey Huband, showing the exchange of reports from a man-of-war to a cutter by means of rowed launch, set well offshore on a menacing swell.

Highly commended were works including a take on the inside of a Gondola boatyard in Venice, and a delightful oil painting of repairs in Man mending sails, Mousehole by Tim Hall. This won the Charles Pears Award for the most promising work by a non-member, though we could do with knowing more about the boat. In fact, if there is a criticism of this excellent exhibition, it is a lack of supporting detail about the scenes depicted. Never short of information is Geoff Hunt, who displays a study of the Mary Rose at her tipping point and his preview study of the Thames Jubilee Pageant, which he painted for the front cover of Classic Boat.

TIM HALL MAN MENDING SAILS, MOUSEHOLE

30in x 23in (76cm x 58cm), OIL, £12,000

48in x 36in (122cm x 91cm), OIL ON CANVAS, £8,500

PHOTOGRAPHS: MERVYN MAGGS

GEOFFREY HUBAND COLLECTING THE DESPATCHES

COLIN RICHENS RMS JOLIE BRISE, CLOSING IN 14in x 8in (36cm x 20cm), OIL, £520 52

CLASSIC BOAT DECEMBER 2012

HARTMUT WESSLING GONDOLA BOAT YARD – SAN TROVASO, VENICE 15in x 11in (38cm x 28cm), WATERCOLOUR, £550


CLASSIC BOAT AWARD WInneR

DennIS SyReTT RSMA enjOyIng The MOMenT – Off MOnTe CARLO 16in x 20in (41cm x 51cm), OIL, £2,750 CLASSIC BOAT DECEMBER 2012

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NATIONAL HISTORIC SHIPS UK PHOTOGRAPHY COMPeTITION wINNeRS

CLASSIC vIewS One stand-out winner (above) and a good haul of well-framed photographs made judging this year’s competition a pleasure

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CLASSIC BOAT DECEMBER 2012


classic Boat FavoUrite and national Historic sHiPs UK PHotograPHer 2012 overall winner

Historic vessels on tHe national register or national arcHive oF Historic vessels

Winner (LeFt)

Winner (bottom LeFt)

Scorpio by ian Kippax from ely HigHLy commended (beLoW)

Reflecting Little Ships at Dunkirk by Mike garlick from salisbury

City of Adelaide by alan Kempster from Kilmarnock HigHLy commended (bottom rigHt)

The Fastnet Rock from Mascotte by Henry Faire from Halstead


Design

competition 2012

MY MId-LIfe crISIS BOAT

Our winner had thought hard about the brief and included a range of pleasing detail

W

e set everyone a tougher challenge than usual when we drew up the rules for last year’s design competition. Our initial idea was simple enough. Cruising yachts started as adaptations of the working boats of their day, moving on to more esoteric designs that glassfibre allowed and race performance demanded. The classic boat revival brought owners and designers back to these workboat roots, but often not venturing much beyond the ubiquitous pilot cutter and then often only in name. So we thought we’d try to open things out to designs inspired by smacks, luggers, botters and their like. The trouble with that, as a professional yacht designer told us, is that a proper design should be based on chosen displacement and principal dimensions from the outset, and these things are driven by the client’s

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CLASSIC BOAT DECEMBER 2012

intended use and their budget. Whereas the classic looks we hankered after were often driven by the need to catch fish or smugglers, or simply what was possible with the tools and materials of their day. However, our professional designer did allow that, in addition to essential technical requirements, we could have a certain type of boat because we liked the way it looked. Indeed, you are on fairly safe ground if you stick with this premise, as no one can argue with you. So with all this in mind, and hoping other people would put effort into our ideas, we set out the rules in September last year and, a bit later than planned, we gathered in naval architect Ed Burnett’s design office in Totnes, Devon to choose the winner. We had a dozen entries, all strongly influenced by working boats from both sides of the Atlantic and from Down Under. We’d already shortlisted some initial favourites, but these didn’t pass the designer’s


STATION 10 Looking forward

STATION 6 Looking aft

STATION 2 Looking forward

Power: Yanmar 3JH5E Bobtail At 2,750rpm uses 6lph and gives speed of 7kts in smooth water 300-litre tank gives 50 hours/350 miles

Winning design BY EDWARD SEIBERT

Calusa’s design is influenced by several of the boats designed between 1871 and 1924 for Florida waters by Ralph Munroe. Then there were few roads, so sailing vessels were essential for moving cargo, mail and passengers. The last of Munroe’s boats was Alice, built in 1924. She was a 52ft (15.9m) flush-decked ketch with a draught of only 4ft (1.2m). She was sailed to the Bahamas and to Cuba, and commuted north and south on the Intracoastal Waterway. I was aboard her many years ago, and thought her a good design for the shoal waters of Florida and the Bahamas. Calusa is to be of strip-planked construction. The flush deck is laminated of three diagonal planks, covered in a synthetic fabric such as Dynel. Laminated frames and bulkheads are fastened to the hull with resorcinol glue, making a very strong monocoque. Floors and backbone are of laminated mahogany, fastened with bronze bolts. CLASSIC BOAT DECEMBER 2012

57


EDA FRANDSEN

Finest Traditional Sailing Holidays

Explore the Western Isles of Scotland and the coastlines of Cornwall, Devon and Brittany aboard this stunning 56ft gaff cutter. Enjoy weekends, short breaks, or longer voyages of up to ten days.

New owners, James and Becky welcome solo adventurers, couples and groups of friends or family for an unforgettable hands-on sailing holiday - as featured in Classic Boat’s unofficial video of the year (Oct 2012). www.eda-frandsen.co.uk | 01326 567265/07867 500289 | crew@eda-frandsen.co.uk

ArtisanBoatworks.com

207. 236 . 4231

Rockport, Maine USA

Classic Wooden Daysailers

Image Š Benjamin Mendlowitz 58

CLASSIC BOAT DECEMBER 2012


DESIGN COMPETITION Dinghy hauls aboard over roller All halyards lead aft to cockpit

DECK PLAN Separate drained compartments for two propane canisters

ACCOMMODATION PLAN

She is rigged as a double-headsail sloop, an excellent rig for singlehanding and one the designer has used on his 30ft (9.1m) sloop for many years. It is especially good for handling the often sudden summer squalls of Florida and the Bahamas. Steering is by wheel from a comfortable seat, which is adjustable to heeling, and sheltered by a folding canvas dodger. In the event of a squall, the jib can be rolled up from the cockpit and a couple of turns taken with the roller reefing on the main. She is then balanced under reefed main and staysail, and the watch below can slumber peacefully through the bad spell. Accommodation is for four people. Most of the time, she will be sailed by the owner and his wife, who have considerable sailing experience. The settee, good for reading and lounging, turns into a double berth for in-port sleeping. Ventilation is provided by a skylight and hatches, all on the

centreline, as they should be for a seagoing boat. The stateroom forward gives privacy for guests. The commodious engine compartment is separated from the cabin by a soundinsulated bulkhead. After a shakedown cruise to the Florida Keys, the owners plan a leisurely year-long cruise of the Bahamas. After this, they may revisit the Virgin Islands and then perhaps take a trip up the Intracoastal Waterway to Maine. If the full-time cruising life suits them, as they believe it will, the couple may decide to become liveaboards. They see the possibilities for a boat like Calusa to cross oceans with a competent crew. As they get older they may return home to sail as they always have, short cruises to the Keys and daysails. They may also consider finding a luxurious marina and spend their old age living aboard. Time will tell.

eye when it came to checking the width of an engine against the wineglass after-sections of many entries, some of which would have needed blisters to accommodate the gearbox. Nor, come to that, would the average owner’s after-sections have fitted over some lavatory bowls as drawn – the need for at least sitting headroom often being overlooked. So it was a brutal process that pared away some beautifully executed but not entirely practical concepts, until we were left with just a winner and close runner-up. We assessed all the entries against the accuracy of the drawings with a rigour that defeated many

otherwise-excellent ideas. We looked closely at functionality and attention to the brief – was this a boat that two people could comfortably sail for weeks away from a marina? Could they afford it? And most important of all, would it look ‘right’ and inspire someone enough to have it built? Every one of our competitors picked up on the idea of widening the scope of classic yacht design, and ultimately it came down to how well they could turn this idea into a viable set of plans. Our final choice of winner was Edward Seibert’s Calusa, a 40ft 7in (12.4m) centreboard sloop, influenced by the workboats of the US east coast. CLASSIC BOAT DECEMBER 2012

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Working on the foredeck, restoring and conserving the London Fireboat, Massey Shaw.

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CLASSIC BOAT DECEMBER 2012


DESIGN COMPETITION

CALUSA LengTH overALL

40ft 7in (12.4m) LWL

30ft (9.1m) beAm

11ft 4in (3.5m) DrAUgHT

4ft 2in – 7ft 6in (1.3m – 2.3m) SAIL AreA

797sqft (74m2)

Building a strip-planked hull

Our judges said

Calusa will be strip-built in a waxed female mould. First to be installed is the garboard, which must be shaped so its edge is parallel to the sheerline, ensuring that the subsequent strips build up to meet the sheer without planing. This geometry also prevents twisting of the strips as they are installed and makes for good glue joints. When planking is complete, the inside of the hull will be sanded smooth, and frames, bulkheads, and deck installed, giving the hull its final strength. Afterwards, the moulds will be removed and the outside faired. This photo was taken over 40 years ago, and this 30ft (9.1m) sloop is still going strong with no leaks.

Calusa captured the classic workboat ethos that we were seeking, whilst looking after the needs of the most likely buyers of such a vessel. The rig is well-proportioned and would be simple to handle – singlehanded at a pinch. It would be tempting to sketch in a gaff-sailed option, but the low aspect bermudan sail has strong provenance in its own right in that part of the world. Taking the coachroof out to the sides whilst keeping the sheer low gives a good living space and will lower build costs. The centreboard would allow drying out in remote spots and inland waterway transits. Hull construction is cold-moulded or strip-planked and simplified by the lack of reverse curves. Ultimately, we liked the way the designer had brought all the ideas we sought together into a harmonious form that worked on every level. We could not find a line out of place.

There were another 10 good drawings which made a great basis for critiquing exactly how you can develop ideas into reality and we will write about this in another issue later in the year. Many people drew bunks, seats and tables, which looked as though they would work in two dimensions, but, once the dividers came out, it was often clear that there was insufficient space for the average person. Altering one item to accommodate such issues usually upsets something else – the whole process having to be worked through several times to make

everything fit in properly, especially when you deliberately make function follow form. In the meantime, we’d like to thank everyone who made the effort to take part and we hope to present the winner with a Peter Ward half-model of the design by the time you read this. We’d also like to thank the Yacht Designers and Surveyors Association, which sponsored the competition as part of its centenary celebrations, and naval architect Ed Burnett for making his expertise and studios available to us in choosing the winners. See over, pp62-3 for runner-up martin Castle with St Piran CLASSIC BOAT DECEMBER 2012

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Bookshelf

Electronics

Locker

Warm cupboardForehatch over

Chart table

Diesel tank

Seats – storage under Shower

Step Companionway hatch

Self draining

Skylight over

Diesel stove

Table

cockpit

Locker

Fresh water

Runner-up BY MARTIN CASTLE I have designed a very traditional looking boat that I could comfortably live aboard and cruise extensively. She’s a boat that would be made welcome in any port in the world, traditionally built and easily repaired in remote areas. My influence has been the Mevagissey luggers and the Breton crabbers, so there is definitely a Celtic influence, and hence her name St Piran, the patron saint of Cornwall. I think she is a boat that Captain Jack Sparrow (of the Pirates of the Caribbean films) would feel familiar with, and feel at home aboard. The hull is a little beamier than a Mevagissey lugger, and has a wider transom, but I have tried to keep the lines as fine and fair as reasonable on a boat with this length, beam and draught. She does, though, still displace a substantial 14.4 tons. Ballast on this type of boat is usually carried inboard in the bilges, but it would be beneficial to have part of the ballast as a simple external lead keel, 6in (15cm) square, weighing 1.6 tons, between stations 2 and 8. I chose a gaff ketch rig so that the large sail area is divided into smaller manageable areas. I particularly like a boat with a mizzen when working short-handed, first sail up, last sail down, and for making life more comfortable when lying to anchor. 62

CLASSIC BOAT DECEMBER 2012

Seats – storage under

Step Fridge

Storage Pilot berth storage under

The jib is roller reefed and the staysail is self-tacking. The foresail, main and mizzen sheets fall easily to hand in the secure aft cockpit, where four winches are provided. There would only be need to go forward to the mast for hoisting and lowering the main and topsail. There are deep bulwarks for safe progress around the decks. The deckhouse is simply built with straight sides and the decks are straight-laid. Beaching legs would be carried on deck, stowed alongside the deckhouse. Down below, there are two quarter berths that make large singles or cosy doubles with the right crew! The 40hp to 60hp, engine is mounted on the centreline with a freshwater tank and a diesel tank each side under the quarter berths. Good access is had by removing the companionway steps and engine box. The chart table and navigation station are to port, and the galley is to starboard. There are two settee berths and a pilot berth in the saloon that is well-lit by a large skylight over the saloon table. There’s a diesel stove that provides ample warmth for the cabin and warm air for the airing cupboard, and another large area for stowage opposite on the starboard side. Forward, there is a generous shower and heads compartment with full standing headroom under the forward hatch. Good ventilation for the accommodation is provided by four dorade vents, with further vents for the engine space. St Piran would be a delight to own and sail, and she would look after everyone on board in some salty style and comfort.


DESIGN COMPETITION

ST PIRAN LengTh overaLL

36ft 9in (11.2m) LWL

33ft 9in (10.3m) beaM

12ft (3.7m) DraughT

6ft 8in (2m) SaiL area

983sqft (91.3m2)

Our judges said St Piran designer Martin Castle took classic West Country lines and built them up into a solid-looking and spacious cruiser that would be perfectly in keeping at any workboat festival. Construction would be classic carvel on sawn or laminated frames, which we thought might be an expensive option to put into practice – and require a good deal of ballast to bring her down to her marks. The drawings detail a comfortable saloon, double quarter berths slightly on the small side, but good-sized galley and chart table that we thought would work well in practice.

YACHT DESIGNERS AND SURVEYORS ASSOCIATION This design competition was sponsored by the Yacht Designers and Surveyors association, established in 1912 to promote professional standards in yacht design and surveying. Membership is open to practising surveyors

and designers who have a proven track record in the industry. Many members have a background in the traditional boatbuilding industry so will be at home assessing classic boats. as well as pre-purchase surveys, they can advise on restorations, insurance assessments,

OUR jUDGES: This year’s judges were aidan Tuckett, surveyor and one time Cb Design Competition winner (www.brightonmarinesurveys.co.uk), ed burnett, designer of many contemporary classic yachts (www.burnettyachtdesign.co.uk) and the editor! CLASSIC BOAT DECEMBER 2012

63


Onboard CRUISING SCOTLAND

CRUISING . SEAMANSHIP . EQUIPMENT

Above: Oysters and, to the right, a Gypsy – the two most popular boats in the Norfolk range

Neil ThompsoN boaTs

OySTerS In nOrfOLk Steffan Meyric Hughes discovers the benefits of heavy displacement in a John Leather-designed daysailer on the Broads 64

CLASSIC BOAT DECEMBER 2012


T

he Norfolk range that started life in 1989 under builder Charlie Ward is surely the superlative line of small, traditional GRP sailing boats in terms of cost and displacement and, for many small-boat sailors, desirability. For someone to whom ‘light’ and ‘cheap’ are the watchwords in small craft, this success story was something of a mystery, so the chance to drive to the north Norfolk coast for a late-summer sail at the builder’s annual regatta was not to be missed. Neil and Richenda Thompson took over the company in 2008, building and maintaining the range, which runs from the Urchin (13ft/4m GRP gunter sloop) to the Trader, a 45ft (13.7m) steel sailing barge, all prefaced by the ‘Norfolk’ moniker. We gathered in strong sun at Morston Quay on Blakeney Harbour, a sailor’s haven protected from the North Sea by the golden sand dunes of Blakeney Spit. This is part of a nature reserve of flat lands under Norfolk’s famous big skies. Although only practice day, 18 Oysters and four Gypsies raced around the short course under the mournful, canine gaze of hundreds of common and grey seals on Blakeney Point. I crewed a John Leather-designed Oyster for owner Andrew Nicol, a refugee from London with grown-up kids and time to enjoy his boat in this magical seascape. The Oyster is the larger of the two open boats in the Norfolk range. It’s a beautifully simple gunter centreboard sloop in simulated GRP clinker, 16ft 10in (5.1m) long, with a breathtaking weight of 1,500lb (675kg). Out on the water it makes sense; as Neil points out, these are boats designed to look and sail like their wooden predecessors.

The design has benefited from years of tweaks, with 146 built, and I can’t find a thing to fault, from the simplicity of the rig to the quality of fittings. Even the outboard arrangement (transom bracket with plenty of stowage in the boat’s huge lockers), now considered old-fashioned, is still the most workable solution in terms of space. She won’t set speed records and won’t tow without a big car or braked trailer, but she’s nimble and weatherly and the ballast makes her wonderfully impervious to crew weight; she’d take a solo helm or a family of six or even eight – and in most weather. A new one costs £19,800 (inc VAT). As Richenda tells me, they build to a standard, not a price. The hulls are moulded in heavy lay-up GRP near the Thompson yard and not, as Neil tells me without the reproach I had feared when I suggested it, in Poland. Secondhand, they go for £8,000 to £16,000. After a quick sail in a Gypsy, the popular 20ft (6m) Andrew Wolstenholme-designed cabin boat (138 sold – but that’s a different story), we sailed back up the creek to our moorings. There was time for a look around the yard, a large, picturesque brick building a few miles inland, where the boats are built. After some years spent mainly maintaining the existing fleet, big things lie ahead for Neil and Richenda, with the launch of the new Explorer next year, an engine launch version of the Oyster; and even some serious interest to build a second Trader. Watch this space, as they say. Tel: +44 (0)1263 741172, www.neilthompsonboats.co.uk CLASSIC BOAT DECEMBER 2012

65


ONBOARD

Atlantic sketch Tough smart phone

Trattoria D’Oria... DAN HOUSTON’S REFLEXES IMPROVE AFTER MEALS AT SEA Giovanni makes me laugh. He is putting some crockery back into the galley overhead lockers so fast that in the blur of hands, I can’t even see what it is before the door slams shut. In this rocky motion of downwind sailing, Eilean can sometimes throw things back at you out of an open locker, so I get why he’s doing it, but it’s funny to see. “When I go home my Mom will think I’m crazy,” the 25-year old says, “but I’ll just say: ‘Mama – sorry, but I am not used to all this calm weather!’” We’ve been washing up after another of Chef Stef’s (above) fabulous suppers. These are so good that the experience of eating on board feels like going to a cosy Italian restaurant somewhere like Islington... It’s all about the quality of produce, and it’s excellent; it will make you feel healthy, like dipping fresh ciabatta in some olive oil which is so virgin it gives a burning sensation to “hands flash the back of the throat. There’ll be a little hubbub company under sympathetic lighting; the only out catching of thing missing is a menu on the pavement outside. glasses We start calling it Trattoria Atlantico, and then Trattoria D’Oria after Stef’s surname; we’re before they eating two good meals a day here with a whole slide off...” range of Italian recipes from his happy oven, as well as menus from some of his wider oeuvre – like enchiladas of beef with spinach, or one of his curries. Yum. At first, sitting at table is challenging: you can handle a fork and a plate with one hand on each, but the motion makes setting a normal table difficult – we’re often leaning too much to use the gimbals. This changes as the days pass, and, in the third week, hands automatically flash out, catching glasses of water or condiments before they slide off the table, without even a break in conversation. Later I’ll catch my mobile after dropping it and realise I have faster reaction times, for a while. Others notice this too... and we wonder, was it the Dan sailed across the Atlantic food? Or was it just the motion? on the Fife ketch Eilean. CB286

Nothing wrong with this tough Android smartphone from Motorola. The Defy’s got Wi-Fi, compass, maps, email, camera, radio, hardy gorilla glass screen and lots of apps. It’s just that it doesn’t have IP67 rating, meaning it’s water-resistant only – so you don’t know its limitations until you’ve passed them. That said, the battery life is impressive and we’ve noticed it can pick up coverage where others can’t. Around £150 Tel: +44 (0)1256 790790, www.motorola.com

Rugged Olympus We just can’t spot the compromises made by having waterproofed and toughened this compact camera. The TG-620’s autofocus is super quick, the wide-angle, 5x zoom means you don’t have to step off your boat for a cockpit photo (previously a problem, due to housing), the macro setting is impressive, the HD movie setting is razor-sharp and the flash doesn’t bleach. It also passes the “handing it to strangers test” – people instantly knew their way around. Waterproof to 16ft (4.9m). £199 Tel: +44 (0)1702 616333, www.olympus.co.uk

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CLASSIC BOAT DECEMBER 2012


ONBOARD

Lazarette Copper sternlight VISITg Toplicht have got together with Peters & Bey to make n Saili ent this approved navigation light from pure copper k sheet, which can be polished or left to tarnish, u Equibpom . at.co

classic any more For m ws revie product

depending on how you keep ship. It can be used for red or green side lamps or red and green steaming or sternlights. Each one has a serial number and can come with an optional stainless steel bracket. For ships of less than 20m (65ft 7in) LOA. £80

Tel: +49 40 88 90 100, www.toplicht.de

Thermal for the Arctic From our visit to the Arctic, we found the locals wearing wool from the skin to the air, and nothing else. This Icebreaker Bodyfit 260 is a good start. Great breathability, wicking, comfort and odour resistance. Expensive, yes, and the rear hem could be longer but no one’s ever complained of having too much Merino. Once it’s on, you forget you’re wearing it. From £80

100% wool sweaters This garment is 100 per cent pure wool, knitted in Ireland in a chunky loosestitch pattern in navy blue, denim and oatmeal colours, in sizes from small to XXL. This traditional crew neck rib sweater is very warm, ideal for cold sailing days and has nice tight cuffs. The waffle pattern traps warm air. £58

Tel: +44 (0)1572 772437 www.icebreaker.com

Mariner padlock Like the false economy of buying a barbecue every year, you’re much better off buying a marine padlock that will last. The Abus Submariner is specifically designed for marine and outdoor applications and features a special “pearl chrome” plating for superior corrosion protection. It has a solid machined brass body and a full plastic jacket with a sophisticated drainage system, offering a longer life compared to standard locks, meaning you can get in but no one else can. £34.50 Tel: +44 (0)808 168 22 88 www.ironmongerydirect. co.uk

Tel: +44 (0)1256 351283 www.thenauticalcompany.com

Five-toed shoe Once you’ve overcome the inability to quickly slip into the Vibram Fivefingers Sprint, and the possibility of a toe-breaking stub, these prehensile ‘shoes’ are most useful to those of us who clamber around rigging and along spars. They have a non-marking razor sole and give excellent grip due to the individual toes splaying out and the arch contour being followed. We’d advise you try them first (not regarded as shoes in most self respecting yacht clubs). £60 Tel: +44 (0)1306 883240, www.vibramfivefingers.it

CLASSIC BOAT DECEMBER 2012

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Pilot Cutter “Cornubia”

Photo © classic-sailing.co.uk

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+44 (0)1628 824382

www.peterfreebody.com 68

CLASSIC BOAT DECEMBER 2012


ONBOARD

Charlotte watters

Adrian Morgan

Mastless wonders

With little or no preparation, save a trip to Costcutters for provisions, Neil and Maddy Scobie did it in Lobie II, a classic 43ft (13.1m) yacht designed by Jack Giles. And for much of the voyage they were lacking a vital part of her, namely the top 10ft (3m) of her mast. It was off Lowestoft that it all came crashing (literally) to the deck. One minute hard on the wind in a lumpy sea; the next a sharp report as a chunk of it landed at Maddy’s feet. That was when the phone call came. “Hi, it’s Maddy. We’ve broken our mast,” rose a disembodied voice out of the North Sea. “What do you suggest?” Well, I thought quickly, best get into a safe haven as fast as you can, call the local boatyard, have the rig pulled and Lobie transported home on a trailer. And that is where I left them: joggling about in the North Sea with the top of their mast on deck, no doubt swathed in a welter of sailcloth and stainless steel rigging. A few days later their daughter called. “How are they getting on? Have they pulled the mast yet?” I asked. The answer was surprising, but typical of the spirit of adventure you would expect from a couple steeped in the old ways of doing things. Typical of a man who wears shorts in midwinter and once worked with Ridgway Adventure. To paraphrase Henry Paget, 1st Marquess of Anglesey’s remark to Wellington at Waterloo when a shot took off his leg: “We seem to have lost our mast,” says Neil. “My goodness,” says Maddy. “So we have...” And then they soldier (sail) on. It was in keeping with the view of Blondie Hasler, who famously suggested that those who sailed alone and got into trouble should be prepared to drown like gentlemen. In this case, drowning was not a serious prospect; more like a huge repair bill and a low-loader up the M1. “Oh, they never mentioned the mast,” says the daughter. “They have found a tree surgeon. They’re in France now up some river having a great time. Apparently I’m to send out a smaller jib. And some Oxford marmalade.” Next thing, Lobie was back on her mooring with the jagged stump above her top spreaders, Maddy and Neil rowing ashore. They had stormed up the Irish Sea, too fast to stop, they said. And the mast? They had kept the pieces and reckoned it could all be glued back again. Of course the mast would need pulling, but they would do that alongside the pier and Neil would strap it to an old Massey Ferguson with no brakes, and drag it 10 miles up the glen to their lodge in the hills. After all, if you’ve just sailed round Britain without an important section of what makes you go then getting the remaining 60ft (18.3m) of it up a potholed, unmade road in the Highlands is really no big deal.

Adrian salutes the spirit behind a rather special circumnavigation

J

ohn Ridgway may have been the first to row the Atlantic, and Sir Ranulph Fiennes is about to trek to the Pole in winter, but no one to my knowledge has until now sailed around the British Isles with a broken mast – surely an achievement that ranks with the best, and more laudable for the fact that it went unrecorded, save for a note in the (Royal) Loch Broom blog.* This is the stuff of legend; the kind of stiff upper lip in the face of adversity we associate with our great country. Many a yachtsman with full and detailed preparation has circumnavigated our shores, some of them in astonishing times, others in a variety of craft both suitable and frankly ludicrous. There has probably been a fellow who did it in a bathtub, or in a Citroën 2CV fitted with mast and sails.

“I left them joggling in the North Sea, the top of their mast on deck”

*www.lochbroomsailingclub.blogspot.com for the curious CLASSIC BOAT DECEMBER 2012

69


w el l e n Bi n der

sonwiK****M a r ina

Stunning and unique runaBout

the hot-Spot BaLtic yachting centre, 360 BerthS

loa: 9.28 m Beam: 1.96 m dr aft: 0.70 m year: 1937 Price: EUR 200,000

Price: EUR 8,500,000

K i a l oa ii

sa M a r K a nd

Legendary Sparkman & StephenS yawL

oLin StephenS cLaSSic – among hiS BeSt deSignS

loa: 22.40 m Beam: 4.55 m dr aft: 3.58 m year: 1964 Price: EUR 790,000

loa: 17.45 m Beam: 4.09 m dr aft: 1.60 - 3.85 m year: 1958 Price: On Request

He t a iros

Gr e t el

worLd’S LargeSt mahagony SaiLing yacht

auStraLiaS FirSt americaS cup chaLLenger From 1962

loa: 42.85 m Beam: 8.40 m dr aft: 3.00 m year: 1993 Price: EUR 9,900,000

loa: 21.16 m

Beam: 3.58 m dr aft: 2.67 m year: 1962

Member of t he Robbe & Berk ing fa m i ly +49 (0)461 31 80 30 65 · baum+koenig@classic-yachts.de · w w w.classic-yachts.de

Price: On Request


ONBOARD

Classnotes Essex Smack BY VANESSA BIRD

VANESSA BIRD

L

ike most traditional working boats around the UK, the design of the Essex Smack has evolved over several hundred years. Its precise origins are unknown, but the environment in which the boats have worked is what has dictated their characteristics. Narrow, sandbankstrewn estuaries required nimble and relatively shallow-draught craft, yet the boats had to be seaworthy enough to fish further afield. Their lines vary considerably, but a typical Essex Smack has a plumb stem, rounded forefoot leading to a long, straight keel, while its topsides sweep gracefully from a high bow to a low, elegant counter stern. Freeboard is minimal aft, principally to facilitate the easy retrieval of dredging gear, but the high bow allows the boat to punch through heavy seas. They set a large gaff cutter rig with a generous-sized topsail, and a mainsail that could be reduced in size significantly to allow the boat to be infinitely controllable when dredging for oysters. Essex Smacks were originally clinker-built, with a transom stern and bluff bows. In 1836, however, the first carvel-planked smack was built, and gradually their lines became sleeker. Many of the yards that lined the East Coast rivers were highly-regarded yachtbuilders, and with local fishermen crewing the Big Class yachts during the summer months, they were all too familiar with the need for speed. By the mid-1800s, this had crossed over into the smack’s design. Long counter sterns eventually replaced the transom and then lute sterns, and by the mid-1800s, three types had evolved. The smallest, Class III – a maximum of 35ft (10.7m) LOA and 12 tons – dredged oysters in the local rivers, while the Class II smacks, up to 50ft (15.2m) LOA and 18 tons, worked further afield for oysters or as stowboaters on the rivers and along the Essex coast. The large Class I smacks weighed over 20 tons and often travelled far, dredging the North Sea, Scotland and even Wales.

During the late 1800s, the industry was huge with hundreds of smacks based on the East Coast. Racing was popular, too, with many villages organising smack races every season, and indeed the earliest recorded race took place at Bradwell in 1783. The class waned after the decline of the oyster fishery in the early 1900s. Peace, built in 1909 by Stone of Brightlingsea, was one of the last, and although Polly worked under sail until 1956, many others were motorised. But the 1950s saw racing revive, and by the 1970s, many smacks had been converted back to sail. Today, over 70 still sail and, with regular events throughout the season, it is one of the most popular and enduring ex-working boat classes in the world.

Above: The 1889 Aldous & Sons oyster smack Transcur

BETTY, A 1906 ALDOUS-BUILT SMACK LOA

45ft (13.7m) LWL

34ft 8in (10.6m) BEAM

9ft 7in (2.9m) DRAUGHT

4ft 6in (1.4m) SAIL AREA

1,020sqft (94.8m2)

DISPLACEMENT

OLDEST SMACK? Boadicea was built in 1808 and is still sailing! Built by James Williamson of Maldon, she was originally clinker planked, but was later replanked in carvel, and was fished commercially until 1938. She has been in the Frost family ever since.

CHAMPION SMACKMAN Captain Lemon Cranfield was one of the most successful smackmen of all times. Owner of the 50ft 3in (15.3m) LOA smack Neva, which was built by Harris at Rowhedge in 1875, he dominated smack racing between 1877 and 1907. Neva, CK86, was named after the 70ft (21.3m) Fife yacht that Cranfield skippered to great success for several years.

ALDOUS & SONS Aldous & Sons of Brightlingsea were one of the most prolific smack builders on the East Coast, and built fast smacks and yachts for over 100 years. Although the yard closed in 1962, part has been retained by the Colne Smack Preservation Society as the Aldous Heritage Smack Dock. www.smackdock.co.uk www.betty-ck145.com www.ssa-uk.org

9.7 tons BUILDER

Aldous & Sons

Vanessa’s book Classic Classes is out now: www.classicboat.co.uk CLASSIC BOAT DECEMBER 2012

71


ONBOARD

Getting afloat CLARIONET

Bargain racing legend Clarionet is a Sparkman and Stephensdesigned 36ft (11m) bermudan racing sloop, built of mahogany on larch frames in 1966 by Lallows of Cowes, to the light displacement of 6.4 tonnes. That, and her then-unusual underwater configuration of separate keel and rudder made her one of the most famous racing yachts of her generation. She has come first or second in nearly everything she has entered, starting with Cowes Week in 1966. In the 1980s and 90s, already long in the tooth, she won the East Anglian Offshore Racing Association series four times (under IOR handicap), then in the 90s, went on to win her class in the Royal Ocean Racing Club (under IRC) another four times. She won her class in the 1987 and 1991 Fastnets, then became RORC points champion under IRC – in 2008. She was one of the boats Olin Stephens revisited in his book Lines in

FROLIC

East Coast Smack Boat Frolic is an interesting GRP example of a 12ft (3.7m) Smack Boat. The mould to build her was taken off a clinker Smack Boat built by Alf Last of Maldon in the 1970s. It was one of Alf’s last and considered among the prettiest of its type. Brian Kennell, then based at Downs Road Boatyard in Maldon, built around 20 finished GRP versions and another 20 bare hulls for fitting out by owners. They are lug-rigged with centreboards and regularly raced around the East Coast. According to Frolic’s owner, these versatile craft are big enough to carry the crew of a smack, yet small enough to be easily sailed by one, and stable and good to row, especially with two rowers – or sculled. They are simple and fast to rig and they tow well: a large smack, beating down the Thames Estuary in a good breeze, once reported a dry dinghy astern despite the crew having taken a dusting on the mother ship. Frolic is offered in good condition at £1,750 with oars, sail and new cover, lying Faversham. Alternatively, Brian offers new boats priced from £5,500 to 72

CLASSIC BOAT DECEMBER 2012

2003, five years before his death. Clarionet stands on the border between the era of wooden, long-keel racers and the GRP fin-and-skeg flyers of the future. Even today, she is competitive against modern yachts and in IRC; she would no doubt prove lethal in classic racing too. Yachts of this pedigree at this price are rare; often because they are restored to within an inch of their lives and asking much more. Broker Barney Sandeman describes Clarionet as “sound” and in a state to use straightaway. Alternatively, bringing her up to ‘concours’ condition would not, Barney thinks, involve too much work. She would need new wooden spars to replace the aluminium ones. Aside from this, she has never been out of commission, and is largely original. Lying Portsmouth, £55,000 Tel: +44 (0)1202 330077 www.sandemanyachtcompany.co.uk

KANGA

“Lavish” one-off sloop Not much is known about this attractive, 26ft (7.9m) sloop with a varnished hull, designed and built in 1983 by a Mr Brian King. Lack of heritage can make yachts like this hard to sell (ie bargains). So this one-off could be worth a look. She’s mahogany on oak with, according to her broker, “money lavished” on the interior, with accommodation for three or four and 5ft 10in (1.8m) of headroom. She comes with a 13hp Beta diesel and a tender called Roo! Lying Maldon, Essex, asking is £12,500 Tel: +44 (0)1621 859373, www.mjlewisboatsales.com

£6,000, now built by trainee shipwrights at the Pioneer Trust under supervision. Tel: +44 (0)1795 590211 julian.mannering@gmail.com New Smack Boats: Brian Kennell, Maldon Tel: +44 (0)7745 173908


NeilThompsonBoats NeilThompsonBoats www.neilthompsonboats.co.uk www.neilthompsonboats.co.uk NeilThompsonBoats

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The Norfolk Oyster The Norfolk Oyster The Norfolk Oyster

The Norfolk Oyster is a 17’ gunter rigged centreboard dayboat, with simulated clinker hull, spruce and tan sails. Hercentreboard simple efficient rig ensures excellent The Norfolk Oyster spars is a 17’ gunter rigged dayboat, with simulated performance under sail in light or strong winds whilst her deep bow and ample clinker hull, spruce spars and tan sails. Her simple efficient rig ensures excellent freeboard make her immensely seaworthy. Both mainsail and jib have fixed reefing performance under is sail or strong whilst her deep bow ample The Norfolk Oyster a in 17’light gunter riggedwinds centreboard dayboat, withand simulated points (2 positions inimmensely mainsail, 1seaworthy. in jib) so that reducing sail is easily accomplished. freeboard make her Both mainsail and jib have fixed reefing clinker hull, spruce spars and tan sails. Her simple efficient rig ensures excellent A small(2cut-out in the transom1enables outboard motoristoeasily be fitted with ease. points positions insail mainsail, soan that reducing accomplished. performance under in light in orjib) strong winds whilstsail her deep bow and ample When not in use, this can be stowed in chocks in the large forward locker. A small cut-out the transom seaworthy. enables an Both outboard motor behave fitted withreefing ease. freeboard make in her immensely mainsail andtojib fixed The Norfolk Oyster is a perfect dayboat, combining the needs of small children When not in use, this can be stowed in chocks in the large forward locker. points (2 positions in mainsail, 1 in jib) so that reducing sail is easily accomplished. with those ofOyster keen sailing parents. A small cut-out in the enables ancombining outboard motor to beof fitted with ease. The Norfolk is transom a perfect dayboat, the needs small children We currently have two Norfolk Oysters for sale,inboth year’s warranty. When not inofuse, this can be stowed in chocks the with large1forward locker. with those keen sailing parents.

Dimensions Dimensions ������ ������ � ������ ���� ���� ������� ������ ������ � ������ ����� ��������� ������������� Dimensions ���� ���� ������� ���� ���� ��� �� �� ����� �� �� ����� ��������� ������������� ������ � ���� ������ ������ �� ���� ������ ���������� ���� ���� ��� �� �� ����� �� �� ���� ������ ������ ���� ������� �������� ������ �� ���� ������ ���� ���������� ����� ��������� ������������� �������� ������ ������ ���� ���� ��� �� �� ����� �� �� ������ �� ���� ������ ���� ���������� �������� ������ ������

The Norfolk Oyster is aNorfolk perfectOysters dayboat, needs of small children We currently have two forcombining sale, boththe with 1 year’s warranty. with those of keen sailing parents. We currently have two Norfolk Oysters for sale, both with 1 year’s warranty.

Norfolk Urchin

Norfolk Oyster

Norfolk Gypsy

Norfolk Smuggler 25

Norfolk Trader 45 & 65


BOATS FOR SALE

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

To advertise call Edward Mannering +44 (0) 20 7901 8016 Edward.Mannering@chelseamagazines.com Copy Deadline for next issue is 20/11/2012

Carter 33

1.,&*-2)20110- +2'0-*!,2,+)2(2#*$/221*//) 1+/ 01-(2 .#!#-(2 ))2*,2)2%/012/+2".+1 10/-2 .,'2 .''*/*+,-2 %+12 -.%0/2 .-2 01%0&/2 .,' -/#1'2.-2.20--0$2&.,20)2(22(22(22( ) 01/ *,!2$.&02$0,-#1!(2 +1/ 01,201".,)2     



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First Carter design built in Australia in 1971 and the only Carter 33 built in timber by prestigious builder Graham Alexander who was involved in the construction of the famous Koomooloo. Skylark is a truly ocean racer with 4 Sydney Hobart’s completed in the 70’s winning her category in 1973. Construction: Cold moulded Oregon Pine. Cockpit and Cabin in Teak. Only two owners since launching. The second owner sailed her from Sydney to Bilbao (Spain) in 2007-2008 with no issues. http://travesiaskylark. blogspot.com.es He accomplished a complete refit in 2011-2012 with new mast, electronics. New varnish and paint on deck and top. Euro: 29,500, email: jonetxebarria78@gmail.com or call 0034 62251 3777.

Osprey nO.437 classic 1964 wOOden hull by plycraft sOmerset

New sails by Ullman, new centre board and rudder by Tony Mackillican. Road trailer and launch trolley by Hallmark Premier. ÂŁ1750. Please email peter_roberts01@yahoo.co.uk

EAST ANGLIAN ONE Buchanan design 1965, 15HP Nanni, Iroko on oak, complete history. Requires some restoration + cosmetic work, Hull v. sound. Recent inheritance. Price reflects condition. Bankside Norfolk. ÂŁ7500 ono Tel 07990 783915.

‘LONDON OLYMPIC’ PREVIOUSLY ‘PATRICK COLQHOUN’ EX THAMES POLICE INSPECTORS LAUNCH

Carried HRH Queen Elizabeth the Queen Mother on day of funeral for Winston Churchill. Length: 13 Metres approx., draught: 1.2 Metres. 2 x 300hp Volvo Pentas with less than 3000 hours – can reach speeds of up to 35 knots. PLA licence for 12 passengers – own a lovely piece of history. Vessel is lying in central London. Price: OIRO £45,000. Poss p/x vehicle WHY For more information please contact Colin Bullock on Tel: 01268 451216 / Mob: 07956 680316 alternatively email: colin@riverthamesboathire.com 74

CLASSIC BOAT DECEMBER 2012

One Of the very pretty 12ft lugsail dinghies built by Brian Kennel of Maldon. Recent new bottom boards and cover. Well equipped with oars, bronze rollocks, anchor, boat hook, etc, etc. A lovely little boat for sailing and rowing and tows well at sea. ÂŁ1,750 Call 01795 590211 (evenings 01795 537644) julian.mannering@ gmail.com


BOATS FOR SALE

FAST 43 FT YACHT Designed and built by Camper & Nicholson 1960 for Admirals Cup. Great sea going boat, deep well protected cockpit, set up for single handed sailing. Good condition, 2003 - new teak deck, 1999- complete refit. 8 berths, Lying River Dart. Ill health forces sale of this genuine classic hence offers invited over £35,000. The yacht has been valued at considerably more than this. Email: anton@eclipse.co.uk or call 07971 085719.

1912 built 30ft East Coast o D

now rigged as gaff cutter. No 1 of only 10 built. Very fast, well-mannered and much admired boat. Lying Falmouth. Price: £9495. Call 01872 863379 or E-mail: ian.m.royston@btinternet.com

24 foot wooden RiveR CRuiseR This beautiful 24 foot wooden River Cruiser was built by H. Gibbs in 1947; a new diesel engine has recently been fitted. There are 2 bunks in the cabin, as well as a small gas stove and sink. The price includes a purpose-built trailer and an all-weather cover that fits over the whole boat. The boat is currently moored at Abingdon Boat Centre, Nag’s Head Island, until the end of September and will then be kept near Wendover, Buckinghamshire. Price: £28,000.00 For further details, please contact: Sally Knowles: telephone 01494837535 or email knowlesys@hotmail.co.uk

CHARMINA

Classic Strange yawl, built 1923 by Woods, Cantly; Norfolk. Pitch pine on oak frames, Bukh engine 8hp. 4 berth. Well documented and cared for yacht. Lying Lymington £22,500 Tel: Richard Rouse 07712556697 or email richard_rouse@tiscali.co.uk

SWN Y MOR A rare opportunity to acquire the ultimate converted Watson 1935/36 RNLI lifeboat. After 32 years of rewarding partnership, Swn Y Mor is seeking new guardians Sail her around the world again or liveaboard and cruise home waters in a beautiful and comfortable registered historic vessel. See Classic Boat magazines 69, 240, 241, and 242. Huge sail and equipment inventory. Immaculate twin Ford Mermaid engines. A truly stunning vessel admired around the world. £125,000 please call 07518042082 or email theswnymor@gmail.com

UNIQUE OPPORTUNITY

Rosira. W. Macfurson-Campbell 30ft centre cockpit teak sloop. Started 1939, completed 2004. Remarkable history. £32,000. Tel: 01904 448651 or email: rb@thorneengineers.co.uk or visit www.thorneengineers.co.uk for full story and pictures.

Looking to sell your boat?

Reach over 50,000 readers each month There are two styles of Boats for Sales ad to choose from and with our special Spring offer, if you buy two months, your third month will be free. Pick the style which suits your requirements and email: Edward.Mannering@chelseamagazines.com with your text and image or call +44 (0) 20 7901 8016. The deadline for the next issue is 20/10/2012

SAMPLE STYLE A GoLAnT GAffEr

No. 8. Excellent 2 berth coastal cruiser, built 1999. Length 18’ 9” Beam 7’ Draft 2’ 9” long keel, designed by Roger Dongray. Yanmar GM 10 regularly serviced. Very attractive boat lovingly maintained, Lying Fowey. £12,000 ono. Email: name@classicboat.co.uk 0000 11111111

SAMPLE STYLE B

STYLE B. 5cm x 1 colums. Either 55 words or 30 words plus colour photograph. £155 inc VAT and Internet

cuTTEr

Built 1991, mahogany & epoxy hull similar to GRP, 1930’s spars & fittings, beautifully maintained. Visit www.idclark.force9.co.uk for photos and specification. £25,750 Contact 00000 111111

STYLE A. 5cm x 2 columns. Either 160 words or 80 words plus colour photograph. £275 inc VAT and Internet CLASSIC BOAT DECEMBER 2012

75


BROKERAGE

Brokerage

To advertise Call Patricia Hubbard +44 (0) 207 901 8014 Patricia.hubbard@chelseamagazines.com Copy Deadline for next issue is 20/11/2012

45 ft William Fife III 8 Metre 1914 Designed by William Fife III and built by the Fife yard in 1914 IERNE could be the ultimate First Rule 8 M. Her rig is close to the 1914 original and an early example of a large Bermudan. Regardless of the International Rule and its complexity, there is a purity to this boat both in the treatment of her rebuild and her breathtakingly good looks. Since the completion of her restoration, she has been mainly in storage - and is a truly exciting prospect.

45 ft Anker & Jensen 8 m R 1918 The Eights have always been appealing as they are sufficiently large for comfortable cruising as well as racing but not so large as to demand an army of crew ! NJORD is a total restoration and benefits from being rebuilt to her original high specification. Her interior however has been rendered far more useful than the original thereby enhancing her cruising comfort yet still enjoyable for regattas. NJORD is currently certified to conform with either the First Rule or Second Rule.

£310,000

€255,000

Lying UK

Lying Norway

47 ft Laurent Giles Yawl 1951 As with Jack Laurent Giles’ Vertue design ISMANA displays that purposeful charm blending style with function as only he knew how - a style that has the onlooker captivated; more subtle than the very long overhangs that seduce so easily and far more seaworthy as a result - her current owner has fully restored her with the help of Hubert Stagnol and he seems to have known exactly what he wanted to achieve. Her structure is impressive enough but it’s in the simple detailing and original fittings on deck and below that make this boat very special. €235,000 Lying France

48 ft Veronese Bermudan Cutter rigged Motor Yacht 1958 Bruno Veronese a noted marine author was a designer from the late 1940s. His quite prolific output yielded some 30 yachts built including theClassics; COPPELIA, TYRSA, EURYDICE, VALLEY III and PANDORA; all notable for both their elegance and the strength of their design in construction. The ideas of other designers and Jack LaurentGiles in particular, can be seen in RESOLUTION II. The ideal cruising yacht for friends and family, she is perfect for holidays; her layout giving privacy for two families. She is moreover very manoeuvrable. €150,000 Lying Turkey

44 ft Sparkman & Stephens Yawl 1949 We often enthuse about this period from Sparkman & Stephens combining the classic beauty of a vintage yacht with the performance that such yachts from the bloodline of DORADE proved outstanding for many years to come thereafter. LAUGHING GULL has had only three owners and much of her original detail remains intact. A few years ago Olin Stephens told her current owner he had designed this boat with slightly longer overhangs to enhance her beauty believing that a beautiful boat is a faster boat. Need we say more? £118,500 Lying Holland

40 ft Aldous Gaff Cutter 1922 Built by Aldous to Lloyds A1 in 1922 to a design by A Boyes, AYESHA has inspired her owners to enjoy her very much as originally intended. In 2001 she won her class in the Prada classic series in the Med – having sailed across Biscay to compete! There is something refreshing about her honest fit out and no mistaking her beauty – a capable vintage sailing boat and worthy regatta contender. She is easily handled, even with a crew of two.

70 ft Laurent Giles Motor Yacht 1948 The sweeping elegant simplicity of WOODPECKER is memorable – her semi-displacement hull represents a near pinnacle in this hull form and a full restoration has retained her original character but with modifications to enhance practicality as a family cruising yacht with a stunning classic contemporary interior.

59 ft Lawley Motor Yacht 1918 Fred Lawley’s yachts notably combined attention to the detail of materials and sound methods of construction - they were much admired for their beauty of line, excellence of finish, sea going qualities and comfort. CARINA, formerly OLD GLORY with her stunning lines culminating in a canoe stern is no exception; her interior is simple and largely original. Significant upgrading in recent years has raised the bar, both structurally and cosmetically to her original glory. $385,000 USD VAT unpaid Lying USA

58 ft John Bain Ormidale Motor Yacht 1959 One of the best known and sought after classes of motor yachts designed by John Bain; the first of her type was winner of the1948 second post-war, Pavilion D’or boat race. SEA CREST was built by JN Miller & Sons. Purchased by her current Italian owners over ten years ago and sailed from Scotland to the Mediterranean, she has undergone an important refit at the fabled classic yacht yard Cantiere del Argentario, making her structurally sound while also maintaining – indeed enhancing her charm in understated good taste. €275,000 Lying Italy

£395,000

Lying Malta

email: info@sandemanyachtcompany.co.uk

76

CLASSIC BOAT DECEMBER 2012

£45,000

Lying UK

33 High Street, Poole BH15 1AB, England. Tel: + 44 (0)1202 330077 www.sandemanyachtcompany.co.uk


BROKERAGE

M.J.LEWIS & SON (Boat Sales) LTD DOWNS ROAD BOATYARD, MALDON, ESSEX. CM9 5HG

Tel: 01621 840982 / 859373 • Mob: 07885 859373 Website: www.mjlewisboatsales.com • E-Mail: info@mjlewisboatsales.com Specialists in the brokerage of Classic Vessels, Traditional Yachts and Working Boats

27m Thames Sailing Barge, 1923 Wooden, Coded, license & working. 55 passengers sailing, 80 static. Staff accom. New galley. London £175,000

32ft Dipping Lugger, 2003 Single handed Atlantic sailing. Hand built on Traditional lines. Electric eng & geny. Live aboard. Devon £45,000

44ft Essex Sailing Smack, 1890 Inboard eng. 7 berths. National Historic vessel. Rebuilt, 1990’s since little used. Essex £80,000

50ft ex Mussel Barge, 1958 Dutch Steel vessel. Part converted. Scania eng. Good sea going capabilities. N. Holland £40,000

40ft Classic Broads Racer Cruiser, 1904 A survivor much restored, 1 of just 2 remaining. Bermudian rig . W. Parker design. Resides ashore in N.France. £32,950

35ft Teak Gaff Yawl, 1900 Restored back to her original rig. Centreboard. Replacement engine small. 7hp Volvo. Limited accom. Pembrokeshire £29,950

11m River Cruiser, 1934 Husks of Wivenhoe. Twin BMC diesel engs. 2 cabins. Enclosed wheelhouse. Essex £28,600

12.8m Lifeboat Watson 42, 1962 Licensed for 12 persons, Crew accom. Original features, plans and drawings. Orkney £16,000

12m Bawley pleasure yacht, 1922 A completed restoration 2003. Gaff rig. Yanmar eng. Good hdrm. Accom for 4-5. Pitch pine. Essex £26,500

10.6m Prawner, 1900 Crossfield’s of Arnside. Gaff cutter, Restored. Accom for crew. Inboard eng. Essex £25,500

25ft Westward Gaff Cutter, 1999 Strengthened GRP hull, built for Atlantic. 4 Berths. Well found, very little wear. Nanni 18hp engine. Hampshire £18,250

33ft Bruce Robert’s “Spray”, 1987 Steel hull. New fit out, set for the Caribbean. 2 persons. Mooring paid May’13. Ibiza £38,000 Complete

33ft Loch Fyne Skiff design, 1984 Larch on Oak gaff cutter. G.L.Watson design. Long term cruising / live aboard. 75hp. Perkins eng Devon £26,500

34ft 10ton Hillyard Cutter, 1971 Bermudan main sail. 55hp ’04 Perkins eng. Centre cockpit. Hampshire £27,500

29ft Maurice Griffiths,”Kylix”, 1986 Iroko on Oak, Yanmer engine. 5 berths 6ft headr’m. Centreboard. Suffolk £28,000

11m Gaff Cutter, 1959 John Leather’s design for a traditional smack yacht. Carvel wooden hull. 3 berths, Headroom, Stove. Essex £24,500

Sterling 28, 1961 Kim Holman deign. Classic Bermudan Sloop. 6ft hdrm. Sails new ’09 re-engined.Perkins 29hp. Four berths. Essex. Reduced £9,950

19ft Gaff Cutter, 1937 New rig, sails and spars. Internal refit ‘12. Built by James & Stone Brightlingsea. Two berths. Essex £9,950

27ft Tomahawk, 1962 A modern Classic. Stunning quality. Sole eng. A fastidious Shipwright’s restoration. Refitted Summer ‘12. Essex £19,950

Seaking 25 motor launch, 1971 Iroko clinker planking on oak. Hull restored. New 20hp, Beta engine. Internal’s fitout incomplete. Woodbridge £3,500

18ft Johnson and Jago 2.5t, 1937 Bermudan Cutter restored, new cockpit. Sept ’12. Pocket cruiser long keel. Inboard eng ’06. London £3,950

www.heritage-marine.com CLASSIC BOAT DECEMBER 2012

77


BROKERAGE

w ti s a t lis Bo for d te

International yacht brokers

an

Parkstone Bay Yachts

ng

Telephone +44 (0)1202 724917 Email yachts@parkstonebay.com

STANLEY & THOMAS BROKERAGE SPECIALISTS IN RESTORATION & REPAIR OF CLASSIC WOODEN BOATS

www.parkstonebayyachts.com

MUSKETEER: Cygnus 29’

MORPHEE: Herve 37’

VARVARA: Unique 25’ Slipper Launch c. 1993 by Thorne Engineering, York. Beta Marine diesel.

Price £47,500 | 1998 | BETA-25hp

Price £43,500 | 1964 | ISUZU-36hp

Gaff cutter based on the classic Falmouth oyster boat but with the benefit of a cabin with over 6 feet of head room and five berths. Lying in Falmouth.

Built in La Rochelle, she has had a remarkable life including being sailed from Australia to the UK. Double diagonal mahogany strip planking and teak decks. Lying in Plymouth.

BARBAROS: Barbaros 6.50

JEDANOR: Privateer 30’

MOYRA ANN: Edwardian-style gem, built 2000 by S.T. Mills., Notts. Rare 1909 Simplex 8hp. £20,000

Price £21,000 | 1964 | BETA-25hp

Price £29,500 | 2012 | YANMAR-22hp

Warington-Smyth designed sloop. Pitch pine on oak, re-fit in 2009, 4 berths with a very good inventory and a beautifully fitted out cabin. Lying in Poole.

Classic open launch, GRP hull finished with varnished mahogany. Modern construction and classic lines make for a wonderful day afloat. Lying in Poole.

Parkstone Bay Marina, Turks Lane, Poole, BH14 8EW

TOPPING: 25’ ANDREWS Slipper Launch, 1959. Hull No.436. BMC 4 cyl. £19,500

Mobile:07799-654113 Tel: 01753-833166 sarah.woolley@stanleyandthomas.co.uk www.stanleyandthomas.co.uk Tom Jones Boatyard, Romney Lock, Windsor, Berkshire SL4 6HU

CLASSIC YACHT BROKERAGE MAJESSA 38ft Twin-Screw Motor-Yacht Stanilands of Thorne 1939. Larch on oak, mahogany joinery. Twin 65hp BMC diesels. Six berths in three cabins. Ketch rig. Recent re-paint and varnish. £45,000. Afloat Worcestershire

NAIDA 30ft ‘Askadil’ Bermudian Cutter Dr. T. Harrison Butler, Kenneth Newton, Norfolk 1939. Pitch-pine on oak, teak joinery. Four berths. 15hp Yanmar diesel. Recent re-fit. Also: Teak ‘Askadil’ at £27,500. £22,500 Ashore Dorset

TUGELA 27ft Finesse Bermudian Cutter Maurice Griffiths, Alan Platt, Essex 1977. Lapstrake iroko on oak. Four berths. 21hp Beta diesel. Good inventory. Good shoal-draught bilge keeler. £12,500. Afloat Suffolk

SO

LD

PICULET 26ft Bermudian Sloop Charles Nicholson, Sandbanks Yacht Co. 1958. Carvel mahogany on oak/rock elm. Long keel. Four berths, mahogany joinery. 20hp Beta diesel. Refitted and good survey. £13,500. Afloat Wales

BOOJUM 40ft Edwardian Gaff Yawl W E Thomas, Falmouth 1909. Pitch-pine on oak, laid decks, teak joinery. Six berths in three cabins. 75hp Beta diesel (2009) Re-fit part completed. Rare vintage yacht with history. £28,500. Afloat South Coast

MARY JANE 42ft. Dunkirk Little Ship Admiralty design, professional conversion 1936 Fulham. Teak/ pitch-pine on oak. Teak joinery. Six berths in three cabins. Twin 55hp Peugeot diesels. Historic vessel. £40,000. Afloat London

CARACOLE 25ft ‘Bogle’ Bermudian Cutter Dr. T Harrison Butler, Felthams, Portsmouth 1934. Pitch-pine on oak, laid decks, teak joinery. Four berths, re-built 17hp Volvo diesel. Summer 2012 re-paint and varnish. £16,500. Afloat Devon

SUZANNE ELIZEBETH ‘Scoresby 35’ Motor-Sailer Smith Brothers of Goole 1973. Lapstrake larch on oak, long keel. Six berths in three cabins, mahogany joinery. 120hp Ford diesel. Robust, sea-kindly vessel in regular use. £21,000. Afloat East-Coast

UNICORN OF BURNHAM ‘Otter 40’ Motor-Yacht Francis Jones, Priors of Burnham 1971. Iroko on oak, teak laid decks. Six berths in three cabins, teak joinery. Twin 72hp Perkins diesels. Major re-fits and good survey. £60,000. Afloat South-Coast

www.classicyachtbrokerage.co.uk

Tel: +44 (0)1905-356482 / 07949-095075 • info@classicyachtbrokerage.co.uk 78

CLASSIC BOAT DECEMBER 2012


BROKERAGE

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

Laurent Giles Vertue. Launched 1993 after 15 years in build. Gaff cutter rig to the same sail plan as Vertue No.1 ‘Andrillot’ and with the ocean coach roof design. Iroko strip plank hull, lead keel with all stainless steel fittings. New Yanmar 1GM10 diesel. 4 berths. Cavernous internal space for a Vertue. Very smart example in superb condition Devon £24,500

Laurent Giles Vertue. Built 1962 by Kimber and Blake, Bridgewater. Teak hull on Rock Elm frames. Long dog house model. Volvo 18hp diesel new 2002. Rigging and sails replaced 2004/5. Radar/plotter. Very smart interior with cabin heater and new upholstery. Just finished a thorough cosmetic refit, very complete example Hants £24,500

Laurent Giles Vertue No. 3 25’ x 7’2” x 4’6” An early example of the famous Vertue, one of the few pre-war yachts remaining. Built Berthons 1938 of pitch pine on oak. Thorough refit in last few years including keel off, floors and fastenings. New Beta diesel, new sails. 2 berths with sea toilet forward. Superb example of this popular yacht Cornwall £23,500

Laurent Giles Vertue. One of the 15 much valued Vertues built by Cheoy Lee in Hong Kong, 1963. All teak hull , sheathed deck with varnished coverboards, good sails, recent Nanni diesel. 4 berths, separate heads, standing head-room. Ill health means she has to go after many years happy safe sailing now reduced to £19,850. UK

Laurent Giles Vertue No. 35 the very boat that Sir Humphrey Barton sailed across the Atlantic single handed in 1950. Lots of work done in last 10 years inc. New mast, rig and sails, keel bolts, deck and interior refit. A real piece of yachting history in superb condition that is as capable as the day she was launched £24,500

32’ Brooke Marine twin engine motor yacht. Built 1937 as the company’s demonstrator. Served in Oz during the war, 2000 major refit. Yellow pine hull, totally water-tight deck. Twin BMCs give 10knts. 4 berths, 2 cabins. Heads with shower, modern galley. Original varnished pine interior. A little beauty Suffolk £35,000

A fascinating vintage yacht project. 48’ Mylne design built at Mylne’s yard on Bute in 1909. Built with steam engine and sail. Varnished pitch-pine hull, iron keel, all 24 bolts replaced in 2003. Sold by Wooden Ships afloat and in commission in 2003. Part completed refit project. Executor sale hence only £12,000. Kent

Westcountry fishing lugger 32’ x 10’ x 4’7”. Built in 2003 on the lines of a well known fishing lugger. Larch planking copper fastened to steam bent oak timbers. Lead keel, solid iroko laid deck. 2 masted lug rig with carbon fibre yards. Diesel electric propulsion system. Cavernous interior with 5 berths. The quality of this boat cannot be stressed enough, she has been proven on several ocean passages and is now ready to go again. Cornwall £45,000

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36’ Sparkman and Stephens. Built Moody 1964 for the One Ton Cup in Sweden.Splined mahogany hull, laminated frames, bronze floors and straps, lead keel, teak deck, cock-pit and coach-roof. Wheel steering 30hp Volvo. 5 berths. New alloy mast. A better quality wooden boat has not been built – this is the very best Med £75,000

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For more information about any of these boats call 01491 578870, mobile 07813 917730 email sales@hscboats.co.uk • www.hscboats.co.uk CLASSIC BOAT DECEMBER 2012

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Craftsmanship Yard News

compiled by steffan meyric hughes: +44 (0)20 7901 8055 steffan.meyric-hughes@classicboat.co.uk

HaMpSHIRE

Watson motor launch and 6-M

Peter willis

at the elephant boatyard in bursledon, hampshire, the 6-metre yacht thistle from 1947 has just received a mahogany skin as part of a long-term restoration project, writes Peter willis. belonging to yard owner tom richardson, she was designed by david boyd and built by robertson’s on the clyde. she should be back in the water in 2013. behind her in the yard is a 50ft (15.2m) gl watson-designed staniland class motor yacht from 1938, also undergoing a major rebuild.

NORFOLK

Village saves its lifeboat

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of the original crew still living in the village. The project has brought residents together to share skills ranging from boatbuilding to fundraising and administration. They received a major boost from the engineering company BAM Nuttall, which paid for Edward Birkbeck to be brought home in March, while a local landowner kindly offered the use of a barn to accommodate the lifeboat. Busy raising funds, the group is also appealing for more information about the original layout and anything relating to her 116-year history. For more about the group, see www.wintertonlifeboatrestoration.org.

adrian morgan

ULLapOOL

Woodfish færing for school

richard johnstone-bryden

Residents of a Norfolk village have rallied around to save their former Victorian lifeboat from destruction on a Welsh beach, writes Richard Johnstone-Bryden. The 35ft (10.7m) Edward Birkbeck was built in 1896 as an improved non-self-righting Norfolk & Suffolk pulling and sailing lifeboat. She served as Winterton-on-Sea’s No.1 lifeboat until the station closed in 1925, by which time she had been launched 44 times, saving 94 lives. She was subsequently converted into a sailing yacht and left to her fate in Conwy Harbour around 2003. Fortunately, Harbourmaster Barry Tuson investigated her past and discovered the link to Winterton, so he contacted the parish clerk to see if the villagers wanted her. The residents responded by forming the Winterton-on-Sea Lifeboat Restoration Group, which includes descendants

Viking boats of Ullapool launched another of iain oughtred’s woodfish færings recently, for a charity that teaches ecology to schoolchildren. the brief was for a 16ft (5m) craft that looked as if it might have been built by olaf the axeman rather than morgan the makita; so the timber was treated to look darker and light tool marks left to suggest it had been hewn from riven oak. no mastic or screws were to be used, but authenticity stopped short of iron nails, so rose head copper was used instead. the result is a stretched version of the design, with a sleeker sheerline but the original strake patterns. the boat will go under a woven square sail to merseyside to spread the ‘eco-Viking message’. Viking boats don’t only build boats for vikings – it’s just a name.


CRAFTSMANSHIP

mike phillips

mike phillips

geRMANY

Paddle steamer yard closes and fleet dispersed in 1989, the River elbe as it flowed through Dresden in east Germany was still served by its original paddle steamers, built mostly in the 19th century. When the iron Curtain’s time bubble burst, the fleet was kept on for its historical significance and tourism. Today, its nine steamers, all under their original engines, form the largest, oldest and most original such fleet in the world, all afloat and operational, and including the world’s oldest working engine (1850). Trouble is on the horizon though, as the yard that maintains them, schiffs- und Yachtwerft of Dresden, went bankrupt after losing money on two contracts for modern ferries. Attempts are being made to find buyers for the boats. so far, at least four of the nine have been sold, but the dispersion of the fleet means the end for this wonderful microcosm of river-faring history.

SteaM oR Sail? One of the boats that has been sold is the 1893 propeller steam yacht myra, built in Rowhedge, essex. she was bought four years ago by mike and susan phillips (of Tom Tit fame) when the owner had run out of cash and left her, filling with rainwater and owing yard bills, near Yarmouth on the isle of Wight. The schiffs- und Yachtwerft yard approached mike through CB, bought her, and took her to Dresden. When the yard went into receivership, mike and susan agreed to buy the 50ft (15.2m) boat back and in February set off with Tom Tit’s venerable Volvo lorry to Dresden to collect her. By spring 2012, myra was tucked up next to TomTit in a New Forest barn, with her triple-expansion steam engine and most fixtures and fittings. mike and susan must now decide which one to keep – steam or sail?

CoRNwAll

Moving home – by boat

oRegoN, USA

Rescue for largest Strange The British Albert strange Association has put into motion steps to save Betty, at 47ft 6in (14.5m), Albert strange’s largest surviving yacht, currently languishing ashore in Oregon, UsA. Unlike his better known sleek ‘canoe yawl’ types, Betty is a stout transom-sterned yacht drawn for a deep-sea angler. she was built in 1909 by stow and sons of shoreham, West sussex, and her rich history includes a Fastnet win (1927), a voyage to New Zealand, a near-sinking on a reef, and time as a working vessel fishing for tuna and salmon out of Brookings, Oregon. in the early 2000s Betty’s fisherman owner retired to hawaii and abandoned her afloat in the dock at Brookings. Two aborted restorations followed and Betty was in real danger of being broken up and disposed of. local AsA member pat kelling has now built a wood and tarpaulin cover, and the AsA will take over yard dues. The yard has agreed to forget the back rent and ownership will be transferred to the AsA, which aims to repatriate her and find an owner. see more at www.albertstrange.org.

USA

First Rivolta hits the water The first Rivolta 43 Vintage yacht was launched from the Rivolta yard in Florida this August. The spirit of tradition design is by Stephens waring and combines modern features and build with a traditional form (above the waterline at least). The boat, which weighs just 7.3 tonnes thanks to its glass/foam construction, is offered on a semi-custom basis at around $695,000 (c£435,000). The example below has a squareheaded mainsail, to offer good performance at sea with an air-draught that will allow cruising the Intracoastal waterway without unstepping the mast. A more traditional rig is also available. Yard owner Piero Rivolta told CB a 28-footer (8.5m) will follow.

Boatbuilder Ashley Butler, partner georgie Hare and two daughters of four and six arrived in october at Cornwall’s gweek Quay Boatyard, where Ashley has taken over the freehold. They sailed in aboard a Butler-built Mayflower 50 yacht, a wooden gaffer, and home to the whole family for the foreseeable future. Ashley is still in the process of selling his last premises: the old Mill Boatyard on the banks of Devon’s River Dart. David walkey, luke Powell and others at gweek will remain on site alongside Ashley.

CLASSIC BOAT DECEMBER 2012

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CRAFTSMANSHIP

FREEBODY’S BOATYARD

BY STEFFAN MEYrIC HUGHES Two years after the death of Peter Freebody, son richard and daughter Melanie are busy running the yard that still bears their father’s name; thankfully, little has changed. “Being so busy has helped us with the grieving,” richard, 35, explained as we walked around the old yard, looking at the 12 or so boats in build or restoration. One thing that has changed is the size of the boats: “Peter had more big projects,” richard said, “but these days the trend is for people to go for smaller boats.” There are other whims of fashion, too. The electric canoes that Peter started building in the early 90s are out. “That’s a shame. An electric canoe gets you so close to the water – people who have one never look back.” The stock size is 28ft (8.5m) and built of clinker mahogany planks on oak frames. They are steered by side-wheel and can take eight for a day trip. They were very popular in Edwardian England.

Slipper launcheS The other kind of stock boat Peter started in the early 1990s, the electric slipper launch, is still very much ‘in’. There’s a 22-footer (6.7m) in build at the moment for an Austrian customer who has ordered it to fit his boathouse. The stock length for slippers is 25ft or 30ft (7.6m/9.1m) and the yard speculatively builds two a year, nearly

always sold before completion. There is also a 30-footer (9.1m) in build with a waiting list for more.

Steam Electric canoes might be out but steam, last ‘big’ in the 80s, has staged a comeback. The very original 1895 launch Elfin, 35ft (10.7m) and still ‘in steam’, is powered by a fourcrank, double-compound engine and awaits a sympathetic restoration. Then there is Odile, built in 1908 and restored by Peter in 1988. She’s 30ft (9.1m) and running a doublecompound steam engine powered by Calor Gas. She was in for a boiler re-tube. Steam has good torque to drive large propellers, quietness and the ability to run on anything combustible. It is only its complexity that keeps steam from broader use.

riva chriS-craft riva’s roughly 22ft (7m) Chris-Craft launch, built using many Chris-Craft

Above: The yard is as busy as it was under Peter’s stewardship Right: Richard at the wheel of River Breeze, an example of the popular electric slipper launches

Below: Candide, a Taylor & Bates beaver-sterned launch of the 1920s, and behind, Riva Aquarama Keith II

ALL PHOTOGRAPHS BY STEFFAN MEYRIC HUGHES

Following in their father’s footsteps

parts, went to a production run of 1,004 with its later incarnation, the riva Ariston. This one, number 38, is of early 50s vintage and powered by her original Chris-Craft petrol straight 6; later models benefited from a V8 engine. A 160bhp power output gives these mahogany runabouts a 30-knot top speed, surely frustrating for the owner, who keeps it on the upper Thames with its 4-knot speed limit. They are less than half the price of the Aquaramas – one of those, Keith II, is also in the yard, halfway through a big rebuild and probably a name change.

candide This is a 1920s, beaver-sterned Taylor & Bates open launch. She still has her original Meadows four-cylinder petrol engine and a major restoration has begun for her new owners. Tel: +44 (0)1628 824382 www.peterfreebody.com CLASSIC BOAT DECEMBER 2012

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CRAFTSMANSHIP

EXPERT ADVIcE

Scrap

man

Mark Jameson breaks ocean liners for chandlery. He showed Steffan Meyric Hughes his wares

O Right: One of Mark’s men surveys the mammoth remains of the 1954-built RMS Windsor Castle 84

CLASSIC BOAT DECEMBER 2012

ff India’s seven-mile long Alang Beach, the sea rolls in blackened by the oil of the giants that have come here to die. At the end of their working lives, ocean liners, freighters and oil tankers wait for a HW spring and are driven full-speed towards the beach, where they run aground to be cut up for scrap metal by armies of labourers. Started in the early-80s, this is the biggest, most dramatic shipbreaking operation in the world. And it’s big business: a scrap merchant will pay £10 million or more for a 25,000-50,000-tonne ocean liner. Their interest is in the scrap steel, not the inestimable riches to be found in the fixtures and fittings. That’s where Mark Jameson comes in. His breaker’s yard, Trinity Marine, in a Devonshire valley and with a yellow submarine each side of its entrance, is an Aladdin’s cave like no other. We walk through warehouse after warehouse – around 20,000sqft (1,860m2) in all – stacked to the ceiling with the salvage of ships and navies of the world. In the sun outside, men pick through 500 art deco posters taken off the SS Norway (previously the SS France) in the shadow of some 15 tonnes of Burma teak. In the grubby staff kitchen, I catch a reflection of myself in a mirror that once hung on Colonel Qadafi’s yacht. Near it are the plaques from 50 or more Royal Navy warships.


CRAFTSMANSHIP

I nearly trip over a stack of Second World War torpedo gauges, all boxed (£30 a pop – torpedos available too, at extra cost) and next to it are floor-to-ceiling stacks of mahogany boxes with brass catches: inside are sextants, dividers, sliding rules, binoculars and things I can’t identify. Here is an original, boxed, Walker’s log; there a set of dividers with an 8ft (2.4m) span, once property of the Hydrographic Office. Above them looms a huge Karl Zeiss tank periscope. In a corner sits a box of murderous-looking pure bronze Russian divers’ knives: it’s not just ex-RN kit that ends up in here – one popular item is the 1985 East German Navy sextant, a usable tool for £230. Upstairs are ranks and files of ship’s telegraphs and wheels, Trinity House gas-powered light beacons, sold off when the service went electric, and even fighter jet ejector seats – one from a de Havilland Vampire and one from the Cold War enemy, a MiG-19. Row upon row of diving helmets and boots glint softly on their shelves. “It all started with the diving stuff,” Mark tells me. About 20 years ago, his father, then a general merchant, started buying old diving equipment, and quickly moved into buying up MOD surplus stock. These days, of course, ship-breaking is what Trinity is all about, although Mark still thinks of himself as a “scrap man at heart”.

Mark’s ship-breaking started in 1995, with Canberra, P&O’s flagship built in 1960. “It was a disappointment,” he says, explaining that 1960 is the “cut-off” point. “Before then, everything was bronze, brass and wood – after then, plastic and aluminium.” Since then, he has ‘harvested’ 35 ships in India, and on similar beaches in Pakistan and Bangladesh. We look at the haul from the Norway: 170 chests of drawers, 500 posters, 1,000 lights. The numbers are stupefying. From Mark’s favourite ship, the 1959 RMS Windsor Castle, he took 10,000 pieces of crockery, two tonnes of monogrammed silverplate tableware and 1,000 pieces of furniture. “The 50s was the swansong of British shipbuilding. Its quality gave two fingers to everything killing it.” Mark visits the Asian breakers regularly. He has six staff on hand at each, who dismantle the gear and freight it home. Usually, he has only a day or two to survey, then bid on, the entire contents of a ship. Alang is a dangerous place of fast deals and rusting metal. But on a full-moon, high-tide evening with lorry engines whining and winches squealing as a score of huge ships are hauled up the beach for a new section to be cut off, there is nowhere he would rather be.

Clockwise from top left: 1940s British Army marching compasses, £60; Early 19th century Royal Navy ship’s binnacle with Admiralty Dolphins Base, £3,180; Seahorse Meteorite double navigation lights, c1930, £270; Ships’ wheels; View showing an array of models, signal flags and navigational instruments. See also pp26-27

Trinity Marine sells wholesale and direct to the public. Tel: +44 (0)1647 253400, www.trinitymarine.co.uk CLASSIC BOAT DECEMBER 2012

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CRAFTSMANSHIP

Boatbuilder’s Notes

1

2 eXpert adVIce

Ready, steady, caulk. Putty with Ben The office copy of Claud Worth’s Yacht Cruising is full of recipes for all sorts of unguents to waterproof the back of a mirror or a hundred other tasks. Ben Jefferies brings the theme up to date with a practical recipe for paying your boat’s seams and a look at some other off-the-shelf options. Today, the range of compounds used for paying seams is still wonderfully diverse. The old favourite, red-lead putty, has been around for 300 years. I mix it in 2.2lb (1kg) batches.

red-lead putty By volume... 20 parts linseed-oil putty 1 part red-lead powder 1 teaspoon of grease 1 teaspoon of Cayenne pepper You can make your own linseed-oil putty with chalk and raw linseed oil – don’t use boiled linseed, it dries too fast. Add a bit of turps until you have a smooth paste.

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Red-lead powder is still just about legally available – try Traditional Boat Supplies or Classic Marine. You can also buy it from pyrotechnics suppliers as lead tetroxide. If you’re really keen you can produce your own red lead powder. Put a heap of lead monoxide (available from glass manufacturers) on the cooker and heat it to 5000C. The grease will help the putty stay flexible, but it won’t stop it eventually drying out and cracking. The solution is to keep your boat wet. Cayenne pepper will put off the putty worm.

1 2 3

Pushing the putty in Squeezing the putty up Trimming the seams after a couple of weeks

These little critters are the same species of shipworm that munch through planks. Raw putty is their icing on the cake.

sIkafleX The use of polyurethane adhesive sealants (namely, Sikaflex 3M 5200) to pay seams evokes some very strong reactions. Some 10 years ago I ignored the horror-struck look of an old-timer. I was told it wouldn’t stick and that before long it would be hanging from the seams like spaghetti. Then I was

reverse spin Replacing the large, quarter-mounted, threebladed propeller with a duck’s bill folding one made my 24ft (7.3m) Polperro Hooker Edith much faster and better balanced. But because the blades are hinged to the hub independently, it is common on these old-fashioned props for only one to open. Putting the engine in gear astern for an instant before engaging ahead spins the prop in reverse, which always opens both blades. Richard Toyne


CRAFTSMANSHIP

told it would stick too well, bond the planks together and make future replacement or plank repairs hard. Despite this advice, I got my caulking gun and payed the seams of a 36ft (11m) Buchanan with Sikaflex. After launch, it was nine months before the bilge pump went off. I was impressed. The previous year I’d pumped Portland Harbour through the boat several times. Ten years on, the seams are still sound.

tar and concrete For larger wooden vessels, bitumen and cement is widely used. It’ll stick to oakum (and anything else within 10 yards) and it’s cheap. The mix is not that important. Slowly fold in cement powder until the bitumen starts to stiffen. Once ready, I like to slightly heat before knifing it in. Scrub over with a cloth soaked in turps for a smooth seam. There are also some off-the-shelf compounds (Interlux, Pettit and Slick Seam for instance). I’m sure they’re great if you can afford them.

Trammel points BY ROBIN GATES Wing dividers (see CB276) are great for scribing small-radius arcs, but trammel points are required for larger work. They consist of two sharp points which can be moved along a beam and locked to it. One point anchors the centre of the circle while the second point scribes the arc. Trammel points in their simplest form are two nails hammered through opposite ends of a batten, custom made for the job – an ideal solution for the amateur builder, even if the adjustment mechanism, a claw hammer to pull the nails, lacks finesse. These trammel points with castbrass bodies and steel pins sliding on a chamfered mahogany beam were made to last a working lifetime and beyond. Thomas Emmerson Swindale, who worked at Sir William Armstrong’s vast shipbuilding yard at Elswick, near Newcastle, was 18 when he stamped his name on them in

1885 and they work as smoothly now as when 10,000-ton battleships were being launched into the Tyne. Trammel points in the 19th century often displayed a degree of artistic flair, with fancy cut-out patterns, but these, though shapely, are solidly functional. It’s likely they were made in the yard’s own foundry. Whereas the span of dividers is limited by the length of the legs, trammel points are limited only by the length of the beam which is easily replaced by a longer one, so they are ideal for scribing arcs of circles defining, say, the crown of a transom or a deck beam camber. In fact they’re useful from the start of lofting – in constructing accurate perpendiculars from the baseline, and again in drawing station lines perpendicular to the centreline as a guide to setting up the moulds. By swinging trammel points anchored to the stem of a dinghy you can also mark the positions for thwarts and rowlocks.

Above: Cast brass and steel trammel points on a mahogany beam

“Whereas

the span of dividers is limited by the length of the legs, trammel points are limited only by the length of the beam”

Right: The narrow brass keeper stops the locking screw damaging the beam Far right: Useful for scribing anything from the circle of a porthole to the arc of a transom

PhoTos: RoBIN GATEs

3

PhoTos: BEN JEFFERIEs

Traditional Tool

RoBIN GATEs

CLASSIC BOAT DECEMBER 2012

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CRAFTSMANSHIP

EXPERT ADVIcE

Making a Skylight In the first of our winter practical series, Ben Jefferies makes simple work of a frame for his new skylight

O

f all the brightwork on the deck of a goodlooking yacht, the crowning glory is a Dorade skylight. It was only after fitting one that I also realised how very practical they are as well. Not only can much-needed light and fresh air pour in, it also acts as a wonderful vent for letting out foul air – or the smoke from the burnt bacon. I use a simple design, which doesn’t leak a drop, and is relatively easy to construct. You’ll have to work out the dimensions of the aperture over which the skylight is to sit first of all. Typically, it will span three deck beams. It’s up to you if you want to chop out the middle beam where it crosses the hole. If you have concerns about the structural integrity of the deck or coachroof, get another opinion. You can always leave the beam intact, but in most cases removal shouldn’t be a problem.

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Either way you’ll have to fit beams running fore and aft (carlins) to support the fore/aft sides of the skylight. While you’re cutting the hole in the deck, have someone down below watching your blade, ready to shout if you’re getting a bit carried away. Check that the rectangle you’ve cut out is true and measure its dimensions. You can now start making the four vertical sides of the skylight. One common mistake is to build it too high. Just as a low coachroof looks sleek and elegant, the same is true of a skylight. I wouldn’t make the sides any taller than 3½in (9cm) for a boat up to 50ft (15.2m) in length. Remember to add twice the finished thickness of your timber to the dimensions of the aperture to allow for the dovetail joints: so for a 35in (89cm) aperture, add 7⁄8in (22mm) twice to give 36¾in (93cm).


CRAFTSMANSHIP

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3 All PhoToS: BeN jeFFeRIeS

Cut the ends first. Don’t make the pitch too steep – a ratio of 5:2 works well. Put the ends back-to-back and make sure they are identical, with the apexes in the centre. For the sides that run fore and aft, you must also add a bit of height to allow for the pitch of the roof, whose angle is planed in later. Now you can start on the dovetails. Before you throw CB overboard (“I knew it would get tricky”), take it from me: dovetails are not that difficult. If your joints are a bit messy, I can give you a couple of ‘get out of jail free’ cards later to help smarten them up. Set a marking gauge to the thickness of your timber and score all round both ends of the four pieces. This gives the depth to cut the pins and the tails. Now mark out the pins. As there are three pins, the spacing is straightforward – the middle one is in the centre. Use a ratio 1:8, or 7°, for the angle of the wedge on the pins. Be careful with the top pin. Remember you have to plane off the angle of the pitch, so make it fatter to compensate. Now put one piece in the vice and, with a tenon saw, cut along the edges of the pins, aligning the saw blade to the waste side of the cutting line. Do the same for all four ends.

2

When you’ve finished, lay one piece flat on a sturdy surface, clamp a deep, straight edge along the line from your marking gauge. This will keep your chisel square and straight as you chip away the waste.

3

Do the same for each of the four ends. It’s downhill from now on. Clean up the saw marks with a sharp chisel and you should have four pieces of timber looking something like this.

4

4

Mark the tails of the joint on the end pieces, using the pins you’ve already cut as a template. The thin part of the pins will be on the outside.

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CRAFTSMANSHIP

5

Cut the tails along the inside of the pencil line – again on the waste side.

6

Chip out the waste in exactly the same way as you cut the pins.

7

You may have a perfect fit first go. I never have, and rely on paring the pins until the joint slots together.

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5 6

When all the joints are slotting together nicely, sand the inside faces of the boards with 120 grit. It’s much easier to do this now than when it’s been assembled.

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Now you can glue it together. Use epoxy or polyurethane (not PVA – even the exterior stuff). Be sure to check that it’s square by measuring the diagonals. Keep your clamps as close to the corners as possible, (not, however, over the pins), otherwise you can inadvertently bend the timber, which may set with the bend in once the glue has cured. Now is the time to use the ‘get out of jail free’ card to remedy a less-than-perfect joint. Cut some thin wedges along the grain of an offcut of the same thickness timber. Clean up the squeezed-out glue and check for any gaps in the joint. Into these gaps you can carefully tap the wedge. Don’t worry if it doesn’t go in all the way – you can sand any protrusions flush once the glue has set hard. For the really tiny gaps, you can gently tap the end grain of the pin with the ball of a ball-pein hammer. This will slightly splay the pin, but don’t overdo it or you will split the pin instead.

Next month: Part II – fitting the centre beam of the skylight


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10 to 150 hp - 14 very smooth, multi-cylinder, heat exchanger cooled engines. We offer you the best, compact, reliable engines at very competitive prices! Easy engine replacement, we can supply special engine feet designed to fit your boat.

Engineered in the UK, at Beta Marine in Gloucestershire, we welcome your visit. Installation, buy through our dealer network for an installation package - see our website for dealer listings, or contact us. 3 Year ‘Self Service’ Warranty

e c i o h C s n a m t h c a Y e Th

www.betamarine.co.uk Tel: 01452 723492 Email: sales@betamarine.co.uk

CLASSIC BOAT DECEMBER 2012

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MARINE DIRECTORY

Marine Directory

To advertise Call Patricia Hubbard +44 (0) 207 901 8014 Patricia.hubbard@chelseamagazines.com Copy Deadline for next issue is 20/11/2012

BOATBUILDERS

Custom Yacht Works

Specialists in the restoration of classic Fairey Motor Boats. New Yacht Commission & Refits.

Southampton • England • Tel: +44 (0) 1489 877133 info@customyachtworks.com

www.customyachtworks.com

BOATBUILDERS

IBTC Heritage

www.ibtcheritage.co.uk Traditional Wooden Boatbuilding

Oulton Broad, Suffolk , NR32 3LQ

Tel: 01502 569 663 ibtc2@btconnect.com

MCGRUER & Co Ltd YACHT AND BOAT SURVEYORS Survey Design Consultancy - Refit and Repair Supervision

Scotland – South Coast – Med. Contact Fraser Noble MRINA YDSA MIIMS Tel: 01436 831313 Mob: 07768 217054 mail@mcgruer-boats.co.uk www.mcgruer-boats.co.uk

Traditional Shipwright Services Westons Point Boatyard, Poole Harbour 01202 748029

Boat Building Yacht Restoration Repair & General Maintenance All Yard work

traditionalshipwrightservices.co.uk

The Marine Directory is the place to advertise your boat charters call Patricia Hubbard now on +44 (0) 207 901 8014

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yan Kearley 3x1.indd 1

4/1/11 9:52:27 AM

@


Marine Directory CHARTER

BOATBUILDERS

L.K.WOODFORD Yacht Restorations, Repairs & Refits

• Classic boat specialist • Traditional shipwright services • Awlgrip paint and varnish finishes • Quality marine joinery / Interior refits • Traditionally cut teak decks • Overseas work undertaken

Tel: +44(0) 1202 622439 Mob: +44 (0)7754 490672

www.woodfordyachtrestorations.co.uk

Poole, Dorset. UK

Skippool Creek, Wyre Road, Thornton, Cleveleys, Lancs FY5 5LF

Telephone: 01253 893830 www.davidmossboatbuilders.co.uk

visit www.classicboat.co.uk

ALAN S.R. STALEY

EDA FRANDSEN

Finest Traditional Sailing Holidays

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

Tel: 01795 530668

www.alanstaleyboatbuilders.co.uk

CHARTER

Escape the stress of modern living on our traditional sailing holidays GOODWOOD BOAT 5x1 MAY11.indd 1

Unforgettable hands-on sailing voyages exploring the Western Isles of Scotland and the coastlines of Cornwall, Devon and Brittany aboard this stunning 56ft gaff cutter.

3/25/11 9:04:37 AM

www.eda-frandsen.co.uk | 01326 567265 | crew@eda-frandsen.co.uk

DESIGN

CONRAD NATZIO Boatbuilder

A range of simple small craft plans for very easy home building in plywood Traditional Sailing Holidays, RYA Courses and Skippered Yacht Charter from Hamble in the Solent, on our luxury 55ft Classic Bristol Channel Pilot Cutter - Annabel J

Sail to Cornwall, Scilly Isles, Brittany, France, the Channel Isles and the Canaries

T: 0800 7999 180 or 07766 138288 E: skippers@annabel-j.co.uk

www.annabel-j.co.uk 52” gaff topsail schooner for charter may/sept in sunny Ibiza jan/march Canary islands Gibraltar to Canaries in jan more details

www.fredonia.webs.com or 0034 602545159

 New catalogue with 350 designs for the home boat builder, ranging from canoes to yachts and launches, now on CD as PDF files with many colour photographs—£7 + £1 p&p MANUALS by Paul Fisher Stitch & Tape Boat Construction Strip Plank Boat Construction Clinker Ply Boat Construction Sails for the Home Boat Builder Plywood Boat Construction for Larger Craft Fit-Out for Yachts & Launches - all manuals £18 + £3 P&P each

or contact

15 Lanyard Place, Woodbridge, Suffolk IP12 1FE

Tel/Fax: (01394) 383491

E-mail: c.natzio@btinternet.com

Tel. 01225 705074 SELWAY FISHER DESIGN 15 King St, Melksham, SN12 6HB Web Site : www.selway-fisher.com

The Marine Directory is the place to advertise your boat designs and engines call Patricia Hubbard now on +44 (0)207 901 8014

ENGINES

EQUIPMENT

Traditional Brass Engine Controls & Hydraulic Steering

Combwich Marine Enterprises

from

HElmSman SySTEmS visit www.classicboat.co.uk

For details, visit the website:

conradnatzio.firetrench.com

Tel: 01323 832233 Fax: 01323 832244

Email: sales@helmsmansystems.com

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 Nationwide Major Credit Cards Accepted

Tel: 01359 251414 Fax: 01359 250103 www.angliastainless.co.uk Shepherds Grove Ind Estate, Stanton Bury St Edmunds, Suffolk IP31 2AR

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:25

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03/10/2012

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DINghIES

LIFESTYLE, MASTS AND SPARS

You’d like a “Proper Dinghy”, but don’t have space... Quick and easy to assemble... stable... well-balanced... very pleasant sail Watercraft Magazine

... our bolt-together boats split into Nesting Sections, for Easier Transport and Storage.

Page 1

w:reefersails.com e:info@reefersails.com t:+44(0)1404831333

(Five designs, from 8-16 ft. Shown is the two-piece 9ft Stem Dinghy.)

Noble Masts Hollow Wooden Spars

www.nestawayboats.com 07768 600595; 01202 423094

Made in Dorset, England Echomax Press Ad Classic Boat 2012:Layout 1

EQUIPMENT

18/7/12

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The only one to be seen with...

Echomax 230i

For 5 year use at sea of the 230i check out www.Panbo.com

Inflatable radar reflector weighs just 420grms and deflates to pocket size. Recorded an astonishing maximum response of 25.6m2 more than twice the ISAF, RORC, ORC and WCC requirements. Certified response diagram for the race scrutineer. Optional GF kit for dingy or liferaft.

Echomax Active-XS

State of the Art Active Radar Reflector returns a clear consistant amplified response to radar which helps ensure you are seen earlier and in poor weather: multiple below and above deck alarms – consumes only 23mA on stand by – An RTE is a preferred option in ISAF Rules 2012-13. Full specification available at www.echomax.co.uk

FCC Certification ID: XZMACTIVE-XS

Echomax, PO Box 6032, Dunmow, CM6 3AS, UK. Tel: 00 44 (0) 1371 830216 email: echomaxsales@aol.com

LOST BOAT

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

Where is ‘Beatitude’? We have lost contact details and would genuinely like to purchase this 1935 47’ Staniland Watson vessel. Last known in Chichester. Any information gratefully received. Please contact: Michael 07970 987995 ms@charteroak.co.uk

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Marine Directory INSURANCE

RIGGING

Hayes Parsons Marine

Bespoke insurance for classic pleasure craft

For a quotation please call 0117 929 9381 or email marine@hayesparsons.co.uk St Lawrence House, Broad Street, Bristol BS1 2HF Hayes Parsons Marine is a trading name of Hayes Parsons Ltd & is authorised & regulated by the Financial Services Authority. Photograph of ‘Hellfire’ kindly provided by Peter Freebody & Company

Yacht Insurance

Classic Boat & Motorboat Specialists For a quotation please call

0844 988 6134

Rea Gregg

www.simonwintermarine.co.uk

Insurances by Simon Winter Marine

‘Amazon’ – 1885 Screw Schooner

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

visit www.classicboat.co.uk

TIMBER

SURVEYORS

H TIMBER H

FULL RANGE OF TIMBER SUPPLIED AND MACHINED TO YOUR SPECIFICATION

MOORINGS The Marine Directory is the place to advertise your boat charters call Patricia Hubbard now on +44 (0)207 901 8014

H LONG LENGTHS DOUGLAS FIR/SPRUCE H OAK BENDS H MAHOGANY H TEAK H STRIP PLANKING AND CONSTRUCTIONAL VENEERS

JOHN MOODY

T: 01548 831075 F: 01548 831440 john_moody@btconnect.com

LITTLE SHEEPHAM, MODBURY IVYBRIDGE, DEVON PL21 0TS

TONY TUCKER

Experienced surveyor of traditional & modern, timber, GRP & steel craft Uk and abroad, MCA Code of Practice Compliance, Pre-purchase, insurance, valuation, expert witness. Full member YDSA Contact Tony Tucker tel/fax +44 (0) 1442 253775 www.tucker-designs.com

TIMBER

POOLE PERFECTLY PLACED A treasure chest of history and beauty. Home to the best beaches in England and bustling with activities, Poole is the ideal location from which to explore the Solent & Jurassic Coast.

POOLE QUAY Boat Haven

PORT OF POOLE Marina

Poole Harbour, simply stunning

• • • • • •

125 visitor berths all year up to 35m 60 permanent berths, 6 for superyachts Swinging moorings Laundry, electric, showers, toilets & water 24 hour security Beautiful sunsets over Brownsea Island

poolequayboathaven.co.uk Poole Quay 01202 649488

RobbinsTimber,Brookgate,AshtonVale Trading Estate, Bristol, BS3 2UN, UK l Tel: 0117 963 3136 l Fax: 0117 963 7927 l Email: timber@robbins.co.uk l www.robbins.co.uk Free Comprehensive Catalogue • Elite Marine Plywood We make Mail Order Easy! All major cards accepted • Cedar Strip Worldwide Mail Order UK’s Widest Range! • Hardwoods & Softwoods • West System Epoxy • Collano Semparoc and other Adhesives • Copper, Silicon Bronze and Stainless Fastenings s

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Equipement to advertise, call Patricia Hubbard now on +44 (0)207 901 8014 to book your advertisement in the Marine Directory CLASSIC BOAT DECEMBER 2012

95


Letters LETTER OF THE MONTH SUPPORTED BY OLD PULTENEY WHISKY

Using a Seagull as an anchor I am moved to write to you on sheds and Seagulls (Sternpost, CB292). This is simply the funniest article I have read in any sailing magazine. Of course one has to have owned one of these memorable pieces of junk to really see the funny side. Every paragraph contains golden nuggets of bitter experience. Dave Selby has missed the Seagull’s main advantage, however: they make wonderful anchors in extremis if one loses or breaks an oar, as I did on one occasion on a dark night, alone and drifting out to the Chichester channel and bar beyond. None of us who were exposed to the Seagull experience would dream of tendering without totally serviceable oars and the means to deploy them efficiently! I am reminded of that other curiosity; the Seafix RDF whose primary purpose was a total mystery until one realised that the eyebolt in the bottom of the

handle was not for a wrist lanyard but to attach a light line for use as a sounding device. They were certainly of no use for navigation. Seafarer echosounders... I could go on. Mr Selby is quite correct about rowing prowess. To this day I won’t

“They make wonderful anchors in extremis”

have an outboard on board, and insist on rowing my tender. Modern yachties don’t know what they’ve missed; and yes I do have a beard! Well written Mr Selby, you made me laugh till I cried. Mike Dickens, by email

Greek traditional sailing craft

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CLASSIC BOAT DECEMBER 2012

Following Steffan Meyric Hughes’s thoroughly enjoyable article on the Spetses Classic Yacht Race (CB292), readers might like to know more about the trehandiri, the traditional Greek sailing craft. They were the workhorses of the Aegean Islands for centuries, carrying produce and people from island to island. Rigged mainly with a lateen sail, but sometimes carrying a gaff rig, it is a familiar depiction in 18th and 19th-century engravings. Other types of sailing vessel in the Aegean include the varkalas with its straight transom, the perama, the distinctive skafos from the island of Symi and vessels such as those rigged with the exotic sails of the sakoleva.

Double-ended trading trehandiri had only modest draught with long keels. The cargo of goods and passengers gave it stability and, when the boat was sailing empty, it would have been ballasted with stones from the beach. The lateen sail was good for going to windward and its high


Send your letters (and replies) to: Classic Boat, Liscartan House, 127-131 Sloane Street, London SW1X 9AS email: cb@classicboat.co.uk

Counter argument? I must thank Richard Meakin (Letters, CB293) for being interested in the subtleties of our boats. He is quite right in seeing the mistake in the article: Freja does not have a lute stern; she has a fantail counter, circa 1870. This is a mistake made by many people, as it is true that we have a name for resurrecting the lute stern, but we do not use it on all the boats that we build. To date there are three boats from our yard that have a lute: Agnes, Ezra and Amelie Rose. The Hastings beach boats also possess the stern, but they are small and so the method of construction is a bit different. The major difference, as you will see from the pictures (right), is that the bigger vessels do not have the transom running up inside the stern. But through the evolution of this stern, the transom has become less and less, and there is little of it that remains. Our boats are modelled on those from the 1850s – right at the end of the use of the lute stern in bigger vessels. Over the next 20 years they evolved into the counter stern, the shape that you see in Freja. The Hasting beach boats are about the only remnants of this

A gem of a boat

once popular shape, and have survived thanks to the unique environment in which they live. It is a shame that not everyone is so aware of the subtleties of boat shape. We need to educate those who write about us! Luke Powell, by email

Above: Drawings for Ezra, which did have a lute stern

Your letter regarding Pearl, which appeared in CB293, awoke some great memories which may be of interest. It was 1950 when Alec Gray of Bexley, Kent, bought her. She was at that time lying in Gravesend Canal Basin. I went along with him to sail her back up the Thames to Erith Yacht Club. It was only once we set out that we realised just how foul she was, with a heavy growth of barnacles, so I think she must have been unused for some considerable time. Pearl’s main shortcoming was that when pressed hard, she made quite a lot of water, mainly through the seams under the counter. I have a not-sopleasant memory of being below for some hours in a big swell chasing the bilge water as it surged around. Alec tried to minimise this leakage by some degree of ‘refastening’. He was, though, physically a big man and unable to get up aft to rivet over new fastenings, so he resorted to using small nuts and bolts. I agree that most of the indicators point towards Emerald (Letters, CB292) being one of the Jewel class, but Mike Hawkins’s figure of 21ft (6.4m) LOA raises doubts. Ron Watts, by email

READER’S BOAT OF THE MONTH peak enabled it to catch the very light winds so frequent in the Aegean, although it was cumbersome to tack. As the 20th century advanced, the use of the trehandiri declined and wooden boatbuilders turned their attention more and more towards building small fishing boats. As this happened, so the hull shape of the trehandiri changed – the draught decreasing, the freeboard reducing and the beam increasing – so it became more useful for handling fishing nets. There is a future for the classic trading trehandiri if Spetsiot and other boatbuilders would revert to the original hull shape and create for it a new, deeper, ballasted keel. Ben Martin, by email

My first ‘proper’ boat Ragnar is my first ‘proper’ boat – she’s a 44ft (13.4m) gaff-rigged schooner, built in 2002 by a German builder named Martin Skadow of Neuhaus Boatworks near Cuxhaven to a John Leather design inspired by French pilot boats around the turn of the last century. She’s a very tough little nut – overbuilt in 1¾in (43mm) iroko planking on heavy, laminated iroko frames with grown-oak deck beams, hollow pine masts and spars, and a superstructure of iroko. Her high bulwarks provide safe, dry passage-making and she also boasts an unusually bright, spacious interior for a boat of her type. A coach house amidships gives 7ft (2.1m) of headroom over a saloon big enough to host a decent wee ceilidh, with a generous cockpit that comfortably seats six. I was completely boat-struck from the moment my eyes washed over her. Gordon Cowie, by email

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Sternpost FAther ChriStmAS At SeA in hiS bowL by John tennieL, engrAved by JoSeph SwAin For punCh, 28 deCember 1889

and a wall of water knocks the door down, and the Snow Queen sticks her head round the jamb to say the ice is breaking up. Cole’s bowl being empty, I hopped in, and the last I remember was the fiddlers three drifting into the murk on an ice floe playing vaughan Williams’ Sinfonia antarctica, and a bubbling thing heading for the other horizon, which turned out to be Cole trying to breathe through his pipe. Sadly, these events have caused something of a reorganisation in the service we offer our customers. The elves are happily relocated in the noel, a windjammer once owned by erikson’s. The reindeer have been, ah, rationalised, and are now available smoked from Fortnum & Mason’s Festive Meats counter – a hard decision, but “autres temps, autres moeurs”, as Puss in Seaboots observed when I spoke his cat ketch the other day. I retain the bowl for my personal use, and we have chartered a large barge, drawn by a team of matched cetaceans under the leadership of rudolf the red-Horned narwhal, for seasonal gift cargoes. Here are three recommendations that will ensure continuity of yuletide service. 1. Lists sent up chimneys will no longer be read. Give your list to a seagull, who will convey it – herring gull to fulmar, fulmar to Glaucous gull – to my bowl. Gulls can be found on your local quay; also at the rubbish dump. 2. Hang up your stocking somewhere close to open water. For those fortunate enough to live on a boat, this will be easy. otherwise, ask someone on the quay. If you live inland, it’s the bathroom. Don’t worry, we’ll get there! 3. a mince pie and a glass of sherry by the fire is jolly nice if you have been flying through the air. Mince pies are still good. But no sherry, thank you, and no fires, unless you want salty bootprints all the way through the house. From now on it’s a glass of rum, nice and close to the plughole. Cheers! rest assured that we are doing everything possible to keep up traditions in these difficult times. Ho ho glug

A letter from Father Christmas Dear everyone During the weeks leading up to Christmases past, my elves would be beavering away in the toy factory under the ice cap, while my trusty reindeer were eating the oats that would propel them into the sky and around the world’s chimney pots. not, alas, this year. you may have noticed that the north Pole is no longer made of ice. What we have got instead is water. The Clerk of the Weather informs me that this is something to do with global warming. Let him eat cake, the grim little jobsworth. Still, what it boils down to is that instead of nice, cosy blizzards shrieking over picturesque sastrugi, we have got continuous gales over open water. The first I knew about it was when Dave the Chief elf came into the Throne room and told me the Finished Toy Cellar was half full of water, and that the Balloon Inflators were all being used to blow up inflatable kayaks so the chargehand elves could paddle down the production lines for a look at what was happening. extensive flooding, was the answer; though we managed to get most of the toys into some full-sized noah’s arks – requested by some american fundamentalists. Luckily, old King Cole was visiting. That evening he started yelling for his pipe and his bowl and his fiddlers three, and in they came, and for half an hour we were as jolly as you like. Then there is a sloshing and a creaking,

“From now on it’s a glass of rum, nice and close to the plughole”

Father Christmas* *Aka Sam Llewellyn

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We give life a special sheen. The Robbe & Berking family wishes you a Merry Christmas.

S I LV E R

YAC H T S

robbeberking.com

classics.robbeberking.de

classic-yachts.com

classics.robbeberking.de


www.robbeberking.com


Classic Boat December 2012