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Classic Boat MAY 2013

£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


LEADING LADY Sailing the yacht from the new Gatsby movie

Mission impossible Retracing Shackleton’s 1916 voyage


Robin Knox-Johnston’s personal archive DANEGELD AND HER OWNER

Come to Cowes


The festival of Oz



A very special yard

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The M46 shown is a rendered image.

A design worthy of museum walls, but what a shame that would be.

INTRODUCING THE M46 Yes, the new M-Series M46 is a masterpiece of craftsmanship and design. But to just marvel at her great looks would deny oneself the joy of an afternoon sailing in a swift and nimble craft. It would prevent enjoyment of endless lifestyle opportunities made possible by a versatile interior, deck plan and a new innovative hull designed by Sparkman & Stephens. From its ingenious fold-down swim transom, to seamless integration of wireless devices, to an interior volume that belies its length, the M46 empowers her owners and their guests with comfort, excitement and a unique style never before found on the water. Or museum walls for that matter. Be the first to own one. Call today.





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Edwardian ketch restored for The Great Gatsby





28 . CLASSIC RACER The sloop Danegeld challenges all comers this summer 36 . HOBART FESTIVAL At the Aussie Wooden Boat Festival in Tasmania COVER STORY

42 . RKJ PHOTOS FOUND CB exclusive: never-before-seen photos of Robin Knox-Johnston 48 . DAVID CHEVERTON Post-war British yacht designer who drew Danegeld (above)


56 . SHACKLETON VOYAGE Greatest small-boat voyage of all time? Six re-enactors find out

78 . TRAD CHANDLER Red lead, Stockholm tar... meet John Greenaway, who has it all 86 . ANTIGUA YARD Sunshine and boatbuilding







MAY 2013 Nº299



Generations of boaters can’t be wrong Passing down the lessons from years of experience is invaluable. Technique, discipline and a trust in the right materials are essential for great results you can be proud of. But taking a leap of faith to a different product can be the hardest part. With over 100 years experience in the science of boat care, our varnishes have been specially formulated to provide the best treatments available for your boat. So that leap of faith is really just one small step – towards the fantastic finish and high level of protection you demand. Apply the International Paint heritage to the whole of your boat. No matter how big or small. International Paint Varnish – be more than proud. , International, the AkzoNobel logo and all products mentioned are trademarks of AkzoNobel. © AkzoNobel 2013.


FroM daN HouStoN, Editor Jubilee House, 2 Jubilee Place, London, SW3 3TQ Editorial Editor Dan Houston +44 (0)207 349 3755 Senior art Editor Peter Smith +44 (0)207 349 3756 News/Features Editor Steffan Meyric Hughes +44 (0)207 349 3758 Production Editor Andrew Gillingwater +44 (0)207 349 3757 Editorial assistant Holly Thacker +44 (0)207 349 3700 Contributing Editor Peter Willis Consultant Editor John Perryman FRINA Publishing Consultant Martin Nott Proofing Vanessa Bird advErtiSiNg advertisement Manager Edward Mannering +44 (0)207 349 3747 Senior Sales Executive Patricia Hubbard +44 (0)207 349 3748 Client relationship Manager Louisa Skipper +44 (0)207 349 3746 advertisement Production Allpointsmedia +44 (0)1202 472781 Published Monthly ISSN: 0950 3315 USA US$12.50 Canada C$11.95 Australia A$11.95 Subscribe now: +44 (0)1858 438442YACHTS CHELSEA CHELSEA Subscriptions manager Delmont INE A RWilliam ARINE M M MAGAZINES MAGAZINES +44 (0)207 349 3710 YACHTING

Managing director Paul Dobson deputy Managing director Steve Ross Commercial director Vicki Gavin Publisher Simon Temlett digital Manager Oliver Morley-Norris YACHTS YACHTING CHELSEA ARINE M MAGAZINES


Classic Boat, Yachts & Yachting, Sailing today the Chelsea Magazine Company ltd Jubilee House, 2 Jubilee Place, London, SW3 3TQ +44 (0)207 349 3700 Copyright The Chelsea Magazine Company 2013 all rights reserved

For racing more than gracing As plans for the regatta season get under way it is good to announce in this issue of CB that Cowes Classics (www. will implement the German Baltic KLR rating rule, for the Classic Cruiser-Racer class. Rating rules have been a bit of a bore, to a cruiser like me, and when captains get exercised about them during regattas I feel like saying: “I’ll buy you a drink; you can tell me all about it.” But they are usually already walking off to the organiser’s office, hackles highly raised. Of course, regattas do need racing and a rating rule needs to be fair and there have been criticisms of IRC for being too expensive for occasional racers and not catering for such disparate groups as the classics with their gaff and idiosyncratic rigs. Even the CIM (Comité International de la Méditerranée) has been the subject of dark murmurings, especially among some of the larger classics – some of whose skippers find it irrelevant. The penalty clauses for inauthentic restoration were laudable on one hand but then disastrous for a beautiful boat like the 15-M The Lady Anne (above) – banned from racing in CIM events for 10 years or so. But it would seem this is what the KLR (Klassiker“...perhaps it is Rennwert) rule has going for it. Used at Laboe, Flensburg and Kiel Regattas with 200, 160 and 100 also because it boats of disparate design respectively, plus in was free...” Norway and at the Fife regattas in 2003/2008, it seems to gather friends wherever it is used. Perhaps it is also because it is free. CB friend and contributor Iain McAllister (Peggy Bawn) even gives his time freely, converting owners’ statements of measurement to the rule for UK events. He’s just agreed to officiate at the Clyde Classics Regatta in June. Of course with classics it’s the gracing as well as racing elements that are important, and we need rules and prizes to encourage that too. Otherwise it becomes too much about new sails and go-faster kit, which gradually destroys the reason most of us like to get together with these old boats in the first place. Follow the Classic Boat team on Twitter and Facebook CLASSIC BOAT MAY 2013




As a new film opens on F. Scott Fitzgerald’s compelling story of riches and reclusiveness, we showcase the yacht that makes a star turn


warner bros



warner bros



udging by the online trailers, The Great Gatsby film by Baz Luhrmann, starring Leonardo DiCaprio, is set to become this summer’s blockbuster. Luxurious sets and a more racy pace also update its tone from the softer focus 1974 version, starring Robert Redford and Mia Farrow. And... for CB fans, it features a stunning classic yacht! Hurrica V is a gorgeous Camper & Nicholsons 60ft (18.3m) Edwardian doghouse ketch, recently restored to be both seaworthy and sumptuously suitable for the young millionaire Gatsby character. However, although the film is ‘set’ around Long Island in New York, somewhat controversially Luhrmann has filmed it in Australia, taking advantage of their Producer Offset system – worth some $50m in funds and rebates, while creating around 1,000 jobs. Luhrmann’s production company had searched far and wide for a suitable boat when they approached the Sydney Amateur Sailing Club – the major wooden boat club in Sydney. Hurrica V had recently won best-presented yacht,

and was well-known locally. Owner Steve Gunns had also sailed her to the Australian Wooden Boat Festival at Hobart and the Sydney International Boat Show. “Someone told the producers: ‘She is your boat’,” says Gunns. “They acquired photos and it was decided.” Filming, in March 2012, took place just beyond the northern extremity of Palm Beach, Sydney. “The boat was booked for longer,” says Gunns, “but it had rained for months and they were behind schedule and overbudget. In the end, the shoot took place in just one day with both a helicopter and an on-deck crew.” Gunns, a Sydney architect and sailor, was already aware of the burgeoning classic-boat scene when he came across Hurrica V (then called The Gift) and decided to buy her in 2002. “She is a standout, head-turning masterpiece,” he beams. “Her hull is from an era of yachting that no longer exists, with a long continuous keel, sinuous lines, well-proportioned form and harmonious sheer. Her overhangs enhance her spoon bow and counter stern, all characteristic of the 1920s.

Opposite: the young Gatsby character on board in the film; Hurrica V flies the Stars and Stripes. Above left: only CB readers can see her oppulent cabins, as no filming was done below decks. Above: new self-tailing winches make life aboard easier




Above, top: teak cockpit complete with wheel steering and compass binnacle, and a cockpit table fitted to the mizzen mast. Above, left to right: classic Nicholsons coachwork; bronzeware to the original patterns. Left: original gaff rig has been replaced with a triple-headsail bermudan ketch sail plan



Hurrica V had been lying idle for several years on a mooring in Church Point, Sydney, Australia, when Gunns first caught a glimpse of her. “I first spotted her in a black-and-white advert where she was displayed under dilapidated and hardly flattering covers,” says Dunns. “Besotted by the lines, all thoughts turned to owning a classic. There are so few classics left in the world to restore now as most have been rehabilitated from mud-berths and swamps, and yet here was a beauty on the market that was at least afloat. So with no pressures in the office and the day sparkling, I made a call and went to have a look. Heading out to the mooring, the shape behind the covers began to emerge and timber spars stood tall above our dinghy. Tying alongside, the lines of the hull, the sweeping sheer and the beautiful counter were intoxicating. The size was right but the condition was a wreck; cosmetically on her last legs but she appeared structurally sound.” A total rebuild was more than likely but not daunting to an architect. And of course there was the Nicholson pedigree. In an instant, Gunns purchased the vessel at a

Above: sailing out of Sydney in March 2013

cost of AUS$185,000 (£127,254), setting in motion an extensive restoration that would eventually take nine men working over seven years to complete. Realising the magnitude of the refit, Gunns, a lifelong sailor, considered several yards before finally deciding on Norman R. Wright & Sons in Brisbane, who had restored the 100ft (30m) Fife cutter Cambria for Sydney developers John David and Denis O’Neil (see CB160, p28). A budget of AUS$1.5 million (£1m) was a first estimate. However, Gunns is a very particular owner and as the restoration project progressed he soon realised this figure would not see the result he was hoping for. Work commenced in 2003 and immediately Gunns drew up a restoration goals list that included maintaining as much of the original design as possible, adopting modern construction standards, minimising long-term maintenance costs and ensuring that she was family friendly and capable of short-handed sailing. Then reality struck. After just a few days of stripping down, the scale of the project was laid bare: Hurrica V was in a much worse condition than first thought.

Hurrica V was originally built of copper-roved Browns pine planks on spotted gum frames with an 1½in (38mm)-thick kauri deck..., the covering boards and bulwark cappings were in teak and the hull was sheathed up to the waterline with English Muntz metal. Needless to say, much of this had to be replaced. To start with, the works programme included stripping the hull bare and removing the deck. All her planks, frames and fastenings were inspected and X-rayed for quality control, and if anything was suspect or in doubt in any way, it was removed and replaced. In the end, all the hull fastenings and keel bolts were renewed. The hull was strengthened with new frames in way of the chainplates, watertight bulkheads were fitted in the bow and stern, new deck beams were laminated and epoxy sealed, and custom bronze chainplates were fitted. A new ply sub-deck with a swept teak-laid deck on top was bonded, rather than screwed, to prevent leaks. There are four deck hatches and all the deck joinery is Brazilian mahogany, including the coach-house, butterfly skylights, steering box, cockpit table and coamings. CLASSIC BOAT MAY 2013



“The size was right but the condition was a wreck”


72ft (22m)


59ft 3in (18m) BEAM

14ft 2in (4.3m) DRAUGHT

7ft 6in (2.3m) DISPLACEMENT

32.5 tons


42ft 9in (13.1m)

Above: Hurrica V’s original Camper & Nicholsons plans. Inset: Steve Gunns and his family aboard Hurrica V


Hurrica V’s deck fittings are all bronze and were coated with a special German PVD coating, the same as was used on the J-Class Shamrock V. Hurrica V was originally rigged as a triple-headsail gaff ketch with a main jackyard topsail, but has since been converted to a bermudan sail plan similar to the type used in the early 1920s, with a short mast and well-proportioned bowsprit. Throughout the restoration project, Gunns made it very clear that he wanted to combine modern craftsmanship with original design features to bring her specification in to the 21st century without making her too high-tech and a handful to sail. Key features include a new Perkins Sabre 115hp diesel engine fed from new alloy fuel tanks, complete with automatic fire suppressant to replace the 36hp Norris Hemfy & Gardiner diesel engine with a belt-driven dynamo generator; a 24in (61cm) JBC feathering bronze propeller; and the magnificent spars were supplied by Collars in the UK to a mind-boggling spec: the 72ft (21.9m) Douglas fir mainmast and 51ft (15.5m) mizzen


mast have been constructed out of carefully selected North American stock and glued extensively with resorcinol adhesive throughout. Mindful of Gunns’ mission to match modernity with tradition, Collars manufactured all the spreaders in Douglas fir to match the masts but internally applied a laminate of unidirectional and biaxial carbon reinforcement. Other features include an LED tricolour masthead light, bronze highfield levers, electric halyard and mainsheet winches, bowthruster, headsails on furlers, Vectran runners, and lazy jacks to control the main and mizzen. The pilot-house incorporates two berths astride the main companionway, one with the chart table and, strategically hidden behind another beautiful mahogany cabinet, is an array of navigation aids, including chart plotters, GPS, autopilot, radios and satellite phone. Gunns also remodelled the main saloon and accommodation area to ensure Hurrica V would afford not only his family and guests a comfortable and convivial below-decks environment, but to also make her an attractive proposition to prospective owners.


The interior is spectacular to say the least and while not exactly to the original design, incorporates all the Edwardian ambience of raised-and-fielded joinery and Chesterfield button-back seating. The main saloon also features wonderful detail including period fans, a half model of Hurrica V, mounted photos of the original Hurrica and her owner, William Oliver (see panel on p14), not forgetting a classic barometer and clock. Modern conveniences include microwave oven, full gas stove, fridge and freezer, two deep stainless sinks, television and entertainment unit. There’s also a small wine ‘cellar’ and even a washing machine. The restoration also called for all pilot berths port and starboard to be removed and replaced with panelled bulkheads. This provided a larger main saloon. In the original layout the owner’s cabin was located in the middle of the boat. This was also removed. There was no dedicated navigation area, so one was put in. The use of mahogany is again featured below decks from the stateroom forward to the guest cabins, both aft to port and starboard, and finished in a soothing satin

paintwork accentuated by mood lighting strategically located in corners and from the deckhead. Hurrica V features two heads beautifully finished in white gloss with mahogany basin tops and the main heads has a separate laundry with dryer next to the shower recess. But such a description, no matter how thorough or eloquently constructed, can do justice to the work that Gunns and his team have put in to Hurrica V. I have been in this industry for 33 years, operating in restoration and project management, and as a skipper (both power and sail), but there is no doubt that Hurrica V is the most beautiful yacht in Australia. When I first caught sight of her I was gobsmacked and simply couldn’t believe my eyes. She is a benchmark restoration crafted by one of Australia’s leading boatbuilders, where nothing has been spared – one reason why the final restoration bill exceeded the AUS$4 million mark (£2.75m). So when Gunns invited me on board, I jumped at the chance. One must not forget that Hurrica V was restored as a proper yacht, not a show pony, proven by a double crossing of the infamous Bass Strait, clocking a

Above: sumptuous accommodation enhanced by soothing satin paintwork and soft lighting





Above, left to right: Part of the extensive refit included new laminated deck beams, carlins and kingplank; building the masts; all damaged frames were replaced

handsome 11.2 knots. And when the restoration was complete, Gunns sailed her back to Sydney, a passage of 520 nautical miles. We took this 90-year-old Camper & Nicholsons classic to sea in a hefty southerly accompanied by full and angry seas. Yet she was a dream. So easy to handle and she met the sea with ease. Not only is Hurrica V excellent under sail but she is sea-kindly. An absolute pleasure to be aboard. My crew and I were thoroughly spoilt. It is hard to believe how easy she is to sail! If I sound somewhat overawed it is because I have enjoyed the immense pleasure of not only writing about and sailing her, but also that I have had the privilege of being her ‘captain’ and helping to maintain the standards that Gunns has instilled. However, life moves on, and with the responsibility of being new parents to two young boys and the added

Hurrica V’s history Commissioned in 1922 by William Oliver of Melbourne, Hurrica is a Camper & Nicholsons design built by William (Watty) Ford Jnr of Berrys Bay in Sydney. Oliver was the son of a pioneering Scotsman, John Oliver, who with his business partner ventured onto a South Australia property as squatters obtaining a lease in 1847. By 1855, the partnership had dissolved, so Oliver moved to Geelong on Port Phillip Bay and it was here that a young William garnered a love of sailing and the sea. By 1911, Oliver had owned several boats, all named Hurrica. In 1920, Oliver, now 70, commissioned Hurrica V and owned her until she was sold to William Stuart of Darling Point in 1938. Two years later, at the height of the war, the Commonwealth of Australia requisitioned Hurrica V and she



pressure of weekend rugby games, tennis coaching and music lessons – not to mention homework – Gunns and his family simply do not have the time to use Hurrica V as they originally intended. Having said that, although she may eventually go to another owner, Gunns is now thinking about another restoration. A glutton for punishment he may be, but his enthusiasm and conviction are infectious. Maybe a new classic rebuild is just around the corner, but there has also been a rumbling of ‘boat or wife’ resonating from the galley. While it is a dragging decision, the time has arrived to hand her over to a new owner. And she could be in a port near you in time for the red-carpet release of The Great Gatsby film. Go and see the movie: Hurrica V’s exquisite beauty really has to be seen to be believed. The Great Gatsby is released on 10 May

joined the Royal Australian Navy as HMAS Stingray. By the end of the war, Hurrica V was in very poor condition, so the Stuart family undertook a major rebuild. Hurrica V was sold again in 1948, and twice more before 1963, when a merchant, Edwin (John) Shaw from Mona Vale, took ownership. Twenty years later, Shaw embarked on a complete refit until the 1980s recession hit. A saviour appeared in the form of one Gary Dover who paid $40,000 before finishing the interior. Renaming her The Gift, she then operated as a charter vessel until 1986, when she hit a reef and ran aground. There she remained until sold to one Patrick Silver of Avalon in 1997, who kept her until 2001. For the next 18 months she lay idle, until the 10th custodian, Steve Gunns, came along and started another chapter in Hurrica V’s colourful history.


classic Boat’s address: Jubilee House, 2 Jubilee place, london, sW3 3TQ For phone numbers, please see page 5


ongoing job. “The main difference between this and the 1974 film will be celebrating the grandeur of the Lake District. This is an area of 200ft (61m)-deep lakes and serious peaks, not something that was apparent in the old film.” Tom and Charlie Guard are in place as co-directors – the fraternal partnership directed

Holmes’s Humber Canoe Yawl

c/o paul spooner

Snippet 1913



This 28ft (8.5m) Humber canoe Yawl was designed by George Holmes in 1913 and built in Goole to replace his smaller 21ft (6.4m) eel. He owned snippet for nearly 30 years. she has been in relatively constant commission ever since and is largely original. These days she’s in good hands, belonging as she does to paul spooner of Fairlie Yachts, and her current function is as family cruising yacht on the solent. This summer, paul plans to head for the east coast and venture up the Thames. “With the tabernacle rig and shallow draught we can get a long way,” he says. snippet features in the book Holmes of the Humber and in our Top 250, now online at and the 1896 eel, the first Humber canoe Yawl with a cabin, is nearing the end of a restoration in Kent.

Above: the original dinghy Swallow from the 1974 film

The Uninvited for Dreamworks in 2009 – leaving only one question: who will play the six most famous child sailors in history – John, Susan, Titty, Roger, Nancy and Peggy? If you have (or are) a child between six and 13, email a photo, plus age to swallowsandamazons2013@gmail. com to audition.

FIFe 19-M

Mariquita in British hands The world’s only 19-M yacht still sailing has been bought by a uK syndicate headed by sailing philanthropist John caulcutt. she will remain in st Tropez.


Smallest roundBritain boat snoopy (right) is a converted ship’s lifeboat belonging to Dutch sailor Kees Koomen. she’s just 16ft (4.9m) long but this summer she’ll be part of the round-Britain oGa cruise.

New website a new website, www., was launched by the oGa as part of its 50th anniversary

c/o Kees KooMen

A partnership between the BBC and Harbour Pictures (Calendar Girls, Kinky Boots) will see shooting begin this summer for a new film of the classic 1931 children’s novel Swallows and Amazons, by Arthur Ransome. The dramatisation by Andrea Gibb is true to the original but features “some new material”, Harbour Pictures’ producer Nick Barton told CB. Nick, a lifetime sailor and keen Ransome aficionado, sails a John Leather-designed Norfolk Oyster on the North Norfolk coast and is clearly thrilled to be moving on with this project, after waiting some time to find the necessary funding, still an

cB arcHives

Auditions for new film

celebrations this year. The site is already full of sailing stories from then and now with great archive photography.


Duet The 101-year-old yawl Duet will race in this year’s Fastnet to raise money for its owner the cirdan sailing Trust, which takes young people to sea. Donate at www. last year, Duet sailed around Britain, see cB292.



Biggest J-Class fleet of all time current gold rush of replica building in the Netherlands – raced for a total of three laps of a 2.5-mile windward/ leeward course. After an early lead from Ranger, the yachts finished in the following order: Hanuman (Endeavour II replica),


OSTAR returns The 16th Singlehanded Transatlantic Race (OSTAR) from Plymouth to Newport, RI, starts 27 May. The famous event began in 1960 with just five entrants and was originally sponsored by The Observer. The organising Royal Western Yacht Club has returned the event to its Corinthian roots and the ‘O’ in OSTAR now stands for ‘Original’. At press time, there were 18 confirmed entries, including James Taylor’s Contessa 32, Anarchy. Built in 1981, the classic David Sadler design is the oldest boat in the fleet and follows in the wake of three other Contessa 32s: Mike McMullen’s Binkie II, which took 31d 18h in 1972, Raymond Elliot’s Spirit of Amport in 2000 and Stephen Gratton’s Amelia of Dart in 2005. The event was conceived by Col Herbert ‘Blondie’ Hasler, of Cockleshell Heroes fame. He spent two years persuading others like Francis Chichester that crossing the Atlantic single-handed in a small boat could be done. In the end, four others took up the challenge with him: Francis

Above: Five Js, with Rainbow in the foreground

Picture of the Month This photo is av ai lable to buy from our we bsite, www.classicboat

Lionheart (new boat built to a Ranger design not used at the time), Velsheda (the Charles Nicholson original built in 1933 for the owner of Woolworths, but never raced in an America’s Cup), Ranger (replica of the original Ranger) and Rainbow – replica of the original Rainbow.

Design symposium speakers announced Speakers at the Clyde Classic, 21-23 June, will be: Martin Black (GL Watson expert); Iain McAllister (yachting historian); Hal Sisk (yachting historian) David Gray (Mylne Design); Douglas Cawthorne (McGruer expert); Will Stirling (boatbuilder); and Ernst Klaus (conservator). Refer to to find out more.

Personal handicap


A scene never before witnessed took place on 28 March under blue skies and an eight-knot breeze at the annual St Barths Bucket Regatta, when five J-Class yachts crossed the start line together. The yachts – one an original from the 1930s and four built in the

Chichester in the 39ft 7in (12.1m) Gipsy Moth III, the Welsh farmer Val Howells, who like Hasler had a 25ft (7.6m) Folkboat, David Lewis who sailed a 25ft Vertue, and Frenchman Jean Lacombe, who first crossed the Atlantic in his 18ft (5.5m) self-built Hippocampus to take part, arriving on the eve of the start, and setting out three days after the rest.

The KLR rating system will be used for the ‘menagerie class’ at this year’s Cowes Classics Week (15-19 July). See p28 for more on this. And see our website for Iain McAllister’s story on rating classics!


Kettle bottom

“Stakes whereby the free passage of boats is hindered. Also, temporary open weirs for catching fish.” Sailor’s Word Book of 1867, Admiral WH Smyth



Awards 2013 Awards 2013


in association with in association with

Awards 2013 2013

Awards in association with


Awards 2013 in association with

in association with




Awards 2013 7


Griff Rhys Jones pops in to present prizes “I bought a boat for £70,000, spent £500,000 on her over the years and I find she is now worth… £70,000.” Griff’s opening quip got a good laugh and some knowing looks from the 70 winners and sponsors at our first awards ceremony in London on 7 March, at Bremont’s stunning showroom in Mayfair. Our main sponsor Geoff Mackrill – the Mac of Teamac paints – said in his speech that he was awe-inspired by the dedication of owners and restorers: “That people restore and make things that are unique and

beautiful in this age when everything in association with is stamped or popped out of a mould for the least cost, is brilliant.” The atmosphere was truly international with guests coming from Italy, France, Ireland and Holland at short notice to collect awards. Boatbuilders, owners and sponsors mixed in the convivial surroundings, fuelled by champagne and canapés. Our winners list was published in last month’s issue and is available to view on our website. With the huge success of these, our first awards, we can’t wait for the 2014 awards.








1 Griff Rhys Jones and CB editor Dan Houston 2 Tako van Ineveld of Holland Jachtbouw (Rainbow) 3 Sara and Will Stirling (Integrity) 4 Luke Powell of Working Sail (Freja) 5 Paul and Heidi Rainbird (Betsie Jane) 6 Paul Bonnel (Biche) 7 Nick English, co-founder of Bremont 8 Jim Horgan (Galway Galley) 9 Geoff Mackrill (left) with CB’s Paul Dobson 10 CB’s Holly Thacker and Ed Mannering peruse the guest list 11 Paul Bonnel, complete with disguise, collecting a second prize (this time for Chantier du Guip)

Since 1790



Dorade’s crew with our uS correspondent chris Museler, left, hours before the incident

C/o ChRiS MUSeleR

Overseas news


What started as a sunny southern Californian race in March ended in disaster as stormy conditions led to the grounding of a boat and the death of a local sailor, writes Chris Museler. The legendary Olin Stephens yawl Dorade was in the same division as the ill-fated 32ft (9.8m) carbon sportsboat Uncontrollable Urge and was using the 139-mile Islands Race as a tune-up for the LA to Cabo San Lucas Race later that month and the Transpac race to Hawaii in July. The Islands Race starts in Long Beach and runs out around Catalina and San Clemente islands before heading east into San Diego. West winds began gusting to 30 knots and waves built to 8ft (2.4m) as the fleet rounded Catalina at dusk on 8 March. Both islands created a treacherous lee shore and Uncontrollable Urge’s rudder broke soon after passing San Clemente’s northern tip. A Mayday call was issued. Dorade and several other boats tried to contact her while 20


the Coast Guard communicated with the stricken boat, but Uncontrollable Urge was washed ashore and broke up in the surf zone. The body of 36-yearold crewman Craig Williams, father of one with another on the way, was lifted by a Coast Guard helicopter just before midnight on 8 March. The other five crew members were airlifted and survived without injury. The 25 to 35-knot, downwind run had Dorade rolling rail to rail as predicted and the crew, half seasick, eventually became comfortable with the cadence. Dorade’s reefed main and No3 jib, poled to weather, turned out to be the fastest, and safest, option, remarkably similar to Stephens’ 1931 Transatlantic Race winning set-up. The boat sailed at a steady 9.5 knots. The post-race awards ceremony at San Diego Yacht Club was a sombre event dedicated to the fallen sailor and his family. A support fund has been set up for the family.

MYSTic SEaPorT, connEcTicuT

america’s last surviving whaler to be launched America’s last whaler, the 1841 double-topsail barque, Charles W Morgan, will be relaunched this summer on 21 July, after a six-year restoration costing US$5 million at Mystic Seaport in Connecticut. She has been described as “America’s Cutty Sark” and her launch is just one step towards having her in full sailing condition by the summer of 2014. The boatyard of Gannon & Benjamin have been building one of her authentic whaleboats (pictured below). Read more about this on page 80.

C/o denniS MURphy/MySTiC SeApoRT

Dorade in tragic passage race




Italian river museum at Padua to close The only museum in Italy dedicated to the history of river navigation is soon going to close after having its budget reduced from €10,000 (£8,500) per annum to nothing. The Museum of River Navigation in the Battaglia Terme municipality near Padua was already struggling under its existing local authority budget of €10,000 – a sum described as “ridiculous” by museum director Eriberto Eulisse. The museum was opened in 1979, under the guidance of Italy’s last bargemen. Its exhibits include a unique photographic archive, as well as artefacts, tools and four vessels moored outside on the canal.



Green award


Dutch Boat show moves Klassieke Schepen – a Dutch classic boat show held on the water and undercover in the historic town of Enkhuizen every autumn – will move to a spring date and a new home, joining the HISWA Amsterdam Boat Show. It has now been renamed the HISWA Classic Boat Show. Organisers Thedo Fruithof (66) and Wim de Bruijn (69) said they were “of an age to think about a successor” and could find no one to take the show over in Enkhuizen.

There is no doubt that much of the show’s charm will be lost when it moves from the beautiful waterside town of Enkhuizen to the modern exhibition halls of Amsterdam’s enormous RAI centre, but as Thedo points out, the show will now gain from better advertising, an easier-toreach venue, and significantly higher indoor space for masts. The next HISWA Classic Boat Show will be held at it’s new home from 5-9 March 2014.

Slovenian company Seaway Yachts won this year’s Royal Thames Mansura Trophy for its Greenline 33 and 40 motor yachts. They are driven by a diesel/electric/solar hybrid system coupled to a low-drag hull. The panel also commended The European Commission for backing research into hybrid propulsion boats to the tune of €2 million in the last two years.


Junk rig new website

The Anglo-Australian junk rig evangelists have a brand new website and you can find it at The rig has been popular with sailors, including Joshua Slocum and Bill King. Learn more about this short-handed rig at the new website.

Above main: second floor of the museum. Top right: burcio barge near Venice on the frozen Canal Salso, taken in 1932. Above: a model of a burcio, the quintessential river barge of 20th-century Italy


St Maarten regatta cancelled

This year’s St Maarten-St Martin Classic Yacht Regatta, due to take place at the end of March, has been cancelled. Organiser Jan Roosens cancelled the event after six yachts dropped out because they were unable to charter in the regatta. “In the old days, people used to participate for the fun – now it seems they want to do so only when they can make money. This is a heavy decision and I am not happy with it,” he added. The regatta’s future is now unclear.


Morris 46

Morris Yachts, a winner in our recent 2013 Awards, unveiled a new design this March for a 46ft (14m) sloop. For more details, see



Looking ahead Things to do in the next few weeks EXHIBITION 8 JUNE-28 SEPTEMBER Bat Boat 100 Classic Boat Museum, IoW Tel: +44 (0)1983 290006 An exhibition to commemorate a century since Britain’s first flying boat, the Sopwith Bat Boat, took to the skies. The centrepiece will be a model of the Bat Boat, plus artwork by local artist Ivan Berryman (example pictured left). To help raise funds for the model, a donation package has been set up: £50 gets you a print, a copy of the commemorative booklet and an invitation for donor and guest to attend the opening.

ON THE WATER 19-21 APRIL St George’s Trophy Yarmouth, Isle of Wight Tel: +44 (0)7831 710946 Fourth annual gathering of Pilot Cutters, gaffers, luggers and the like at the Royal Solent Yacht Club.

Pilot Cutters under full sail

24-25 MAY Brixham Heritage Regatta Torbay, Devon, Tel: +44 (0)1803 853332 New trophy for Pilot Cutters this year in memory of Jolie Brise skipper EG Martin

20-21 APRIL OGA 50 Round Britain Challenge Maldon, Essex This is where it all starts! 4-5 MAY Cock o’ the Bristol Channel Barry YC, Tony Winter, Tel: +44 (0)1503 272575 Pilot Cutters and other gaff-rigged vessels, racing in the Bristol Channel on an 81-mile course, followed by passage races.

24-26 MAY Baltimore Wooden Boat Festival County Cork, Ireland www.baltimorewoodenboatfestival. com. Boats, ceilidh and more


18 MAY Medway Barge Match River Medway, Kent Tel: +44 (0)1202 552582 Thames Sailing Barges racing for some of the oldest trophies in sport.

Next month in Classic Boat

CELEBRATING OUR 300TH BIRTHDAY We did 100 boats in our 100th issue, and 200 in our 200th. So it would be nuts to go to 300. But we are adding!

REBUILDS Is it time now to explore the design archives for stunning yachts of the past which have since disappeared?

28 APRIL Beaulieu Boat Jumble Beaulieu, Hampshire Tel: +44 (0)1590 612888, With more than 1,000 stands, this is an unmissable event for sailors.

From the publishers of Classic Boat exciting new look!

may 2013 £4.20

Sailing TodaY



 EXCLUSIVE: Southerly’s new 47ft, lifting keeler on test

We reveal the best kept secret in the Caribbean gull’s eye RetuRns

Delightful Dart Your handy guide to the gateway to the West Country

 Look good, stay dry – our picks of the best new sailing clothing



Bluewater, lifting keel


turkish sailing holiday for four

Southerly’s new 47 can cross oceans and dry out

cruise to the isles

From Wales to Skye on the whisky trail

rod & lu heikell

The cruising legends on ‘real’ adventure at sea

clothing guide

Our picks of the top gear for this season




downwind tricks

How to get the best from your spinnaker



Trimming techniques

Ian Walker Dee Caffari Sailing in Oman

The boats and sailors taking on the world

 Ultimate guide to the summer’s regattas!  Family sailing: from personal experience

Family sailing

Record breakers



 Trimming tips: from a pro

Get set for a fabulous summer of racing

1661 Cover (1)_CG7.indd 1



£4.30 ISSUE N°1661 MAY 2013


exclusive test | Issue #1661

The BahamaS • WhiSkY CruiSe • SouTherlY 47 • darTmouTh • CloThing guide

Bahamian Rhapsody

Summer race weeks | Long-distance dinghy sailing | Sail trim secrets | Test: Salona 35 | Sailing's record breakers

maY 2013 – iSSue no 193

BiggeR BRighteR BetteR



May 2013

 Bahamian Rhapsody – cruising in the Exumas

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 Round Britain in a dinghy

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GL WATSON Britain’s finest designer? Is he? Can we even ask that question (when there’s a Fife Regatta in June)? We look at why Watson is a contender

PLUS, PLUS There’s a Fife Regatta in June! Building a Shannon One-Design and much more



12 Metre YEAR: 1928/2001 LOCATION: Rhode Island, USA HULL MATERIAL: Wood PRICE: $995,000 US ONAWA is a 1928 70 foot 12 meter designed by W. Starling Burgess and Built by Abeking & Rasmussen. She has accommodations for 7 guests, 3 in crew. Built in 1928, her restoration was completed in the summer of 2001. Trumpy Hull (Number 442) YEAR: 1971/2012 LOCATION: Maine, USA HULL MATERIAL: Wood PRICE: $2,500,000 US SOMERSET has been completely rebuilt from the ground up, which includes a completely new bottom, keel, frames and floors, rebuilt engines, new generators and systems and after much consideration, an almost entirely new interior. This restoration pays homage to the quality and style synonymous with the Trumpy name. 41’ Custom Cold Molded Ketch/CB Sloop YEAR: 2005 LOCATION: Maine, USA HULL MATERIAL: Wood PRICE: $399,000 US WINDROSE is a beautifully built, smart sailor with a powerful rig. Her designer, Bruce King, is highly regarded for his traditionally styled super yachts as well as the very successful Hinckley picnic boats. She tionally spacious and comfortable accommodations as well as outstanding sailing performance. YEAR: 1994 LOCATION: Washington, USA HULL MATERIAL: Wood PRICE: $2,500,000 US Embrace a rare opportunity to own a replica of yachting history. RADIANCE is a modern sister to the iconic “Ticonderoga,” and every exquisite detail hand-built by modern construction, systems, and rigging-- Radiance is an unparalleled combination of the excellence of yesterday and today.

V i Va of ConoV er CoV e

r an

northern classic

superbly restored typical a&r sloop

loa: 9.50 m

|Beam: 3.00 m |dr aft: 0.80 m |Price: EUR 128,000 | |lod: 13.60 m |Beam: 2.95 m |dr aft: 1.75 m | Price: EUR 197,000

Gr e t el

Sel m a

australias First americas cup challenger From 1962

Very classy, loW-maintenance modern classic

loa: 21.16 m |Beam: 3.58 m |dr aft: 2.67 m |year: 1962 |Price: on request

| |loa: 9.48 m |Beam: 2.73 m |dr aft: 1.50 m | Price: EUR 115,000

S a m a r k a nd

S w ee t mol ly

olin stephens classic – among his best designs

Very Fast dayboat With cosy cabin

loa: 17.45 m |Beam: 4.09 m |draft: 1.60/3.85 m (centreboard up/down) |Price: on request |

|loa: 9.50 m |Beam: 2.40 m |dr aft: 0.50 m |year: 1938 |Price: EUR 80,000

Member of t he Robbe & B erk i ng fa m i ly


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Fine discovery BY DAVE SELBY No dog can be considered ordinary, and Joe was even less so. His life was short but full of adventure. Joe was born in the Antarctic in 1898 on Carsten Borchgrevink’s Southern Cross expedition and taken on by physicist Louis Bernacchi, who put him to work as a sled dog. Bernacchi took Joe back to Australia in 1900, but the inseparable pair were soon on their way to Antarctica again when the naturalised Australian joined Scott’s first South Pole expedition aboard Discovery. As the only member of the team with previous Antarctic experience, Bernacchi’s contribution was key. Joe’s was heroic. The young husky was one of a team that hauled sleds on what became the record-breaking farthest journey south (82° 17’S). On the return, as food for the dogs ran short, Joe’s strength failed and he was put down on 8 January 1903. Visitors to Hobart, Tasmania, will have seen the bronze statue (pictured

right) that commemorates the pioneering polar explorer’s bond with his loyal husky. Another touching tangible memento is Joe’s collar, which was one of the top sellers in Bonhams’ most recent polar auction, commanding £8,750. In the same sale, copies of Lewis Carroll’s Alice’s Adventures in Wonderland and Through the Looking Glass also provided a connection to the heroic age of polar


Beating the Blitz This 19th century figurine survived the Zeppelins of the First World War, but during the Second World War Blitz he was removed from the store frontage of nautical instrument maker Joseph Hughes. Just as well, as the shop was destroyed. The carved wooden figure, standing 42in (107cm) tall and holding a real brass sextant, is part of Bonhams’ 24 April London marine sale, where it’s expected to fetch £20,000-£25,000. This is a fine example of the storefront promotional figures, which started to appear on nautical retailers in the first quarter of the 18th century.

Above: Joe’s studded collar. Right: bronze statue of Bernacchi and Joe. Below: classic book found on the Discovery fetched top sum


exploration. The two works, from the non-officer library on the mess-deck aboard Scott’s Discovery, sold for £2,250. Meanwhile, an unopened Colman’s mustard tin fetched £350, despite being more than 100 years past its sell-by date; a relic of relish from Shackleton’s 1907-09 Nimrod www.clas expedition. s

See Salermooorme online

icbo salero for more om stories


Flying the flag

This historically significant, 15-star US Navy jack saw action on Lake Ontario as US Navy ships battled the Brits in the Anglo-American War of 1812, which, as history records, ended in a famous draw. The jack (a flag to be flown on the prow of American naval vessels) is a 1795 design, featuring a star for each of the original 13 states and an additional two for Vermont and Kentucky (the 15-star design was used by the United States from 1795 to 1818, when another five stars were added). Further enhancing the flag’s value is its ownership by Captain Thomas Brown, who served under Commodore Chauncey. To be sold with an oil portrait of Brown, the lot is expected to fetch £18,000-£25,000 at Charles Miller Ltd’s next London marine sale on 1 May.



Birdham Pool Marina

A Tranquil Haven in Chichester Harbour Berths available for 2013/14 season • Fully-equipped marine trades centre • Craftsmen with both modern and traditional skills • Crane and slipway which takes craft up to 20 tonnes • 24 hour CCTV and gated jetties

01243 512310

Objects of desire Queen Mary steamer chair

Timeless oil lamp

Based on the design of the chairs that were sprawled on during liner cruises of the 1920s, this is an iconic outdoor chair requiring very little maintenance. There is a soft and familiar warmth from the teak, brass hinges and lack of straight lines, and this chair feels like it has been carved straight from a classic boat. The curvature of the back and raised legs ensures instant relaxation, and as the seating position is so low, the ground or deck is your table. £299 inc VAT

As long as it’s under control there’s nothing quite as timelessly comforting as the flicker of a flame on a boat. Designed by Peter Seidelin Jessen, this Sampanino lamp sports a stylish, stainless steel body, complete with a heat deflector and carry loop. It is fitted with a Perkeo burner with a 5mm wick on top of a 325ml reservoir. Once filled it has a burn time of 20 hours and can add warmth to a small cabin too. £58.74 inc VAT Tel: +44 (0)208 465 7474 Tel: +44 (0)1621 854280

Black Diamond accordion Isn’t it cool? Norwegian wool. Two ply, 33 micron, combed Norwegian wool to be precise. And knitted in the traditional pattern of a Norwegian sweater, in this case from Dale of Norway. This Blyfjell design has a low zip neck – the zip protected by elk leather. The wool is gorgeously soft and warm with the pattern giving extra warmth round the chest, where it’s wanted. Various colours are available and ours is in the Midnight navy with light blue and cream detailing. £204 plus shipping costs Tel: +47 56 59 54 00

For traditional sea shanties, an accordion is the instrument par excellence. We know of a few sailors who play accordion – Gavin Atkin of the intheboatshed blog and Greg Dunn, owner of Black Diamond, a 1962 Jack Holt-designed, Yachting World Diamond-class keelboat. Greg has now set up his own accordion company named after that boat and here is the most popular model, the Black Diamond 72 Bass Piano. Made in China but with Italian reeds for that authentic sound. £699.00 plus shipping costs, Tel: +44 (0)7801 308054

Eye spy Steeped in the Danish design tradition of discrete, classic elegance, Lindberg glasses are as innovative as they are fashionable. Famed for its multi awardwinning AIR Titanium frame-free lenses that blend strength with remarkable lightness, the latest in this line is the Strip (style 9810 pictured above). Made from an exotic blend of acetate and titanium, the stand-out feature is the curved ‘eyebrow’ section that can be specified in a range of colours. £365, Tel: +45 874 44000 CLASSIC BOAT MAY 2013


Ready to Race! Find out why Robert Veale, restorer, skipper and owner of the iconic Danegeld, can’t wait to get back on the water StORy Dan Houston

WORDS Dan Hous PHilliPs

ston PhOtOS Den




“It would be good to see more racing for classic boats. Not mixed with modern yachts, but as separate classic classes”


obert Veale is on a mission. He loves racing his 1958 Cheverton-designed Danegeld and wants to attend the Cowes Classics Week in July this year. Trouble is there aren’t many boats in the so-called Revival Class, so he’s trying to drum up support. “This year, the introduction of the Baltic’s Klassiker-Rennwert (KLR) rating system for classic boats will help to establish a better grading system, which the Baltic countries and the Clyde have enjoyed for many years,” he says. “And it would be good to see more racing at club level for classic boats. Not mixed with modern yachts, but as separate classic classes.” (See more in news p17.) And who would not want to race against Danegeld? I have often seen her surfing by, her speed almost belying her hull form. Her designer, David Cheverton, was working at an interesting point in yacht design evolution and gave her a 9ft 7in (3m) beam, for an overall length of 35ft 6in (10.8m) and, more importantly, a waterline of 24ft (7.3m). An 8ft (2.4m) beam would have been more normal for the time; she’s just over 20 per cent wider than that. So she has a long keel but she’s also quite dishy, in the true American style. In her first full season, in 1959, from 22 starts, she gained 15 first places, two seconds and four thirds, or 21 places – “an outstanding result for a racer-cruiser’s first

Previous spread: Danegeld in her home waters of the Solent. Above: Robert Veale in her airy saloon



season afloat”. This included winning the Gold Roman Bowl as the outright winner in the Round the Island Race and Class 3 in the Fastnet. Of course, part of her success was because she was built for Bobby Lowein – probably the best yachtsman sailing out of Cowes at the time. He went on to become Max Aitken’s sailing master. “In the hands of Bobby her design really proved itself,” says John Perryman, CB’s technical editor. “You can see why she was fast from her lines. Cheverton gave her a very long, straight forefoot, a bit like a Camper & Nicholson’s design but with this extra beam, which was good news. That brought her volume back amidships and with that nice long pointy bow she’d be very good on the wind. She has a very light displacement at 61/4 tons and you can see her ballast keel is quite bulbous – so he’s kept the centre of gravity very low as well. “It’s all come together very well,” adds Perryman. “She has a beautiful displacement wave, which peels smartly at the bow, with an easy run under her bilge and then comes up under her counter, as it should be.” The yachting press hailed Danegeld as a wonder boat and Bobby was made yachtsman of the year while his famous boat was yacht of the year. “I’ve known Danegeld since I was a schoolboy,” says Robert Veale. “Her pictures and lines were often in the yachting press at the time. A friend and I collected pictures of yachts we liked for our scrapbooks; we built


Above: beating up to The Needles through Scratchell’s Bay, IoW. Right: swept teak decks. Right below: cockpit jamming cleats


model yachts to race at the local reservoir. Then I got to sail her when a distant cousin, Clifford Ling, owned her; I did a leg of an Azores and Back with him in 1983. “He couldn’t really afford to keep her on the Hamble in summer, so every year he’d take off and sail to northern Spain. There he’d explore the local rias and creeks, and the wine, and then, around September, persuade family members to join him in Galicia for the sail home. “I joined him once in the 1990s and at nightfall we were approaching the town of Cedeira when we struck an unmarked isolated rock just below the water,” adds Veale. “It caused Danegeld to capsize to starboard, smashing much of the contents of the food lockers. After diving to inspect a substantial indentation in the leading edge of the keel, it was decided to carry on as water was not being shipped. However, the incident affected Clifford who spent the remaining time below, leaving me to sail the boat single-handed back to the Hamble.” Shortly after this Clifford died and Robert was able to purchase Danegeld from Clifford’s brother Howard. “It was almost by chance that I came to own Danegeld. I took her over one December morning in 1996 at Crableck, where the yard had recently been absorbed by the Willment construction dynasty. She was in a sorry state, her teak brightwork was dirty grey, having been left unvarnished. The yard had doubled up her berth in a shallow part of the marina so her topsides were scarred



Tom Owen Classic Yacht Restorer 18’ Daysailer

Specialist in bespoke classic yacht restoration & wooden boatbuilding. Particular area of interest is light to medium displacement racing yachts & keelboats. Top quality work on wooden boats from small dinghies up to yachts.

Tom Owen • Classic Yacht Restoration & Wooden Boatbuilding Unit 4, Windmill Ind. Est., Fowey, Cornwall PL23 1HB Email: • Tel: +44 7976 403120





35ft 5in (10.8m) LWL

24ft (7.3m) BEAM

9ft 7in (2.9m) DRAUGHT

5ft 6in (1.7m) DISPLACEMENT

9.5 tons T.M (6.86 tonnes) SAIL AREA

446sqft (41.4m2)

Above: Danegeld’s general arrangement, lines and a page from the company brochure. Left: her compact galley with some old staining from a fire on the beam below her square port. The fire occurred at sea on a Cherbourg race in 1959 and Veale says deckhead timbers are still scorched. Hence the paint


where she leaned against another yacht at Low Water. In addition, various acquaintances of Clifford Ling on the river had removed equipment they claimed had been on loan, or that Clifford had allegedly promised to them in a will. I quickly found a pile mooring in Cowes and had her surveyed in preparation for complete restoration.” Danegeld was built in 1958 by David Cheverton, at West Medina Mills, Newport, IOW. Cheverton and Lowein had previously collaborated on an earlier race winner, the slab-ended Rum Runner (see p51). Lowein’s brief to Cheverton was to “build me a yacht that will look well, sail well, be easily handled by two men, yet will sleep five.” The funds to build Danegeld came from Bobby’s Danish wife Karin, hence the boat’s name. Her varnished African mahogany-splined planking is fastened to oak frames, while the deck is 1¼in teak planking. The long coach house, hatches and coamings are also teak. A wooden spar was eschewed from the outset for a Sparlight aluminium mast. Her three-ton lead keel was made from melted gargoyles and guttering from East Cowes Castle, which Bobby had inherited. At the melting party, partygoers cooked sausages over the boiling lead! With the success of the design, Cheverton & Partners promoted Danegeld as a class of her own at the 1959 and 1960 London Boat Shows. Four other boats followed: La Baie Dorée for Michael de Pret Roose; Andrea of Wight for Mrs Stableford (of the golf handicapping system);





“From 22 starts she gained 15 first places, two seconds and four thirds”

Petalé for Kim Bassé; and Soraya for Richard Carr, built by R & W Clark at Cowes, allegedly to such a high standard that she bankrupted the company.

An AtlAntic crossing In 1960, the Island Sailing Club sponsored Danegeld for the biennial Newport to Bermuda Race. Each club member paid £1 so she could be freighted from the London Docks to Bermuda from where she sailed to the start at Newport, Rhode Island. The crew practised in Long Island Sound, and took part in the New York Yacht Club’s weekend race series. The 625nM, five-day Bermuda Race started on 18 June 1960 in thick fog with an eight-knot SW breeze. Danegeld started in the middle of the line and despite being the smallest boat in the race, finished second out of all the foreign boats on corrected time. In Bermuda, the British contingent were guests of the Governor, Major-General Gascoigne, as competitors awaited the start of the 3,500nM Transatlantic Race to Marstrand in Sweden in July. The fleet included Americans, Germans and Swedes, as well as the British. The course was south of the iceberg area to a waypoint northwest of Rockall, then north of Orkney and on to the Skaw lightship, Denmark. Although gales were expected, Danegeld had a relatively easy trip with the wind aft of amidships for the whole passage. Her log notes: “A very enjoyable but not quite windy enough race.” Danegeld crewman Mike Henderson made an 8mm film of the Atlantic crossing, which is occasionally aired at the Island SC, Cowes. 34


Above: Danegeld (sail 1104) racing with Gryphis (sail V26) and Jolina II (far right) in the Solent in 1959

In 1964, with Max Aitken beckoning, Lowein sold Danegeld to George Proctor of Tring, who berthed her at Shoreham for 10 years. In 1972, she won Shoreham Yacht Club’s Pactolus Race to Fécamp, a feat she was to repeat 10 years later with Fleet Street photographer Clifford Ling, who bought her in 1979. Robert joined her on that race. In the 1970s she cruised extensively, including annually to Scotland with Malcolm Farquharson. After he acquired Danegeld in 1996, Robert embarked on an extensive restoration, commissioning Eddie Richards at Clarence Boatyard, Cowes. Eddie had been an apprentice at the Cheverton yard when she was being built. Her hull was basically sound but her interior was in an unfinished state, since, as Cheverton quipped, the Danegeld ran out! “She has been returned, as near as possible, to her original racing condition,” says Robert. All the worn planks have been replaced and the deck completely refastened. Weight, in the shape of a heavy diesel engine and fuel tanks in the long counter stern with compensating ballast in the bow, has been removed and she is now back to her designed marks. Having reached her 55th birthday, Danegeld’s future is secured. Her elegant hull is as sound as ever and she has a new sail wardrobe from Kemp. In 2012, she was placed second in Class 4 of the Panerai British Classic Week. Berthed in Gosport, she is in the right place to continue her distinguished career in the Solent – and further afield – as one of the world’s finest classic racing yachts. Cowes Classics 15-19 July 2013,

Classic Boat MAY 2013


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

MORRIS MAGIC New M46 Performance meets classic beauty

Hand-built perfection State-of-the-art technology


hen Tom Morris founded Morris Yachts in 1972 he believed, like many before him, that yachts should be fast and seaworthy. Unlike many at the time, he also believed they should turn heads in every harbour. So not too much has changed with the launch of the new M-Series M46 – a yacht that marries performance and beauty in the true Morris tradition. The sawn-off counter stern, spoon bow and low coachroof give a profile that evokes memories of the 1930s, one of the golden ages of yacht design. But the moderate fin-andskeg hull and easy rig hint at a boat that sails as fast and easily as a modern thoroughbred. Her designer, Brendan Abbott of Sparkman & Stephens explains: “Slenderness has been maintained for upwind work and comfort

while sailing; draft is the optimal balance between performance and shoal ability. The M46 gives safety and performance at sea, while allowing for accommodations below that rival boats 25 per cent larger in her class.” The sloop rig has a self-tacking jib and all lines are led under the deck to central push-button electric winches, making singlehanding a snap and leaving decks free. The flush-mounted hatches and teak-laid deck as standard are kind to bare feet and, in a first for Morris, the counter folds down to form a swim platform with steps up to the cockpit. Clearly this is a yacht made not just for racing or for passage-making, but for swimming and relaxing in the cockpit in some secluded cove. In fact, this is probably Morris’s most flexible yacht to date. The M46 retains the ease of use of the company’s first M-Series boat – the popular M36 – with the same interior space as the M52 that impressed us back in CB293.

Above left: a Morris interior is completely customised by her owner. Above right: S&S drew on 80 years of yacht design to draw the M46. Opposite: the swim platform for playing at anchor Opposite, far right: the spacious cockpit is a comfy place to spend the day. Or a fortnight


hArBOur crAfT Hobart was back in the limelight earlier this year for the tenth biennial regatta, attracting 150,000 visitors and a wealth of classic vessels STORy JAMES NICHOLLS phOTOgRAphS kAtHy MANSfIELd


aving a great harbour with a mountainous backdrop usually makes for a place of beauty, and so it is with Hobart. More like a seaside town than a capital city, Hobart, at the southern end of Tasmania, is bestowed with some superb waterfront architecture. In many ways, it has the appearance and feel of England, though any English visitor will still feel very much abroad. After all, this is where, during the period of great Antarctic discovery, Sir Douglas Mawson set off on his



expeditions in 1911 and 1929 with his British, Australian and New Zealand Antarctic Research Expeditions (BANZARE). It’s also the town from which Roald Amundsen, the Norwegian who discovered the South Pole, announced his success publicly by telegraph on 7 March 1912. Indeed, I stayed in the same hotel (Hadleys, now part of the chic Grand Mercure) in which Amundsen put up on his return from the South Pole. Founded in 1834 and the second oldest hotel in Australia, it is one of the many links with Hobart’s growth out of the old convict system and its history as a

Clockwise from top left: Enterprize passes in front of Lady Nelson; Marguerite, designed by John Ludwig Hacker; model-boat displays proved a festival favourite; packed harbour

STORM BAY After a six-year restoration programme, skipper and owner Tim Phillips presented this elegant 53ft 11in (16.4m) centreboard gaff cutter. Phillips, a well-known local shipwright, paid $60,000 for her and set about retaining as many of her original features as possible. It’s a museum-quality restoration and even though the original structure was built to withstand the rigours of fishing in the Southern Ocean, the rebuild was not a simple task. For example, Phillips had to replace the entire stern as this had received a huge amount of wear and tear from where the fishermen used to stand and pole the prized barracouta fish. Designed and built at Battery Point in 1925 by Percy Coverdale, Storm Bay cuts a magnificent sight with some 1,400sqft (130m2) of sail when flying her topsail, with her rig and sail plan identical to her original sail plans, which were located in the nearby Maritime Museum of Tasmania. Phillips is justifiably proud of his restoration: “I am mindful of the proud Tasmanian heritage of Storm Bay,” he says. “I would never sell her to anyone outside Tasmania.” LOD 53ft 11in (16.4m) BEAM 13ft (4m) LAUNCHED 1925




Jeckells of Wroxham Ltd, The Sail Loft, Station Road, Wroxham NR12 8UT




“Some 600 boats with well over half of them afloat take part in this free-to-enter event”

JULIE BURGESS Built in 1936 in the northern Tasmanian town of Devonport, Julie Burgess finished a total restoration at the end of 2012 and her trip down to the Hobart Festival was, apart from a couple of afternoon shakedown sessions, her maiden voyage. Primarily designed as a topsail fishing ketch, she was originally built for Captain Harry Burgess, and the figurehead came off the wreck of his previous vessel, Mary Burgess. The restoration project has been part of a community drive to boost local tourism: five years ago the Federal Government provided a significant grant as part of a stimulus package to create local jobs. Alderman Graham Kent was the project manager and is now the skipper of Julie Burgess. She is now a living part of the Bass Strait Maritime Centre in Devonport, Tasmania, and one of the very few survivors of her type built from the 1860s onwards. LOA 63ft 6in (19.4m) BEAM 16ft (4.9m) LAUNCHED 1936

NOTORIOUS Another vessel along with Russich (details overleaf) that really drew the festival crowds was Notorious. Built by Graeme Wylie of Victoria, she is a replica 42ft 11in (13.1m), 15th-century Portuguese caravel. Inspired by the discovery of a wreck in 1836 on Australian shores, Graeme spent 10 years building the vessel entirely out of reclaimed timber. Notorious was launched at the end of 2011. Amazingly enough, Graeme and his wife Felicite sailed her across the Bass Strait from the mainland specifically for this festival. LOD 42ft 11in (13.1m) BEAM 19ft 8in (6m) LAUNCHED 2011

whaling station, still represented by the old warehouses of Salamanca. Salamanca Place is now all restaurants, bijou drinking holes and art galleries, but this is still a far out-of-the-way place. So, familiar and yet very different, and the same could be said for the MyState Australian Wooden Boat Festival, which ran from 8-11 February this year. The largest event of its kind in the Southern Hemisphere, this was the tenth festival (it takes place biennially) and attracts 150,000-plus visitors, which is a remarkable figure considering the population of the state is just over half a million. It is a grand celebration of maritime heritage

– the building of boats has been part of Tasmanian industry since the first European settlement in 1803. Some 600 boats, with well over half of them afloat, take part in this free-to-enter event and there is plenty of entertainment for all the family, plus an abundance of local fare, including crayfish, salmon, scallops and oysters, all washed down with the local pinot grape. The opening day really kicks off with the parade of sail. From my vantage point on the bridge of Cartela, the 111ft (33.8m) wooden river steamer, there was plenty to see – everything from Tall Ships and speedboats, to fishing ketches, kayaks, trawlers, canoes, dinghies and CLASSIC BOAT MAY 2013






This was the largest privately owned vessel at the show. Originally built in 1930 as a North Sea fishing trawler by Hjorne & Jacobsen in Fredrikstad, Norway, Yukon is now home to David Nash (above) from south Australia, his Danish wife Ea and their two sons. And a beautiful home she is, particularly when one bears in mind that David purchased her for a case of beer! Her previous owners had salvaged her after she had sunk, and when she sank again whilst negotiating the sale with David, they threw in the towel. David paid for the second salvage operation and the old owners walked away with a token case of beer in exchange. Needless to say, Yukon was in a terrible state and David, a shipwright, spent seven years restoring her as a gaff-rigged ketch with a squaresail on the mainmast. The Nash family left Denmark on 10 June 2010 planning to circumnavigate the globe. Fear of pirates made them alter course for Australia where they arrived in September 2011, and they have now made Hobart their home, running eco-sailing tours and adventure trips.

When I first caught sight of Russich, I thought that invaders had arrived to pillage the town. Believe it or not, Russich had sailed all the way from the port of Tolyatti in Russia. The voyage began on 10 August 2010 in honour of the scientist and explorer Nicholai Nicholaievich MikluhoMaklai (1846-1888), commonly known as Nicholas Maclay, who explored much of Papua New Guinea and its surrounding parts. Russich was built in 2006 at the Varangian shipyard in Petrozavodsk in Karelia and is based on the design of an 11th-century Slavic ship. Built of Karelian pine and oak, she measures just 48ft 10in (14.9m) in length with a 13ft 5in (4.1m) beam, and sits very low to the water with a 4ft 9in (1.5m) freeboard. As a result, navigating across rough seas can be particularly hairy.

LOD 55ft 9in (17m) BEAM 15ft 5in (4.7m) LAUNCHED 1930

LOA 48ft 10in (14.9m) BEAM 13ft 5in (4.1m) LAUNCHED 2006


Above left to right: Tony and Jeanette, proud owners of Premier; boating on the lawns; local schoolchildren with their iPads capture photos of James Craig


distinctly sinister-looking Portuguese caravels. Not all the action takes place on the water; there are permanent residents of note too. One of them is the May Queen trading ketch. Built on the banks of the Huon River at Franklin, south Tasmania, in 1867, she is one of Australia’s oldest trading vessels (older even than the famous Cutty Sark), and is now maintained as a “living” exhibit by the Maritime Museum of Tasmania. The event is now so well-established that the Australian Wooden Boat Festival takes over this charming town and makes it an even better place to come and visit at this time of year. I hope I might even


have encouraged some of you to pay a visit, or perhaps even sail your own wooden boat down for the next instalment in 2015 – if you set off now it should make for a good trip with plenty of sightseeing on the way. I for one will certainly be going back but if, like me, you can’t wait two years, consider a return in September when the Sydney to Auckland Tall Ships Regatta visits – a new event to celebrate the Royal Australian Navy’s 100th anniversary. For more information on the Australian Wooden Boat Festival, go to

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UNSEEN PHOTOGRAPHS OF ROBIN KNOX-JOHNSTON For more than 40 years, a collection of images chronicling Sir Robin Knox-Johnston’s record-breaking voyage has remained untouched. Until now. Here, in a world exclusive story, we reveal some hidden gems STORY BARRY PICKTHALL PHOTOGRAPHS BILL ROWNTREE/PPL


A Main image: with a welcome bottle of champagne in hand, RKJ returns to Falmouth as the triumphant winner of the inaugural Sunday Times Golden Globe Race. Top right: after 313 days at sea, RKJ takes his first few steps on dry land

n archive of more than 3,000 negatives – many of them never published before – taken during Sir Robin KnoxJohnston’s pioneering solo non-stop round the world voyage in 1968/9, has been saved for posterity. The valuable archive had been gathering dust in the Sunday Mirror Library, and was about to be dumped in a skip, when the London newspaper moved from Fleet Street to Canary Wharf. By pure chance, Bill Rowntree, the staff photographer who covered Knox-Johnston’s departure and return to Falmouth in the famous self-built 32ft (9.7m) ketch Suhaili, happened to be in the newspaper building the day of the big clear out. The pictures cover RKJ’s early preparations in Surrey Docks in 1968, the shakedown sail to Falmouth, his departure, including long-lost photos of his parents bidding him a tearful farewell, and all the pictures of his momentous return 313 days later as the only finisher in the Sunday Times Golden Globe Race. Bill, now 73, recalls: “The picture library manager poked his head round the door and asked me if I had any use for them.” Rowntree put the box under his arm and took it home, and there the negatives may have lain, had it not been for a particular picture request from HenriLloyd, which supplied Knox-Johnston’s original oilskins, to mark their 60th anniversary celebrations this year. The colour pictures in RKJ’s bestseller, A World of My Own, were lost after publication, but PPL Photo Agency CLASSIC BOAT MAY 2013



“What should we do with the other 3,000 pictures I have here?”

holds what was left of the Knox-Johnston archive within its Pictures of Yesteryear Library. This also contains the archives of other famous sailing pioneers, including Sir Francis Chichester, Sir Chay Blyth, and photographer Eileen Ramsay, who captured many of these great events between 1949 and 1970. It was my call to Rowntree to see if he still had the negative for Henri-Lloyd that prompted the question: “What should we do with the other 3,000 pictures I have here?” We organised for Bill and Robin to meet at the agency to go through the forgotten archive, and as the two reminisced, it soon became clear that we had found many historic pictures, and many more that had never been published before. Each fresh picture found led to another story as these two yarned the day away. The Sunday Times race was spawned from interest generated two years before by exclusive coverage given to Francis Chichester’s solo one-stop circumnavigation. The newspaper executives were sold on fostering a non-stop sequel, seen then as one of the last great challenges left to man. Needing money to prepare Suhaili and buy supplies, Knox-Johnston approached the rival Sunday Mirror for sponsorship, which resulted in the event becoming as much a battle between the Sunday papers, as it was for the nine starters that set out during 1968 to capture the Golden Globe trophy, and win the £5,000 prize money. The first that photographer Bill Rowntree and Australian journalist Bruce Maxwell got to know about 44


Clockwise from top left: RKJ (centre) with his brother, Chris (left), and crew-mate, Heinz Fingerhut, on board Suhaili; a final farewell to his parents before departure; splicing rope; welcome home after his record-breaking voyage

it, was a call from the editor’s office. “My first thought was what have I done wrong, but Bruce and I need not have worried,” recalls Bill, adding: “We went into Mike Christiansen’s office and he introduced us to his guest. ‘Bill. Bruce. This is Robin Knox-Johnston. He’s going to sail round the world non-stop, single-handed, and you two are going to help him. Okay, off you go’.” In my 36 years at the Sunday Mirror, I don’t think I ever had a shorter briefing – or a better assignment!”

fit for purpose The three of them then went to have a get-to-know-you drink on one of the entertainment ships moored along the Embankment, where Robin told them a little about his previous life in the Merchant Navy, how he had built Suhaili during his time in India, and how he had sailed her back to London. “We found all this very impressive until a tug passed by on the Thames, and Robin was thrown off his stool by the motion. The question both of us thought, but didn’t dare ask, was: ‘If Robin couldn’t keep his balance on a ship moored in the Thames, how would he cope sailing alone at sea?’.” Perhaps, because of this incident, the Sunday Mirror editor decided to send RKJ to a psychiatrist for assessment before his departure, and again on his return a year later. “He marked me down on both occasions as ‘distressingly normal’,” recalls Robin. Bruce remembers: “The first thing Robin told Bill and me, is that we had to sail Suhaili from Surrey Docks to

Falmouth to get her ready and sort out things like provisions, the radio, and other bits and pieces. I think he saw us as free-and-willing labour.” Robin’s perception was that Bill did nothing but take photographs. “I had to tell him that there were certain activities in the confined quarters of a yacht that I just would not let him photograph!” The trio then discussed roles. “Against my suggestion, Bruce was appointed treasurer because he and Bill felt that having collected the subscriptions, I might not return,” says Robin. “Bruce muttered darkly that the newspapers were full of stories of defaulting loan-club treasurers around Christmas time. I had to agree that since the treasurer was automatically in charge of the beer kitty, it was a natural job for any Australian like Bruce. I had to be content with being President instead.” What I find so interesting now, is the pictures of the thin, clean-shaven Knox-Johnston when he set out, and the more fulsome figure that returned. He seems to have put on weight – but how? The answer is hidden below deck in the shape of a well-stocked tinned store. Which then begs the question: how did he find the room?

Above: after finishing the race and still wearing his Henri-Lloyd oilskins, RKJ enjoys a pint of beer aboard Suhaili. Right: celebrating with friends in the Royal Cornwall Yacht Club; RKJ’s handwritten logbook

hold the front page The rivalry between newspapers for Robin’s story on his return to Falmouth in April 1969 was intense. On the one hand, there was the Sunday Times, loftily lauding it as their race; the Sunday Mirror, which had sponsored him; and the Sunday Express, which was trying to scoop CLASSIC BOAT MAY 2013



their two rivals. Bill recalled one episode: “Cliff Pearson, our assistant editor, had established himself in the Green Lawns Hotel, Falmouth, to mastermind our coverage of Robin’s return. Before the start, Bruce and Robin had developed a secret code, so that anyone listening in to their radio communications would remain in the dark. The Sunday Times were desperate for a sighting of Robin, but Cliff was not going to help them. That morning, with deadlines looming, there was a call over the hotel intercom during breakfast. “Urgent phone call for Mr Pearson, urgent phone call for Mr Pearson.” Cliff picked up his papers and charts and went to the phone booth in the lobby, pursued by rival reporters. They watched as Cliff had a long conversation. As he left the booth looking very preoccupied, a slip of paper fell to the floor. The moment he turned the corner out of sight, the Sunday Times’ reporters grabbed the paper. On it was latitude and longitude reference numbers. One reporter immediately drove to the RAF base at St Mawgan, where the photographer was waiting with a chartered twin-engine plane ready to fly out to sea. The pilot, photographer and reporter all leapt on board. “Just head south-west and I’ll give you Suhaili’s position as soon as we’re in the air,” said the reporter. A few minutes later he handed over Cliff’s piece of paper, and the pilot got out the chart to do his calculations. Very soon after, and without a word, the pilot turned the plane around and headed back to base. “What’s wrong?” The pilot looked pitifully at him and said: “This is the lat. and long. for Birmingham. Game, set, and match to the Sunday Mirror!”

PICTURE PERFECT Out at sea, Bill and Bruce, together with a group of technicians, were stationed off the Scilly Isles aboard the MTB HMS Fathomer, playing ‘ducks and drakes’ with the passenger ferry Isles of Scilly, chartered by the Sunday Express. Bill recalls the sequence of events: “Shooting the pictures was the easy part; getting them 46


back to the editor was the tricky bit! Back in 1969, there was no equipment made to carry out these difficult tasks at sea, but my two mates worked out how to transmit a picture using a Muirhead wire machine, normally used at football matches, via an HF link through Niton Radio station on the Isle of Wight. Making a print requires great skill on land, let alone bobbing around in a small boat on the ocean. I took my hat off to them. Without their enthusiasm and initiative we would never have got the pictures back in time. It was, I believe, the first time anyone had successfully wired a picture from sea back to a newspaper desk.” The Isles of Scilly, which had a bigger radar set, had been tracking Fathomer, and alerted by the open-radio communications with Suhaili, was soon on the scene, and the two shadowed RKJ’s boat through the night. The Sunday Express team had one advantage over both the Sunday Mirror and the Sunday Times – they had Robin’s parents and family on board, but no wiring facilities. The Sunday Times had neither, having relied on the aircraft to get the first pictures. In the end, the Sunday Times had to beg the Sunday Mirror to use their picture, which they were forced to publish with a Sunday Mirror credit on their front page. It took two more days for Robin to reach Falmouth, where he recalls: “I was asked to hold back for a few hours and when I asked why, the response was not what I expected: ‘the Mayoress has a hair appointment at 09:00 and won’t be ready to greet you.’ I reluctantly agreed, but then the wind changed and I didn’t arrive until much later, by which time her hair was a mess!” Robin’s first unsteady steps ashore on the Royal Cornwall’s landing were later marked for posterity with an inscription chiselled into the stone. It was only a few years ago that someone noticed that Knox-Johnston had been spelled without a ‘t’. Four decades on, and now with a knighthood and three further circumnavigations to his name, every sailor knows of Robin’s remarkable pioneering feat – and how to spell his name!

Above, left to right: below decks preparing for the start of the race and the famous radio while in working condition; a press photographer on board a Cessna 172 captures the first pictures of RKJ returning to Falmouth

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here’s something a little bit headmasterly; a little bit Lord of the Rings, about David Cheverton. He has the bushy eyebrows, the angular beak of a nose and even a moderately piercing stare. But it’s something else – a sort of quiet confidence and bearing that cements the impression. That said, his conversation, laced with tales of Uffa Fox, for whom he once worked, proved remarkably jolly. We meet at the Southampton Boat Show, aboard Danegeld (see p28), one of more than 800 vessels he has designed and built over the years. But it’s not the boat that people have come to see; it’s the man himself.



Above left: David Cheverton on board Danegeld. Right and below: a Mk2 Caravel at sea, and her lines

Wearing red slacks, navy blue blazer and boat shoes, he looks very much at home here. And, undeterred by the sea of plastic all around us in the marina, there is a steady stream of people coming on board. It’s not surprising in a career that spanned nearly 50 years, from a 17ft (5.2m) canoe to 50ft (15.2m) GRP workboats that still roam the North Sea today. The Cheverton design story began on the day that the Japanese surrendered their war effort – 2 September 1945 – when he became an apprentice at Uffa Fox’s Cowes yard. It was not challenging work at first, he concedes: “I stood between two chaps; one would drill the hole and the other would put a nail in. My job was


From racing yachts to workboats, David Cheverton was one of the most prolific and successful boat designers of his time. We meet up with him aboard Danegeld, arguably the most famous creation of his career


24ft (7.3m) LWL

19ft (5.8m) BEAM

7ft 10in (2.4m) DRAUGHT

3ft 8in (1.2m) SAIL AREA

271sqft (25.2m2)


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QUIVER This won third prize in a Yachting World magazine design competition (August 1950) and shows Cheverton’s early preference for handy shoal-draught cruisers


22ft (6.7m) LWL

18ft (5.5m) BEAM

7ft 2in (2.2m) DRAUGHT

2ft 2in (0.7m) DISPLACEMENT

3,571lb (1,620kg)


27ft 3in (8.3m) LWL

20ft 6in (6.3m) BEAM

8ft 2in (2.5m) DRAUGHT

4ft 3in (1.3m) SAIL AREA


416sqft (38.6m2)

Left: Bondicar was a 60ft (18.3m) steel motor-sailer built in 1966 by Groves & Gutteridge in East Cowes. Cheverton and owner Viscount Leslie Runciman at first considered a lug rig, like a Zulu! Right: Rum Runner built by Souters in Cowes, 1951 – won the RORC Wolf race

to get a lick of varnish round the inside of the hole before the nail was hammered home.” There’s a twinkle in his eyes as he mentions Uffa’s name, and it hints at further stories to come. Sure enough, I don’t have long to wait: “I got the sack after three years when I laughed at Uffa because he couldn’t start his car,” David confides merrily. “That was before the days of employment tribunals.” He recalls another occasion, halfway through completing an order from the Bermudan government to build 10 International 14s. “In those days you spent last month’s money on next month’s boats, so we only got through five before the money ran out.” The final payment was only due on completion of the order, but Uffa was undeterred. CLASSIC BOAT MAY 2013


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One of many traditional lights that we still make in the UK. All lights now have LED options to suit 10 – 30 volts.


28ft (8.5m) LWL

25ft (7.6m) beAm

7ft 9in (2.4m) DRAught

6ft (1.8m) SAiL AReA

372sqft (34.6m2)

beKen OF COWeS

He borrowed 10 suits of sails from Ratsey’s, under guard, and took them out in the five boats. The boats were photographed first with one set of sails, then the other, and the pictures were sent to Bermuda in support of claims that the order had been fulfilled. Far from being upset at his departure from Uffa’s employ, David sees it as a turning point: “I moved to Samuel White’s and finished my apprenticeship building lifeboats and torpedo boats for the Navy. It was a blessing in disguise, giving me a much richer experience.” After two years of national service – in the Navy – David was demobbed and set up on his own as a designer and builder of boats. Among his first commissions was Rum Runner, a 28ft (8.5m) sloop for local racing

helmsman Bobby Lowein. Built in Cowes by Wilf Souter, David describes her as “very successful, but very ugly!” By 1957, Bobby was fed up with his “ugly” boat, and commissioned a new one from David. “He said he wanted a better-looking boat, so I drew her with finer ends,” says David. “I thought that boats were too narrow, so I went for a wider beam.” The result was the 35ft (10.7m) Danegeld (see p28) with over 9ft (2.7m) across the beam – a statistic that would probably have today’s production-yacht designers smirking into their chamomile tea. David’s idea was that the extra beam would give her more power through the water, and so it proved: in 22 races during the first season, she recorded 21 finishes, including 15 firsts. CLASSIC BOAT MAY 2013




49ft (14.9m) LWL

33ft (10m) beAm

12ft 9in (3.9m) DRAught

7ft 3in (2.2m) SAiL AReA

803sqft (74.6m2) beKen OF COWeS

Right: Chevalier was built out of teak in 1964 by Wing on Shing in Hong Kong for Eric Marshall, Cowes. “I was given a free hand and she was the most beautiful boat I ever drew,” says Cheverton. She was last seen heading to Florida from BC in Canada

Below: work and powerboats like this Clansman model became the staple of the Cheverton design business

beKen OF COWeS

Danegeld was hailed as the most successful ocean racer since the Second World War and a further four boats were built to the same design. All the boats were fitted with a 10hp, two-cylinder Albin petrol engine, but the class produced serious racing, and some owners would remove the engine and prop to compete, stuffing an oily rag into the stern tube. David helped build boats himself until around 1958, when he concentrated solely on the design side of things. In 1958 he drew the boat that would become his celebrated Caravel class. The 22ft 10in (7m) design won second prize in Yachting World’s People’s Boat competition for a small cruiser costing less than £1,000. Many were built using the then new strip plank system of construction (CB143). The Caravel found favour with her owners; with 7ft 5in (2.3m) beam and just 3ft (0.9m) draught they were ideal for coastal cruising with a small family, but also capable of more extended cruising. He then drew the Crusader class and the Campaigner, of which dozens were built in wood, including several in Hong Kong, where labour costs were much lower. Riots there in 1966-67 put paid to this scheme, though, and the focus moved back to Britain. “I began to sense that there was a bigger market in workboats, so in the



mid-1960s I transferred to building boats for commercial customers and designed landing craft, patrol boats and so on.” He says the last lines he drew himself were in 1965. “I always began with the sheer.” He found commercial clients much easier to work with, although just as challenging in terms of design and everything was built to a much larger scale. As a result, David’s business grew dramatically, and he began to take on design work for marine installations beyond simply boats, including a Coastguard base in Bahrain, and a series of training schools. Crucially, he also got into building commercial craft for the burgeoning North Sea oil industry. In the 1970s, his operations were split between Cowes and Orkney and the design office alone employed 20 people. After a few more years, the balance of the business tipped fully towards workboats. In 1980, the yacht-building business was sold altogether – to Fairey Marine. At its height, D Cheverton & Partners was thriving, employing 120 people in Cowes and 100 in Orkney. “In those days, boatbuilding was very much a cottage industry,” he says with a wistful smile. “But we were the second biggest employer on Orkney, after the County Council!” The process of retirement began shortly after that. More of a businessman by then than a boatbuilder, David nevertheless remembers every single one of his yachts with great fondness. “I was mad keen on boats right from a very young age,” he says, “when I built a 17ft (5.2m) canoe. She was my first boat.” Since he started in 1945, David has seen yachting become a mass market business, employing the techniques of mass production. More than half of them were workboats, he admits, built in GRP and steel, but there’s no doubt that Danegeld, his original sloop, holds a special place in his memory.

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1916 VOYAGE RETRACED Nearly a century after Shackleton’s voyage, six men spent 12 days in a living hell to recreate the “greatest small-boat voyage of all-time” STORY STEFFAN MEYRIC HUGHES PHOTOGRAPHS COURTESY OF SHACKLETON EPIC




“Choosing this trip was harder than being forced into it”


he 800-mile voyage across the Southern Ocean that Shackleton and five of his men made in 1916, to fetch help for the rest of his party stranded on Elephant Island after the sinking of their ship Endurance, has been frequently referred to as the greatest small-boat voyage ever made. Sir Ernest Shackleton himself, traditionally number two to Scott in the canon of British Polar explorers, has become a rare winner in the post-empire trend of historical reinterpretation, a viewpoint often inflected with an undeclared vein of inverse snobbery. So while establishment heroes like Scott and Oates have been shot down in flames of derision or even calumny (Scott as sentimental blunderer and Oates as paedophile) from the comfortable armchairs of hindsight, Shackleton’s star shines ever brighter. His paternal leadership that ensured the survival of all 28 of his Endurance crew through an epic saga played out in the most hostile place on the planet, led polar historian Sir Raymond Priestley to write in 1974, “For scientific leadership, give me Scott; for swift and efficient travel, Amundsen; but when you are in a hopeless situation, get on your knees and pray for Shackleton.” No doubt some of the men left stranded in 1916 did pray that Shackleton and his five men would reach salvation – the whaling station at Stromness on the north shore of South Georgia – which of course, they did. This was a time decades before the first OSTAR (1960) and the

first Fastnet (1925), never mind today’s global daredevil spectaculars like the Velux and Vendée races. In 1916, the Great War waged and, out of radio range, not a soul on earth knew of Shackleton’s plight. The idea of sailing a 23ft 1in (7m) ship’s lifeboat with a makeshift deck of canvas, 800 miles across the Southern Ocean in winter, must have seemed daunting and surreal.

into the unknown In 2009, Ernest’s granddaughter Alexandra Shackleton approached environmental scientist Tim Jarvis to lead a re-enactment of what has become known as the ‘Shackleton Double’ – the treacherous sea voyage followed by a land crossing from the south of the island of South Georgia to Stromness – in vintage kit. Tim’s measured manner and soft Australian accent inspire confidence nearly as much as his past polar expeditions, which include a historically authentic 2007 march across Antarctica in the footsteps of Douglas Mawson’s 1912 expedition, to see if Mawson could have survived without eating his companions. Luckily for Jarvis’s film crew, he succeeded. “We live in an age where convenience has become the most desirable quality. I don’t think everything should be easy,” he told CB at the project’s launch at London’s In & Out club in September 2012. A long trestle table was laden with coils of natural rope, old packing cases, antique chronometers and cotton haversacks. This lovely stage set was, in fact, Previous page: embayed and inside the rocks on their way to the end of the voyage, the landing site in King Haakon Bay. Left: cooking with the same stove as the 1916 voyage, a No 5 Primus, was difficult and decidedly smelly




the actual equipment for the voyage. The build of the new James Caird, named the Alexandra Shackleton after the voyage’s patron, was just as authentic. She was built at the International Boatbuilding Training College normally, as a double-ended whaler in larch on oak, then given three extra planks for topsides, originally an in-situ retrofit by Shackleton’s carpenter (and mutineer at one point in the expedition) Harry McNish. The original deck, canvas over a lattice-work of packing case wood and sledge runner, that bore a “strong likeness to stage scenery” (Shackleton), was replaced with a real tongue-and-groove wooden deck covered in canvas. A mast was bolted to the keelson as a hog strengthener, in replication of another of McNish’s retrofits in 1916. Anyone who has read Shackleton’s book South, or just contemplated sharing a space the size of a small double bed with three other fully clothed, soaking wet men in sub-zero conditions on the Southern Ocean for two gruelling weeks, can imagine that the trip would not be easy. Quite how hard it might be would be impossible to realise, without actually going out there and trying. Early sea trials were not confidence-inspiring; Tim Jarvis reported appallingly claustrophobic conditions, with each man below decks needing to be choreographed limb by limb from the cockpit so they could all lie down at the same time. He reported seasickness from the boat’s awful motion and noted how hard it was to navigate or cook. And this was in the Solent.

Nevertheless, on 24 January, the Alexandra Shackleton slipped away from Elephant Island, rowing out under her 14ft (4.3m) spruce sweeps to escape the ice and the lee of the land. “We wanted to get as much northing in as early as possible,” Aussie navigator Paul Larsen would say later. With him were Tim Jarvis (Anglo-Australian), sailor Nick Bubb (British), bosun Seb Coulthard (British, RN), mountaineer Barry Gray (British, RM) and Ed Wardle (British, cameraman and mountaineer).

In the southern ocean It wasn’t long after raising the sails, once out of the lee of land, that the Alexandra Shackleton was hit with much of the magic and enormity of the Weddell Sea and the Southern Ocean. The first day featured a close whale sighting, an iceberg encounter, five hours becalmed – and then the seas started rising. By day three, the boat was racing downwind at up to seven knots, corkscrewing over the 20ft-25ft (6.1m-7.6m) swells, pushed by 50 knots of southerly wind. Thankfully, they were hit with nothing like the freak or ‘rogue’ wave experienced by Shackleton and crew in 1916, a wave that has entered the hydrographic canon and nautical folklore. Shackleton wrote of it at the time: “What I had seen was not a rift in the clouds, but the white crest of an enormous wave. During 26 years’ experience of the ocean in all its moods, I had not encountered a wave so gigantic.”

Top: arriving on the island of South Georgia. Above: Barry Gray rows out the miles




Recreating authenticity The Shackleton Epic, as it is officially known, was not the first attempt to recreate the 1916 voyage in a replica craft. That accolade goes to German explorer Arved Fuchs, who successfully made the passage in another James Caird replica in 2000. The feature that sets Epic apart was the amazing level of authenticity – everything from food and clothing, to the boat itself. In charge of gear and boat modifications (the Alexandra Shackleton was supplied by IBTC as an empty shell) was Seb Coulthard RN, voyage bosun. It was Seb’s job to collect all the vintage gear to complete the list of necessary equipment. Although the boat carried every modern safety device, these, apart from the VHF to relay messages to the support ship, were only used in extremis. From day to day, the men lived much as Shackleton’s crew did in 1916. This meant equipping the boat with oars (a unused set was found in a deep, dusty corner of Portsmouth Historic Dockyard), sails, rigging and much more besides. Seb tracked down Philip Rose-Taylor to act as sailmaker; Philip is one of the last surviving men to have sailed around Cape Horn on a cargo-carrying Tall Ship, and after measuring the James Caird in situ at Dulwich College, he made the sails from flax canvas, hand-stitching every part of the ketch-rigged lugger. While this was going on, the search was on for a list of navigation equipment that included a Heath & Co sextant; Thomas Mercer marine chronometer; E. Dent & Co pattern 182 Admiralty boat compass (gimballed, and alcohol filled), vintage binoculars and an S. Smith & Sons pocket watch. The diaries from Shackleton’s voyage also contained exhaustive lists of food and equipment for Seb to work from. For the sextant, Seb found a 1954 Sestrel model very similar to the Heath & Co version – “and it was free!” he adds. A boat compass of the exact same model was procured, and was even cracked at the same place in the lens as Shackleton’s. When swung, it showed zero deviation. Seb found a Thomas Mercer chronometer too. This one, a similar model



but from the 1950s, is so accurate that it sat in the offices of the Sydney Harbourmaster and was used until the 1970s to give an accurate time for ship captains to set their chronometers. It lost precisely two seconds a day on land and four at sea. With the three main instruments dealt with, Seb concentrated on the pocket watch (for budgetary reasons, an Elgin pocket watch from 1916 was substituted for the S. Smith & Sons watch, which fetch thousands on the secondhand market). The Elgin pocket watch worked reliably in Seb’s freezer, his airing cupboard, and on board the ship in the Antarctic.

Vintage clothing Ed Wardle tracked down the vintage clothing, which comprised woollen jumpers, shirts and underwear, Merino socks and Merino long johns, jackets of tightly-woven cotton, which they waterproofed with boot dubbing, and leather boots with plain leather soles. The jackets were “water-resistant” rather than waterproof, Seb relates, and the wool, contrary to common wisdom, kept him and his crew warm when wet. For ballast, Seb filled the boat with 1,763lb (800kg) of stone in hessian sacks, tied down with wet manila rope (which tightens when dried). Capsize tests showed that more was needed to make the boat self-righting. The eventual figure was found to be 2,328lb (1,056kg) – just 88lb (40kg) more than the amount Shackleton estimated would be necessary for the James Caird. In contrast, the modern kit, particularly the AIS, performed very poorly, and Seb wishes to take this chance to warn CB readers that AIS transponders have nothing like the range claimed by the makers. “Four to five miles” on the tin was a few hundred yards in reality. Seb also wishes to emphasise, after tank-testing lifejackets in a simulated storm at the RNLI pool, the importance of crutch straps and a sprayhood. In a simulated Force 5 in a warm pool, they made all the difference.

The support boat Australis followed at a distance of 20 miles, coming close once a day to take photos, although during the storm, it went into a search pattern for the Alexandra Shackleton when all electronic communication failed. The little boat was successfully located just as Seb Coulthard, whose day job is retrofitting Navy helicopters, finished making his repairs, so the relative safety of the mission was once again secured. Later on in the voyage Australis skipper Ben Wallis would note the regularity of ‘rogue’ waves when, 180 miles off South Georgia, peaks of 26ft (7.9m) would come “popping out of nowhere” in a sea that was averaging just half that. On days with good visibility, Australis, 20 miles away, was “a speck in the distance” according to navigator Paul Larsen. Even as a speck, it must have given great psychological succour when compared to the unimaginable exposure known by the Shackleton crew in 1916, alone on a storm-tossed ocean at the bottom of the globe, forgotten by a world at war. Of the windless troughs between the waves, Shackleton wrote: “For a moment the consciousness of the forces arranged against us would be almost overwhelming.” History seldom records, at least in writing, the jokes shared by men in acute discomfort but by day four, Tim’s



Clockwise from top left: Philip Rose-Taylor at work on the sails; one of the blocks, dating from 1839; Seb Coulthard; cramped conditions; and the compass, sextant and chronometer Left: the courses taken by the James Caird and the Alexandra Shackleton

diary already stated the jokes had staled. Reading between the lines, life on board must have been indescribable, four men sleeping “like badly folded accordions” as Seb put it, in a space the size of a small double bed, while those on watch were faced with wind-chill temperatures of -100C CLASSIC BOAT MAY 2013



aLexandra shaCkLeTon Length OVeRALL

23ft 1in (7m) beAm

6ft 8in (2.1m) dRAught

2ft 2in (0.7m) SAiL AReA

113sqft (10.5m2) buiLt

IBTC, 2012 james CaIrd buiLt

1914 by W&j Leslie, London Above: Seb Coulthard’s drawing of the Alexandra Shackleton. No lines of the actual James Caird exist. Below right: the team celebrate their arrival at King Haakon Bay, South Georgia


or worse, as well as directional uncertainty for most of the time, as Paul Larsen was only able to take three sun sights. The Alexandra Shackleton has no tiller, just yoke lines, the loss of leverage making steering a very heavy job, with a man sometimes required on each line. This was one of the elements that made this replica voyage more taxing than the original. Ultimately, they can’t be compared – one was life and death, a voyage of desperation against a backdrop of dwindling supplies and unimaginable hardship and fear, while the other was a voyage bolstered by the safety net of every modern communications and safety device known to man – including the support ship. And yet, to paraphrase Paul Larsen, it is easier to be pushed off a building than it is to jump. “I turned this trip down the first time it came up,” he told CB. And, Tim Jarvis points out that knowing help is at hand “ate into our resolve”. And many of the incidental discomforts were worse too: the present-day crew were physically larger, which made the cramped conditions even worse; a lack of acclimatisation to the cold, even though they had warmer air temperatures than Shackleton’s winter (April) voyage; the water, infected as it was with the vinegary taste leaching out from the whisky barrel, was as putrid as Shackleton’s brackish water; and then there’s the thing that’s impossible to prove but no less true for it – we humans are not nearly as tough as we were a century ago. One of the biggest problems for these modern-day adventurers was the pemmican – yes, the trip’s authenticity charter extended to food. Don’t be fooled by Arthur Ransome novels into thinking that pemmican is a sort of jolly, vintage tinned meat eaten on dinghy-sailing holidays. Real pemmican is lard with dried beef floating in it. As Seb Coulthard explained: “You have to eat it red hot. We used an old Primus stove. We bought the kerosene in


Argentina and it gave off an awful smell. The stove was leaking from two days into the trip. That and the smell of beef made everyone sick over the side.” Paul Larsen added: “It gets everywhere – your bedding, your clothes, your beard...” As far as possible, they stuck to other Shackletonapproved food: hot milk, nougat, biscuits and Bovril. Twelve days after their departure (Shackleton took 16), the little boat made landfall in King Haakon Bay, South Georgia, six miles from Shackleton’s landfall. And just like the original voyage, the last hurdle was the hardest, with a headland to lay against the wind in an unweatherly boat. At one point the Alexandra Shackleton was inside the rocks, the support boat helpless and a lethal lee-shore situation looming. With half the crew in the bows to dig the nose in, she made it around the last headland and felt the scrunch of gravel under her forefoot. “You know what it’s like when you pinch a difficult mark? It’s all beer and skittles from there on,” Paul Larsen told CB with a chuckle. thanks to Seb Coulthard for his help with technical aspects of this article. Read about the land leg at

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Dressed for the Atlantic We gave Some foul weather gear to the skipper and crew of The Blue Peter to wear in the Panerai Transat Classique. This is how they got on:

1 Gill OC1 raCer jaCket and trOusers

2 1

The first thing that Alex, Mat’s first mate (CB298, p74), noticed in his Gill OC1 racing trousers was delight that the back panel under the shoulder straps was sprung. In all previous dungareestyle sailing trousers, he’d felt anger build as the Velcro straps pulled apart every time he crouched down. Not so with these and small things like this really matter. They also sported inner-thigh grip for crawling along sprits and a toughened bum and knee. The jacket was equally impressive and kept out an ocean of water. Jacket £440, Trousers £325, Tel: +44 (0)115 946 0844

2 aeGis OCean smOCk and Hybrid bib Atlantis has taken an interesting approach to serious heavy weather foulies and come up with some great ideas and clothes. Firstly, they’ve given us wrist, waist and neck seals to totally combat a massive drenching and the smock style means you can “chest” a broaching wave without zip leak, even if it may take slightly longer to take off. They’ve made it less bulky than their rivals, you can choose what to wear underneath, and it’s easily stowed. It is, however, still warm and snug inside, plus there’s a handy watch window. Trousers, again, were easy to adjust and light, but tough. Mat, the captain, said: “I tested it in some savage Atlantic squalls (30 knots and driving rain) and it never let in a drop. I would certainly recommend it.” Smock £230, Bib £195

The unusual design of these twin-skin boots resembles a shoe with leg protection more than an actual boot, thus giving you full radial ankle movement. They also slip on and off with ease and proved very warm in cold weather and fine in warm. As a result, Mat admitted they were the most comfortable things he’d put on his feet. £210, Tel: +1 877 333 7245, Tel: +44 (0)161 799 1212

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Flash card testers

Meet Bundy

Two packs of cards containing just about all you need to know about lights, shapes and nautical flags. We still trip up occasionally on the vast array of knowledge needed and if kept in a drawer near the wheel, they’re just small enough to glance at for reference without anyone else noticing. Approx £9.95 per pack, Tel: +1 888 814 9346. Also available: Morse code, sound and lights, rules of the road and IALA buoyage and lights

Scrimshaw kit Scrimshaw has a big following in America, less so here, yet it’s as relaxing and rewarding as it was on the whaling ships of the 18th and 19th centuries and, as then, you needn’t be a practising artist to have a go. You needn’t kill a whale for canvas either as practice pieces of tagua nut come in the kit with some mammoth ivory or ancient walrus tusk cross cuts for when you feel ready. Our cartoonist is enjoying working on a piece of wild boar tusk as we write. Approx £16 for the kit plus P&P and £12 for the professional scribe shown Tel: +1 401 849 5680

Coffee press Our chief tester, who is a coffee nut, claims this Aeropress coffee maker makes a brew that would normally involve installing a £2,000 half-ton machine. It’s an ingenious, tough coffee press that makes excellent filter coffee in seconds. Because the coffee is made under pressure, the fullest flavour of the blend is extracted by passing water, then steam, through the beans. You don’t get bits in your coffee and cleaning it involves a single push. Simple, brilliant design. £19.99 Tel: +44 (0)845 226 3024

There are few countries who wave their flag with such unblinking vigour when abroad than our dear friends the Australians. Whilst in St Tropez covering Les Voiles regatta a few years ago, I met an Australian deckhand who invited me into a bar for a drink. He was a man with the sort of loud confidence that would easily start fights; the type of guy who was going to insist that we “downed everything in one”. I was pleased to see he chose a particular bar along the quay, which I frequented due to its unprecedented top row of rare Caribbean rums, including many oak-barrelled Martinique rhum agricoles. I duly chose a Clement VSOP with just a little water. My decision was instantly countered by the most self-assured patriotism I’d ever heard. “Caribbean rum is alright if you like that sort of thing,” he drawled (and I urge you to read his bits in your best Australian accent) “but if you want GOOD rum you need a Bundy.” Unaware as to what a Bundy might be, but intrigued by this man’s casual dismissal of the world’s top hooches, I agreed. He came back from the bar with two glasses filled with a liquid that certainly resembled rum. “Best rum in the world,” he said, “and, it’s from Aus.” “Well, fancy that,” I said, sipping at the glass. It was obviously alcohol but the only thing it had in common with rum was its colour. It was like being stabbed in the tongue and reminded me of the ominous spirits that student friends used to bring back from Thailand that were brewed in a single day and often contained speed. He then mercifully drowned it in coke. I didn’t see him again until the speeches but Dan Houston and I laughed about it for days, coming up with similar jokes: “English bitter is alright, if you like that sort of thing, but Aussie beer isn’t just bitter, it’s properly ANGRY.” In the hot amphitheatre that was the prize-giving ceremony area, we were given glasses of Moët et Chandon. Swaggering over to me was the Australian deckhand. “Oy! Pom! French champagne’s alright, if you like that sort of thing,” he bellowed, “but if you want the good stuff you should try chateau Wirra Wirra. It’s from Aus! Much bigger bubbles.”





The iron lady

Two-and-half miles above sea level, high in the Andes, lies a remarkable piece of maritime history. Here, we look back at the incredible story of the steamship Yavarí, and find out how one amazing Englishwoman saved her from rust and ruin

sTOry Kevin DesmonD PhOTOgrAPhs Bene-factum puBlishing

M Top: Yavarí before the restoration. Above: the Bolinder oil engine. Right: Meriel Larken, the Englishwoman responsible for securing Yavarí’s long-term survival



ake no mistake: the elegant steamship pictured on these pages has no right to even exist, let alone sparkle in all her restored and re-engineered glory. Meet Yavarí, the oldest single-screw working ship in the world. The Yavarí story starts in 1861 when the Peruvian Government, already enjoying the wealth from the guano industry on the coast, commissioned two 100ft (30m) cargo-passenger steamships. These los vaporcitos, or little steamers, would enter service on Lake Titicaca and enable the authorities to trade the local resources of copper, silver, timber and wool from around the lake with manufactured goods from Europe. Fine in theory. But when the Soho Foundry in Birmingham received the order, they faced a seemingly insurmountable challenge: with no rail link to Lake Titicaca, how would they transport the steamboats up to an altitude of almost 13,123ft (4,000) metres? The ingenious solution was to build them in “knock-down” form – that is, they were assembled with bolts and nuts at the shipyard, then broken up into thousands of numbered sections (weighing no more than 3½ cwt (159kg), or the maximum carrying capacity of a mule), so that once shipped to their final destination they could be fitted together again. While Watt built the engines, boilers, condensers, crankshafts and the incredible 6ft (1.8m) diameter single screw, the Thames Iron Works, Shipbuilding and Engineering Co Ltd of West Ham, London, were subcontracted to build the hulls.

Above: Yavarí in full flow during engine trials


On 15 October 1862, the Mayola, bearing the two “disassembled” ships and eight British engineers, docked at Arica and offloaded the 2,766 pieces, weighing a total of 210 tons. Railed to Tacna, Peruvian Naval personnel then unpacked them ready for assembly at Puno. Local muleteers competed for the daunting 220-mile trek which was awarded to Colonel Gonzalez Mugaburu, whose arriero (mule driver) claimed he could do the job in six months with only 100 mules. The engineers went on ahead to work on a jetty, slipway and machine shops. But the route was through a moonscape of the driest desert in the world, mountain passes higher than any Alpine peaks and sub-zero windswept wastes of the altiplano. Six months later, the arriero, Don Lucas Quelopana, hopelessly defeated by the task, was fired, leaving pieces of ship scattered between Tacna and Puno. It took five years to get going again. Requests were sent out for more muleteers and “1,000 Indians” to help with the task and by 1 January 1869 enough pieces had been delivered for the keel of the ship to be laid and at 3pm on Christmas Day 1870, Yavarí was launched. A second steamship Yapurà followed three years’ later. During the ensuing decades, Yavarí provided transport for the region’s exports and as a link between lakeside communities. In 1914, Yavarí’s hull was extended and her James Watt steam engine, by then coal-fired, was replaced with a Swedish Bolinder four-cylinder 320bhp (238Kw) crude-oil engine. In 1975, Yavarí passed via the Peruvian State Railways to the Peruvian Navy who, for lack of resources and preferring to use Yapurà, let her lapse into rusty disuse.

Enter Meriel Larken. It was 10 years on, in 1982, when, believing the Yavarí to have been built by Yarrows, the yard founded by her great-grandfather, Alfred Yarrow, Meriel Larken, already a Peruphile, discovered her slowly dying in a corner of Puno’s port. Unperturbed, Meriel set about raising the funds to save this unique piece of maritime heritage. The first step was to commission a Lloyd’s Condition Survey, which found that being in fresh water at high altitude, her iron hull was still in excellent condition, and so the restoration project was given the go ahead. By 1987, The Yavarí Project (Registered Charity No 298904) and La Asociación Yavarí (non-profit-making NGO) had been formed and on 17 February the Yavarí was bought from the Peruvian Navy. At first, work was slow due in part to Peru’s political instability and economic decline, but in 1990 a change of government brought with it a rapid turnaround in the country’s fortunes. “Since then we have been able to make steady progress on Yavarí due entirely to the many friends, sponsors and volunteers she has attracted,” said Meriel. “We’ve even received a £350,000 donation from HRH The Duke of Edinburgh.” In 1998, Yavarí was officially opened as a State Museum and, in March 2012, Meriel was presented with an Engineering Heritage Award for the ship by the Institution of Mechanical Engineers, London. Today, she is fully restored and on public view – you can even book an overnight stay in her Victorian bunks. A glorious finalé to a remarkable story.

Timeline 1861 The Soho Foundry run by James Wyatt starts build process in “flat pack” pieces 1862 Mayola docks and unloads nearly 3,000 parts 1869 Keel laid 1870 Yavarí launched 1914 Hull extended 1975 After more than 100 years in service, she falls into disrepair 1982 Meriel Larken sets up fundraising project 1998 Yavarí opened as an official State Museum




Classnotes The Leader

DESIGN ORIGINS Smallcraft, who introduced the Leader, built numerous plywood designs during the 1950s-1970s, including the Ian Proctor-designed Gull.



COST A part-finished GRP Leader, with a wood fit-out, cost £240 in 1973, while a complete, but basic spec boat with sails cost £360. Today, expect to pay as little as £200 for a secondhand wooden boat or £1,200 for a higherspec GRP version.



dentifiable by the blue band at the top of its mainsail and a dart-like sail insignia, the Leader is one of the lesser-known dinghy designs of the early 1960s. Designed by Gordon Pollard and John Mace of Smallcraft in Southampton, this 14ft (4.3m) boat followed hot on the heels of the Jack Holt-designed Enterprise and Ian Proctor-designed Wayfarer, yet surprisingly it never achieved the same popularity. Sail numbers reached just over 1,200, and although there are pockets of interest in the class around the UK, it is no longer being built. When it was first launched in 1962, the Leader was quick to attract interest. Amateur boatbuilding was big business, with numerous dinghy classes of between 11ft and 16ft (3.3m-4.9m) being offered as plans or kits for home construction. The Leader was intended for this market, to be built of plywood, and to fill the gap between the Enterprise and the Wayfarer. The double-chine hull is similar to these designs, as is its handling, although it is decidedly less tender than the Enterprise, making it a good choice for novice sailors. It is also similar to the Jack Holtdesigned, single-chined GP14 of 1949, although 5in (127mm) wider in the beam, 70lb (32kg) lighter and rigged with a larger sail plan, which gives it good power to windward. Internal layout was good, too, with low but comfortable and curved slated side benches, a huge ‘shelf’ on top of the buoyancy tank beneath the foredeck for stowage, and enough space to fit three or four crew, depending on the type of sailing that was being done. It was a design that caught Richard Creagh-Osborne’s eye, as editor of the 1963 Dinghy Year Book. Creagh-Osborne, who represented Britain in the Finn class at the 1956 Olympics, commented that: “It cannot be said that I exactly threw my hat in the air on hearing

about this one, but after inspecting the prototype and giving it a good test in a smart breeze I was sufficiently impressed to remove the cynical smirk from my face and get down to some serious criticism.” With his criticisms, albeit minor ones, taken on board, Smallcraft tweaked the design to produce what Creagh-Osborne later described as a boat that was “greatly superior in almost every way… [one with] general features that are well ahead of anything else I have tried.” It proved popular with both novice sailors and families keen to race and potter about, and around 500 were sold in the first 10 years. Keen to keep the Leader competitive, its designers later tweaked it for GRP construction, and it was built by a number of yards in the UK. Eventually, production was taken over by Sapphire Boats, who rejigged the design to produce the Leader II. This new marque was all GRP and a long rudder replaced the spade one. The Leader II helped revive the class for a time, and was later built by Porter Brothers in Hampshire. Production ceased in the early 1990s, but the boats are still available on the secondhand market and have built up a good reputation as general-purpose cruising dinghies with a decent turn of speed.

Above: one of the Dinghy Cruising Association’s members, Len Wingfield, cruising his Leader dinghy Rebel in Chichester Harbour

Although not fitted with rowlocks and oars as standard, the Leader is a lovely boat to row, and will slip along a treat in flat water. They can also be fitted with an outboard.

DINGHY CRUISING The Leader has been a popular choice with many dinghy cruisers, including stalwart Dinghy Cruising Association member Len Wingfield, who has sailed his Leader extensively along the South Coast, and even camped aboard.

SLEEP ABOARD According to the Dinghy Cruising Association, two people can comfortably sleep aboard a Leader – one either side of the centreboard case. The design’s beaminess and the particularly spacious interior of the wooden boats allows plenty of room for crew and gear.




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Photo © Den Phillips


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Getting afloat


From Bob and the Baltic to the BBC At our recent awards party in London, Griff Rhys Jones (right) made a few cracks about boat ownership, including the fact that he bought the S&S yawl Argyll without first selling the yacht he already owns – Undina (see p19). He also rather underestimated her value! Griff compered for free, so we hope he’ll be pleasantly surprised to see us trying to help him sell Undina! Most of us know Undina from Three Men in Another Boat, part of the wonderful BBC2 series featuring Griff with fellow comedians Rory McGrath and Dara O Briain in various fixes afloat. Others may know Undina from Griff’s book, To the Baltic with Bob. But what about Undina herself? She’s on with broker Barney Sandeman, who knows her well as he’s sailed with Griff and on Undina’s

Above: Griff in fine voice at the 2013 Classic Boat Awards evening in Mayfair

sistership, Josephine. The headlines are Philip L Rhodes design and the build is by Abeking and Rasmussen. The design, being American, is fairly beamy for its era (the boat was built in 1953), which makes her spacious below and allows for wide side decks – both “perfect for family cruising”, as Barney puts it. Other American features are a large cockpit (a rare treat on a classic yacht!) and a centreboard, which gives her a variable draught of between 5ft 6in (1.7m) and 8ft 6in (2.6m). Philip L Rhodes was less prolific and cutting edge than his contemporary Olin Stephens, but Barney thinks his sheerlines are the prettiest of all. Undina is certainly a looker and though just 45ft (13.7m) long, she attracted much attention at the Mediterranean regattas, even

when ranked alongside exotica like Fife cutters and Herreshoff schooners. Griff has kept Undina with a good feel for the boat’s originality and the fittings are beautiful. He has also spent a lot of money optimising Undina for the CIM rule with features like hank-on headsails. “Say what you like about CIM,” says Barney, “but it has kept yachts like this original.” Her hull is made from mahogany on teak with bronze fastenings. She offers seven berths below decks and other benefits include good sails (mainly 2008/9), an optional furling forestay, a young Vetus 40hp diesel engine, a good set of navigation equipment and plenty of other kit, including a liferaft. SHMH UK, £195,000, Tel: +44 (0)1202 330 077


Buy the Gatsby boat Hurrica V, taking a well-earned break from the movie business, is looking for a new owner. She’s a stunning 1924 Charles E Nicholson doghouse ketch and her recent money-no-object restoration is described in detail in our cover story that starts on page six. Asking AUS$2.95 million (£2 million), lying Sydney. Contact the owner, Steve Gunns, on +61 0408 237 430, or email him via




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

To advertise call Edward Mannering +44 (0) 20 7349 3747 Copy Deadline for next issue is 22/04/2013


Built 1996. Very carefully maintained and protected. Cover. Trailer. £5,750. Tel: 020 7727 5227


Based on Iain Oughtred’s Guillemot design. Completed January 2013. Larch on oak. Includes cover, launching trolley, lifting rudder plus second hand spars and lugsail. More photos available. Can be viewed in Newport, Gwent. Offers around £3000. Contact Bryan Morgan, Tel 01633 450209, email




Built with infinite precision and total integrity: `Eledh’ (means Angel). An heirloom for future generations, 18’ 3” of copperbottomed beauty. Numerous photos. Seen on the Tamar, £5,350 includes everything. Tel. 01822 832832.

An original example of an L.G Well-Designed, Proven and Safe small-boat. Built at the begining of the fifties, she has all her equipment with the one exception of distress-flares...for obvious reasons of Dates/Storage. A complete Inventory of The Boat, is available to a serious, potential-owner. £17,750 Please contact Chris for more info on 01766 514 453 or email

Lovely 12’ clinker mahogany/ oak framed motor launch. Built by L.H. Walker of Lee-on-Solent Circa 1950. Ex steam launch converted to Stuart Turner petrol engine and restored by Henwood & Dean 2003/4. Comes with trailer, cover, nav. lights, fenders. Ready to launch. Full documentation. £8,950 ono. London Tel: Jonathan 07793 850034



Designer O’Brien Kennedy, launched 1954. LOA 26’. Mahogany carvel hull. Bermudan rig. 3 berths. 10 Hp Ruggerini diesel inboard. Full set of sails. Lying Freshwater Boatyard, St Mawes, Cornwall. £3000 o.n.o. Tel 07718030728



Maria P. was built in 1969 in Perama, Greece by the Zacharias shipyard. Originally a heavy-duty fishing boat she was refitted and rigged as a schooner in 2000 by a team of shipwrights using traditional methods and tools. LOA 19 metres, beam 5.7, draft 2.5, displacement 52 tonnes, Baudoin 400 hp engine, generator, water maker, hydraulic windlasses and 3 capstans, bow thruster, autopilot, full navigational electronics, 5 metres 90 hp RIB. Accomodation for 5+2 crew in three cabins + unusually large saloon sitting 10. Professional galley, fridge and large freezer, three toilets. Maltese flag, VAT paid. Price: £160,000 Full technical details on request:


‘Josefine’ is 66’ overall (50’ OD) a first class Small Ship suitable for commercial charter MCA Code 2 Registered or private use, an extremely sea-worthy well maintained Gaffrigged Ketch, built in 1931, 40 tonnes, Oak on Oak, re-built 2002, sleeps 9, all original ship’s papers from 1931, Ford 140HP. Mooring available at £2k pa, lying Plymouth UK. £129,000. Tel: 07971 376 172 or Email:

MCA Code BFS APR13.indd 1

25/02/2013 09:36


A rare opportunity to purchase this beautiful 40 square meter classic boat, due to the owner’s advancing years. Built in Soon slip Norway in 1919, she was imported to Blyth back in 1937. Since then she has had two loving owners, both of whom have restored and kept her in perfect order. We will be very sad to lose her. Price: negotiable. Please phone 01628 821031 or email



AuxiliAry Sloop

Auxiliary Sloop (designed by Holman & Pye) 40ft O/A fast offshore cruiser cutter rig West system hull, interior Mahogany and Ash, coated in A/C Lacquer, long Keel.


Unfinished project.

A recreation of a Charles Sibbick 1897 fin-and-bulb keel ‘skimming dish’ Half Rater. Compete in classic regattas with this new unique hand built boat. 21 foot long, built in strip plank with yellow cedar deck, mahogany coamings and bronze fittings. £28,000 For more information about Diamond contact: Martin Nott, 07831 328212,

Price: £70,000 o.n.o Contact Neil for more information on: 0113 2179172 or email

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: with your text and image or call +44 (0) 20 7349 3747. The deadline for the next issue is 22/04/2013 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: uk 0000 11111111


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


Built 1991, mahogany & epoxy hull similar to GRP, 1930’s spars & fittings, beautifully maintained. Visit 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





To advertise Call Patricia Hubbard +44 (0) 207 349 3748 Copy Deadline for next issue is 22/04/2013

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

62 ft J M Soper, Philip & Son Cutter 1929 Soper is best remembered for the legendary fast cutter SATANITA and a “fair turn of speed” is noted by the yachting press of 1929 for this creation by Philip and Son from another of his designs. As an able sea going cruiser and 62 foot on deck ZEPHYR is the perfect size for a family yacht of this vintage. In impressive condition and a real beauty, her forte is in the sheer practicality of her layout, rig and accommodation – to which her ownership by the same family for more than 40 years is testament enough. €950,000 Lying Italy

72 ft Albert Luke Yawl 1928 Designed by AR Luke as GLADORIS II she was built at the Luke Brothers yard on the Hamble. A very beautiful vintage yacht MOON FLEET has enough modern updates to make her extremely easy to manage as a large family classic yacht or with a minimal crew. Keenly priced she is an interesting option.

45 ft Bristol Pilot Cutter 2007 A recreation of the pilot cutter PEGGY, built in 1904 by Rowles of Pill, POLLY AGATHA has all the charm of a classic Edwardian cutter but with a luxurious interior and modern equipment. Her ample deck space and accommodation fit her for a variety of roles including charter and sea school use but her finish and detail befits that of a vintage yacht – and places her a long way from her work boat roots. She has 10 berths including a luxuriously appointed master cabin. £395,000 VAT unpaid Lying UK

46 ft Spirit 46 2007 The Spirit 46 provides modern performance with an incredibly elegant hull form and startling ease of handling. Blossoming fleet racing and a proven force in the Spirit of Tradition fleets, the Spirit 46 can accommodate up to 5 in an interior as elegant as her external lines suggest. SPYRYS benefits from her high spec and a first owner who has done everything to keep the yacht in close to perfect condition.

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 the Classics; 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 Laurent Giles 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

41 ft McGruer Cruiser 8 Metre 1963 INISMARA is one of the 23 yachts in her class built between 1951 and 1968, displaying her winning ways immediately with 17 wins from 25 starts in her 1st season. She has benefitted from very few owners and impressive maintenance. Incredibly nimble under sail she has charm, style and enough luxury for cruising, just as James McGruer and the Rule intended. On the racing front again she enjoyed several wins in the Scottish and West Highland series in the late 90s. £87,500 Lying UK



email: 74


Lying Spain

Lying UK

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. £395,000

Lying Malta

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

36 ft J Pain Clark Ketch 1925 It is for good reason a yacht survives nearly 100 years - LOLA is built from teak at one of the best yards at the time, William King & Sons and her history is colourful. Her current owners of nearly 20 years describe her as well mannered and utterly dependable - proven over 30,000 cruising miles...a definite character combined with almost understated good looks. £62,500

Lying Scotland




Tel: 01621 840982 / 859373 • Mob: 07885 859373 Specialists in the brokerage of Classic Vessels, Traditional Yachts and Working Boats

27m Thames Sailing Barge, 1923 Wooden hull. Used for charter, Coded & Licensed. Potential for live aboard. London £175,000

44ft Aldous Sailing Smack, 1890 Totally rebuilt, 2000. Gaff cutter. Inboard eng. Seven berths, solid fuel stove. Needs commissioning. North Essex £80,000

16m Dutch Luxemotor Barge, 1926 Cruising home. Insulated steel hull. Fully functional. Daf 575, 6.5KVA. Wheelhouse. Kent £127,500

11m Trawler Yacht, 1961 Gardner 6LXB. Accom for two persons. Totally reworked ‘11. All new services. Essex £32,000

12m Robert Clark, Mystery Class No:1, 1936 Completely restored. Teak decks. Accomplished racer. Accom for 4. Yanmar diesel. Suffolk £49,950

10m Albert Strange Gaff Yawl, 1922 A classic fastidiously restored. New sails & spars. Inboard. Accom for 2/3. N.Essex £48,000

10m Gaff Yawl, 1905 Designed by G.U.Laws. Professionally restored. Live aboard, good headroom. Devon £45, 000

40ft Classic Broads Racer Cruiser, 1904 A survivor, much restored, 1 of just 2 left of class. Bermudan rig. W. Parker design. Ashore North France £27,500

8.5m East Anglian Sloop,1970 Classic Buchanan design 2012 rigging. Aformosia hull. Large sail wardrobe. Long keel. North Essex £14,950

36ft Twin Screw Classic River Cruiser, 1934 Husks & Sons. Twin BMC engs. Restored & modernised. 4 berths. Pitch pine. Shower/ heating. Essex £18,500

8.7m Laurent Giles Sloop, 1965 Built by Mashfords. 8yrs restoration. New Yanmar, completed 2005. Accom 4, charcoal heating. Brittany £22,000

10.5m 10ton Hillyard Cutter, 1971 Wooden Bermudan main, centre cockpit. Sails 2004. 55hp Perkins engine. Afloat Hampshire £27,500

8M Thames Bawley, 1960 Maurice Griffiths Bermudan Sloop. 4 berths, 6ft 2ins headrm at doghouse. Isle of Wight £12,500

32ft Crossfields Prawner, CH11, 1922 A Nobby professionally rebuilt 1987. BMC eng. Accom 3 persons. Traditional ex work boat. Lancashire £24,500

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

7m Vertue V22, 1947 Laurent Giles proven design. By Newmans of Poole. 4 berths. Sails ’07 ,Yanmer’04. Sussex £17,950

27ft Buchanan Sea Spray, 1957 Professionally rebuilt. Twin berths. Inboard eng. New sails & rigging. North Essex £11,950

12ft Wooden Clinker Dinghy, 1997 Wootton Bridge Industries. Mahogany on oak, copper fastened. Gaff sail. Sold complete with road trailer. Cornwall £3,500

8.3m Rossiters Pintail, 1965 Classic Bermudan Sloop. Five berths. New mast & Spars’09. Volvo eng. Suffolk £15,000

23ft Blackwater Sloop 3.5t,1949 Counter stern. Surveyed 2013.Yanmer GM10. Sails ’08 &’10. Twin berths. Charcoal heater. Essex £6,750 CLASSIC BOAT MAY 2013



Lady Beatrice - Dating from the early 1900’s and having recently been comprehensively overhauled by Colin Henwood’s team of perfectionists, Lady B is a deceptively large and delightful launch with perfect proportions. With a galley, loo, book shelves and seating for up to 8 in the forward cockpit - £59,500

Sprite - A pretty Revelry Classic cabin launch from 1961, uniquely constructed with a centre cockpit. With 2 cabins, 4 berths and a seating area, she is happy both as a day boat and at sea. Sold with navionics and an extra pair of props £28,500

Blue Moon - 1952 Andrew’s Slipper number 354 and the flagship boat on the Andrews’ stand at the ‘52 London Boat Show, Blue Moon has been lovingly and excellently restored by her current owners. Featuring a white hull, a complete inventory and an overall cover as well as a folding canopy, she is sold complete with a credit in the film ‘Hope & Glory’. In excellent condition - £25,000

Carenda - An opportunity to own a true Broads classic built in 1938 by EC Landamore with a delightful interior maintained right down to the bilges by a perfectionist owner. She was adapted for sea going use in the late sixties so now sports a steadying mast and a tender. Full covers, Viewing afloat in East Anglia POA

Cybil - A rare and uber stylish Riva Bertram 25 with full galley, flying bridge, twin Yanmar engines. Sleeps two, great for entertaining and a real head turner. £55,000 including trailer

Carician - One of the last teak Starcraft to be built in 1970 with a flying bridge and many modifications introduced to enable owners to cruise for long periods abroad. The inventory includes a generator, large fridge, twin Volvo TMD 41s. The flying bridge has direct access from the saloon. Offers invited around £70,000

Delphi - A 30ft Bates Starcraft with an original interior which means lots of varnished mahogany and a charming galley/heads area separating the forepeak cabin and the saloon. A great family boat Delphi has a recent Nanni diesel engine and is for sale at £35,000

Carefree - The 20ft mini Starcraft built in 1958 makes such a fantastic dayboat with a large cockpit and a cosy forward cabin for occasional overnighting, escaping the breeze, using the loo etc. Fitted with a Beta diesel, full covers £24,950





For more information on these, or any of our other boats: call 01491 578870 mobile 07813 917730 email

For model boats, dockside clothing and boaty curios visit

2 Southford Road, Dartmouth, South Devon TQ6 9QS Tel/Fax: (01803) 833899 – –

49’ Dorus Mohr ketch. The first of 4 of these fabulous Laurent Giles ketches, built by Port Hamble in 1961. All teak hull and deck. Varnished masts. Gardner 4LW diesel. Two double cabins, saloon cabin, shower, galley. Very fully equipped with everything you need for blue water cruising. Superb condition. Scotland. £98,000

41’ 15TM Buchanan RORC sloop, built by Priors, 1959. All teak hull, deck, coach-roof and cock-pit. Wheel steering. Varnished mast, 2008 rigging, ST winches. ‘09 Beta 38hp. 6 berths. Radar, plotter, Tacktick etc. Built to Lloyds 100A1, leading Class 2 boat, very well updated in present ownership. UK £64,500

43’ All teak Bermudian cutter. Built in France 1936. In superb condition after UK refits now with new mast, rig, sails, floors, engine, deck, system and much more. Yanmar diesel. 6 berths in original panelled interior. Radar, plotter, auto-pilot etc. An absolute show-stopper. £98,000 UK

26’ Motor Launch designed by Fred Shepherd, built by Lukes of Hamble in 1939. Major refit in 2008 including Volvo Penta diesel. Large cockpit aft and cabin forward with sliding roof. Stunning boat in superb condition. Suffolk £18,750

34’ Gaff Yawl. Designed by G.U. Laws, built in Falmouth in 1905. Complete rebuild over last 20 years including hull, rig and machinery, stronger now than ever before. 2011 sails and interior. First class period yacht ready to sail away Devon £47,000

Holman 26 built by Kimber and Blake, Bridgewater in 1960. Pitch pine planking on elm and oak frames. Teak coachroof coamings. Well maintained with new keel bolts, mainsail and engine rebuild. 3 berths, heads and galley. Tidy example. Devon £13,500

34’ 10 ton Hillyard. 1971. A late example of the famous Hillyard centre-cock-pit, aft cabin yacht. Cutter rigged. Recent Perkins diesel. 6 berths. 40 years ownership, trans-Atlantic. All the kit. Nice condition, ready to sail. They don’t come much better. Dorset 26,750

37’ Bermudan sloop built in France in 1964. Immensely strong cold molded construction with closely spaced stringers and frames. Major refit 2008. Isuzu 35hp diesel. Interesting boat from a time when the French were forging ahead in yacht design. Great cruising yacht. Devon £36,500

22’ West Country gaff cutter Larch on oak, probably built as a sail only fishing boat around 1905. Rebuild in previous ownership including new engine, decks and rig. Very practical concept with large day cockpit and 2-berth cuddy under foredeck. Great economic weekender. Devon £16,500




CLASSIC YACHT BROKERAGE 2 Southford Road, Dartmouth, South Devon TQ6 9QS Tel/Fax: (01803) 833899 – MERMAID 41ft. Victorian Gaff Cutter Designed and built Alfred Payne, Southampton 1860. Pitch-pine hull, laid decks. Traditional interior with six berths. 95hp Beta Diesel (twin props) Complete new rig and sails sets 750 sq. ft. Professional keel-up restoration to exemplary standard. Slice of yachting history, regarded as oldest yacht in England. £195,000 Cornwall

ORTAC 49ft. Royal Ocean Racing Club Sloop Robert Clark design, Morgan Giles, Teignmouth 1937. Mahogany hull, laid decks, teak joinery. Berths for seven in three cabins. 72hp Sole diesel. Mast-head rig sets 940 sq. ft. Fully restored. One of Englands greatest ocean racer spanning eight decades. EUR 280,000 Spain

MARIA KHRISTINA 55ft. Motor-Yacht G L Watson design, Robertson of Sandbanks 1923. Burma teak hull, teak decks. Berths for seven in four cabins. Twin 62hp Gardner diesels. Ideal liveaboard / French canals. Good London area mooring. £49,950 Surrey

14 Ton Gauntlet 41’ x 9’6” x 6’6”. Built in New Zealand in 1947. Hull is 3 layers of Kauri pine, copper fastened with supporting internal stringers to create an immensely strong boat. Powerful bermudan cutter rig, Volvo Penta 50hp diesel. 5 berths with large double forecabin. Impressive early race career including a 1st in the 1953 Sydney-Hobart. Big, solid seaworthy yacht capable of making fast passages, perfect for a cruising couple. Devon. £27,500

RUDDY DUCK 26ft. Thames Bawley Sloop Maurice Griffiths design, Johnson & Jago 1960. Mahogany hull, laid decks, four berths. 20hp Bukh diesel. Successful shoal-draught design. Well maintained. £12,500 South Coast

Tel: +44 (0)1905-356482 / 07949-095075 •

42m on deck, Classic Brig two-masted square rigged sailing ship built Steel 1958.

23m (75ft) Replica Dubrovnik Karaka, built 1901, rebuilt 1996. 10 guest cabins, 25 pax, Air conditioning, Very different! Euro €895,000 - Lying Croatia

6 berths, Perkins Sabre M115T 114hp diesel. A real eye catcher! Euro 197,500 €- Lying Netherlands

Construction is cold moulded, double diagonal over strip plank Cedar, all epoxy / glass sheathed. 6 berths. Yanmar 40hp diesel. A real stunner! Euro €159,000 - Lying Costa del Sol, Spain

14.5m (47ft) Varnished Mahogany, Long Keel, Classic Yacht. Built Poland, 1970 with major refits 1994 and 2008/11.

17m (56ft) Long Range Motor Yacht. Ex Trinity House Pilot vessel.

10m Nicholson 32, built Halmatic/Burnes Shipyard in 1969.

9.1m (30ft) Classic Long keel Morgan Giles Sloop built Honduras Mahogany on CRE frames, Teak decks, 1955.

Rebuilt to current form, 2005. Can seat 60 for Dinner! World-wide classification. Euro 3,900,000€ - Lying Netherlands

6 berths, heating, Generator, Watermaker, Volvo Penta D2-55 diesel(2007) Euro €165,000 - Lying Normandy, France

2 inch thick teak planking. 7 berths. Fully converted. Lovely, economical Gardner Diesel. 2009 Survey - Please ask! £115,000 - Offers Invited - Lying Nr LaRochelle, in Dept. 17, France

15m (49ft) on deck, Brigantine rigged Motor sailer. Built Oak on Oak 1970.

Classic long-legged Craft. Standing Rigging replaced 2010, 4 berths, Perkins 30hp diesel, Diesel heater, Monitor Windvane self-steering, Diesel heater, good electronics pack. £19,850 - Lying Essex

14m (46ft) Modern Classic Sloop built Italy, 2003.

Substantially restored, shower, heating, radar etc. A real classy lady! 2011 Survey - please ask. £19,500 Lying Scotland See Website for Photos, Specifications & Surveys 19 Colne Road, Brightlingsea, Essex, CO7 0DL • Tel: +44 (0) 1206 305996. Planning to sell: Please call Adrian Espin for details.



Craftsmanship A caulking idea If you can’t find it, make it. That was John Greenaway’s philosophy and one that helped transform the traditional art of boatbuilding story and PHotoGraPHs RICHARD JOHNSTONE-BRYDEN


ohn Greenaway is known throughout the world of classic boats for being the proprietor of the specialist chandlery and mail-order business Traditional Boat Supplies (TBS); his ownership of the Scottish Fifie Sweet Promise, on which he has tested many of his products; and as a superb raconteur who enthrals visitors with his nautical tales whenever he exhibits at boat shows in the UK or Europe. He is equally well known for his Cornish roots, which inspired his nickname, Pasty Greenaway. Despite its success, TBS is actually a by-product of his restoration of Sweet Promise in the mid-1990s. Following her arrival in Lowestoft, John tried to obtain traditional tools to carry out essential tasks such as caulking. His quest proved to be fruitless, so he discussed the situation with some local boatbuilders who revealed that they were experiencing exactly the same difficulties. Undeterred by this apparent dead end, John decided to turn the problem into an opportunity by producing his own caulking irons, mallets and raking irons, thereby leading to the establishment of TBS. In the course of his research, John tracked down a book that had been published by the Admiralty and contained illustrations of 84 different caulking irons. His subsequent discussions with several shipwrights revealed that just five caulking irons would be enough for the average sailor or boatbuilder to carry out routine tasks on board a wooden boat, such as repairing a leaking seam or recaulking a deck. Thus, when John launched TBS, a set of five irons formed part of the company’s initial range, alongside caulking mallets and seam stoppings. The collection has steadily grown over the years to include a diverse range of products, including baggywrinkles, bronze portholes and, more recently, the stunning Danforth Skylight

Constellation compasses. So where does John source his more unusual products? “On many occasions, I have found items simply by word of mouth,” says John. “For example, when the owners of a company that was extracting holystones from a site near the Isle of Purbeck decided to cease trading, they contacted me to see if I wanted their remaining stock. Within 48 hours of the listing going up on the website, they had all gone. Another client asked if I could source an original 19th-century clinometer for his new 122ft (37.2m) Chinese Junk. I managed to find the perfect piece during my subsequent visit to Douarnenez, in Brittany. I always enjoy this sort of request because I end up on an international detective hunt that usually turns up other items along the way. Specialist trade shows also provide a good source of items,” explains John. John is always the first to acknowledge that he is not a trained shipwright and that his recommendations are always derived from experience of being a boat owner for more than 60 years. His lifelong interest in the sea was sparked at the age of seven when he was taught to box a compass in the wheelhouse of a pilchard driver off the Cornish coast. As a schoolboy, he was given an 18ft (5.5m) drop keel boat as a birthday present, which he sailed across the English Channel from his native Mevagissey to Brittany – much to his father’s disgust. Since then he has owned a further nine boats, including the 36ft (11m) Reg Freeman-designed ketch Melwin and Sweet Promise. His experience of owning these craft has taught John that no wooden boat is perfect and that the most challenging boats to own can lead to an unforgettable roller-coaster ride of emotions, culminating in an incredible sense of satisfaction.

“On many occasions, I have found items simply by word of mouth”

Opposite page, clockwise from top: John at work; bronze porthole; thinning out the caulking cotton; the Danforth Skylight Constellation compass; classic caulking mallets 78



Yard News

Edited by Steffan Meyric Hughes: +44 (0)207 349 3758


3D boat build


Bristol boatbuilder Tim Loftus currently has two major projects on the go and, incredibly, one of them is being filmed for a 3D video documentary. The filming is tracking Tim building a new 17ft (5.2m) centreboard yawl at the Underfall Boatyard in Bristol. The resultant 30-minute Blu-ray disc will be part of a series on traditional boats being made by local film-maker Neil Richards. Neil explains that the demand for three-dimensional material is rising as 3D-ready TV sets come down in price; the videos will also be capable of being viewed in 2D. The yawl is a new Paul Gartside design, No191, which is being built in sustainably grown and locally sourced larch on oak, for a Salcombe-based

Above: every stage of the build process is being captured in 3d


Win win for Win Cnoops Win Cnoops of Star Yachts, whose Bristol 27 won the powerboat section in the 2013 Classic Boat Awards, is building a 25ft (7.6m) Maurice Griffiths Eventide. It’s a stretched version of the 24ft (7.3m) model, and it’s for a client whose existing Eventide has passed its sail-by date. It is due for launch in December. SHMH



Shackleton sailor’s other project




Waldringfield Boatyard reopened Waldringfield Boatyard, halfway up the River Deben, has been reopened by new owner Mark Barton. The yard will offer storage for up to 80 boats undercover, with deep-water moorings for 50 more. There is also a chandlery and full-service boatyard for repairs and restorations. The first job is to restore the yard’s own wooden workboat, built there in 1957, to be the yard’s workhorse in the 21st century. The yard will also be home to a shop for marine artist Claudia Myatt, author and illustrator of children’s books, including the RYA Go Sailing! series, as well as cartoons (right) in the yachting press.

customer who plans to use it for estuary cruising. It’s due for launch in mid-April. Tim’s other, larger project, is a tree-to-sea 25ft (7.6m) 5-tonner to his own design. It’s being built for a local client who bought a stretch of woodland to source the timber. It’s currently framed-out, and while it’s waiting for the planking to be seasoned, it’s providing a nice background for the filming of the small yawl. It is due for launch, as a junk-rigged sloop, in December. PW

Former Mini Transat racer and Antarctic sailor (p59) Nick Bubb has joined the growing ranks of racing sailors who have ‘gone classic’ with the purchase of the beautiful double-ended Bangor S-Class sloop Saunterer. Nick rescued her in a sorry state from a boatyard in south Wales and has been busy with a heavy schedule of restoration. This includes a new deck and coachroof, some planks and frames, deck beams, rebuilding most of the stem, removing the keel and floors, repairing the mast and “a lot of stuff I didn’t anticipate!”. The plan is to relaunch her this summer for family cruising. Other ex-racing skippers with classics include Dennis Conner and Pete Goss.




Replica whaleboat build under way The yard of Gannon & Benjamin in Martha’s Vineyard is busy building one of the six or more whaleboats that will be carried by America’s last whaler, the 1841 double-topsail barque Charles W Morgan, when she is relaunched to sail in 2014 after a six-year restoration costing US$5 million at Mystic Seaport in Connecticut. Build of the 28ft (8.5m) cedar on oak, rowing and sailing Beetle-designed whaleboat started late in 2012, and should be complete by early summer. The unusual construction

features battens running the full length of the planking seams inside the hull. That doesn’t sound too bad until you consider that every steamed timber has to be notched at key points to allow it to pass over the battens. The timbers are steamed, bent on a jig, then marked up inside the boat. Ginny Jones of Gannon & Benjamin has been doing much research into whaleboat history and told CB that the build method, though authentic, was incredibly labour intensive. You’re not kidding!


strictly controlled by Government licence.” Meryon has just started planking the boat in his garage in Dorset and is working slowly, giving the material his full respect.

Academy trustee turns boatbuilder


StudEnt WoRk

Many famous yachts and trading craft were built of it, but there’s not a lot of this stuff around now and its use is

Colin’s boat takes shape as planking gets under way

Meanwhile, Colin Hurner, a student on the 38-week boatbuilding course, has taken on the ambitious build of a fin-keeled half-rater, similar to the Sibbick yacht built by recent alumnus Martin Nott. Colin, a fan of carvel planking and long overhangs, was inspired by a picture he found on the internet of Miru, a William Fife III-designed half-rater, built in 1895 in New Zealand. SHMH


Historic new slip for Stirling


Meryon Bridges, trustee of the Boat Building Academy (BBA) of Lyme Regis, Dorset, is building a boat of his own. It’s an Iain Oughtred-designed Shearwater, stretched to 13ft (4m), traditionally fastened and, very unusually, built of Huon pine from Tasmania. Huon pine, a slow-growing softwood, is “completely immune to any sort of rot or fungal attack,” says Meryon, “and mature trees are 2,0003,000 years old. The tree for my timber was sawn in about 1965, and then it was a youngster at about 1,000 years old.

Above: notched timbers run over the planking seams

Stirling & Son moved from an unremarkable shed to a Scheduled Ancient Monument (SAM) at the beginning of March. The Number One Slipway at Devonport, built in 1763, with a roof added in 1814, is the oldest in the world and its SAM status gives it the same protection as Stonehenge. The 173ft (52.7m) slip has a working railway for winching boats up and the roof is held up by 23 stressed pillars, which, combined with the apsidal inshore end, gives the structure something of the feel of a cathedral. Coincidentally, Will Stirling’s great-great-great-great grandmother, Eliza Barlow, launched Nelson’s flagship HMS Foudroyant from the same slip in 1798. One crucial clause in the lease from Princess Yachts, who have bought up much of the Devonport ex-naval dockyard, stipulates that only traditional, wooden boatbuilding projects may be carried out on the site. This does not bother Stirling & Son in the slightest. SHMH CLASSIC BOAT MAY 2013



What to do with

abandoned boats

Believe it or not, but there is no legislation governing the disposal of leisure craft. Here, we debate the scale of the problem and some of the solutions story MIKE TAYLOR Any concentration of craft, be it on rivers, in harbours, marinas or boatyards, is likely to include a number of dilapidated and abandoned boats. When owners no longer have the budget to maintain their craft, the cost of repair can quickly outstrip its residual value, while a once enthusiastic restoration programme can quickly grind to a halt. Of all large consumer durables, leisure craft – both wood and GRP – represent the biggest headache when it comes to disposal. Yet, paradoxically, this process attracts minimal amounts of legislation. As EU pressure mounts over waste responsibility, which encourages more recycling and less landfill, both automotive and electrical goods manufacturers are subjected to tough legislation linked to end-of-life directives; not so the boat industry. There is neither administration over the use of recyclable products and hazardous materials, such as lead or mercury, nor the process for undertaking disposal and material reuse. Inland waterways and marina operators are better able to impose stringent guidelines over mooring and hardstand fees – and non-payment can result in severe penalties. For boatyard operators, however, the picture is less clear, resulting in decaying boats taking up valuable space.

A nuMbERs gAME Dave Cockwell, of Cockwells boatyard near Falmouth, explains the background: “A primary driver for us is space. We have between 100 and 120 boats and experience one to two discarded or abandoned craft each year. In the past they were primarily wooden, but now they are mainly small GRP sailing craft.” What makes responsible boat disposal difficult to quantify is that little data is farmed on the numbers of




leisure craft involved (both wood and GRP of up to, say, 50ft/15.2m). For example, what are the economies of scale over quantifying the market, which exists for recycled GRP, versus the cost of implementing recycling processes; how will this be managed and the logistics involved? Experts urge that it is important to know the constituent of the material for correct recycling, which in turn requires contact with the original manufacturer. GRP incineration only defers the process of sending the material to landfill sites. Brian Clark, of the British Marine Federation (BMF), says: “In theory the disposal of GRP craft can be achieved by producing shredded components that can be reused, such as in cement manufacture. In practice the cost to undertake this work may well outstrip the financial benefits, since the volume of abandoned GRP craft is not thought to be that great.” Moreover, for boat manufacturers, the cost of buying recycled GRP filler can be greater than buying traditional materials direct from a supplier.

scRAppAgE cOsTs

“We always have at least one boat in the yard that is not being paid for” Jim Dines, Downs Road Boatyard

Anthony Foulkes of the Chandlery Barge says: “In the case of scrapping a 25ft (7.6m) GRP yacht, the potential cost can be in the region of £750£1,250. This includes two days’ labour to cut the boat up into disposable chunks and then hiring a skip and arranging for it to be taken away.” Another consideration is the removal of items such as engines, electrical components and soft furnishings, which, while having a value, is probably less than the cost to remove it. While the issue of abandoned boats may focus on GRP craft, disposal of wooden boats is no less problematic. Timber planking will almost certainly be impregnated with glue, while outside surfaces will have been varnished and painted, which will give off noxious fumes when burnt. Clark adds: “When burning wood it has to be ‘clean’ and free from chemical contamination, which would otherwise be considered as hazardous waste.”


The Wherry Hathor

Work under way on Olive

Yet there are instances when boatyards are reluctant to act even though a craft is old and in poor condition. Jim Dines of Downs Road Boatyard in Essex has one example: “We always have at least one boat in the yard that is not being paid for,” he says. “One in particular is an 1880 30ft (9.1m) yacht, which is in poor condition but because of her heritage we are reluctant to cut her up.” Once a boatyard has decided to act the next problem is to trace its owner. “The first thing we need to do is clarify the legal position when a boat has been dumped, which would remove any tricky situations where an owner appears some time after the boat has been destroyed,” says Foulkes. “I’m convinced the issue of abandoned boats should become a Government initiative. It could be a win/win situation,” he acknowledges. “These “In the case boats would cease to be an eyesore taking up of scrapping invaluable space in the a 25ft (7.6m) yard, and the recycled products could be reused. GRP yacht, the Otherwise, in time it could potential cost become a real issue.” Clark adds: “Another can be £750issue is that members don’t £1,250” approach the BMF over this Anthony Foulkes subject. It’s also worth highlighting that the point at which craft are no longer considered worth saving or restoring remains hugely subjective. And there is also the issue of where to locate marine recycling centres: is it better to position them in the north of England where they break up old ships, or move them to the South Coast where there is a greater concentration of leisure craft?” Whatever happens, until specific parameters are put in place, disposal of abandoned craft will continue to be a thorn in the side of busy boatyard operators. Our thanks go to Brian Clark, Anthony Foulkes, Jim Dines and Dave Cockwell for their help in the preparation of this article



Fundraising campaign for Wherry 2012 has proved to be an important year for the Wherry Yacht Charter Charitable Trust, which owns three of the iconic Norfolk Wherries. The year began with news that the 58ft (17.7m) Wherry yacht White Moth would join the Trust’s fleet on a three-year loan from her new owner. Since then, the Trust has completed the restoration of the 53ft (16.2m) Wherry yacht Norada, and started refitting the 56ft (17.1m) Wherry yacht Olive. In September, the Trust launched a £100,000 appeal to pay for the

refurbishment of the 56ft (17.1m) pleasure Wherry Hathor, which has been laid up in the Trust’s wetshed since 2009. Hathor was built in 1905 for Ethel and Helen Colman, daughters of Jeremiah Colman, who established the famous Norwich mustard firm. They chose the name to commemorate their younger brother Alan who died on an Egyptian dahabeah of the same name in 1897. In keeping with her name, Hathor’s elaborate interior features Egyptian hieroglyphics and mythology. RJB




French frigate gets new rig 9 March 2013: the outer bowsprit is fitted to the main bowsprit (pictured above) on the replica of the 1779-built, 210ft (64m) French frigate Hermione in Rochefort, where the original was built. Two of her three masts are now in. Rigging, including the third mast, is expected to be finished by this summer, with sea trials forecast for later in the year. SHMH CLASSIC BOAT MAY 2013



Boatbuilder’s Notes 2 1

3 all photos: Robin Gates


Ripping a board along its length BY ROBIN GATES Ripping a board along its length to make thinner boards of the same width is known as resawing. Typically, a bandsaw or thicknesser is used where time is money because it is a laborious process by hand. Yet for small-yacht joinery the sharp hand saw remains not only feasible but perhaps preferable to the noise, dust and wastefulness of machinery. Besides the obvious gain of making two or more boards from one, there is an aesthetic advantage to resawing in that the characteristics of the parent board run through its offspring. Work done with resawn boards has consistent grain and colour, even allowing components to

mirror each other with a subtle undercurrent of symmetry in the wood itself – ideal for drawer fronts and doors where discontinuities could become a source of annoyance. First, score around the edges of the board with a marking gauge set to the required thickness. Remember to allow for the wood that will be lost in sawdust and also for cleaning

Above (l-r): (1) scribing along an elm board with a marking gauge; (2) the board is angled at 45 degrees and sawn from each corner in turn; (3) after turning the board the kerfs are about to meet. Left: finish with a cabinet scraper

up the sawn surfaces. Then, clamp the board at 45 degrees and use a saw with rip teeth for cutting with the grain. A frame saw works well as its thin blade is easier to push. Begin sawing from one corner then each of the other corners in turn, rotating the board as necessary. The idea is for the four cuts to meet in the middle. As the board nears separation it may pivot around the shrinking unsawn area and require shims (spacers) in the kerf for effective clamping. Sawing wood always raises the possibility of releasing tensions previously kept in check, so it is worth leaving resawn boards a few weeks to watch for warping. Then plane away the saw marks and finish with a cabinet scraper.


Will stiRlinG

Hot property


Green oak rib cross-section






a ‘wire gauge’ was planed off each corner



Can there be a sailor who has never dreamed of building boats? When the chance arose to help Will stirling steam some ribs into a dinghy, i was on the next train. she’s 15ft (4.6m) of clinker mahogany, a timeless nutshell that will float us over the atlantic approaches when we sail from land’s end to the scilly isles and back this July. Will set the dinghy level as i planed ‘wire gauges’ off the two sharp edges of a stack of 40 or so 18mm x 13mm strips of green oak, fresh from a soak in the village reservoir. the idea is to soften the sharp right-angles, a trick that helps prevent them splitting when placed inside the boat. a quick sand and we were ready to go, feeding a wallpaper stripper kettle

into each end of a length of flexible fireman’s hose that swelled up like a balloon with steam. We removed each scalding rib barehanded, laid it across the boat and pushed the bottom to the backbone, where Will hammered it down with a copper nail. We pushed it into shape, before clamping to the gunwale on each side. then Will got under the boat and nailed the rib to each plank, as i held the rib tight to the boat on each successive point. in a couple of hours we had nine done – about a quarter of the boat. there is something magical about steaming ribs and it was good fuel for more boatbuilder’s fantasies ahead of our grand voyage later this year. shMh


Traditional Tool ROBIN GATES

Hand screw Above: hand screw clamping a board for planing. Right: craftsmanmade example with hand-cut wooden screws. Right below: the jaws can clamp non-parallel surfaces


Its name might suggest an instrument of torture but the hand screw is among the most accommodating tools in the workshop. For many operations where you might habitually clamp the work in a bench vice – sawing, boring, planing, carving – it offers the advantages of improved grip and the potential to position the work for greater efficiency. You can saw dovetails without stooping, for example, or place the work above a solid bench leg to absorb the shock of morticing. In its simplest form the hand screw is all wood, being a pair of long square-section jaws, typically beech, and an even longer pair of threaded screws, which draw the jaws together or apart. A century ago, hand screws were available off the shelf with jaws up to 18in (46cm) long but an old-school yacht joiner, handy with a screw box and tap, would cut the threads and make a one in its entirety at the bench. The wooden jaws with their large faces are less likely to mark the work than the small metal pads of other

clamps but the hand screw’s main advantage lies in the way the jaws pivot. When the front screw is tightened to just nip the workpiece with the jaws, this screw acts as a fulcrum enabling the rear screw to apply further pressure with great sensitivity. Typically, a hand screw has deep jaws and by making minor adjustments to the screws alternately it will grip evenly across a wide workpiece or the jaws can be angled slightly to localise pressure at the tips – very useful when glueing. Angled jaws are also efficient for gripping non-parallel surfaces, although the degree of angling is limited by the amount of play in the screws. Tighten a wood hand screw too far out of parallel and you risk breaking the threads. Modern ones have steel screws in cylindrical bearings designed to swivel further. The one shown here can grip surfaces up to 30 degrees out of parallel. This tool is still available in the UK from Axminster, in three sizes, with depths from 3-5in (78-128mm) and a maximum opening of 3.2-7.3in (82-186mm), priced between £11.50 and £18.70 including VAT.

“You can saw dovetails without stooping, for example, or place the work above a solid bench leg to absorb the shock of morticing”





Community support Woodstock in Antigua is a boatyard with a difference. Many of the workers are local kids given the chance to learn new skills and make something of their lives story DAN HOUSTON PHotoGrAPHs DEN PHILLIPS 86


L Main picture: one of the main workshops with benches and table saw. Above right: the place has grown organically – these are storerooms. Above far right: Ken Wilkinson repairs Charm III’s bowsprit

ike many successful operations, Antigua Classics owes some of its success to “the backroom boys”. So when the Anguillabased Alden schooner Charm III bust her bowsprit in a collision on just the second day of racing last year, it could have been a serious set back for owner Richard West... unless there was an outfit skilled enough to help him carry on. Luckily there was, is, in the shape of Woodstock Boatbuilders where the boys got straight to work and were able to fashion a new spar overnight. Apparently they carried it onto the dock the next morning asking for the boat that ordered the bowsprit, for all the world as casually as if someone had ordered a pizza. Richard West and Charm III were awarded the Spirit of Regatta trophy, but it was Woodstock which saved the day. The company of boatbuilders (and metal fabricators) works out of a ramshackle collection of sheds and workshops just up on the road to Liberta, away from the comparative bustle of the Falmouth waterfront. It was founded in 1990 by Andrew Robinson, from England, who had drifted west on boats after learning his trade at the IBTC (International Boatbuilding Training College, Lowestoft). Woodstock, his VHF handle, seemed the ideal name for a traditional boatyard. As the company has grown it has taken on more people with 20 to 30 now regularly working at the yard – and it offers a whole range of services, from repairing wooden boats to cabinetry on superyachts. Most importantly they have recently started taking on apprentices, teaching five local youths (including one girl at present) the skills needed for a career working on boats. The scheme started through Andrew’s desire to give something back to the local community, but also to widen the pool of available skilled labour. “People are underemployed, rather than unemployed, here and it is a problem that seems to be getting worse,” he says. “There’s no welfare to speak of, so you have all the problems of poverty and especially disaffected youth.”

Andrew has drawn on old principles to teach the apprentices, pairing each with a master craftsman to learn his trade. The work might include going aboard a superyacht to repair or replace some carpentry, to being in the shop repairing a beautiful boarding ladder from a much-loved classic. Showing me a recent example of just such a repair, Andrew surmises that Woodstock is probably the only workshop that can do this work locally now. We meet Jan Welter, a metal fabrication engineer from Germany who joined Woodstock around 18 months ago. His apprentice is Randy Edwards, 24, who was offered the chance to learn boatbuilding after he dug a trench, which took away rainwater that otherwise flooded the yard. “I had been asking for a job for a while,” he says, “and I wanted to learn boatbuilding to better myself. Working with Jan is good because there is something new to learn every day.” Jan adds: “When we are given a new job I divide up the work and think about what Randy can do. I know I’ll have to explain the background theory at the same time. You have to realise that what is missing here is a level of technical skill. In Germany we would be going to school two days a week to learn our theory. Here they do have a technical school but it’s just for theory, there are no part-time courses – there isn’t a system for getting out and practising what you have learned.”

Helping young people Last autumn Woodstock helped set up and run a 12-week course for 40 other local young Antiguans, which has been a big success. It was monitored by the GARDC (Gilbert Agricultural & Rural Development Center), which is a local Methodist Church NGO aiming to improve employment prospects for youths and women, particularly in rural areas. It is funded by the American government-backed USAID. “Basically I worked up the course content to include six modules of two weeks each in: woodwork, CLASSIC BOAT MAY 2013



“It is very dry in Antigua and there are more bush fires now than I have seen in the last 23 years” metalwork, diesel engine maintenance, painting, fibre-glassing, sailmaking/rigging,” explains Andrew. “These were all carried out at Woodstock except for sailmaking and rigging, which was done by Franklyn Braithwaite at A&F Sails in the Nelson’s Dockyard. “We don’t do canvaswork and we don’t do electronics – we work with a local guy for that. Nor do we do rigging or sailmaking... or varnishing. The locals have that wrapped up!” Andrew says, referring to Antigua’s famous (and well established) varnish outfits. “The course went really well and helped to bring the yachting service companies of English Harbour closer together,” he adds. “Several instructors gave their time freely, as did I. But some of the executives were amazing and taught the painting and fibre-glassing modules and generally mentored the students. The students were all Antiguan between the ages of 17 and 25 and considered to be at risk; from low-income families to school dropouts with slight law infringements or low educational achievements. There were two girls on the course and at least one is now working as a welder. “The 12-week course was comprised of three days a week practical training plus two days per week of IT, maths, English and social skills. This was followed by internships at various companies, and I think we achieved at least 90 per cent take up of interns. After the internships, companies were encouraged to take on the trainee full time, so, for instance, we took on three interns and we have kept them on as employees working in engineering, metal fab and woodwork.” It sounds like a fabulous achievement and Andrew is justifiably proud of the part Woodstock had to play in the scheme, which stemmed from his apprenticeship initiative. He must be one of the biggest local employers? “The most people we had working at any one time was 60 – on an 80ft (24.4m) Feadship, which had come in for a big refit, including all new teak decks. We had 10 people just painting the sides of the thing. We’d been



doing some joinery down below and the owner said our locker and door handles looked as if they’d been designed by Phillipe Starck; I’d never heard of him!” Andrew’s passionate about what he does, and lives the life of the adventurer who finds a place to settle and puts down roots; he rides his Triumph Bonneville into work and remembers fondly arriving in 1990 with a chest of tools. “I’d worked at various places including Downs Road, Maldon [in Essex]. Boatbuilding wasn’t very well paid then and I ended up shopfitting in London before coming here. But when I got here it was the other way round – working on boats was better paid than housework.”

Putting down roots In Andrew’s case putting down roots doesn’t just mean settling and living in a house rather than on a boat – he runs a local reforestation group, planting trees and trying to reverse the effects of desertification in an area known as Body Pond. “We have planted some 300 trees and are growing 500 seedlings at my house for future planting. Presently I am working with students from the Island Academy International School who need to carry out some community work in order to graduate. It is very dry in Antigua and there are more grass and bush fires now than I have seen in the last 23 years.” “We are also collecting seeds to spread around the land later on. The species we are concentrating on are fire resilient (they spring back from the roots after being burned) they are an albizia and wild tamarind.” I half expect him to say he is planting boat timbers – he has planted local cedar, which is good. But it seems this is a purely altruistic activity, dedicated to making Antigua green again. “When the rains come back we can continue seeding and planting. I am hoping to get some assistance soon and we will apply for some grants...” So far he has been paying for this from his own pocket. I come away quietly impressed. Woodstock isn’t like some companies, it has a feel-good factor.

Below left: Randy with Jan. Below: Woodstock owner Andrew Robinson (centre, blue shirt) flanked by, (l-r), Steve, Ray, Sylvester, Ken Wilkinson, Bubbly (Randy) and Bodyguard


Scheveningen Sailing Camp 2013

The Tall Ships Races 2013

Price from £389 per person onboard Eendracht

Price from £455 per person onboard Maybe

3-10 Aug, 10-17 Aug, 17-24 Aug, The Netherlands

Trip 1 - North Sea Adventure 29 Jun Hull, UK – 6 July Aarhus, Denmark Race 1 - 6 Jul Aarhus, Denmark – 19 Jul Helsinki, Finland Race 2 - 19 Jul Helsinki, Finland – 27 Riga, Latvia Race 3 - 27 Jul Riga, Latvia – 6 Aug Szczecin, Poland

Inviting all youngsters onboard for the Sailing Camp 2013! Eendracht was built to provide sail training experience to young people. Sailing onboard Eendracht requires lots of teamwork. Stimulation, discipline, team spirit and perseverance play an important role in our sailings. These camps are just for young people between the age 15 and 25, giving them the chance to acquire new skills and experience hands-on sailing at on the open sea. Young people receive a 50% discount of the board price, from the Jaski Youth Fund. Weather permitting you might visit the Willemsoord Ship Yard, the Naval Museum with a submarine in Den Helder, the Delta Works in Flushing, or play volleyball on the beaches of Scheveningen. You will participate in the ‘watch system’ 4 hrs work - 8 hrs free time. The watch system works day and night and will turn you into a real crew member. You will learn sailing, navigation, steering the ship, astronomy and rope work. All participants will receive a certificate of seaworthiness.

The Tall Ships Races are a truly unforgettable experience – a unique Youth Festival organised by Sail Training International, in which more than 150 tall ships and sail training vessels from all over the world compete in sailing, navigation and seamanship as well as during many crew events organised by the hosting ports. There is a crew parade and a sail parade in every port. Over 50% of each crew must consist of people under age 25. New skills and friends are guaranteed for the rest of your life! If you like the adventure, if you want to push yourself to the limits and win, then don’t wait any longer - youth or adult - join our crew today!

Indian Ocean Crossing: Mauritius to Perth Price from £2628 per person onboard Oosterschelde 19 June – 27 July 2013, 39 days at sea Have you ever dreamed of the ocean crossing onboard a tall ship? Have you got all it takes to brave the Indian Ocean? Are you looking for a new experience and untold sailing stories? Then you are invited onboard the largest originally restored Dutch sailing ship and most remarkable traditional three-masted topsail schooner in the world, with a piano and a fireplace onboard. Become part of this thrilling round-the-world voyage and make history! You will leave the sub-tropical waters of Mauritius and sail south until you are well in the zone of westerly’s which will blow Oosterschelde to her final destination: Perth. This is a true crossing of the Indian Ocean where very few ships are found nowadays. Many ships, like the Suytdam end the Batavia made their last voyage here.

To book email: or call 07500 664 146 or visit

Prices are per person and subject to availability. Prices are at the time of publishing. sailing Classic_129x202.qxd:Layout 1correct 7/3/13 10:27The precise Page 1 route is subject to prevailing local weather conditions and the captain’s decision is final and non-negotiable including changing or cancelling all or part of the route. You must have appropriate and sufficient insurance for each trip. Flights are not included and you have to arrange your own travel to the starting port and back. Full terms and conditions available on our website.

10 to 150 hp - 14 very smooth, multi-cylinder, heat exchanger cooled engines

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Index Classic Boat deceM dece Ber 2012

£4.50 Us$12.50

T h e W o r l d’ s MosT BeAU TIFUl BoATs

Sailing with th JFK

Hemingway’s marlin boat and Yacht design winners

Inside the Royal Yacht Squadron

January 1987 - December 2012

MaritiMe art in London

Paintings for sailors YACHTS YACHTING


transat cLassique start

The hardest race

winter practicaL project

Build a new skylight


The NEW Classic Boat Index is now available!

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The latest Classic Boat Index covers every issue we have produced, from the very first in 1987 to the end of 2012, making it an amazing resource for collectors, or for readers searching for an article on a particular subject. The index is a digital PDF file, searchable by simply typing the criteria into a box and hitting return.


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Sail Better I Go Further I Be Inspired

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Always renowned for top-notch cruising stories and rigorous product testing, Sailing Today continues to inspire and enhance the sailing lifestyle with great coverage of the best places, boats, people, new gear and practical ideas. Each issue is also packed full with a host of additional features, including:


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Adrian Morgan That he was a fine boatbuilder I know because I have one of his in my shed, a 16ft (4.9m) clinker gentleman’s fishing boat, and have been restoring her for three weeks now. And when you get up close to an old clinker boat and start tearing stuff off it, like rotten timbers and such, then not much escapes the eye. Brings you face to face with the fellow who built her: chisel marks, bevels, the pattern made by the ball-pein on the rivet; the little mistakes as well as the supreme skill, routinely employed in those days. At one of the scarphs I can see where a saw cut came a bit close to the plank below, leaving a tiny score mark. Aha! No one’s perfect, eh Frank? “I know, boy. ’Twere’nt me. That were one of the lads, and sure as heck I ticked him off for’t.” Yes, Frank. I believe you. But tell me: why did you use rosehead copper nails in the hood ends, and flat heads all round? And why not screws? “That’s the way we always made ’em. No knowing why, but she stood the test of time, didn’t she boy?” I suppose he’s right there: 50 years down the line and, save for a few broken timbers and split planks... “’Tweren’t my fault either. That’s ’cause they let the bilge runners go and strapped her to a road trailer so’s the chocks bore on the planks...” OK, fair dos, Frank. Although I have to say that your steamed timbers could have been a wee bit heftier. Most of them had broken at the turn of the bilge. They all had to be replaced. Silence... And so the conversation has gone on between us through scraping the varnish to bare wood, breaking out the old timbers, fixing the split planks and refastening the hood ends (that last bit was pure dentistry, by the way: one hand drawing the nails out with pincers, the other holding the suction end of the vacuum cleaner). I have come in for a few sharp words in return from my friendly ghost, when tempted to cut corners. “If you’re going to do a job, do it properly, boy. No bodging. That’s good mahogany there, which you’d be pushed to find these days. Do it right and she’ll last another 50 years. And mind what you’re doing with that hammer or you’ll bruise it. That’s better.” There is only one thing nicer than working on a good old boat, and that is building a good new one. You get close to the man who built it. The last man to tap that rivet; lay on that copal varnish, cut that bevel. And it works both ways. As I have replaced bits, steamed-in new oak and made good the damage of time, my thoughts go to the fellow who in another 50 years may be called upon to get the old boat back in shape again. What will he think of my workmanship? Curse or bless me? Of course I’ll know, because I’ll be there, at his shoulder, just as Frank is now at mine.

Marks of distinction

Adrian discovers that boatbuilders leave an indelible signature


have been working alongside a ghost these past few weeks; or rather he’s been at my shoulder. No, I never met Frank Knights, boatbuilder, Ipswich – says so on the transom plaque – but I have seen the photo they published in the local newspaper when he died some years ago, aged 91, and from what he has been telling me, and from what I have gleaned from obituaries, he was both a fine craftsman and gentleman. Friends and relatives must forgive me here, as for all I know the real Frank Knights may have been an unholy terror and scourge of the neighbourhood. I somehow doubt it. More like a pillar of the community, a man you could trust to build you an honest boat or ferry you safely across the Deben, for he was, so I have read, the river’s last ferryman.

“That’s the way we always made ’em”




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The owners of Zacapa, the 36ft (11m) cutter featured in your March issue (CB297, p39), are to be congratulated not only on their taste in yachts, but also rum, after which the yacht is named. After many years of worldwide, dedicated research conducted mostly aboard classic boats since 1989, I can declare that of 310 rums tested, the 80 per cent proof Zacapa Centanario 23 anos from Guatemala is the World’s Best Rum. Here’s how it was described: “Uniformly fab.” “Astounding.”


The best rum in the world

Above: Zacapa is made from a blend of aged rums

“Sustains like a good guitar.” “Oh wow, it’s got everything, spark and sweetness. Oh it’s still there, glorious, gorgeous.” “If this is medicine, I wanna be ill.” Averaged score of testing connoisseurs 9.3 out of 10.

The research continues… thanks for a great magazine. Nick Skeates, Warminster, Wilts Ed – If you think this is good you should try Bundy! See Guy’s hilarious column on page 65

Second image

Oar inspiring Inspired by your October 2011 article (CB280, p56) about the Rahmi M Koç Museum, my wife and I took a morning out of a trip to Istanbul to see it. The museum is a joy to any lover of classic boats. I was intrigued by a set of oars in a dinghy. Near the inboard end, the oars are widened into an elegant lozenge shape to make a counterweight. It struck me that this is a good design. On the down and forward stroke, the weights will help lift the blades out of the water reducing the muscle power needed. On the pulling stroke, more effort can be directed to powering the boat forward with less effort directed to lifting the inboard end of the oar up and over. David Higham, Portsmouth 96


Dan, in CB295, p112, you attempt to justify doctoring pictures: “ ...very occasionally there’s a good reason to tweak one.” In CB298, p47, for example, there is another one. Sir, in my opinion there is never a good reason; it just looks stupid. All the words are reversed and the skipper of the distant vessel is probably ticked off that people will think they have launched their kite inside out. Why do you do it? With best wishes… ... in exasperation. Richard Hayes, by email Ed – What do you mean Richard? That picture was taken by me and we didn’t change anything on it at all. If you mean it makes the Russians look as if they write backwards, well they sound like they are talking backwards as well. I can’t see anything wrong with the spinnaker. We rarely do this type of thing at all on the magazine. In fact, I am really proud of how little we do it.

Modern and ancient Just a short comment regarding the voyage to Jersey in Will Stirling’s clinker dinghy (CB298, p70). The gents left Britain well equipped for their trip with a vast array of modern technology: VHF, GPS, EPIRB, radar reflector, etc. Being that they chose to leave with modern equipment such as a GPS system rather than a sextant, it might have been prudent to attach a 1950s 3hp Seagull outboard motor on a bracket for security measures, even if they didn’t need to use it. That said, their boat is a beautiful work of art! Gregg Wolokoff, Toulouse, France

Send your letters (and any replies please) to: Classic Boat, Jubilee House, 2 Jubilee Place, London SW3 3TQ email:

Local legend Come on CB, you are much too grown up to be perpetuating this myth about gansey patterns being made different in every port in order to allow identification of drowned Victorian fishermen. This is cart before horse territory. A gansey pattern might identify where it was knitted. That’s because patterns were not written down but learned from mothers and grandmothers and friends, so people in the same village tended to share the same pattern. As a result, if you did find a drowned body in a gansey, you could identify the village from which it probably came, and if that village was missing someone, you could put two and two together. But the idea that women would knit a special pattern for their men to wear, like a shroud, ‘in case you die’, sounds more like a touch of Victorian melodrama. Who would leave port in

a gansey designed to identify you, like a dog tag, in case you never come back alive? I think not. The world over, villages and districts produce their own distinctive patterns in knitting and embroidery, just because that’s how it happens. We ought to recognise this one for what it is: a rare, genuine survivor from our old coastal communities. Kersti Wagstaff, by email

Ed – Thanks Kersti. It’s obvious that a gansey was knitted to keep a fisherman warm, and there were family variations on the theme. But this territorial aspect of the pattern (as well as their close-fitting design) was, ipso facto, something that could be used to help identify someone washed ashore in the unfortunate event of a drowning. It’s a bit grisly though – we’ll try not to do it again.

A state of Nirvana


APrIl 2013

£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

APrIL 2013 . ISSUe no 298 MArThA . MALLArd . MASerTI . MAST MendIng

Ed – What a fabulous story. I will forward your details to Derek and Jann Dawes and do keep in touch and let us know if you track down any more information.

Classic Boat


Your published letter from Derek and Jann Dawes (CB295, p113) seems to refer to the yacht which belonged to my grandfather, John H Andrew, Nirvana (ex Traveller), registered in Lloyd’s Register of Yachts 1923. But it was 62ft 1in (18.9m), not 72ft (22m) as stated, perhaps before the counter was added. Built by W White in 1892 as a yawl, Nirvana was later re-rigged as a schooner. I was aware that she was sold and then I thought she had been lost in the Bristol Channel. We have no photographs, although I am aware that somewhere there is an album. I would love to know more about her time in Falmouth and be put in touch with Derek and Jann Dawes. Patrick Andrew, by email

Get out on the water! guide to 300 events




All your winners in our 2013 awards

James Cagney’s schooner restored

Owning a Peter Duck ketch


Gunning for glory crOssing tO the channeL isLes

Ransome was wrong In a 14ft dinghy


eLectrOnic wiZarDrY

Mid-Atlantic proposal

CB 298 Cover 2b.indd 1

9 770950 331134 26/02/2013 11:27

Keeping it clean Congratulations on the April issue. Refreshingly light on superyacht porn and rich in tales of beautiful boats for real people. Hold this course. Professor John Webster, Yeovil

As a follow-up to your Letter of the Month in February’s edition (CB296, p96), my boat is one of the three Gunning yachts in this country. Avalon in the photo in February is an Alcyone class. My boat, Hooge Springer (pictured above), is an Alcyone 2 Pavilion yacht. Alcyone 2s are longer than Alcyones. There is an owners association of which I am a member. In my possession I have several articles from old yachting magazines about Gunning yachts. These have been collected by previous owners and passed on to me. Alcyone 2s came about when Gunning redesigned the Alcyone for his later years. He put the saloon aft with big windows to watch the world go by. Alcyone 2: LOA 36ft (11m); Beam 10ft 2in (3.1m); Draught 2ft 8in (0.8m) – draught figures are with centreboard up. Clive Brummage, Leigh-on-Sea, Essex CLASSIC BOAT MAY 2013



will stanton

Romilly sailing in the English Channel, close to the Eddystone Lighthouse

modern yacht design to Piskie, the little 1913 Falmouth Quay Punt he’d lived aboard as a student. Low displacement-to-length ratio, that was the thing – and thus speed. One day I arrived to find him making a 1:20 jelutong ‘bread and butter’ model, and that was it: inspiration and long thought were becoming Roxane, a 29ft 5in (9m), three-ton centreboard lug yawl, and she was going to be fast. She certainly had the waterlines for it, and all the fine, clean lines of an Irens design. The prototype Roxane, in strip-planked cedar, was launched at Totnes and Nigel and I sailed down to the Falmouth Classics in early August 1994. She was, as predicted, incredibly slippery through the water, and when the wind failed, that hull was easily pushed along at six knots by a 9hp inboard turning a Brunton propeller. I could see why Nigel wanted to take her to the Classics. It was a pilgrimage to the birthplace of Piskie but he was giving something back, too: a modern lug yawl whose lines clearly owed much to Cornish and Breton working boats and yet took them forward. It was a chance, too, to show her off to the pioneers of classic boat restoration, like Greg Powlesland, who’d not long finished Marigold and was also working on the restoration of Colinette. During the build of Roxane, they’d made moulds so the boat could go into GRP production. The question Nigel asked me in Falmouth was: would I order the first one? Unfortunately I hadn’t enough money, but asked him to develop a smaller 22ft (6.7m) version. “After what I’ve spent on this,” he said, “are you raving?” At the end of August, I sailed Roxane in the Dartmouth Regatta Lifeboat Race (with only a gently diplomatic mention of a 22ft Roxane). People found her speed and the tall elegance of her epoxy-carbon lug rig impressive, but to Nigel it was only a matter of applying the principles and technology from his other life, designing hell-for-leather multihulls. And there was a moment, when we were running for the downwind mark, neck-and-neck with overweight Kelpie, the 1903 65ft (19.8m) Mylne gaff cutter. Nigel went below to wind up the centreplate and, as he did so, Roxane began to slip away. As Nigel emerged from the companionway, there came a shout across our tumbling wakes: “Oi, Irens! Have you just turned your engine on?” So there it was, a perfect demonstration of the combination of narrow waterline, low-wetted surface area and a long keel – to which we should of course add an innovative and quite brilliant design concept. Best of all, at the end of the year I had another call from Nigel, saying that if I’d put the money from the sale of Alice into the pot I could have the prototype of the 22ft version. So that was how I came to own Romilly, from a conversation that started aboard an old Pilot Cutter in Brest, three years before.

From Roxane to Romilly Will Stanton recalls his passion to own a 22ft lugsail yawl


n July 1992, I was at the Brest International Festival in my little lug-rigged, wooden Drascombe Peterboat Alice, built for me by John Kerr. My crew David and I were sitting under a dripping awning wondering whether we could decently repair to a bar before midday when I looked up and saw Nigel Irens standing on the dock waving down to us. In fact, we repaired to the warm cabin of Marianne, Peter Stuysted’s Bristol Channel Pilot Cutter (later rebuilt as Marian), and did a good deal of catching up. Among many other things, Nigel said he was interested in John Watkinson’s Peterboat and had been thinking about designing a traditional lugger himself. “I could see why Nigel After Brest, I’d occasionally call at Nigel’s office by the Dart and our wanted to take her to conversations continued, concerning everything from high-tech multihulls to the Classics”



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