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1/04/17 10:29 AM
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Tall Ship trip, with whales
Pommern, the living blueprint
Out with the Padstow Lifeboat
The logbooks of Peter Duck
The Transatlantic Viking ship voyage
This cruising life: The diminishing boat
Anchoring under sail
Making the most of marine paint
Working with leather
On Watch and Off Watch
Artist of the Month
The Big Blue Zoo
Calendar and Next Issue
The last word: why Lucy L Ford prefers the ferry
Man overboard drills and why we should practice them The coming of crewless ships? Falmouth Classics, Js at St Barths, and Signals special on p18: the dismasting of Clyde Challenger
Around the yards
Redwings in Poole, community spirit in Beccles, Yorkshire restoration, a new Wharram cat kit
Stellas, Mike Golding for the LSC, OGA, RYA on Brexit
A new plan to support trainee shipwrights, and a brass bottom
Classic Coast and Smylie’s Boats On the Lleyn peninsula and Ness skiffs
Stuff... and its cumulative effect on her marks
The S&S Columbia 29
Folkboats at 75
Celebrating the ever-popular pocket cruiser/racer
The unconventional Atalanta
A distinctive solution to trailer-sailing
12 14 17 21 23 24 32
John Quirk at the Australian Wooden Boat Festival Sailing Eye of the Wind in the Canaries Want to know what wind-powered future will be like? Splashdown with a Fast Slipway Tamar class boat A revealing glimpse of sailing as it used to be not so long ago The largest longship sets sail on her most challenging venture Restoration by reduction, and the reluctant apprentice One day, if the engine gives up, you’re going to have to... Ship’s bell, rigging plan and a decimal tide calculator CS goes to Hull to meet Teamac
Very like wood, only more workable, says Dave Parker
Gear, books, booze and places to go
Ben Young’s 3D glass dioramas Why do whales strand themselves? Forthcoming events, and what’s coming up in the next Classic Sailor Or life at 45 degrees
COVER PHOTOGRAPH: TIM WRIGHT/PHOTOACTION.COM
1/04/17 10:17 AM
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www.semainedugolfe.com 17/10/2016 11:06
Editorial Dan Houston
When it comes to man overboard the best thing you can do is practice beforehand
t was early in March and I was out with the instructors on our annual because that ‘F’ can go ‘OB’ at any time on any point of sail. Having said that brush up with John Clarke of Team Sailing. It’s always a chance to catch we tend to practice on a run, since that is the most usual time for a man to go up on the latest techniques but also to go sailing with people who know overside. It’s when running that people relax on deck, and the Mk1 harness how to sail. I always think the instructor’s exam – the one run by the (ie the hand) might lose its grip on the piece of deck furniture or standing rigRoyal Yachting Association must rank as one of the hardest exams on ging as a sense of calm and safety asserts itself. This March we had discussions the planet. You work up to it over a year or maybe two, and then you take the about Man Overboard drill, whether to go through a set routine of drills or to course – four days with an instructor examiner, who by the end of it will know crash the boat, or do something in between. I am always minded of how the your dental hygiene habits as much as whether you can properly take account French athletic sailor Eric Tabarly was drowned in 1998, after dowsing sail of the tide when you teach your course going downwind on his 100 year old Pen Duick in the Bristol Channel; the to steer technique. And then a day with gaff flicked him overboard and it took the chief examiner, who will have spent some time for the crew to stop the boat. the first hour or two with your examiner When they eventually turned round he instructor taking note of all your weak was lost way back in the swells. points and then prying into them with a I think if you are going to have a gimlet-like consistency. set drill for man overboard then you Is it necessary? Well it tends to filter and your crew need to practice it each people who when you go sailing have a season. And every sailor should do reasonable level of social grace, albeit in this – skippers too should insist; on sea a fairly blokey way (for the most part). survival courses they say people in the And needless to say, when you’re all water decide whether they are going to together the humour can get ribald and survive or not in the first few seconds. you can properly relax in the evening. And that must be partly down to seeing One of the evolutions we have a boat sailing away from you while worked up with Clarkey is a man overpeople on deck decide how best to get board drill turned into a boat handling back to your position. exercise. The thing goes like this: fender We concluded to teach to immediand coil of rope appear on deck. Fender ately turn the helm away from danger and coil of rope go over the side. The You might get him overboard, but then how will you get him back? Instructor – in other words the opposite side of order will then be given to tack or gybe Sticky Stapleton is confounded by Maximum Bob’s inert refusal to rise to the the boom. That way the boat will come three times back to the MOB (of FOB if occasion while attached to a handy billy into the wind, or across it within a you can’t call a fender a man). boat length or two of the person in the water. You can even come right round There are many variations. You can have tack-tack-tack, or gybe-gybeand be hove-to, without having to touch a sheet. This then gives you time to gybe, or any combination in between. You can roll up your headsail but you assess the situation without the rising panic of getting further away from the can’t turn on the engine; this is sail training! The idea is that your time is casualty. It is easy to lose a body in a seaway. So do also get someone to point, noted and then the slowest gets to buy the drinks that evening at whichever we have a funny story about how that can go wrong next issue. waterside hostelry we might end up. And it’s fun, it puts you on your toes a bit
You can have tack-tack-tack, or gybegybe-gybe, or any combination in between. You can roll up your headsail but you can’t turn on the engine
CLASSIC SAILOR 5
1/04/17 10:44 AM
Signals Is it crewless for the clueless? Automated ships are on their way. Falmouth classics, more Js than you can shake a stick at and Leader is 125 years old BRITISH TECHNOLOGY
Rolls Royce to build crewless automated ships Rolls Royce is planning to introduce crewless automated ships by 2020, a move which will put tens of thousands of seafarers’ jobs at risk. The company’s vice president of innovation Oskar Levander said it was developing regulations that would allow automation to begin with tugs and ferries and afterwards to extend to cargo vessels crossing international waters. RR says crewless or drone ships will be both safer than existing vessels and that they will lead to the creation of more jobs on land. Shipping companies have embraced the news as it could cut costs by up to 20% but unions say there are many unanswered questions about the legal implications of the operation and management of ships as responsibilities are taken away from staff. Some comments note that with no crew to protect from piracy, autonomous ships will reduce the demand for guards - an industry that has been booming in recent years. The company is cooperating with bodies connected with the Norwegian and Finnish governments as well as undertaking research projects in Britain and Singapore. The extent to which crewless ships will impact small craft sailors has so far not had much attention though many will see ships sailing crewless as akin to being clueless.
Falmouth Classics This year will be the 30th anniversary of the South West’s largest Classics event held in the idyllic River Fal and Falmouth Bay. The concept of the Falmouth Classics grew out of racing organised for Falmouth Working Boats, an annual OGA rally and visits by local boats to Douarnenez. A small group, encouraged by the Mayor Ron Hicks, established the first gathering of gaff, lug and Bermudan rigged vessels in 1987. The positive response to this first event saw the numbers attending grow to 80 the following year.
Originally the Classics marked the beginning of Falmouth Week but by 2012 numbers were dwindling so Falmouth Classics Association was formed and with the help of the Royal Cornwall Yacht Club acting as the organising authority, the event took on a new lease of life. The dates were changed to mid-June to
While Rolls Royce unveils plans for autonomous ships in Plymouth, Devon there are plans to create a robotic unmanned sailing boat, which, with state of the art technology, will sail from Plymouth to America celebrating the 400th year of the voyage of the Pilgrim fathers. The Mayﬂower III Autonomous Ship campaign has reached its £300,000 crowd -funding target and work now begins to develop and build the vessel in readiness for the voyage. The plan is the brain child of Brett Phaneuf, Director of Plymouth Based MSubs and already has the backing of ﬁrms like Lockheed Martin, UK marine research foundation ProMare and of Plymouth University. It is envisaged that when launched the solar-powered Mayﬂower Autonomous Ship will be controlled by a computer or by a captain sitting drone-pilot style, at a monitor onshore. It would be remotely controlled at ﬁrst and then switch to autonomous control once out at sea.
coincide with the successful Falmouth International Shanty Festival, which attracts 40,000 to the town. There are now three races over two days and parades on the third day. Free berthing was introduced in 2014, this year sponsored by Taylor Wimpey. A parade for boats under 20’ powered by oar, sail
Falmouth classics has taken on a new lease of life with the help of the Royal Cornwall Yacht Club. The event runs from 16th - 18th June 2017. It coincides with 150years of the Falmouth lifeboat so vintage lifeboats are expected to attend
or motor was introduced in 2016, partly to showcase the craft in the National Maritime Museum Cornwall collection. The 30th anniversary Tilley Endurables Falmouth Classics promises to be better than ever. New introductions are the rowing and sculling competition on Saturday and a Maritime Village showcasing traditional marine skills and including marine related retail outlets on the picturesque Custom House Quay. The village will be in close proximity to one of several Shanty Festival stages where some of the 61 groups attending will perform. Courses for racing will be set in the Fal and also in the Bay, and all craft over 20’ participate in the parade in the Fal.
6 CLASSIC SAILOR
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There are plans to create a robotic unmanned sailing boat, which, with state of the art technology, will sail from Plymouth to America celebrating the 400th year of the voyage of the Pilgrim fathers QUAY PEOPLE
St Barths sees biggest gathering of Js A record breaking six strong J Class fleet were competing at the Saint Barths Bucket, WI in March, the first regatta of a major J Class 2017 season, which will culminate in eight expected Js competing in the middle of the America’s Cup at Bermuda in June. The yachts were Hanuman, which came first overall and then Lionheart, Ranger, Velsheda, Topaz and the first British J to be built, in 1930: Thomas Lipton’s Shamrock V. The latter with Velsheda and Endeavour are the only “original” J class yachts still sailing. But the class has grown to eight with five new yachts joining the original three – which have all had extensive rebuilding work
Hannah Cunliffe has been announced as the next director of National Historic Ships UK, taking over from her late boss Martyn Heighton. Hannah has a research background and secured heritage lottery funding for the Shipshape Heritage Training Partnership while she was NHS-UK’s Policy and Project Manager.
to allow them to race with modern gear and sails. The latest boat was launched at the end of January. Svea a 43.6-metre yacht is a Tore Holm design dating
from 1937. The plans were discovered by the specialist John Lammerts Van Bueren in 2000, no-one had previously known that Holm had designed a J back in the 1930s.
Ranger leads the pack on day four Photo by Carlo Borlenghi
DEVON & CORNWALL
Leader in 125th Year
Last ‘Mumble Bee’
Brixham Trawler Leader is turning 125 this year and, to mark the occasion, her current owners — the Trinity Sailing Foundation — are putting on a special trip to mark the occasion. The 1892-built vessel will be heading up the River Dart to sail past the site where she built at WA Gibbs’ yard, Galmpton. Those on board will be having a champagne toast to the iconic vessel; Leader will then spend several days sailing along the Devon and Cornwall coast calling in at a host of ports where she is well known. There are a small handful of berths remaining for Leader’s 125th Anniversary Cruise which will sail from Brixham to Falmouth between Saturday, May 13 and Friday, May 19. www.trinitysailing.org
Gweek boatyard, committed conservationist, John Shepperd, is busy renovating the last of the ‘Mumble Bees’. Built in 1913, Little Mint is the last surviving cutter rigged trawler built for the Brixham Fishery. The project is to strengthen the vessel to a condition where she is fit for an Atlantic voyage. Rebuilt once before, 25 years ago, this renovation has so far seen reinforcement of the original 1913 keel with a steel I beam, a reconstructed bow with a new 6” x 8” oak stem behind the original elm stem; new transom boards. Butt joints in the planking have been eliminated, with a combination of scarfing, backing and compression plating. The seams have been splined with Western Red Cedar, epoxied on undersides; Shepperd plans to relaunch Little Mint in 2017. It is hoped eventually to donate her to a charity. The yard is currently home to three National Historic Ships registered boats. Suzanne Grala
Paul Cullen is the General Manager at the Australian Wooden Boat Festival, see p38. Born in Ireland but from the age of five was raised in NYC where his father ran the 400 room Allerton House Hotel on Lexington Avenue. It gave him hands on experience in hotels from juggling old school switchboards to the action packed drama of a full on hotel kitchen. He also has the perfect timbre American Irish accent every voice over casting director dreams of. Like Liam Neeson with more gravitas. Kitchens were a passport to work anywhere – he met his wife Dorcas in a Cornish hotel and their three daughters were born in different countries. After running large scale events for major Hotel Groups he got into maritime festivals, in Ireland then Tasmania. He was invited to be manager of AWBF in 2013. Paul reckons he has one of the best jobs in the world.
1/04/17 10:36 AM
Signals Olin Stephens in Italy, Cobles in Yorkshire, Return of slowest ever OSTAR skipper and farewell to Maldwin Drummond and Eileen Ramsay CANTIERE NAVALE DELL’ARGENTARIO
Bona Fide and Olin The Tuscan Archipelago is found between the French island of Corsica and the Italian Tuscan coast, writes Federico Nardi. Most of the shore along the Archipelago is known as the Maremma, one of the very few territories left in Italy that remains uncontaminated by the explosion of tourism. And it is here that Olin Stephens loved to spend two or three weeks every year with his friends of the Cantiere Navale dell’Argentario, in Porto Santo Stefano. Many boats he designed had been restored at the yard. For many of these relaunches Olin was around and would take their helm for the first sea trials. In the summer of 2003, after a painstaking restoration,
Sailing Coble Festival Bridlington is set to host its second ‘Sailing Coble Festival’ this summer after the huge success of the first ever gathering last year. Organised once again by the Bridlington Sailing Coble Preservation Society and The Coble and Keelboat Society, in co-operation with the Bridlington Harbour Commissioners, the Festival will take place over the weekend of the 1-2 July and will bring together some beautiful examples of this traditional wooden working boat, unique to the north east coast of England. A very familiar sight at every coastal village and port along the coble coast, stretching from the Humber to the Tweed, the sailing coble was seen in vast
including years of historical research, the CNA re-launched Bona Fide, a fin keeler designed by Charles Sibbick and built in 1899 at the then famous Albert Yard in Cowes, on the Isle of Wight (she won her class in the 1900 first-ever sailing olympics, in Paris). That summer Olin Stephens was 95 years old, and after the ceremony and drinks, he took the helm for Bona Fide’s first sail, on the bay in front of the yard. Upon our return, with the guests still at the banquet tables, we asked Olin if he would steer Bona Fide for the annual classic yacht races scheduled for the following week. With a smile, his answer was “Well, at least the boat won’t be too old for me!” It was a huge honour to
have Olin on the tiller for the whole week; each morning he was always the first to the jetty to await the crew. During a windward leg in the first race the gaff hoist tackle gave way and the mainsail suddenly fell to the deck. My first thought
Bona Fide in full out racing mode attending a Mediterranean classic regatta. Designed by Charles Sibbick she can move well in light airs
Cobles return to Bridlington in July
numbers during the nineteenth and early twentieth centuries before motor engines were fitted just after the First World War. Local boat builders such as the Hopwood family, Robert Moore, and Hargrave Potter; of Flamborough would be turning out new cobles by the score for fishing communities right along the coast. In fact it is recorded that the Hopwoods built in the region of 600 cobles, complete with oars, masts, blocks and spars. Over a number of years now, some sailing cobles have
was for our helmsman, but the cockpit was completely covered and Olin invisible. We frenetically cleared the huge sail away and finally found Olin, with his hand on the tiller, patiently waiting for us to clear up the mess.
Clyde sailors’ new boat
been restored to former glory by owners and enthusiasts and this has helped to capture scenes of days gone-by, giving a glimpse of what it was like when the coble was the mainstay of the inshore fishing industry. It is hoped additional sailing cobles will be seen at this years Festival to make it a truly sensational weekend of sail. Early indications are encouraging and invitations are being extended to owners in Tyneside, Whitby and on the south coast.
Following an incredible show of support after the loss of Clyde Challenger in February 2017 – see story, page 18 – the team behind Scotland’s Clipper 60 have delivered Taeping Clipper to the Clyde. While she can never replace Clyde Challenger in spirit they say “We hope she can provide the opportunity for all to enjoy the experience of sailing an ocean racing yacht. We know how great these yachts are and are delighted to have been able to secure Taeping.” Since leaving the Clipper fleet Taeping has been based on the UK’s south coast with Blue Box Experiences. She will be undergoing a refit over the next two months.
The happy crew with a new 60. See dismasting story on p18.
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More news online: check out www.classicsailor.com for updates DENMARK
Moment in maritime history: Zeppelin Captures Barque April 23 this year is the centenary of an extraordinary capture, at sea, of the 700 ton Norwegian Barque Royal by the German Zeppelin L23. The incident happened around 50 miles from the Light Vessel Horns Riff off Denmark’s western coast. L23
dropped a bomb in front of the Royal and, when the ship had stopped with her sails aback, descended with her gondola to near sea level while a boat from the barque put out to collect a German inspection crew. Royal was bound for England with a cargo of mine
Zeppelin L23 lowers herself to sea level as a boat pulls out from the Norwegian barque Royal
timber. This was deemed contraband and the Germans took her as a prize. The 12-strong Norwegian crew under their Capt Thorstensen were locked up at first but when the Germans found they could not sail the boat the crew were released and had to sail her to Cuxhaven. They were later released but the Royal was sold into trade with various German owners until she was scrapped in 1925. L23 and her Capt Bockholt did not fare much better – she was shot down near Lodbjerg, Denmark on 21 August 1917 by a Sopwith Pup flown by Flight Lt Bernard Smart, launched from HMS Yarmouth; this was the first ever kill by an aircraft from a cruiser.
Chris Somner runs CS Dinghy Services in Poole restoring and rebuilding boats like this shocking pink Bembridge Redwing while also desiging a novel catboat for a sailor in Emsworth. We recently visited his yard – see more p10.
Lara Caine is Irene’s new skipper
OSTAR RECORD REVISITED
Slowest sailor tries again A Devon-based yachtsman who took 88 days to cross the Atlantic in a single-handed race – arriving 68 days behind the winner – is to sail the boat he used in the competition for the first time in 45 years. Peter Crowther still holds the record for the slowest-ever crossing in the Original Single-handed Transatlantic Race (OSTAR) set in 1972 when he left Plymouth for Rhode Island USA on the historic gaffcutter Golden Vanity. This May the 74-year-old pub landlord will set sail on his 10th and last OSTAR, this time on a more modern Swan 38. Two weeks before the event he will be taking his family out for a nostalgic voyage along the south Devon coast on the boat he used for the original crossing. Golden Vanity was built as a pleasure boat, rather than a racing vessel, and is now owned by the Brixham-based Trinity Sailing Foundation.
Irene, One of the UK’s most important heritage sailing ships is very proud to announce a new skipper for her Summer 2017 sailing programme. Lara Caine joins Irene after three years skippering Provident, the Brixham Trawler. She takes over from Charles Robertson who is moving to a New Zealand boat. Leslie Morrish, owner since 1965, said “Lara is a fabulous choice for Irene’s skipper. Her
Lara Caine last summer
experience with Trinity Sailing Foundation will be invaluable. She is a consummate sailor of traditional vessels and I’m sure our guests will thoroughly enjoy their voyages under Lara’s leadership.” Joining Lara will be some additional new crew members to allow Irene to operate a rotation basis for the team this year. Ship’s manager, Stuart Grimwood explained: “The schedule for 2017 is more demanding than in previous years and it’s important that the team have adequate down time. Consequently, there will be a number of new opportunities for young people to join the crew and develop their sailing skills with us.”
Eileen Ramsay has died aged 101. Eileen and her trusty Rollie were at the centre of a unique period in yachting – a time when eccentrics ruled, records were there for the setting, and women were more often to be found in front of the lens. She took portraits of the greats, from Francis Chichester to Keith Musto and has left a superb archive of sailing photos.
Maldwin Drummond 8 bells for Maldwin Drummond who died aged 84 in February. Among many public services he was chairman of the Sail Training Association, Maritime Trust, Warrior Preservation Trust and a Trinity House Younger Brother. He was also an author, keen sailor and Royal Squadron Commodore.
1/04/17 10:05 AM
Signals: Around the yards A visit to Poole with a flavour of Redwings; Hippersons lends a hand; a Redcar fishing boat, and the Mana 24 kit from Wharram. POOLE VISIT
Redwing and a “fat” catboat at CS Dinghy Services CS Dinghy Services is an unusual operation; you might expect a boatyard to be near the water but they are based on the Creekmoor Industrial Estate a mile or so north of Poole. This is where Chris Somner has set up shop with a team restoring and building some interesting boats. Chris has worked on several Bembridge Redwings (see story below right) and at the time of our visit his team were putting the finishing touches on Fortuna, a 1946 boat which is owned and helmed by Victoria Barlow. “Six years ago we completely rebuilt the boat for the
previous owner,” Chris says. She was cream with red antifouling but this winter we have changed the colour to something that we refer to as f*** me pink,” Chris says. Among other jobs they are building a 14ft 6in by 7ft beam (yes, that’s right), catboat – with strip-plank foam on a framework mould Chris designed himself. This beamy American style dayboat is going to be sailed out of Bosham. There’s a Cornish Shrimper in for spray painting and the guys also work on their own Poole AB dinghies here, up on the mezzanine level.
The pink Redwing – and the yellow fat catboat at Chris Somner’s shed
Restoring a 6-M and more
A barn full of Bembridge Redwings
Next door to the barn full of Redwings (see right) is another barn where Lee Woodford is restoring a GL Watson designed and McGruer built 1924 racing 6-M yacht called Sonoma. She has had new planking and a beautiful splining job. She had once been converted to a cruiser but is being taken back to original. He also has an X one design Melody which has had a foot longer put on. Back in the corner a Viva Tridente, a
Peter Kemsley and Roger Maund have been looking after Bembridge Redwings for many years. In fact Roger’s association with the fleet of Charles Nicholson 1937 classics goes back to the mid 1980s when Bembridge sold off the 13-strong wooden fleet as the club moved on to GRP. They were chartered out for day racing from Poole but had fallen into disrepair and been left in a barn by the time Peter found them in 1999. He took on the whole fleet, bringing in Roger to look after them again and started up the corporate charter business – which was a fabulous day out on the water for anyone lucky enough to do it; the Redwing is a thoroughbred classic racing yacht and can be tuned for speed. But costs mounted and a decade or so back Peter had to sell the fleet and move on. But from last year he’s since bought back his own boat Ursula and races in the ten strong fleet.
23ft 1960s racing power boat by the late Sonny Levi is also getting the full treatment – Lee restored one of her sisters (to gleaming condition) a few years ago. It’s certainly a busy shed for a one-man band but Lee reveals that he has also been working off site for four years on the restoration of the 72ft Fife yacht Miquette on which he has replaced the teak decks, painted her in Awlgrip and generally been getting her ready for the coming season.
Lee Woodford with a couple of his projects – some great craftsmanship
Roger explained that most of the boats are now splined and epoxy-seamed. His barn outside Poole is home to this rare bunch of boats that continues to enthrall and inspire their owners.
Peter in his own boat Ursula built in 1938 which he bought back last year. She has been redecked with a glassﬁbre sheath for strength.
10 CLASSIC SAILOR
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Another new tradition of the yard is donating two weeks’ skilled shipwright work on a historic ship – this year it was Lowestoft trawler Excelsior YORKSHIRE
Hippersons helps out
It was a classic case of ‘they liked the mooring so much they bought the boatyard’. The mooring was for Misterton, a 73ft steelbuilt Lincoln Keel, which had become home to Simon and Mary Sparrow, along with their six-year-old son Nate and the ship’s cat, Little Ollie. Big Ollie – or possibly just Ollie – is the boatyard cat. And the boatyard is Hippersons, on the River Waveney at Beccles on the Norfolk Broads. Its business is based on typical Broads boats, mostly
modern GRP cruisers, servicing and repairing them and providing the usual facilities. But there are a couple of more traditional Broads boats on the site. Afloat is Priscilla, a sweet little varnished quarterdecker. And in the workshop, Beetle, a 1910 Ernest Woods Broads cabin yacht is an ongoing restoration project. They moved in in 2014, and both in 2015 and last year the yard played its part in Beccles’ Charter Weekend celebrations with an open day, with food and music and
Bringing Little Pal back to life
Above: the black Lincoln Keel Misterton and the Broads quarterdecker Priscilla at Hippersons yard, and below, Beetle in the workshop
featuring guest vessels – the wherry Maud came down last year and so did MTB 102. They’ll be doing it again this year, on the weekend of 1-2 July. Go along – it’s free. Another new tradition of the yard, introduced this year by Simon, is donating its two skilled shipwrights to put in a week’s work on a historic boat. This year it was the Lowestoft trawler Excelsior. “We believe it’s important to support historic ships,” says Simon. “Stephen and Luke, our two shipwrights, re-made some blocks in ash and then worked on replacing some of the staves round the counter. Both guys really loved their week down there, they enjoyed doing something a bit different and also liked that we were helping the trust. We plan to offer a week to another local historic ship next winter.”
The Mana 24 James Wharram Designs has launched the concept for Mana 24 – a new kitboat trailer sailer which is in keeping with the home-build ethos of Wharram’s catamaran cruisers. The complete kit is pre-cut by CNC (computer numerical control) which greatly reduces time in the early building stages – taking measuring and cutting out of the equation. A builder can therefore assemble the two 24ft hulls very quickly – and the plywood parts are supplied pre-coated with epoxy on their inner sides which again cuts time. LIkewise bulkheads slot through slits in hull panels making the kit more like a giant jigsaw puzzle. The two crossbeams fit snugly into channels giving the Mana a sleek profile. Her ketch gaff rig is the tried and tested Wharram type. Price for a complete kit is £9,925 (excl. VAT and shipping).
Simple to build, simple to keep, simple to sail – the hallmarks of a Wharram cat
In 1995, Redcar fishing boat MH2 Little Pal, owned by the late Robert (Bob) Walton, was retired from the fishing register. She found her way to Staithes, a village with a rich history of seafaring and fishing, writes James Stoker. The pretty boat, built in 1965 by Tony Goodall in Sandsend, was renamed Mizpah, and had various owners including the late Willie Wright, famous locally for his unrivalled knowledge.
The pretty Mizpah, ex- Little Pal, ready for her film role
Jason Micallef and Rob Shaw, keen to preserve a piece of inshore fishing history, became owners of Mizpah in 2013, and worked mainly in spare time to restore her. By mid-2016 though it was clear that it was going to be a bigger job. Fortunately some funding was secured, from a coastal regeneration scheme and generous donations by local people associated with Staithes, to take Mizpah to Steve Cook’s yard in Whitby. Steve, the last full time boat builder on the North Yorkshire Coast, is equally passionate about the wooden boat tradition. He finished her restoration in January in time for her to be relaunched for an appearance in a feature film being shot locally. CLASSIC SAILOR 11
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Signals: Association news Showcasing clubs and classes around the country – please send us your stories
Stella plans for 2017 The Stella Class has been enjoying something of a renaissance in recent years. Traditionally based at Burnham-on-Crouch, this quintessentially East Coast boat has migrated up the coast somewhat with concentrations on the rivers Blackwater, Deben and Orwell, particularly Suffolk Yacht Harbour, where much of the class racing takes place. The 2017 Racing Calendar is in place and boats are currently being prepared for the forthcoming season. Racing starts with the Suffolk Yacht Harbour Classic Regatta over the weekend of 17/18 June where Stellas have their
own start and a probable fleet of around 10 boats. Owners then tend to do their own thing, cruising and racing during the early and midsummer, although there are get-togethers and cruises-incompany in the pipeline as well as local club racing. The fleet then comes together for Mersea Week with races 20, 21 and 22 August and again for the Suffolk Yacht Harbour/Haven Ports Yacht Club Autumn Classic Regatta 2/3 September. If you are considering investing in a classic wooden yacht and want something that is well-mannered, a joy to sail – fast and responsive but very
Stellas at last year’s Suffolk Harbour Yacht Regatta – well-mannered, a joy to sail and very affordable
seaworthy – the Stella could be the boat for you! With an impeccable pedigree – designed by the late Kim Holman, one of our finest yacht designers – there are several very affordable examples on the website, stellaclass.org. These range from projects to pristine, but whatever fits your budget you can be assured of a
OGA: Festivals for 2017 Gaffers, as we are often called, just love a get together on the water. Messing around in boats is how we practice for the coming summer season. Any excuse to beat a retreat from the daily rush to tie up in some ancient harbour, or placid creek far from the madding crowd! Of course, it’s a time to show our boats off too! Rafted up together, skippers gather around each others’ cockpits admiring freshly varnished spars, fondly painted topsides and newly fashioned canvas. Then when the wind is up, it’s all rigs up and out to sea. A course set beyond the harbour wall for all ashore to see, a spectacle of gaff rigged sails to impress the eager crowd. Sometimes we do a race or two – a chance to win some silver, but on the whole you’ll find us seated spinning yarns and talking plans of the cruising yet to come. Below we have picked out three of the many OGA event coming up this season . These are open to all, see websites for details
April 29– May 1 Tollesbury Rally -Essex
http://www.oga.org.uk/eastcoast/events/gafferstollesbury-2017 This is for the keen and willing! A chance to kick
warm welcome into a lively and enthusiastic class with a brilliant support network. With a large fleet still active – around 80 of the 100 or so built, there are many yards familiar with maintaining them. The class association is also currently in discussions with IBTC, Lowestoft about forging links between the two organisations. Exciting times!
THE ASSOCIATION FOR GAFF RIG SAILING
pontoon outside the Yacht Club. With a big Race on Saturday and BBQ on Sunday entertainment and merriment guaranteed. This year’s event coincidesTHEwith the ASSOCIATION FOR GAFF RIG SAILING River Festival at North Fambridge. Special guests include the 1962 Thames Lighterage Tug Touchstone from Kent and the 1945 Clyde Puffer Vic 96. The Cirdan Trust will be there with the beautiful yacht Duet and the barge Ironsides.
May 27th to 29th Crouch Rally
www.oga.org.uk/eastcoast/events/crouchrally-2017 Sail up the River Crouch past the flesh pots of Burnham to North Fambridge to moor up on the
June 2-4th Yarmouth Isle of Wight
YOGAFF www.oga.org.uk/solent/events/ yarmouth-2017 Britain’s biggest classic sailing boat festival, Yogaff is in its twentieth year. Shoreside the festival is THE ASSOCIATION FOR GAFF RIG SAILING renowned for its street theatricals and music. Beyond the taverns, a hundred classic gaffers, wooden masts dressed over all, muti-coloured signal flags like confetti in the sky. A historic harbour brought back to life with plenty of action on the water. A chance for visitors to get up close to our wonderful boats, meet the crews and with luck cadge a place on board for the race. Don’t miss the parade of sail on Saturday morning, best seen from the vantage point at the end the old From Ben Collins Victorian Pier.
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THE ASSOCIATION FOR GAFF RIG SAILING
start the season at the OGA’s earliest spring rally while the bigger boats are still up on the chocks. Sailors get very close to the water, dinghy sailing is always a real test of your sailing prowess. Brush off the winter’s dust and test those ocean going oilies! The main race is at midday on Saturday to catch the best of the tide. A second race on Sunday. This year there will be entertainment of an artistic kind in the afternoons and for campers and camper vanners free spaces to pitch up at the waters edge.
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The RYA and Article 50: What will Brexit mean for us? What will Brexit mean for boating? The Royal Yachting Association (RYA) has noted concern about the prospect of border controls and restrictions on duration of stay both for sailors and boats wishing to visit Europe, the future ability of recreational craft and their contents to travel freely throughout Europe and the ability of RYA qualification-holders to work in EU territory. “Clearly, many of the regulatory challenges currently faced by British recreational boaters have an EU dimension – such as red diesel, border controls, invasive nonnative species, biocides, and
European marine protected areas. The British exit from the EU might have an impact on all of these issues, but the nature and extent of that impact will remain unclear until the exit negotiations are underway,” the RYA says. “It’s important to remember however, that a wide range of issues affecting boating do not currently have an EU dimension. For example, the requirement for private recreational skippers to hold qualifications when they visit other countries is generally specified in national legislation, and is nothing to do with the EU. Domestic UK issues such as national
marine protected areas, offshore renewable energy installations, carriage and disposal of flares, lifejackets, light dues, and alcohol limits, are unlikely to be affected by exit from the EU.” The RYA says it has “an important role to play lobbying
the UK Government and European institutions to reduce regulatory interference with boating. We will continue to engage with officials and politicians in an effort to minimise any impact on recreational boaters.”
The English Channel: WIll Brexit mean it once more becomes a barrier?
Mike Golding named president of the Little Ship Club Mike Golding OBE, one of the world’s most successful offshore sailors, has been named president of London’s cruising and training yacht club, the Little Ship Club. He takes over from Sir Robin Knox-Johnston, famous as the first man to sail solo non-stop around the world. “I’m delighted and honoured to accept the role of president of the Little Ship Club,” Mike said. “Following Sir Robin KnoxJohnston’s presidency gives me some giant footsteps in which to follow and I hope also I can bring some fresh perspectives to the position.” The 56-year-old sailor has won numerous podium places, and held several world records, including the first person to race around the world in both directions. As president of the LSC, he will take on a largely ambassadorial role as well as duties akin to a non-executive chairman of a board of directors.
The LSC is a premier cruising and training club, with a comfortable clubhouse in a prime location overlooking the Thames, in the heart of the City. It has an active winter and summer sailing programme, including rallies with the Corinthians, whose fleets are based on the east coast of the United States. Anne Billard, LSC commodore, said: “We could not be prouder to be associated with a sailor of Mike’s calibre. Mike Golding, left, “A worthy successor” Above: LIttle Ship Club members play a role in the Dunkirk Returns
“He will be a worthy successor to those presidents who came before him and a wonderful beacon for the club as it enters its 10th decade.” Mike Golding came to prominence when he broke Sir Chay Blyth’s world record for sailing around the world single-handed, non-stop against prevailing winds and tides by 125 days in 1993/4. A few years later he won the BT Global Challenge, a round the world race crewed
by amateur sailors, before going on to claim third place in arguably one of the most gruelling events, the 2004/5 Vendée Globe, single-handed, non-stop round the world race. But, perhaps, he will be best remembered for rescuing fellow competitor Alex Thomson in the Southern Ocean during the Velux 5 Oceans in 2006/7. “His rescue of Alex Thomson is the stuff of legend,” said Ms Billard. CLASSIC SAILOR 13
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The Post Email or post letters and replies to the editor – see opposite; we’ll make sure responses to queries are forwarded on. Supporting trainee shipwrights
We, the members of the Harrison Butler Association (HBA) along with most of your readers, appreciate the skills involved in building and maintaining wooden boats. Our members own a varied fleet of wonderful vessels and most of us can (and indeed have to) do basic maintenance for ourselves. This is an important part of the joy of being the custodian of a classic boat, but we all get to the time when the bigger jobs like garboards need the professional skills and proper equipment of traditional boatyards and their shipwrights. We have become concerned that these skills, once so widespread, are becoming specialized and less common. We want the abilities of competent, confident shipwrights to be able to continue and thrive as a living craft for the maintenance of existing wooden craft and the creation of new capable vessels So we’ve decided to give practical expression to promoting these skills to ensure that they don’t disappear. We fully support the work of the boatbuilding courses around the country, at Lowestoft, Lyme Regis, and now at Portsmouth – and we have become aware that it’s not easy for youngsters wanting to join the trade to fund their training or obtain apprenticeships elsewhere. So at our 2016 AGM we amended our Constitution to add to our Objectives the following: “To promote the skills necessary to build and maintain wooden boats.” We have started a fund for this purpose which we aim to use either to offer modest starter grants to a prospective apprentice, and/ or to encourage custodians of both HB and other classic boats to give employment to
Heritage Marine Foundation and Undine
I just wanted to say thank you for the coverage you provided the Heritage Marine Foundation in the latest Magazine. It’s already produced some brilliant results for us and we are really grateful. Currently on a solo mission to save Undine a lovely and early Victorian yacht from the chainsaw. I wonder if you could publish this with some photographs? I've attached some photos, of her sailing and of her now. I understand its a big job but what a unique vessel somebody could own. Undine was built in 1889 by G. Edwards to the designs of J.H Cousins and is a classic “plank-on-edge” gaff cutter with a narrow beans and a clipper bow. As you can see she needs an experienced hand to take her on or someone who could fall totally in love with that clipper bow and would want to restore her to sail, something that we could undertake at our yard with the correct interested party. Please contact Downs Road Boat Yard 01621 874861 or firstname.lastname@example.org Lyndon March Heritage Marine
the boatyards and shipwrights that can still undertake this work. It’s a vital part of our heritage and history as a maritime nation, and we want to help keep it that way! So as Chairman of the HBA and having established close contact with National Historic Ships UK, and with the Albert Strange Association I would like to issue this direct invitation, and challenge, to other Designer Associations, individual custodians of classic and traditional craft, and indeed, to all your readers – to join us in this initiative, to offer support and grants, more frequently, and to run a more effective promotional campaign, for the long term betterment of our wooden craft. To take this a step further, would you be willing to help promote the fund in your own columns? I shall be very willing to hear from other interested parties, at the address below. To know more about the HBA and our other activities, do see our website, www. harrisonbutlerassociation.com Yours sincerely, John-Henry Bowden, Chairman HBA, Chichester, West Sussex Telephone: 01243 783204 e-mail: chairman@ harrisonbutler.org
This is a good idea John and we are happy to help with news and features or in any practical way we can, Ed
Royal Corinthian OD
As the oldest owner, I read your article in issue 14, on the Royal Corinthians with interest and nostalgia. I joined the RCOD Class in 1970, and learnt to sail on Coralie No. 9 which I went on to co-own until her holing and sinking on her mooring in the treacherous October storm of 1987. Following her recovery she stood in the club field for many years – a rotting wreck. But her salvation was at
seen before or since. A fight had broken out on a Royal Corinthian One Design! One of our younger skippers was well placed to win the RCOD Regatta Trophy. He was aided in this by a very competent young man as his crew. However 'perfection' is not always good enough in yacht racing! He failed – or so his skipper thought – to react quickly enough to a command, and received a kick up the backside from the impatient
I would like to issue this direct invitation to others to join us in offering support for the betterment of our wooden craft hand. John Heathfield masterminded her reincarnation and she is now one of the most beautiful and winning boats in our fleet. During 47 years I have witnessed the history of boats and owners. One Burnham Week Annual Regatta in the early 1980s we were becalmed in the River Crouch, shortly after the start of the races. About 200 boats were idling with windless sails. Crews moved stealthily, not to upset the trim. The air was still, and sound carried, un-amplified far and wide across the water. Suddenly peoples’ attention was attracted, by the noise; to an unlikely sight – in fact something that I have never
helmsman. The crewman did not take kindly to this form of admonition and retaliated, apparently on impulse, and punched his skipper. A brief fight followed – watched by the incredulous crews from the other boats who at that time did not have much else to do. Then the breeze came, and racing resumed. If my memory serves me well the “boxing boat” then won the major prizes. On 29 December 1985 the BBC screened on national television, “Quiet Days on the Crouch” their 30 minute documentary of The Royal Corinthian One Design Class, filmed earlier that year. Alas some of those filmed have now died, but the spirit in
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LETTER OF THE MONTH Brass bottomed
Dear Mr Houston I note from your last edition that a Fife schooner in Joe Irving’s yard has been coppered. I thought some of your readers may be interested to read of my restoration project where I have done the same thing but in brass to my 1936 Hillyard 2.5 tonner. Attached is a picture of her half way through restoration just after the brasswork had been completed. The freeboard is shown in primer and is now midnight blue. The brass is 0.4mm thick and came in 6x3 ft sheets that I got from a distributor in Newcastle. It cost just a little under £500 in total for doing the whole thing and involved around 12 sheets. To be fair, the brass was a bit
weathered in places so I had a bit knocked off the price. I had the first few sheets laser cut into 2ft x 1ft sheets. The sheets were CNC drilled so that there were 1.5mm holes placed evenly at 1inch interrvals around the edge and set in ½inch from the edge. The sheathing process involved the usual recaulking procedure where the old hemp was hacked out and the new driven into the planks, paid over with a mix of linseed putty and primer paint. Then the whole was covered with bitumen paint followed by pitch paper – basically wallpaper liner paper pained on both sides with bitumen paint. This was ‘soft stuff ’ I think its called, and was stuck to the side of the hull whilst
the bitumen paint on the planking was still tacky. Following this the brass was glued and nailed to the hull. The glue is a mastic based adhesive to try and create a watertight seal around the edges and brass tacks to secure the plates in place. Finally the edges of the plates were clenched with a small ball pein hammer to give a nice finish to the edge. The most important thing was to make absolutely sure that plates exactly matched the position of each other port and starboard. One of the things I soon learnt from the whole experience was that it takes flipping ages to do! I did it simply because I thought it would look nice and when she is all polished up... boy does she look good! Thomas Holtby, by email
Write for some fizz
Tom Holby's brass-bottomed Hillyard 2.5
the class still remains strong and is expounded by the Corinthian One Design Class Anthem: “Corinthian One Design, pride of the river, started out racing back in '35 and we still thrive and we thrive” Long may it do so ! John Wilson Co-Owner , Corinthia
Whales at risk
That was a lovely editorial on whales in their natural environment in your February/March issue.
You may be interested in the involvement of one of Ireland’s leading international sailors, Damian Foxall, in a campaign in regard to this. As the number of ocean yacht races increases, he is running a campaign to help scientists to better understand areas of the world’s oceans where marine mammals are at risk of being struck by boats. Increasingly during these races there have been reports of yachts striking unidentified objects. “Currently the database for marine mammal
Each month our letter of the month will be sent a bottle of de Bleuchamp Champagne
strikes is very sparse,” he says. “We want to assemble reports of boats striking them. If everyone co-operates it will help plan future racing safely.” If you can help Damian’s campaign email him at: email@example.com. And my own experience 'Making Ocean Racing Safer – for Sailors - and Whales' podcast and my radio programme, This Island Nation, refers.
Maritime House,Basin Road North, Hove, East Sussex BN41 1WR firstname.lastname@example.org Editor Dan Houston email@example.com +44 (0)7747 612614 Art Editor Stephen Philp Sub Editor Peter Willis firstname.lastname@example.org Contributing editor Guy Venables email@example.com Columnists Andrew Bray, Federico Nardi Clubs and events liaison Oliver Houston firstname.lastname@example.org Advertising Ann Ahmad +44 (0)1273 711555 Catherine Jackson email@example.com +44 (0)7495 404461 Admin Evie Farrelly firstname.lastname@example.org Publishing director John Clarke Chairman David Walker Classic Sailor Ltd Published monthly-ish: ISSN 2059-0423 Subscriptions See our latest deal at classicsailor.com or call: + 44(0)1273 420730
Tom MacSweeney, Deputy Editor Marine Times, Ireland CLASSIC SAILOR 15
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email@example.com firstname.lastname@example.org linkedin.com/uk/dwbltd linkedin.com/uk/dwbltd twitter: @devonwoodenboat twitter: @devonwoodenboat w w .wd. ed ve ov no w nw od e nb bo oa at st s. c. co o. u . ukk ww ood en
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Fri 16th - Sun 18th June demonstrations practical demonstrations in in working working boatyards practical boatyards and and includes around a 100 hours of preliminary study includes around a 100 hours of preliminary study andfollow followup up support. support. and Successful candidates are eligible eligible to Successful candidates are to become become graduatemembers members of of the the Yacht Yacht Designers graduate Designers and and Surveyors Association which is the UK’s leading Surveyors Association which is the UK’s leading professional surveyor’s surveyor’s organisation. organisation. There professional There is is also a shorter one week course in wooden boat A afun-filled ofinclassic also shorter oneweekend week course woodensailing boat surveying which weekend starts on 23of May 2016. sailing A fun-filled classic
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Solent Sunbeam Racing
From Itchenor in beautiful Chichester Harbour Sheltered moorings with Club ferry service Weekend and Thursday evening racing/suppers and in Cowes Week Take lunch or tea on the Club lawn overlooking Chichester Harbour Informal suppers and formal dinners in the Club buttery/restaurant. Overnight accommodation is available by reservation
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Sail and race a Sunbeam at Itchenor
Have you seen the Classic Sailor website? Please visit us at www.classicsailor.com and subscribe to our newsletter for the latest news and events, special subscriber offers and a growing list of free articles on all aspects of sailing for you to download. The improved Go To guide has a now powerful search Photo Beken facility to help you ﬁnd the best craftsmen and services.
Easy access from A3, M27, A27 Come for a trial sail. Enjoy the Sunbeam Experience. www.solentsunbeam.co.uk Tel: 07836 768225 Ask about crewing vacancies and opportunities to join the Solent Sunbeams.
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Classic Coast Classic Coast
Smylie’s boats Smylie’s boats Itchen Ferries Sgoth Niseach
s he gazed at a map of Britain the bored schoolboy could imagine a kind of seated, turbanned figure looking west about to draw on a poster – Ireland. We could even see that he was holding a pen, with his thumb cocked over it, in contemplation. Well if the thumb is Anglesey, then the poised pen is By time readpeninsula. this, the very thethe Llŷn (oryou Lleyn) realAnd possibility of athis imposing if he had detailed map the structure intorealise the seathat a boy could,tumbling at a squint, may been at least for drophave of ink wasaverted, geologically falling another from thewinter. nib of Unusually said pen... severe And that south-easterly storms have pushed was Bardsey Island. coastal theof Suff olkworld coast’to s This erosion is a greatonpart the Orford within few explore,Ness and to if you areaafl oatfeet there of lighthouse’ s foundations, arethe some great little anchorages and members the yourself Orfordness where you canoftuck Lighthouse Trust have been away from the weather. Theworking Llŷn fl at out to extends install ‘soft defences’ – peninsula some 30 miles bags shingle in rugged sausages fromof NE to SWwrapped out of the of high-performance beauty of Snowdoniageo-textile with the bonding – tocity keep sea at bayat(see picturesque ofthe Caernarfon its orfordnesslighthouse.co.uk). (north landward) Anglesey end and The 98ft lighthouse was built Porthmadog to the south. in Anchored 1792 and decommissioned in Tremadog Bayby Trinity 2013, in viewHilaire of waitingHouse to enterinPorthmadog the threat from encroaching sea. Belloc wrote: “Th ere is no corner It already attempt ofhas Europe, notsurvived even thean splendid by the National Trust, which amphitheatre standing in tiersowns of high the Ness, to impose a policy of ‘controlled ruination’ (ie let it fall down). The Lighthouse Trust aims to keep it standing, and open to visitors, ‘for as long as possible’. Visiting, on open days only, involves a short ferry trip and a 40-minute walk, each way, across the Ness. Dates for 2016 are still to be announced, and are dependent on the continuing stability and safety of the structure and its surrounds.
Alpine wall around Udine, which so moves me with the awe and majesty of great things as does this mass of the northern Welsh Mountains seen from this corner of their silent sea.” The Llŷn or Lleyn is green and unspoilt with several mountains of its own, the largest of which is Yr Eifl 1,841ft (561m) overlooking the north coast. On the south side is a classic is Orford the onlyNess portitself of Pwllheli, though example an ever-changing there areofanchorages at Llanbedrog, coastline. long, spit of shelteredTh byecliff s toshift theing west and land thatinto separates the (a River Ore a river Abersoch shallow from the sea is well quitesheltered capable of harbour) also from closing thewinds river’satmouth and forcing westerly this northern end aofbreakthrough higher up, where the Cardigan Bay. river’s alternative name is the Alde. There is also an anchorage at It’s mecca(if foryou connoisseurs bleak, Bardsey can handleofthe exposed (and WWII swells inseascapes a bit of weather), and military detritus onin Havergate two further nicks the northern Island). boat, is carefully coast atAccess, the oldby fishing village of restricted by the(Morfa National Trust.where Porthdinllaen Nefyn) A Tŷ good everyday on the Coch Inn isalternative a gastro pub... the mainland the equally andnearby then there’s old is Trefor’s Pier – bleak stony known as Shingle though thisbeach is shallow. Street. Relevant charts are Imray’s 2700 Orford three pubs, North andvillage West has Wales Chart Atlas, including JollyCraft Sailor5609 down Admiraltythe Small folios and by the harbour; excellent fish Reeds Almanac.anYou can find Hilaire restaurant, the Butley of the Orford Nona (1925) at Belloc’s Cruise Oysterage, and the fine Pump Street abebooks.co.uk bakery. Peter Willis
Yr Eiﬂ’s western shoulder cascades down Thetospiral staircase at Orfordness the sea above Trefor halfway down the Lighthouse be Lleyn climbed northern may coaststill of the Peninsular by visitors
owned oncebearded and haveViking fond memories of her beached ouan canItchen easilyFerry imagine warrior-like invaders, alongside the old Supermarine shed at Woolston, thesuch riveras the adorned in their horned helmets, arriving across in boats Itchen Niseach she was called though shePort wasofnoNess fromSgoth Southampton. Niseach.Pal To of explain: (Gaelic) is the pal ofwhich the new they werevery building at the time. Weisland – me of andLewis, my liesbridge almost at the top (north) of the Pal that isa –conglomeration were the first ones crash villages. into one of the support pillars. and is actually of to sixteen Sgoth translates was mostly to two facts: that the sails didn’t really fit the literallyThtois‘skiff ’. Ness down skiff then. boat andopen the Stuart-Turner engine and neverrigged startedwith throughout my time These were boats, clinker-built very square with the which boat. Itdid was,almost though, a great learning experience ‘why not to buyin lugsails resemble square-sails. They on were somewhere athe boat’ . I often wonder whaton happened her. 21-foot, keel and therefore region of 32 feet long a much to shorter, Wonderlong was,overhangs in fact, a fiaft ne example of anstems, Itchenand, Ferry. the great exhibited and curved as Built such,bywere the Wonder, SU120, has been lovingly and sails Dan Hatcher in 1860, largest of Britain’s traditional beach boats. They had torestored be beached for from Faversham. I remember seeingthan her a few years back during the Swaleit. the harbour at Ness is little more beach with a wall protecting Barge Daniel G Hatcher, as King Dan tonot histhat contemporaries, SiltingMatch. was a constant problemknown there. Still is really; many craft was a very successful builder yachts at his Belvedere yard between 1845 venture this far north these of days. and andtook thus part his working boats were equally renowned for their speed. Th1880 e boats Wonderfiwas necessarily his fastest, but speedy she was. Not that in the deep-sea shery Thethey rootssailed (and name) where of these came from off shorecraft to long-line the ling smalland fishing for cod.village They of Itchenexcellent Ferry lying on the were sailing river Itchen the eighteenth craft with aninability to century. sprit-rigged sail well Small close-hauled. clinker-boats worked Surprisingly, there off the beach,237 fishing out as far as were of these the Isle of Wight. Their size craft registered grew as they trawled further between 1868 away1901. from Th their and e base. Consequently they adopted fi shermen were the gaff rigcroft as many working generally fellows did. tenants whoThe boats were three-quarter decked with alarger vessels although the 1883 Napier Report couldn’t afford to operate small cuddythat with twoshould berths,have boats up to 60 feet long even if there were suggested they a cupboard stove to Which just goes to show that these crofters no harboursand to coal house them. while have away had the hours when must the sea in their blood. Proper deep sea fishers and sailors not fiwere: shing. some Gaff-rigged they say amongst the very best of seamen. with a long-boom John MacLeod over was athe boatbuilder who gave evidence to the Napier stern and two headsails, Commission that he could build six or seven sgoths a year at a cost of £30 some were as long as 30ft in the boats were bought by the curers and leased each. The custom was that length. of the catch to the fiMuch shemen at £10 a year for 3 years. If they paid this off, then the was shrimps and Another oysters and boat was theirs. £12 bought them sails and enough fishing gear. they home to land. Thraced e sgoths were simply not suited to motorisation because of the shape In 1872, to the firaking shing registers, there were of the sternaccording with its heavily sternpost. Thus the570 erasecond-class of the local boats working the Solent and another 61 in Poole wherejust theone boats were fi shing, and indeed boatbuilding, finished although original similar. ThJubilee e design was widespread around Southampton and the , SY233, built in 1935 as the last vessel,Water was rebuilt remains. Solent– referred to as Hythe fishing Other MacLeod, well-known An Sulaire , was built by cutters. John Murdo in 2010.some One being replica, builders were Alfred Payne Fay,, both of Northam, and Lukes,Smith whosein Jubilee and his apprentice Angus grandson of the builder ofand moved to Hamble. They yard was same spotsail as I alongside kept Pal before 1995, andabout todaytheboth boats eachhe other as part of various were mostly worked by fishermen crewed for thethese yacht-racing fraternity local festivals. However you lookwho at them, though, boats and their during the regattahave season, andinthe fishermen toothose racedfrom aboard their own craft. Viking heritage more common with Shetland than Freda, CS110, Black Bess , CS32, Itchen Ferries have been survivors: those from the nearest point on the mainland which from Lewis is, I Nellie, SU71, butReidh see www.itchenferry.org believe, Rubha in Wester Ross. for more as they adapted to engine power quite well and others lurk in way-out places. One day I’ll ask them if anyone knows whatever happened to my Pal of Itchen.
John MacLeod could build six or seven sgoths a The at roots (and name) ofThe these craft came year a cost of £30 each. boats were leased from small at village Itchen Ferry, lying to the the ﬁshermen £10 aof year for three years. If on the river theboat eighteenth they paid thisItchen off theninthe was theirscentury. CLASSIC SAILOR 17 CLASSIC
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Signals: Two largish yachts are dismasted in appalling weather conditions. One can carry on jury-rigged but for the other it’s a total loss as her crew are taken off and she has to be scuttled by the Royal Navy. By Iain McAllister
Ultimate Atlantic Challenge
Jury rigging in the Vendée
emember when supermarket shelves were bare of Spanish fruit and veg earlier this year, and it snowed on Mallorca? It was as a consequence of that unusually low-latitude stormy winter weather that two ocean-going yachts found themselves in severe difficulty approximately 500 miles west of Iberia. What happened next – a fascinating paradox of modern yachting – was as different as the circumstances that found them in the same part
of the ocean in February. Most temperate zone leisure sailors wouldn’t fancy the North Atlantic so early in the year. But while modern technology allows armchair sailors to undertake fireside virtual voyages in the depths of winter – more than 450,000 of them took part in the 201617 Virtual Vendée Globe for instance – for some the reality is that they must be there. In early February 2017, being there became as bad as it could get as the crew of two 60ft yachts found to their cost:
dismasted in confused seas within approximately 24 hours of each other. Conrad Colman aboard the IMOCA 60 Foresight Natural Energy was approaching the home straight of a single-handed 27,000 mile Vendée Globe non-stop circumnavigation which had hardly gone smoothly; he’d had to extinguish a serious fire, and had fallen overboard in the southern ocean – he revealed only after the finish. Colman didn’t have much choice about where he found himself.
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The Royal Navy’s HMS Dragon came to the rescue of the dismasted Clyde Challenger, but had to scuttle her when the crew had been taken to safety
Meanwhile veteran of four Clipper Race circumnavigations, the Clipper 60 Clyde Challenger (ex Glasgow, ex Chrysolite), had set sail from Horta, Azores, on 5 February crewed by her skipper, mate and a charter party of twelve on the final leg of an advertised ‘Ultimate Atlantic Challenge’ passage from the Caribbean home to Scotland. A very high, blocking anti-cyclone, stationary over Scandinavia, diverted the jet stream to unusually low latitudes, and some of the deepest depressions ever recorded rapidly accelerating their way across the Atlantic, but being forced into either turning sharp north or south by the strength of the blocking high, were all combining to create some fierce conditions; the ingredients for the creation of ‘ rogue waves’ were perhaps all in place. Certainly both yachts found themselves in deep trouble between 9 and 10 February: mastless in appalling seas.
Colman is perhaps one of extreme ocean racing’s most erudite communicators. His on board blog description of the creation of possibly the finest jury rig ever seen is well worth reading. The fact that he then experienced only ghosting conditions to the finish – well you couldn’t make it up. For the skipper, mate and guests aboard Clyde Challenger, the possibilities of rigging a jury rig was not an option. The mast and spars of a Clipper 60 are not the ultralightweights of an IMOCA 60, with the chance of severe hull damage from alongside spars very real. And the skipper had his responsibilities to his charter party to think about. They called for help, which eventually arrived in spectacular fashion in the form of ship’s boats from the Royal Navy’s Type 45 destroyer HMS Dragon. With crew and guests taken to safety the Clyde Challenger was scuttled to keep seaways clear. It was indeed her ultimate Atlantic challenge.
Certainly both yachts found themselves in deep trouble, in appalling seas
In a superb feat of seamanship Conrad Colman jury-rigged his stricken vessel and carried on racing in the Vendée
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Come Sail with Me Vigilance of Brixham
Vigilance was built in 1926, the last sailing trawler to be built at Uphams Yard, Brixham. She is 78 foot long and weighs 95 tons. Registered as a National Historic Ship, Vigilance is part of the UK Historic Fleet.
Vigilance is fully certified by the Maritime and Coastguard Agency and has berths for 12 passengers. We provide day sailings or longer Charters from Easter to October and attend rallies and festivals along the South Coast, the Channel Islands or France.
Sail with our experienced Skippers and Crew and try your hand at steering, hoisting the sails or just sit back and keep watch for dolphins!
Prices start from only £25 per adult (£12.50 for children) for 3 hours. New crew members and helpers are always welcome - no previous experience required, training is provided! We are all volunteers, dedicated to the preservation of Brixham’s sailing trawler heritage. We are supported by “The Friends of The Vigilance” Reg. Charity number: 1168570
As seen on BBC TV’s “The Coroner”! We are supported by “Friends of The Vigilance” Reg. Charity number: 1168570
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Andrew Bray “She’s a bit down by the stern” is the effect of seemingly unavoidable ‘stuff’ on the ability of a boat to float to her lines
essentials there will still be water and fuel cans, an outboard, inflatable, liferaft, kedge and warp, many, many other warps and lines, fenders and a spare gas bottle, not to mention oars, deck scrubbers and boathooks, buckets and funnels. All I can do is to wish you luck in your quest and hope that – unlike on one boat I owned, where the designer or builder, or both, had decided that all of the heavy items of installed equipment, bat-
The designer or builder or both had decided that all of the heavy items should be on the same side of the boat
teries, galley, heads and so on should all be on the same side of the boat – yours floats level before you start piling on the gear. Today’s boats are largely – and there are notable exceptions – designed on computers with sophisticated CAD programs so the matter of calculating the waterline comes down to pressing a few buttons. I simplify things but the fact is that when a new boat pops out of her mould, is fitted out and launched she will float to those designed lines. It was not always so. One of the world’s finest builders of cruising yachts, a UK south coast yard, is reputed to have launched their boats the day before the formal launch to see how she floated, marked off the waterline before lifting her out and painting on the boot topping. The new owner would be suitably impressed. Until, that is, he started loading on all of his “stuff ”.
s the owner of any boat, ancient, classic or modern, will tell you, although she might lie perfectly to her marks when first launched, by the time lockers and tanks have been filled it can be a very different story, especially with fine ended boats. “She’s a bit down by the stern,” they might comment, ruefully reflecting on every boat’s garage or garden shed, its cockpit lockers. But where else do you put the liferaft, inflatable, kedge, kedge warp, endless lengths of line and warp, fenders, fuel cans and gas bottles? Where indeed? If you are wealthy enough to own the sort of mega yacht where you can drive your Roller on board it’s unlikely that her trim will be much affected, although, and I am ready to be proved wrong, there are probably not many of those amongst CS readers. Their additional ballast is more likely to be in the form of outdated copies of Reeds, an ex-Army bearing compass, an almighty, rusting Fisherman anchor ‘just in case’ along with many fathoms of one-inch cable and dozens of rusty, tinned food cans, the evidence of whose contents have long ago bunged up the bilge pump. The purist will tell you to “keep her light at the ends” in order to reduce pitching moment, and keeping weight amidships will also help with stability. There are, however, many leagues between the ideal and the actual. That 10-foot, solid pitch-pine bowsprit along with its cranse iron, bobstay and martingale accoutrements will add a pound or two, as will the 60lb Admiralty Pattern anchor, 50 fathoms of half-inch cable and the massive, cast-iron windlass. You should also, of course, have a kedge ready to launch at short notice, along with its own cable. And what about the cockpit lockers? You might cynically say that designers and builders, finding that they had a bit of space left at the back end of the boat, too small for the smallest pilot berth and too large for chandlery boxes and spares, put in a couple of bench seats instead. If you’ve got seats then why not box them in and if you’ve got boxes, give them lids and make lockers? The owner of a new boat will view with dismay the rank and rusty heap of ‘stuff ’ he’s removed from his old boat and is about to mar the mirror-like perfection of his new lockers. That ‘stuff ’ will mostly fall into the ‘just in case’ category, meaning that it’s never been used nor is it likely ever to be used and should really be relegated to the garden shed or garage at home where it will fight for space with all that old mahogany furniture that you are, one day, going to sell on eBay. Even if he or she is able to pare it down to the
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by Federico Nardi of Cantiere Navale dell’Argentario
The Columbia 29 S&S Design n°1508 was such a success that the builders adopted the name for themselves: over 600 were built in the 1960s
esigned by the famous Sparkman and Stephens office in 1960, the Columbia 29 was first produced in 1961 by the Glass Laminates Company of Costa Mesa, California. The model was such a success that the name Columbia was used for the company that later became known as Colombia Yachts Corporation. More than 300 yachts were built between 1961 and 1967. Soon thereafter production was transferred to Portsmouth, Virginia, on the east coast where, in 1967, the MkII was introduced. In production until 1969, the 383 MkIIs were characterized by a taller trunk cabin, giving 6ft of headroom, and the extra 1,000lbs of ballast added to the later MkIs. With her elegant lines, a good turn of speed and comfortable interiors, the Columbia 29 was originally intended for coastal cruising, but offshore passages were not uncommon. She has berths for six, with two quarter berths, a double berth in the forepeak and the port side dinette that converts into another double. The galley to starboard faces the dinette, with the enclosed head between the dinette and forepeak and a hanging locker opposite. In line with the best traditions of the period, the Columbia 29 has a fulllength keel with the propeller set on the centreline and protected by the robust rudder, in the eventuality of an inboard engine. An outboard motor version was also proposed, with the engine set in a cockpit well aft of the rudder post. The deck plan was taken directly from the wooden boats that fibreglass had displaced, with the bulwarks and cockpit elegantly capped in wood. In the USA you can find a Columbia 29 in good condition for $6,000; they can also be found in Europe for a similar price. A capacious coastal cruiser that can also handle offshore passages
TRANSLATION BY JAMES ROBINSON TAYLOR
COLUMBIA 29 LOA 28ft 6in (8.7m) LWL 22ft 6in (6.9m) Beam 8ft (2.4m) Draught 4ft (1.2m) Ballast MkI 3,120lbs Ballast MkII 4,120lbs Displmnt MkI 7,400lbs Displmnt MkII 8,400lbs Sail area: 382 sqft
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A FOLKBOAT TO FRANCE
YEARS OF THE
Folkboat Born to be all things to all sailors – fun to race, pleasant to cruise and above all affordable – the Folkboat was evolved from a distillation of design ideas to create the ideal ‘people’s boat’. That’s exactly what it still is – and there are plenty to choose from, writes William Loram
n 1942 the world was in turmoil as war raged in Europe, Russia, Africa and Asia. This was the year of the surrender of Singapore, the loss of 23 merchant ships on the Arctic Convoy PQ-17, defeat for the 8th Army at Tobruk, MacArthur retreating with US troops from the Philippines, and the Nazis and the Soviets getting stuck into the hellish battle of Stalingrad. The good news was Monty’s victory at El Alamein... and the birth of the Folkboat. That’s right. While the rest of the world was slugging it out, the fun-loving Swedes had set about bringing into the world a yacht for the ordinary man’s leisure hours. And 75 years on it is still a top boat on many different levels,
with an estimated 6,000 built in a number of different variations. And the Nordic Folkboat International Association alone has a global race fleet of over 1,500 boats. Not bad for an old lady. To be fair to the Scandinavian Sailing Association (SSA), World War Two had not really got into its stride when it published its competition in 1940 for a boat that was cheap to make, cheap to race, and seaworthy enough for family cruising on weekends and holidays. It was a popular concept, and got a popular response with 58 yacht designs submitted. The problem was the SSA could not decide on a winner. Instead they commissioned a young amateur designer, Tord Sunden, to amalgamate
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the best features of the six best designs. The result was the Nordic Folkboat, (plus a dispute over who should take credit for the design that lasted until Sunden died in 1999). The finished boat was a 25ft long-keel copper-clenched clinker yacht, relatively lightly built, but well ballasted to allow a good turn of speed, while the lines, weight distribution, construction materials and sail plan were strictly controlled to enable uniform racing. With a price tag of around ÂŁ400, the Swedish fleet got off to a running start with 65 boats sold by the SSA chairman. After the end of World War Two Denmark and Finland quickly took up the Folkboat, and the good news about this tough little pocket yacht with
The classic Folkboat look â€“ gleaming varnished planking, as supplied by Meerflair for charter in the Adriatic (above) and Karlskrona Folk Yachts in Sweden (left)
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FOLKBOATS AT 75
Nordic Folkboat LOA: 25ft 1in (7.6m) Beam: 7ft 2in (2.2m) Draught: 3ft 11in (1.2m) Sail areas: 25 sq ft (24m2)
Far Left: Tord Sunden, who co-ordinated ideas from the original Folkboat design competition Left: The original Folkboat, S1 Right: Blondie Hasler’s Jester Opposite page: Folkboat sailing on the Slovenian coast with Meerﬂair
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FOLKBOATS AT 75
Folkboats UK From strict one-designs to family runabouts, Tony Smee knows the Folkboat world inside-out
a dandy performance started to spread. The Germans may have had a people’s car with the VW Beetle, but this was a people’s yacht to get people out enjoying family racing and cruising on the water. The Nordic Folkboats were designed to be built with fir planks on oak frames, with a low coachroof over a small cabin with a couple of bunks, and open cockpit. The sail configuration is a simple fractional rig, with fore and back stay, two lower shrouds and two jumper shrouds. Despite the simplicity, the mast is easily tuned to get the most out of light airs and heavy weather. The heavy iron keel is over half the Folboat’s displacement, which makes it very stiff and an ideal sea boat.
In 1949 permission was obtained for British builders to produce carvel Folkboats, instead of clinker. To recognise the difference these carried FB on their sail instead of the Nordic Folkboat F. But it was not just the B on the sail that was the difference. British builders started fiddling with the design to give longer and higher coachroofs for better accommodation, inboard engines, and watertight bulkheads, as well as more frames, thicker planking, and a proper fo’c’s’le with heads. It has been the Folkboat’s seakeeping qualities that made it an ideal cheap yacht for long distance passages. In 1953 Harry Feltham of Portsmouth built a carvel Folkboat for Blondie Hasler, which
ony Smee, who owns and runs Folkboats UK knows a thing or two about Folkboats. After all he has got three of his own, as well as the business of being chandler in chief to the UK Folkboat community. He has a Nordic, a British, and a Varne Folkboat, and so can appreciated all angles of sailing as well as supply the necessaries for these small yachts with a big performance. Most of his work involves the strict one-design fleet of Nordic Folkboats, with the biggest UK fleet sailing out of nearby Lymington. “People ask me if they are racy boats, and I have to say it is not. It is in a very different league to the Dragon and the Etchell. But because of the strict class rules it is quite nice because it is not cheque-book sailing,” he says. But they are also a lovely sea boat, because as the keel is just over a tonne in weight, and with the long, narrow hull, she just slices through the seas. The delight of the Folkboat is not only its seakeeping qualities, but on the whole the people who come to the class. This ranges from the top class businessman who wants to have a second boat that he can just jump in and race around the cans without the hassle of large crews, to those who are relatively new to sailing, or ex-dinghy sailors, or those wanting a safe boat for a young family. “It can handle like a dinghy because it is so simple,” he says. But problems can come when people buy a project – often on eBay - and then discover that they need to spend more time and money than they budgeted for. When that happens Tony is often contacted when to pick up the pieces, and then if it is a wooden boat, the bow section becomes a garden feature, and the rest is salvaged for parts. Tony says the wooden Folkboats probably had their day in the 1970s in the UK, when a lot of yards would use them to train their apprentices, as the construction involved everything that was needed on a larger design, but was all much reduced in materials needed. The GRP Folkboats had their day later – 2005-8 when a new Nordic would cost £28k. With a new Folkboat being a victim to disadvantageous exchange rates at the moment, the £60k price tag is a bit steep, away from its origins as a cheap family cruising boat. So the business is focused on servicing and selling the existing UK fleet.
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Racing in the Solent David Fox chose a Folkboat ‘for its seakindliness and safety in the short sharp seas of the Solent’
he Royal Solent Yacht Club in Yarmouth, near the Needles end of the Isle of Wight has been hosting Folkboat events for quite a while now. The club website says for over 40 years, but it has been hosting Folkboat Week in August since 1966 when Cowes Week refused a class start for lack of numbers, my maths puts that at nearer 50 years. But the point is that the Yarmouth regatta has never been short of numbers. The club has a fleet of 12 Nordic Folkboats, but only half of those can be relied on for regular participation in the full racing season – usually because owners do not live on the island, and so it is not so easy to participate, but they will all turn up for Folkboat Week and the big events. The ages of the boats range from the oldest at 36 years to the newest out of the mould in 2006, but according to David Fox, owner of FB 685 Bossa Nova, the age does not matter. And the owner’s age does not seem to matter either, but is generally 55 up, with people who have done the whole progression from dinghies into racy yachts, and family yachts, and the Folkboat seems to be the perfect boat for active over 50s. “The attraction is that the racing is a short sharp burst, where you know that even if you are going to get a bit wet and uncomfortable in the process, three hours after leaving the moorings you will always be back, and in the bar,” David says. At 71 he is not exactly slowing down. Having retired to the Isle of Wight, he joined the Royal Solent and bought a Folkboat eight years ago. As well as racing in the RSYC fleet, the more enthusiastic members also race on a Wednesday with the Royal Lymington fleet, which can boast 30 boats. He admits to two main reasons why he chose a Folkboat. Firstly, he was very aware of its seakindliness; and then when he first sailed one at the Royal Solent the boat just felt safe in the short sharp seas of the Solent. “And the other factor is that you cannot throw lots of money to win, and an old boat is as good as the newest in the fleet,” he says, adding that apart from new sails there is no other factor that can affect the chance of winning apart from the ability and experience of the helm and crew.
was to become famous as Jester with her junk rig, coming second in the first OSTAR Transatlantic race in 1960, following Francis Chichester in Gypsy Moth II into New York. And Jester continued to compete in the Transatlantic Race until 2000, despite the original sinking in the 1988 race, and a replacement having to be built. The Folkboat’s simplicity and stability – and its comparative low cost – made it a firm favourite for long-distance cruising, including a circumnavigation, a passage from the UK to New Zealand via the Panama Canal in 1962/3, and the first British woman to sail singlehanded from Britain to Russia in the 1960s, while another intrepid woman,
Sharon Sites Adams, sailed her Folkboat from California to Hawaii in 1965. More recently young boatbuilder Leo Goolden sailed his self-restored 1947 Swedish Folkboat Lorema from Cornwall to Antigua, and picked up a clutch of prizes including a first in class at Antigua Classic Week in 2015. In the 1960s the Soviets got in on the Folkboat action, not as a boat for the comrades, but to earn hard currency to pay for essential imports to prop up Communist planned economies. So East Germany, Hungary and Poland undercut British and Scandinavian boatbuilders, while giving a bit more comfort. And in 1966 in an official evolution of the original design Tord Sunden designed the International
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Folkboat, or officially IF, which was carvel rather than clinker, and had more space in the cabin for more cruising comfort. In 1965 Jeremy Rogers and his customer and Folkboat owner David Sadler created the Contessa 26, a very successful derivative, which he lengthened for the iconic Contessa 32. But it was not until 1977 that the carefully weighed and replicated GRP Nordic Folkboat, taken from a plug of a successful Gold Cup winner, was allowed to race against the existing wooden fleet. The Danish Folkboat Association had taken the move to counter the rising costs of wooden boats, and keep costs low, and in doing so kept the Nordic Folkboat as a competitive one-design fleet. And there is
no doubting the performance capabilities of this small yacht, with it dominating the leader board with the most wins for the Round the Island Race – the earliest in 1948, the latest in 1999, not to mention three wins by Jeremy Rogers in his Contessa 26 Rosina of Beaulieu. To put it simply, the Folkboat touches all bases. It can provide close and competitive racing without the need to break the bank. If it is cruising that floats your boat, then cramped accommodation can be augmented with a boom tent as you explore creeks and estuaries. And small can be beautiful for young families. And then if you want to engage in a bit of mindfulness-spiced optimism and take on a wooden project, there are plenty of interesting
Above and opposite: keen racing at the Royal Solent YC’s Folkboat Week; photos by Peter Spink
boats with long histories waiting to be given new life, that will keep the stresses and strains of wired modern life at bay, and your wallet and carpentry skills constantly engaged. With three Folkboats on the UK Folkboat Association website (www.folkboats.com ) for sale at £5,000 or under, it is probably one of the best value classes available, and still as relevant today as it was in 1942. And if you would like to sample Folkboat sailing, there is the genuine Swedish experience from Karlskrona Folk Yachts, www. kf-yachts.se, or for Folkboats in the Adriatic contact Meerflair, https://meerflair.at/en/classic-yachts/folkboats based on the Slovenian coast at Izola. CLASSIC SAILOR
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The Folkboat that came in from the cold The author’s own Folkboat restoration project was a dream of an idyllic childhood made real... eventually
Top: William Loram sitting pretty aboard his “Commie’ Folkboat. Far left, upper: The mess before stripping back – the paint was crazed with bare patches. Far left, lower: Stripped back and ready for a good soaking of eight coats of varnish in various states of dilution. Left: a wooden Folkboat stripped back ready for repainting at Folkboats UK, Lymington.
fter nearly a decade of looking for an appropriate family yacht to brave the Bristol Channel and explore the coastlines of West Wales and Devon, I finally stumbled upon something that fitted the bill. Having been brought up on the East Coast with family holidays of six of us stuffed into a 26ft 6in gaff cutter – the last wooden boat built at Woodham Ferrers – I wanted to recreate some of that warmth of rose-tinted childhood. And a 1964 mahogany on oak Folkboat built in Communist East Berlin was the answer to my dreams – sort of. As a former cosy live-aboard there were a host of added extras that ticked my wife’s list of things she would like on a boat – like fridge, heater, hi-fi system, sprayhood – and despite the unexplained hole in the cabin sole, all the neglect seemed skin deep, and the cockpit had a fantastic feeling of space, while a lovely swan neck tiller added an air of impoverished elegance to this pleasing yacht that seemed to have everything – apart from a good fit out. The cosmetic faults – like the topsides paint that was peeling so badly it looked like a mouldy old rug – seemed to be easily doable, and I was looking forward to the challenge of trying to recreate that childhood wooden den of warm varnish, oil lamps and primus stove cooking. The price was very appealing as well. I paid £1,500 in two instalments to the owner, who had holidayed in Cornwall with no sailing experience, but had been seduced by the allure of dolphins in the bow wave, loud music through the sound system, and the thrill of a sea spray sailing. With Guiy Stannair (thought to be Manx for goshawk, but unconfirmed on Google) overstaying the initial estimate of 4 weeks in the yacht club yard for a strip back to wood and re-varnish, I sometimes felt I was spending more time talking than stripping or painting as people stopped to tell their Folkboat stories. And as the coats of varnish started to make the mahogany gleam again, I caught someone running their hand down the length of the topsides in an almost sensual manner. A word for the unwary with a project – projections on time and cost are immediately multiplied uncontrollably, so the best way to deal with it is roll with it, and enjoy the expe-
rience, while constantly looking at cheaper ways of sourcing what you need. Which led me to Folkboats UK, the base for all things Folkboat down a country lane just outside Lymington, for second sails, a new tiller and most recently a new boom that will fit the new mainsail. Potential ssues on a project Folkboat are: • Cracked or fractured frames, especially in the wineglass rear sections. • Iron or steel keel bolts can be a problem and should be checked every 10 years. • Brass screws used in a 1960s should be doubled.
• Eastern European Folkboats need to be checked that the nails fastening the planks have not rusted if the planks have opened out during a long spell ashore. • Non-stainless ferrous fastenings can generate rot in main timbers, planking or coamings. • Look out for rot if water penetrates under deck sheathings, damaging the deck and deck beams. • Floors were fastened with iron dumps, which tend to rot. As an added note, be prepared to have a good bailing arm in certain sea conditions if the cockpit is not self-draining.
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S&S Skylark S&S Santana LMI cares for a special group of yachts from modern racing to classic 100 year old gaffers. In between these book ends lies our forté. The compiled team is currently in hull rebuild mode with a significant refit/restoration of our third S&S, namely Santana, the once darling of Bogie and Bacall, Skylark and Dorade are successfully “off and running”. Other gems from the boards of Herreshoff, Burgess, S&S, Crane, Fife, Luders, Anker, Alden and Lawley with 12m’s, 6m’s, P’s, Q’s and S’s make their home base at LMI. Please view our website galleries for snapshots of what and how we do it.
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The Atalanta’s unconventional a
It’s light, safe, fun to race and cruise... and hot-moulded. Meet the distinctively innovative, ‘outside-the-box’ Atalanta By Dinah and Trevor Thompson
ust imagine a boat that is seaworthy, sails well and can hold her own when raced, self-rights if knocked down, is built with cutting-edge technology, where the solutions to problems have been solved at the design stage, and which offers affordable accommodation for the average family, is light enough to be towed home at the end of the season, and held in great affection by owners. You might think that such a paragon does not exist, but think again. Sixty years ago state of the art cruising boats were being built on the Hamble by a factory that had made aircraft during the Second World War. The end of the war meant there was less demand for the Fairey Swordfish Wings, the Hengist and Horsa gliders, the Fulmar the Mosquito, so how could the Fairey Aviation Company diversify? The company founder and keen yachtsman Sir Richard Fairey realised that there was a potential demand for affordable sailing boats, and the factory, located on the
Hamble waterfront, provided the ideal site for a boatbuilding company. Fairey Marine was born. The aviation expertise and equipment were redirected into the construction of dinghies, cruising yachts and powerboats, such as the Firefly, Atalanta and Fairey Huntsman. So what is special about an Atalanta? As a sailing cruiser it is revolutionary in that it behaves like a racing dinghy, with often exhilarating performance. Off the wind Atalantas can and have been made to plane, although few owners have the sailing skills (or nerve) of Uffa Fox. The Atalanta is lightweight, yet strong. She is seaworthy, with thought given to the crew’s safety when carrying out tasks such as sail changes. Her full bow gives buoyancy when riding the waves, and she is self-righting. There are number of interesting design features, such as the keels. The Atalanta has an unusual keel arrangement with two narrow and deep cast iron keels mounted side by side, which retract into housings either
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THE STORY OF THE ATALANTA
al aviation-inspired approach
side of the cockpit, and don’t interfere with the accommodation or foot room in the cockpit. With the keels down the Atalanta draws 5ft 10in and is fully self-righting, whilst with the keels raised she is self righting to 90°. When the keels are fully raised she draws a mere 18in and can creep into the shallowest creeks, where she can safely dry out (although with the proviso that you have chosen an area free of obstructions or rocks). The keels are not like ordinary centreboards but are clamped in position. To lift or lower the keels the clamps have to be released, the keel wound up or down and then re-clamped securely in the desired position. The screw mechanism for raising and lowering the keels is easy to operate, so easy in fact that, to quote the 1950s advertising, “it can be raised by a girl”! The keels don’t flop around when sailing or fall out if the vessel capsizes. However should you hit an obstruction or run aground the keels will kick up.
The rudder arrangement is also unusual. The aluminium rudder stock mounted on the transom, with a 12mm thick alloy dinghy style pivoting blade, is connected to a short tiller which passes through the transom into the aft cabin. From here steering wires pass through pulleys to a vertical tiller
The twin keels are not like ordinary centreboards – they “can be raised by a girl” said the 1950s advertisements (correctly termed a whip staff ) mounted at the rear of the cockpit. The 4’ long rudder blade can be lifted and lowered from the tiller position. Unlike a conventional sailing cruiser the sails can be handled from the safety of the hatch ways. Standing in the main hatch you
can reach the winches and roller reefing mechanism at the foot of the mast, whilst standing in the fo’c’s’le, with the forehatch at waist level, you can handle foresails, ropes, and the anchor. It is particularly important to realise that you don’t work the foredeck from on the foredeck, but from the within the safety of the fo’c’s’le, with only half of you sticking out of the forehatch. The Atalanta 26 is small enough to be sailed single handed, yet large enough to take a family to sea. It has an aft cabin with two full-length berths and a further four people can sleep in the main cabin. Atalantas, while small by modern standards, make comfortable if cosy family cruisers, and the aft cabin is an ideal den for children (or a refuge for parents). Over the decades many families have introduced their children to cruising in an Atalanta. Atalanta owners often say that strangers will approach them when they are tied up alongside a harbour wall to tell them that they sailed in an Atalanta when a child.
Atalanta lines: Fairey Marine’s background in building aircraft meant detailed engineering drawings were produced
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Top: Fairey’s autoclave, where the hot-moulding took place; above: keels lowered and partly raised
Interestingly Atalanta owners tend to hang onto their boats, and they are often passed down through the generations. One Atalanta owner for instance owned his boat from new, continued to sail her into his nineties, and only as he became a little unsteady on his feet passed his beloved boat onto his nephew, who continues to care for her. As a result of this emotional connection with the boats few change hands, and then often only reluctantly because the owner feels that they are getting too old to sail. The Atalanta is a natural trailer sailer. Because of its lightweight construction (the hull consists of five layers of 2.2mm agba veneer and the boat only weighs two tons) and its shallow draught the Atalanta sits low on a four wheel trailer and is readily and legally towed by a modern 4x4. Many owners take advantage of this virtue to tow their vessels home at the end of the season. A number of Atalantas are regularly trailed to new cruising grounds at home and abroad. En route
the Atalanta becomes a comfortable caravan for the journey. For instance over the past 20 years we have regularly trailed our Fairey Titania (an Atalanta variant) from Pembroke- shire, across the Alps to northern Italy so that we can cruise the Adriatic.
Lightweight and strong craft constructed from veneers, totally different from the heavy planked craft built at the time Atalantas are equipped with three strong lifting points fitted at the build stage inside the boat. This means that the boat can be lifted by any suitable crane in and out of the water. Some owners still have the special three legged strops and continue to use this system. As another example of its maker’s forward thinking, in the 1960s Fairey
Marine offered owners a store ashore and launch on request facility, a bit like the current dry stack system, but without stacking the boats. The company had a special tractor and launching trolleys for this operation. They also offered a service where owners’ boats were loaded onto railway trucks, transported across France and launched in the Mediterranean for the summer, and then brought back home at the end of the season. The Atalanta, Albacore and Firefly are all lightweight and strong craft constructed from veneers, totally different from the heavy planked sailing craft being built at the time. So how did the concept of creating this lightweight cruising boat arise? Besides Sir Richard Fairey, the visionaries were Uffa Fox, Alan Vines and Charles Currey. Uffa Fox came up with the design of the Firefly (the first planing dinghy) on which the Atalanta is based; Alan Vines suggested a lightweight family cruiser; and Charles Currey, an Olympic yachtsman, proved
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THE STORY OF THE ATALANTA
Colchide, the DIY Atalanta The kit for Atalanta A89 Colchide was bought from Fairey by Bernard Upton in 1958, for £2,800. Bernard assembled it over the next three years, stiffening the hull with extra stringers and sheathing it with Marglass. He joined the Atalanta Owners’ Association in 1959, but Colchide spent two years in a Chelsea basement, before being sent back to Fairey to be completed and have an engine fitted. Bernard and
the Atalanta’s capabilities and was Fairey Marine’s Sales Director. As they say, necessity is the mother of invention. Alan Vines had a Firefly dinghy, which he used to sail across the Solent to
his wife Marie-Louise then sent her by road to Antibes, where they eventually tracked her down, attached by one strand of thin rope to an offshore buoy. Later they moved to Switzerland and sailed her regularly on Lake Geneva fro nearly 40 years, often joined by family members including his nephew Richard James. In 2013, Bernard, aged 94, bequeathed Colchide to Richard, who now sails her out of Suffolk Yacht Harbour.
join his family on holiday on the Isle of Wight. His family wanted to sail with him, but a 12ft Firefly doesn’t have room for three growing girls! He asked Uffa Fox to design a boat, which had the sailing performance of
a Firefly, yet was safe and roomy. The boat Uffa created was 24ft and was named Sujanwiz, after Susan, Jane and Wiz, Alan Vines’ daughters. The unusual features of this boat, based on a butchered Albacore mould, were a covered foredeck and after deck, and hinged curved side decks which opened to form cockpit berths. Sujanwiz proved to be so successful that it led to further developments, resulting in the 24ft long prototype Atalanta. This boat, named Atalanta (A1) after Sir Richard Fairey’s wife, was launched in 1955 and is currently being restored by the Commodore of the Atalanta Owners’ Association. Atalanta was successfully sailed for a season, well and truly proving her capabilities. As a result Fairey Marine prepared the design for production, increasing the length to 26ft in the process to improve the accommodation. The aircraft design background of the company meant that a full set of engineering drawings were produced for the design and all subsequent modifications,
Left: Atalantas sit low on their four-wheel trailers and make comfortable caravans of overnight stops on the road – owners regularly take them to the Med and the Adriatic
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Right: Atalanta owners enjoy racing – there is an active owners’ association
as well as for the various components. Most of these drawings are available from the Atalanta Owners’ Association (AOA), and, supplemented by the technical knowledge the Association holds, are invaluable for restoring and maintaining these historic craft. Between 1956 and 1967 185 production Atalantas were built, and many still exist. In addition Fairey Marine produced 12 Titanias based on the Atalanta 26 hull, but with a shorter cockpit and a larger cabin. Fairey also produced over 60 Fulmars (20ft), which had a single Atalanta keel mounted on the centreline, and 12 Atalanta 31s. The Atalanta 31 was a significantly larger vessel, which fits onto the flat bed of a 4-ton truck for road transport. Many of the boats produced were exported, and there are still Atalantas sailing in the USA, Canada, New Zealand, and Europe. Fairey Marine ceased trading in 1973. The Atalanta has always been renowned for its seaworthiness, with at least two having successfully crossed the Atlantic and
another having participated in the Round Britain Race. Many of the early AOA Bulletins mention offshore passages in strong winds, some using the storm jib and trysail which Fairey provided as optional extras.
A148 Sherpa competed in the 1974 Round Britain Race and A146 Bluff competed in the 1976 OSTAR. In both cases the courses were completed safely, despite gear failures, and the boats didn’t come in last!
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THE STORY OF THE ATALANTA
In 1975 A115 Sabrina of Croyde crossed the Atlantic, cruising from Appledore via the Azores to Bermuda, before encountering hurricane Blanche. Sabrina of Croyde eventually reached North Carolina safely, despite horrendous winds and seas. Owners of Atalantas have always trailed them to summer cruising grounds. In 1961 A92 Sea Major was trailed to Cannes in the South of France for a family summer holiday behind a Jaguar saloon as described in the AOA Bulletin 1961/1962. In 1970 A141 Rakia was trailed to Rijeka (Yugoslavia) behind a series 1 Land Rover for an extended summer cruise, with the crew enjoying the views from the cockpit as they crossed the Alps! More recently A119 Walrus was trailed to Mali Lošinj, Croatia, for a summer holiday, and has been regularly sailed there for the last few years. Our own boat T10 Calista has been a frequent visitor to the Adriatic over the last 20 years, exploring the harbours, islands and
anchorages of Italy, Slovenia, Croatia and Montenegro. Most owners of these boats are members of the Atalanta Owners Association, which provides support in a number of ways. There is the social side, with an annual AGM and lunch meeting, and an annual race, as well
... trailed to Rijeka,Yugoslavia, with the crew enjoying the views from the cockpit as they crossed the Alps as other occasional meetings during the year. The AOA runs a recently relaunched website, which provides technical information and photographs, and online support to anyone interested in the boats. The website also allows members to download copies of drawings, technical booklets and past bulletins, without charge. Sixty years of annual
bulletins provide a unique sailing record! In addition the website lists boats looking for new owners. While these boats were lightly built they have survived the years since they were first built reasonably well. The hot moulding process produced a strong shell, which survives as long as it is properly maintained. Even serious damage can be repaired using agba veneer (2.5mm thick) which is still available from Robbins Timber of Bristol, and epoxy glues. It is important to stress that proper repairs are straightforward, and far superior to misguided attempts to use GRP! The prototype, A1 Atalanta, currently being restored by Mike Dixon, as reported in Classic Sailor 14 was in a very poor condition, having been abandoned at the bottom of a garden for years. Today some Atalantas are undergoing restoration, but a fair number are lovingly maintained by their owners and sailed extensively and enthusiastically. They deserve wider recognition for their qualities.
Above: The Thompsons enjoying their Titania Calista. Note (top right) the vertical ‘whip staff’ tiller and the amount of cockpit space it liberates
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AUSTRALIAN WOODEN BOAT FESTIVAL
Tasmanian transformation Feelgood and free! Clear air, great food, lovely boats. Bit remote, but that’s the price worth paying John Quirk was there and was totally seduced
here’s a reason why this is getting to be known as the Feelgood Festival, though its proper title is The MyState Australian Wooden Boat Festival. I went along to find out why… and felt good. You don’t have to be a wooden boat fanatic to enjoy this festival. Even my wife loves it. We had a week there before it started but she still didn’t want to leave. And it’s free! Firstly, it’s the setting. There are not many active harbours in the western world that have not been got at by developers and their blasted architects (Quirk is an architect himself – Ed), but Hobart still has enough unspoilt charm to provide the perfect amphitheatre and backdrop to this event. Stroll around the harbour with its brightly painted fishing fleet, down to the honey-hued stone warehouses of Salamanca Place and you get the feeling Johnny Depp and his pirate crew could be found sinking
a few schooners around the next corner. (A schooner is also an Australian beer glass.) Hobart is in the sunny rain shadow of the island. At the same latitude as south as Rome is north, cool sea breezes with warm sunshine have brought perfect weather for the last four events. Many overseas visitors are suspicious about the air over Tasmania. You can’t see it. They have the clearest air in the world because Taswegians don’t get much pollution from their upwind neighbours; they’re on Cape Horn, 7000 miles away. This is not just a collection of 450 wooden boats. It is a celebration of the boats and their island setting. Also, this biannual event is run not by civil servants or, heaven forbid, museum staff. The general manager is the ebullient and experienced Paul Cullen. He was brought up in the hospitality industry and cheffed his way around the world before falling in love with Tasmania. He has a fund of brilliant stories and a Above, from top: ‘Knit one, purl one’... two locals making a cray pot. ‘Look mum, I made it myself!’
Left: The 108ft crowd-built topsail schooner Windward Bound is serenaded by a floating Dutch organ grinder. Real multicultural culture.
wonderful Irish American accent in which to deliver them. He even ran an Antarctic base for a year. (See Cook’s Tour by Paul Cullen, Allen and Unwin 1995.) Paul has 415 dedicated volunteers to help plan and run the festival which is nobly sponsored by a local bank MyState Ltd. The capacity of the festival is limited by the harbour walls. As well as being packed with boats, the harbour is churning with events throughout the festival. There were 100 fewer vessels this year because more came over from the mainland. Bigger boats, from Western Australia and
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There are not many harbours in the western world that have not been got at by developers... this is not just a collection of 450 wooden boats. It is a celebration of the boats and their island setting
Queensland. They travelled the equivalent of an Atlantic crossing to be there. These larger entries took up more room in the harbour and disappointed the 25% who were oversubscribed on a first come, first in basis... So book early. This year promoted a Dutch theme to celebrate 375 years since Abel Tasman first came looking for a marina berth. A number of 18ft traditional tjotters were imported by container ship. Beamy, flat-bottomed and bluff-bowed, they looked as if they had sailing ability of a sliced loaf. But when they presented their gaff sloop rigs to the stiff
breeze out of the harbour their performance astounded those of us who did not know their ability. Among the wooden boats, a couple of tinnies were welcomed. James Craig is an iron-hulled barque that was rescued from a Tasmanian creek nearly 40 years ago. She had over a thousand holes in her hull and she has been fully restored by dedicated volunteers and now works for her living. While crossing Bass Straight for the festival in near gale conditions, she suffered minor rigging damage and a crew member was bounced out of her bunk and collected four
broken ribs. To put it in perspective, she is the pinnacle of Victorian iron sailing ship design, and was launched the year Churchill was born. She is a credit to all who worked on her. Compare her active life and the joy she gives with the iron schooner Result which arrived at an Irish museum in near sailing condition 45 years agoâ€Ś or Cutty Sark strung up with all the dignity of seeing your granny on a trapeze in spangled tights. The steel brigantine Young Endeavour was a generous bicentennial gift from Britain to Australia in 1988. Colin Mudie has probably designed more beautiful
The 88ft Enterprise is a replica of a schooner built in Hobart in 1829. She was one of over 300 vessels in the stunning Parade of Sail.
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AUSTRALIAN WOODEN BOAT FESTIVAL
The 1930 55ft former Danish fishing boat Yukon was bought for a case of beer while on the harbour bottom near Copenhagen by Australian shipwright David Nash. After a fiveyear refit, she now takes guests around Tasmania.
boats in his 60-year career than he has had haircuts, but some feel the stem of this one is a little er...indecisive. Tenacious is the largest wooden sailing ship afloat and is equipped so even those of limited physical ability can sail her. You can get wheelchairs aloft into the crow’s nests! You could pick from a collection of historic ships for a sail around the bay, steamers, ketches, schooners and brigantines. Help out too, if you want, or just sit back and admire the straining canvas and sip some of Tassie’s finest... The guest speakers were varied and well chosen. As well as the practical stuff, such as painting wooden boats and getting 15 years out of the finish, Lin Pardey advised on assessing the viability of a restoration and when to walk away. (Too late for many of us Lin!). Benjamin Mendlowitz showed us how he captured classic boats and their settings so beautifully and Melinda Piesse created a work of art from one of the grimmest annals of the sea. Her magnificent topsail tapestry showed some of incidents in the appalling story of the Dutch Indiaman Batavia when she was wrecked off Western Australia in 1629. Check out Melinda, and this gruesome tale on line.
We were lucky enough to be based aboard Roama for the festival, a jarrah (West Australian hardwood) cutter built in 1951, 53ft long with dusty bilges. She gave us a glorious ringside view of the Parade of Sail. Two ladies knocked on our taffrail and announced that they were sisters who had circumnavigated with
...enthusiastic transplants from the mainland with the seachanged lifesyle in which they now revelled their parents aboard her thirty years ago, travelling over 30,000 miles. Long voyages are not just for sailing boats in Australia; The immaculate 60ft motor yacht alongside us looked like freshly minted fibreglass yet her timber hull had over 300,000 miles under her keel in Pacific voyages. That’s twelve times around the World! Our skipper is also an enthusiastic cook and we luxuriated in meals of magnificent Tasmanian farm fresh veggies and perhaps
the world’s best fruit. (Last festival, we put a micrometer on a 40mm cherry.) The steaks that Qantas serve in First Class come from Cape Grim on the NW tip of Tasmania. Try one. You will see why. All were washed down with wonderful island wines, ciders and beers. Don’t get me going on their sea food and cheeses… burp... Tasmania is a foodies’ and Classic Sailor’s delight with a relaxed temperateclimate lifestyle. We met a number of enthusiastic transplants from mainland Australia who tempted us with the seachanged lifestyle in which they now revelled – many of them with a wooden boat for company, mainly in sheltered creeks rather than a marina. Paul Cullen is already planning the next festival for the weekend of February 8-11 2019. So if you have no engagements booked yet and have always wanted to see Australia, come on down. There is so much more than boats to enjoy. And when you are here at the festival, if you see Paul, hoisting a glass of something refreshing, tell him you are a Classic Sailor reader and that you have come all the way from... wherever it is… and see if he will buy you one too. And did I mention the Festival is free?
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Friday to Saturday 14,15,16th July Fawley Meadows
Now in its 38th year, the Festival returns with another impressive collection of vintage and classic boats, cars and aeroplanes! Highlights include: The exclusive Bluebird K3 • WWII Dunkirk Little Ships• WWII fast patrol boats • WWI dog fights Amphibious vehicles • Military vehicles • Over 180 traditional boats, all of which help make this the largest event of its type in Europe plus all the quintessentially English eccentricity that makes it so utterly unique!
BECOME A MEMBER !
Enjoy exclusive facilities and play your part in the future o f the 'Trad'. See details on line, or phone: 01491 571 373
www. tradboatfestival .corn
SHAN LY -GROUP-
PHYLLIS COURT I
FREE PARKING • FREE FERRY FROM HENLEY
TALL SHIP ADVENTURE
Sailing in the Land of Giants Where better to tone your muscles and enjoy a new Tall Ship experience while also visiting the Canary Islands? Guy Venables joined Eye of the Wind “I travel for travel’s sake. To come down off this feather bed of civilization.” Robert Louis Stevenson
was sitting in a ten-foot RIB with Moritz, the first mate, somewhere in the La Gomera straits when the first whale surfaced alongside us. Then they were all around us. Then they were under us, pilot whales with their young. At least ten of them. I plunged my torso in and started taking pictures with an underwater camera, watching their large shapes loom out of the blue striped water. Tenerife, below the cloud line, is almost totally treeless and the scrub-covered hills drape down from the peaks like hardened canvas. I was early so I headed to the town of Las Palmas, near the docks where I found a row of charming seafront cafés, all playing the same football match on large outdoor televisions. I sat down at a pizza joint next to some laughing Moroccan kids who were all drinking coffee and smoking strong black hashish. They teased me saying the beer I was drinking would make me fat and insisted I took photos of them. When I got to Eye of the Wind she was at the end of a commercial dock surrounded by large cruise liners. She is brig-rigged with a black steel hull, 132ft (40m) in sparred length with varnished deckhouses and teak decks. The juxtaposition of her 100-year-old lines, her ochre spars and red furled sails against these grotesque liners only made her seem all the more beautiful. She is a film star, but more about that later.
The first meeting of the guests always feels like the beginning of an Agatha Christie mystery. Strangers, yet due to a common interest, fated together, wondering how each would fare. There was Ruth and Daniel, a middle aged Swiss couple, Gabi and Rolf, honeymooning Germans and two single Germans, Georg and Andreas. She’s crewed by a mixture of Norwegians, Germans, Danes and has a German/ Australian captain, Michael, a quietly confident man with a permanent faraway smile and who wore a leather Akubra. We set sail the following morning and had all foresails, foremast and all the square sails on the main up almost as soon as we’d left the harbour. The physical work was a reminder as to why the crew are always lithe and fit on windjammers. As with what usually happens to me on tall ships, as soon as I’d raised a sheet as far as it’d possibly go a small girl came up to me and, with a few deft moves whilst simultaneously tailing the sheet raised the sail at least another three feet. As soon as we’d set the yards to the right angle to the wind, the hull settled flat to the water and started to race ahead of a running sea. The air was warm and there were gulls following us. This was turning out rather well. Then the engine was cut and there was that familiar silent moment of inner peace when all you can hear is the gentle sloshing of the sea and the creaking of lines. It never
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TALL SHIP ADVENTURE
lasts long, there’s always too much to do but it is always there. The owner was on board for the first couple of nights, a smiling German businessman called Ronald and nicknamed “The Admiral” who bought Eye of the Wind in order for her to be used as a team building ship. (“Aren’t they all, anyway?” I asked.) We smoked my Cuaba Cuban cigars together and were late for lunch risking the wrath of Alex, the excellent ship’s chef. While we dined a curious windsurfer came too close to our bows for a nosey and was stopped dead in his tracks, his skeg being caught on our trailing fishing line. Alex joked that we were to have “windsurf and turf ” that night for dinner. We stopped at anchor at Puerto De Mogan for a trip ashore to wander about. Some of the guests were having trouble with their sea legs. I went for a margarita on the seafront. While I was sitting back watching the sunset a group of English tourists were staring out to sea looking at Eye of the Wind. “Nigel, is that a sloop?” “No Mary, it’s a cutter.” Then from a corner of the group came the voice of vast knowledge. “Actually I think you’ll find… she’s a galleon.” I sipped at my salted glass in smiling silence looking out to admire the fine lines of a brig at anchor. I got some early sleep as I was due to do my night passage from 4 till 8, the sunrise slot and the best for photography. When I got on deck just before 4am the water was rushing through the gunwale ports and the sea was hissing past. The sea always seems bigger at night. I never get tired of night watches on tall ships. Nearly all suggestion of modern life is extinguished and you can take yourself back to the times when they were used for anything from cargo to war. Conversations are always quiet as if to avoid waking the magic (and indeed the Captain). I was on with Ren, an amiable and experienced American girl and Moritz, the quietly confident first mate. Ren told me all about being part of the first crew working on the brand new, vast, fully-rigged SSV Oliver Hazard Perry which is due to be going through the Northwest passage this summer. I gave a hand taking in the foresails and went aft to take the wheel for a while. The sky was pricked with stars that swirled around the black masts. I was asleep when we arrived in Tenerife’s Amarilla in the morning and was teased for all the whales and dolphins I’d apparently missed in the final leg to docking. Amarilla is a collection of golf courses, inconveniently (to the golfer, at least) separated by groups of shops, hotels and half-finished complexes. As usual with these sort of places the Germans and English had all but taken it over. I had a sneaking suspicion that the Spaniards working there were baffled by what on earth we could want with such a godforsaken dust-blown rock. I went and had a beer in a bar where the couple next to me were complaining that they couldn’t get a full English breakfast at a quarter to three. I slipped away, swam in the sea and lay for a while on the hot black sand. The next leg was the 40 km to sail across to La Gomera. All I knew about La Gomera was that it
was the leaving place for Christopher Columbus to the new worlds and indeed for many thousands of sailors since. The guests climbed up the rigging, all of them making it to the first yard and up and over the futtock shroud. The day before I’d heard Gabi saying she wasn’t going to go up the mast at all. Little steps, led by an understanding crew. I watched from the wings, applauding when they returned to the deck.
Her proportions of freeboard to mast height reminded me of the theory of perfect composition
I’d requested that I could photograph the ship from the RIB, so everyone on board with a camera gave theirs to me and we put all nine of them in a waterproof bag and Moritz and I got into the dinghy. Conditions for photography were perfect. Unfortunately those conditions are rarely perfect for filling sails as the wind was pretty light. From the waterline, however is the best place to view the Eye of the Wind. She has joyous lines and her proportions of freeboard to mast height reminded me of the Dutch painting theory of perfect composition. (To prove otherwise we moored alongside a tall ship that will remain nameless which had half of its height made up of freeboard and something that resembled an upturned metal bath as a wheelhouse. The Captain and I always ended these sort of observations with a whis-
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TALL SHIP ADVENTURE
Left: Guests were soon clambering up the rigging under sail Right, from top: Ofelia, Gabi and Rolf tidying up the bowsprit; Our intrepid reporter hiding up the mast; Ayla keeping a steady course
pered “Well, hell, at least she’s sailing” to forgive ourselves our newfound snobbery.) Once we’d shot off several hundred photographs using all nine cameras the crew and guests were shouting something at us from the foredeck, waving their arms and pointing just beyond us. The black fins and large black bodies of pilot whales appeared and dived and soon they were all around and underneath us. There were several calves among them who were staying close to their parents. Once back on board I rushed down to the main saloon to write it all down while it was fresh. During this leg we were visited by Atlantic bottlenose dolphins and what I can only identify as minke whales but we couldn’t be sure. I’d never seen such abundance of sea life since the sea of Cortez 25 years ago.
By the time I was back on deck the huge striated basalt cliffs of La Gomera were looming over us. They were dark, moody and the colour of a wetted bonfire. A herring-gull colony was perched on its upper crags; they peeled and dived from their white guano-daubed nests, occasionally all rising together to soar in circles. We could see up into the steep climbing valley topped with mist and it resembled the kind of mystical island
The black ﬁns and large black bodies of pilot whales were all around and underneath us
usually used in the opening sequence of monster films. Because, unlike most of the other Canary Islands, La Gomera hasn’t had any volcanic activity for over 4 million years the island has taken on particularly dramatic contours due to water erosion. We swam, smoked cigars and had Alex’s famous Soljanka soup (which was so good I bribed him to give me the recipe). In the evening I played an amusing four-handed, four-language game of Scrabble with the crew, Ofelia playing in Danish, Lars in Norwegian, me in English and Ayla and Lauren in German. The Germans won of course. A German word never needs to end. We motored into San Sebastian in the morning mist, a final outpost for the true adventurer. The main square in the town is dominated by a huge eucalyptus tree that was filled with cooing CLASSIC SAILOR
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TALL SHIP ADVENTURE
Left, from top: The vast cliffs of Los Gigantos, Tenerife; The Chapel of Puntallana, San Sebastian La Gomera, where Christopher Columbus prayed before setting off for America. Right: Four-language Scrabble â€“ Lauren, Ayla, Ofelia and Lars
purple laurel pigeons. We all took a taxi on the to the top of the island, the Massif of Garajonay national park. While we headed up the flora, beginning with just grass, changed and improved every hundred feet. This is not due to rainfall but simply fed by moisture from the constant clouds. As we climbed, bracken and wax myrtle appeared, then pine trees and flowers and finally an emerald mossy laurel forest enveloped the road. We stopped for the stunning views down the impossibly steep valleys and to photograph the trachyte domes, the remnants of volcanic plugs, huge mountainous slabs where the surrounding softer rock has been eroded. The air thinned and became much colder. Near the very top was a visitorsâ€™ centre within the laurel forest. We bought supplies of water and local biscuits and headed
down the trail towards the small village of El Cercado. Yellow canaries flitted along with us along the fast-descending path and as the air warmed the flora changed again, first through the moss covered woods then bramble and finally eucalyptus. The island has unique flora and gigantism has set in with some of the flowers we were passing being three or four times bigger than usual. The path opened out and we put up a couple of the
The island has unique flora and gigantism has set in, with some flowers three or four times bigger
local Eurasian woodcock who clucked furiously at being disturbed. Although cultivation on the ancient terraces had officially stopped some 70 years ago, people were attempting to grow stubby and determined little vines next to the path. The work must have been back breaking. There were also plenty of examples of people trying to grow vines, and then giving up. In the village, where the locals were making unspun prehistoric pottery we were half-heartedly barked at by the sleepy sentinels, stopped for a beer and got the bus back to the port. The local Berber tradition for contacting each other across such vast valleys is a unique language of whistling which is still taught in the schools of the islands. Those must be very noisy classrooms...
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TALL SHIP ADVENTURE
Eye of the Wind
Eye of the Wind was built in 1911 in Brake, Germany. Initially she was rigged as a topsail schooner and sailed under the name Friedreich. She was sold in 1924 and acquired the name Sam. Two years later she was fitted with a two-stroke engine and given the name Merry. During much of this time she worked in the Baltic and was put to work moving cargo on the trade routes, carrying salt to the Argentine then on to Cornwall carrying hides and finally on to Germany carrying English Clay. She’d do two trips a year and was one of the last working sail traders before the age of steam. In the autumn of 1955 she ran aground during a storm off the west coast of Sweden but was salvaged and repaired. She drifted for herring off Iceland after that, sporting only steadying sails, the engine being her main source of power. Trapped in ice off Iceland her engine caught fire and her hull was towed to Gothenburg where she remained, narrowly avoiding being turned into a theme
We sailed on, our hands getting used to the ropes and our backs strengthening from the hauling. We were working together now, not always questioning which belay pin, always helping each other out and enjoying our toil as it became more instinctive. As it falls into place there is a tangible cohesion between us, the guests, and a wider levelling of the guests and the crew. In our spare time we practice knots and splices. Michael, the captain, explained his unique way of dealing with the famous Spanish maritime bureaucracy “If you ask for permission to anchor or to come alongside they will invariably turn you down, especially if you’ve asked a long way in advance. The trick is, in port, to simply turn up and hand them yourself as a problem or if anchoring, to anchor and turn off the AIS.” Michael has just
the right amount of maverick to run a ship like this. We lunched under Los Gigantos, the vast cliffs on the west of Tenerife that aptly resembled vast slices of black forest gateau. After a brief swim in which I donated my glasses to the sea we hauled up the sails again and, “drying the laundry” with the fore topgallant, fore upper topsail, fore course, main topgallant, outer and inner jib all flying, we hit eight and a half knots with the wind
We were working together now, and enjoying our toil as it became more instinctive
pub. In 1973 she was bought by Englishman TigerTimbs, towed to Faversham and totally restored as a brig. Materials were gathered from wherever they could find them. Church pews formed the galley seating, an oak floor from a dance hall became the deck of the lower saloon, walnut panels were salvaged from an old bank, the teak for the deckhouse came from a crippled Australian minesweeper and the ship’s compass from an old trawler. Even the masts were previously used as well liners for the extraction of oil. Under her new name Eye of the Wind she completed a round-the-world trip and as soon as she was back was commandeered by the Prince of Wales for a two-year, transglobal mission of scientific exploration, research and community projects all carried out by young people. In later years her lines have attracted the eye of many film directors and she appeared in The Blue Lagoon, Tai Pan and frankly was the main star of White Squall.
on our starboard beam. We must have been a hell of a sight tearing across the southern beach resorts of Tenerife. I could almost see the dopey holiday makers on their sun loungers holding their phones out in front of their bellies to film us while we hauled and sweated and grinned with pride with the spray salting our teeth. “Christ,” I thought, “this is the life.” We ended our trip in Los Abrigos with a staggering seven-course meal conjured up by the ever resourceful Alex and said heartfelt thanks and goodbyes the next morning, all of us hungover, exhausted, and slightly better people. If you want to sail on board Eye of the Wind (and I cannot stress enough that you should) there are week-long legs of their trip available on the website www.eyeofthewind.net . CLASSIC SAILOR
1/04/17 2:51 AM
FINLAND TALL SHIP TOUR
Tall time capsule The perfectly-preserved four-masted barque Pommern could be a living blueprint for a future return to hightech wind power, writes James Robinson Taylor.
T The 1903-built four-masted Pommern at the height of her powers
he captain used just the light pressure from his forefinger on the joystick to take in the mizzen top gallant. He reflected on his command, a magnificent copy of an early 20th century four-masted sailing ship. Built using the latest technology and materials, the Pommern II was something that those skilled seafarers could only have dreamed about. The old square-riggers were the culmination of centuries of experience. The wind is free, and the same winds still blow in their predictable ways all around the globe. Why try and innovate with an untested new design? With decent weather forecasting and new materials a contemporary sailing-ship based on a well evolved and proven design was as good today as it was then, if not better. But designing a new sailing vessel this size was a challenge. There was little recorded knowledge on this highly complicated
subject. Yet, incredibly, there was one sole surviving ship at a museum in the Baltic. The Pommern was not only was completely original, but thanks to the foresight of her dedicated custodians also in excellent condition, a 22nd century naval architectâ€™s dream.
ommern: the Scots laid her keel in 1902, completing the ship a year later for her German owner. First named Mneme, the barque was designed to thrive in the great winds of the southern oceans. Her four steel masts, carrying 15 steel yards, towered above her waterline, while miles of mostly wire standing and running rigging were needed to control her heavy canvas sails, almost a football pitch in total area. Sail handling incorporated the major innovations of the day and included the Jarvis brace winches, enabling a few men to do the same work as an entire watch. Her steel hull with a well tapered stern and fine lines, built by a yard with roots in the old clipper tradition, was easily driven. Average speeds over a typical 11,000 mile run from Australia to Europe were just over six knots, while the highest recorded runs have her doing 14 knots noon to noon. Her single wheel is the most obvious
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THE SMS POMMERN Pommern is now a museum ship at the Alands Sjofarts Museum in Mariehamn, Finland Built 1903, J Reid, Glasgow Length 312ft (95m) Beam 43ft (13m) Draught 24.5ft (7.5m) Sails 36,800sqft (3,420m2)
sign of how well she handled; many ships had twin wheels to get four helmsmen’s weight behind them, but the Pommern had no need. Our four-masted barque had to do this while loaded with 4,000 tons of carefully packed cargo; if it shifted she could go over, and would never return. The hold and ’tweendeck carried almost nothing else and the men all lived above it on the main deck: the crew were quartered in a deckhouse just aft of the foremast; the day-men in another aft of the mizzen. Under the poop were simple cabins for the mates and the captain’s quarters. Designed for a crew of 28, she often sailed with little more than twenty. The Laeisz company of Hamburg bought the Mneme in 1906. The ‘Flying P’ line, with its well-equipped ships, excellent sailors and proper management proved that deep sea commerce under sail was still viable. As long as there were the men, sail could
hold its own against power, and the ‘P’ ships were there to prove it. So Laeisz renamed her Pommern, and before the first World War she made thirteen profitable voyages to Chile in the nitrates trade, with a very respectable average of 85 days at sea. But few shipowners were as visionary as Laeisz, and even fewer survived the devastating effects of the first World War. One did however, a formidable sea captain and shipowner who operated from Mariehamn in the Aland Islands: Gustaf Erikson. In 1923 he added the Pommern to his fleet, and during the 1930s brought many of the other Flying P ships under the Finnish flag, the last sailing ships still plying their trade across the oceans. From 1923 until 1939 the Pommern was constantly at work, making 14 voyages between Europe and the Pacific and around the world. Outgoing with lumber, salt, timber or in ballast, she would return with saltpetre from Chile or grain from Australia. That’s about one round trip a year; very little time was spent laid up in Mariehamn. The Pommern was a typical deep sea cargo ship, doing what those ships did, year in and year out, “safely delivering large cargoes regularly, at a reasonable and predictable speed”. When she arrived in Mariehamn in 1939, on the eve of the second World War, no one knew that she would never return to sea again. Gustav Erikson died in 1947, and his son Edgar soon realized that there were neither profits to be made from the ships nor experienced crews to man them. He donated Pommern to the city of Mariehamn in 1953. She was unique, original and state of the art; the city, home port of the last fleet of sailing-ships, was happy to have her. Today Pommern is part of the awardwinning Alands Sjofarts Museum. Moored only a few hundred yards from her traditional berth, her ballast is still sand from Hull, taken aboard in 1939 on her last passage. I spent two days on board in the company of Henrik Engblom, the young museum bos’n in charge of the ship. He took me through her, telling the tale of every piece, and more: the original Oregon pine topmasts lying in the mid deck, the ‘Norwegian holes’ cut in the ship’s side to load timber; how many times the wheel had been torn away by the sea (twice); that a modern compressor working at 10 atmospheres only managed to make a quarter of a turn of the anchor windlass; of the volunteers who meet every Thursday to sew sails; perfect copies in rare English canvas. This young blond bos’n seemed to come from another age, ready to take the Pommern to sea once more. So I finally asked the big question: Is she sound? Properly prepared, could she go to sea again? He cocked his head at me: Of course, he said, wouldn’t it be great to take her out to Copenhagen for one more spin? CLASSIC SAILOR
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Out on a shout with the Padstow Lifeboat Phil Russell joined the crew for a training exercise – but first there was a real emergency to attend to
he weather is atrocious, it seems to have been raining since last September and as a photographer it’s been making work almost impossible. It was on a recent Friday however, when I had finished a job in Falmouth I decided to pay a visit to an old friend in Padstow on the way back to Plymouth. As it was blowing a northeasterly
gale it was ideal for a look at Trevose Head and of course the Lifeboat Station in Mother Ivey’s Bay which gets its name from a local wise woman and white witch who, it is said, cursed the land where a cargo of sardines was ploughed into the field instead of being given to the starving villagers. On arrival, the sea looked unforgiving as white horses, spray and a passing heavy
shower blotted out the horizon. Trevose lighthouse is on the cliff top, white and imposing, standing firm against the elements, and no doubt a welcome sight in times of transit at sea. I drove down the road to the Lifeboat House expecting to find Alan Tarby as there were a number of vehicles in the car park but the boathouse was empty apart from one or two attending to work about
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PEOPLE OF THE SEA the place. The Lifeboat was on a shout â€“ a cargo ship was in difficulties off Hartland point and only three miles off the cliffs so clearly things were getting serious. The engines had failed and attempts to restart them were in vain. It was obvious that Alan and his crew would not be returning any time soon so I drove back to Plymouth. The next day I went to Hartland Point. The sea was unforgiving, huge waves rolled
ashore and on the cliff top the wind was strong enough to blow you off your feet. To think that anyone would be out in that sent a shiver down my spine. Unknown to me at that time, the Appledore Lifeboat had joined the Spirit of Padstow and got a line on board the MV Verity and between them managed to keep her off shore. Eventually with the assistance of the Dutch Navy she was towed to shelter under the lee of
Lundy and later on to Cardiff and had it not been for those brave lifeboat crews, in such conditions it would undoubtedly have only been a matter of time before the Verity had foundered. I chatted with Alan sometime later about the event and he praised the assistance of the Dutch Navy but made nothing of the fact of how difficult an operation it had been to keep the ship off the shore. The apparent matter-of-fact attitude to the danger that lifeboat crews are willing to put themselves in on our behalf should never be underestimated as they have families and jobs and still find it within themselves to devote time to the saving of lives at sea. The Fast Slipway Tamar Lifeboat class are built just for this type of operation but increasingly, it appears that some of the boating community are looking on the RNLI as some sort of AA or RAC service. Nothing could be further from the truth. Recently the RNLI have been obliged to take on the roll of beach lifeguards and I suppose their high profile appearance on the beaches might give the public that impression. When I was growing up, and even now, unless your vessel has suffered some sort of catastrophic failure or someone on board is seriously unwell or injured, calling out the lifeboat for any other reason is a huge embarrassment and indicates that you are incompetent and have no right to be at sea
The RNLIâ€™s latest Fast Slipway Tamar class Lifeboat Spirit of Padstow in action
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PADSTOW LIFEBOAT Left from top: The crew relax in the crewroom; the lifeboat station; the lifeboat inside; Trevose Lighthouse
The Tamar lifeboat was introduced in 2005 to a fanfare describing her as the safest lifeboat of all time. Her seven crew use a sophisticated Systems and Information Management System (SIMS) from which they run the vessel, including throttle and joystick steering from their shock absorbing seats. As a 25 knot all weather self-righting lifeboat the Tamar is also agile – she has a bow-thruster and can manoeuvre powerfully and quickly in tight spaces. Two Caterpillar C18 marine diesel engines produce 1,001hp each at 2,300rpm. Staggeringly she can carry 118 survivors, has a range of 250nM LOA: 53ft 5in (16.3m); Beam:17ft (5.3m); Draught: 4ft 7in (1.4m) Displacement: 32 tonnes (maximum); fuel capacity: 4,600L
because it is more than likely that you have put a lifeboat and crew to a lot of trouble, and possibly kept them away from rescuing someone in real trouble. But of course the crews never see it like that – they might think it on occasion but they would never say and all you might get from any of them are a few words of helpful advice. The RNLI’s primary duty is to save lives and would rather, if you were in trouble, that you at the very least let the coastguard know of your difficulties as soon as possible so they can assess how to deal with the situation as things develop. Being able to assess your own predicament is also part of boatcraft, as is understanding the weather
and tides, letting people know what you are doing and where, and telling them when you will be back. There are many tales of people managing to get themselves ashore and going to the pub for a perceived well earned pint without telling anyone they are safe. This is a thoughtless and selfish act because while they are getting warm and cosy, quite probably helicopter crews and most of the emergency services will be still braving the elements on their behalf. So, by doing the right thing and knowing your limitations and those of your craft it will help maximise your enjoyment of boating. Any courses you complete will also no doubt teach you
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PEOPLE OF THE SEA
She was held on top of the slip by her winch... then she was released; gathering speed on the slip she hit the water and was away
that the more you learn the less you know and spending time at sea is a never-ending learning adventure. As for the lifeboats and their crews drawn from the local towns and villages, their training continues and recently I was fortunate enough to ride along on a training exercise. After a short briefing, the crew assembled aboard the FSB Spirit of Padstow, the latest lifeboat in her class. She was held on the top of the slip by her winch, the engines started and then she was released; gathering speed on the slip she hit the water and was away. There is nothing like the sight of a gleaming blue and orange saviour of life ploughing through the sea with deliberate
intent, knowing the drama about to unfold may result in the saving of peopleâ€™s lives. That, over the years, has come to be expected from the crews who willingly put their lives on the line time after time without question, but this time we were on exercise. We arrived off Boobyâ€™s Bay shortly after the launch, the surf was crashing on the beach a few yards away and two of the crew launched the small inshore inflatable from the rear of the lifeboat. I then boarded the inshore boat to observe the anchoring exercise as even a reasonably straightforward task such as dropping the anchor needs practice, as does every other task, such as running the fire hose and launching and re-
covering the inshore inflatable. All too soon, with the photography over and the exercise at and end we were on our way back to the station, once again passing Trevose Light still looking majestic and reassuring. The shore crew were ready for us as the Spirit of Padstow was reversed into position at the bottom of the slip while the hauling strop was attached, then, with a fairly hefty bump she was on the slip and being hauled up to be cleaned and back on station. We gathered in the crew room for a debrief, a crew photo for them and me, and after a coffee and an exchange of banter I thanked them all for the opportunity I had been given to join them and it was time to go.
Above: Splashdown! The Spirit of Padstow launches for a training exercise.
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THE LOGBOOKS OF PETER DUCK
hen our 21-year-old son borrowed Peter Duck last year to wander the rivers of Suffolk and Essex in her seventieth summer, there was a single stipulation: he must keep a log. Peter Duck’s comings and goings across the Thames Estuary and the Southern North Sea have been documented for most of her existence – as have her further adventures, round Britain and to St Petersburg. The somewhat scruffy collection of volumes, written up in different hands and with a varied balance of nautical data to personal observations, tell a tale that is individual to the yacht herself and the people who have sailed her. They also document a type of sailing that is no longer the norm and a period that has imperceptibly passed. I’ve been taking a look at the entries from 1947-1949 when she was in the ownership of Arthur and Evgenia Ransome and then 1957-1983 when George and June Jones, my parents, owned her. Peter Duck is an immediate post-war yacht; her design was commissioned by Ransome from Jack Laurent Giles in the autumn of 1945 when he and Evgenia returned to live in London from the Lake District. This was the ﬁrst commission to be received by the Giles partnership after the end of World War II. The ﬁrm had closed for the duration: Jack Giles had been away in Washington doing something rather secret connected with aeronautics and Humphrey Barton had been with the Royal Engineers in Orkney and Shetland then delivering ﬁshing boats round the British Isles for the Admiralty. There had been no active service role for Ransome so he and his wife had moved away from the noisy, bomb-prone Shotley peninsula in Suffolk to the Lake District. His prompt instruction to Giles might be seen as typical of an urgency felt by many people to get back to wherever they had been in 1939; to clear the beaches, reopen the rivers, return boatyards to peacetime production, sail for fun. New boats for new times, perhaps. Of course it was never going to be quite that straightforward. Peter Duck’s building at Pin Mill on the River Orwell was blighted by shortages of seasoned timber and the availability of suitable engines as well as by Ransome’s tendency to grumpiness. His health and vitality had deteriorated in the war years and he could not help but mourn Selina King, the yacht which had been completed for him at Pin Mill in the late summer of 1938 and laid up within a year. His doctor advised that she would now be too much for him to handle. His “best little ship”, Nancy Blackett, was still in the area and owned by his friends, the Russell family. They had lost a son when HMS Norfolk was attacked in Scapa Flow. Another friend, Colonel Busk, also commissioned a Laurent Giles-designed yacht to be built in Pin Mill during 1946. His son had died at El Alamein.
Peter Duck: logging a bygone era of yachting Designed by Laurent Giles for Arthur Ransome, built by Kings of Pin Mill and launched in 1947, Peter Duck sailed in an era where one always towed a tender and – without marinas to resort to – anchoring was the norm Below: Some of the log books
Julia Jones discovers in the logbooks of her family’s boat, built 70 years ago for Arthur Ransome, a revealing portrait of sailing as it was before marinas came along
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THE LOGBOOKS OF PETER DUCK
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THE LOGBOOKS OF PETER DUCK
“We were always re-anchoring: moving to seek a lee, find deeper water, minimise wind-over-tide discomfort. We were always running aground as well” There would be no more adventures for Ransome in the company of “web-footed youngsters” yet there was a potential pleasure in a return to local cruising where day sails to well-known anchorages were the norm and peaceful evenings with good food brought each small adventure to a comfortable end. Peter Duck has spent much of her life facilitating such potterings but it didn’t quite work for the Ransomes in 1947. Her pine decks leaked, her bunks were too narrow and the temperamental stove caused The Cook (Evgenia) almost as much frustration as the unreliable engine inflicted on her husband. “Picked up mooring off the jetty at Bradwell at11am. Mate settled to pitched battle with Primus. Skipper circumnavigated Pewit Island in Swallow.” (12.10.1947) Today such sailing-for-softies usually includes regular visits to a marina where clothes can be dried, meals eaten out and berthing is alongside an accessible pontoon. In all of the log entries between 1947 and 1983, the word ‘marina’ never appears. The first local marina – the Suffolk Yacht Harbour at Levington on the Orwell – did open in 1970 and Peter Duck once poked her bows in there during 1973 with George Jones. In the 1970s she also made several trips to St Katharine Dock on the Thames. These were fund-raising trips to ensuring the survival of various traditional craft, such as the East Coast Sail Trust barges, Thalatta and Sir Alan Herbert: Peter Duck herself usually moored in the river. Back then the Ransomes and the Joneses expected to bring up on a swinging mooring or (usually) at anchor. Meals ashore were a
rare treat and it would never have occurred to them to cruise without a dinghy – a proper, wooden dinghy to be sailed, rowed or sculled. The word ‘inflatable’ is absent from the logbooks and ‘outboards’ are only mentioned twice – in both cases as alien items belonging to other people. There was space on Peter Duck’s coachroof for a small pram dinghy to be used if going foreign (ours was the well-named Tipsy) but generally she towed more or less substantial tenders. Ransome’s Swallow was a stem dinghy which needed a “bucket under her bows” to keep her quiet when at rest (10.6.1947). (A good tip that, thank you AR) She was not the famous Swallow of the Lakes but a more ordinary clinker-built centre-boarder. Swallow was liable to leaks, though not to the frequent swampings that beset my parents with their indispensable sailing pram, Corky. Here’s my father’s record of our first family excursion in Peter Duck in July 1957. I was three years old and my brother 18 months: “Underway 0530. Crossed Bar 0645. Wind southerly. Board out to Cork. Engine running as children on board and wish to get to sheltered water quickly. Cork Spit Buoy, dinghy filled and nearly sank owing to centreboard case stuffing being forced out. Slowed down and bailed for 20 minutes alongside. Anchored just up river from Bloody Point (nearly put PD ashore). Children to beach. Prentices arrive in Dumpling. Aboard for coffee and a drink. “1215 underway for Wrabness. Beat up against ebb. Anchored off beach. Blowing force 5 WSW. Quite a swell even under
Arthur Ransome at the helm of Peter Duck (the name was chosen by Laurent Giles). He never really took to the boat which he regarded as “a marine bath-chair for my old age”
cliff. Moved closer inshore about 1800. Followed Prentice into Holbrook Creek at 1930. Entrance to creek off Wrabness red buoy then oak tree in line with water tower. Leave withies close to port except ↑ which are starboard. “Anchored just ahead of barge Wanda. Took ground athwart channel about 2200 and settled at 20° list to starboard about 0130. ½ moon. Wind blowing right into creek. Moved children into our berth and spent an uncomfortable night.” I’ve quoted this entry in full to convey the flavour of estuary cruising when anchoring was the norm. Reading these hundreds of log entries has confirmed my memory that we were always re-anchoring: moving to seek a lee, find deeper water, minimise wind-over-tide discomfort, come alongside a friend. We were always running aground as well. Channels were not so well marked (particularly in the early postwar years) and it was rare for any crew member to be willing to spend long periods swinging the lead-line in the way that I habitually watch my depth sounder today. These frequent encounters with the mud necessitated a degree of skill in ‘kedging off” which was another important use for our sturdy dinghies. Familiarity occasionally made mud friend as well as foe – and not only for the glorious potential for mud-larking. Peter Duck has a long keel with a gently sloping forefoot. Here’s Ransome making good use of her underwater profile when trapped far up beyond West Mersea in a narrowing creek. “We ran on and on until I could see only three or four very small boats ahead and mud. I then turned her by heading in to the mud on the port hand, reversing engine. She touched, swang, and as she drifted off I dropped the kedge. She drifted astern as I paid out the warp and so we brought up, jolly pleased to be at least temporarily at peace.” (9.9.1947) The physical exertion involved in anchoring before the days of electric winches was rarely a problem for my parents (though on one occasion the anchor was so firmly stuck that it took 2 ½ hours to retrieve and the Samson post snapped as Dad ran the engine hard astern to jerk it up) but was not good at all for an aging author with hernias. The constant hand-winching (with a chain that did not properly fit the gypsy wheel), the hauling of hefty, inconvenient moorings, rarely supplied with the neat rope strops of today, and then a long row ashore in the solid Swallow was not easy. The log entry for September 9 1947 continues: “I had a horrible pull to the hard against the new flood after we had had something to eat and changed into dry clothes (having had to dry all my contraptions for holding my middle together). Went to Clark and Carter who
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THE LOGBOOKS OF PETER DUCK
said that no one had thought I would try to come round against such a wind and so no dinghy had been left to mark my mooring. They sent two good chaps who rowed me back. We then went under power to another mooring within easier reach of the hard and moored up. I put them ashore with 2/6 each, came back to the ship and much enjoyed my tea. Agreed with the mate that we ought not to have tried it but both jolly pleased to have brought it off.” Their tribulations that day had been – as so often – caused by Peter Duck’s unreliable engine and they may not have noticed what a safe sea-boat they possessed to have made their rough passage in comparative comfort. Or perhaps they took it for granted? To have safety built into the design of a cruising yacht will always be desirable but looking back through these log entries reminds me
how my parents put to sea in challenging condition without the wealth of weather information and the range of navigational instruments that we take for granted now. Our attitudes to risk have changed, I think, as the availability of data has increased. It was so easy for Dad to oversleep and miss the shipping forecast just before 6am and there was no internet site, VHF channel or mobile phone call to remedy this. If my parents missed the forecast, they looked at sky, felt the breeze and usually set out anyway – as the Ransomes had done, despite being warned “That’s not the weather for you.” (9.9.1947) There was nothing new in this – cruising yachtsmen were used to coping with whatever the weather gods sent them. Even having a wireless on board was a relatively modern development. What was different
Peter Duck: “under-canvassed and very stiff, designed to hold her course steadily. Responsive, docile and forgiving” LOA 28ft 3in (8.6m) Beam 9ft (2.7m) Draught 3ft 6in (1.1m) Main 160sqft (14.7m2) Mizzen 67sqft (6.2m2) Stays’l 66sqft (6.1m2)
was the increased simplicity of the new design. Peter Duck shares a log book with the pre-war Hillyard-designed Barnacle Goose, in which my parents sailed many of the same waters. Those log entries show that they were constantly adjusting the number of reefs in the mainsail and frequently changing her foresails – as Ransome would have done had he kept Selina King or even Nancy Blackett. Peter Duck is under-canvassed and she is very stiff. It’s rare indeed that she needs a reef. She was designed to hold her course steadily as well as being both responsive and docile. My daughter-in-law has described her as “forgiving”. Ransome however struggled to adapt his helming to Giles’s design – pre-war techniques learned on gaff- or cutter-rigged craft evidently didn’t transpose easily to a yacht with a “motor-boaty” bow and a balance CLASSIC SAILOR
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THE LOGBOOKS OF PETER DUCK of sails that is much more subtle than it may seem. His log entries record his frustration – though there were moments of break-through when, for instance he tried “Busk’s dodge” of backing the mizzen (11.10.1947). He and Evgenia had failed to settle in London and they soon retreated back to the Lakes and sold Peter Duck, without apparent regret. It was not until 1951 when they returned south and chartered the more congenial Barnacle Goose on the River Deben that they discovered they did indeed enjoy “carpet-slippered sailing”. I recently discovered the charter brochure (written by my father) that may have attracted them to have another go. It’s a fascinatingly post-war document. “If you do not wish to bring food with you, we shall be glad to arrange for provisions to be ready on embarkation. In this case, please send your emergency cards and ‘points’ with a list of your requirements, and we shall do our best to obtain what you require, including fresh vegetables, bread and milk.” My father had returned to Waldringfield from his war service determined to go nowhere else, ever. This fledgling charter business was one way he built up his East Coast Yacht Agency (the ‘Easy Cosy’). I’m not sure how many other charter customers he had but boat sales boomed and within two decades he was horrified by the overcrowding of his beloved rivers and (worse) the mass-production of plastic yachts for “plastic man” to enjoy. He sold the agency in 1967 (?) and very soon Peter Duck became his ally as he set himself both to capture the beauty of light and water in his amateur paintings and to facilitate the preservation of some traditional craft that had been integral to the cruising landscape but were now threatened with extinction. Light vessels, for instance. They had been taken off station during the war but soon returned to become seamarks with a human face. We were regular visitors to the Cork: “1950 Communicated with Cork Lt vessel. Passed Illustrated London News on board. 2015 passed Trinity House pilot tender number 20 proceeding to station at about 10 knots. 2020 passed British Railways freighter Isle of Ely.” (5.8.1963) British Railways freighter? You wouldn’t see one of them now! The entire ship-scape changed over the second half of the 20th century. In September 1948 my mother comments on the destroyers of the reserve fleet which were laid up in Harwich. In June1953 Barnacle Goose’s log book contains a description of the Coronation Review at Spithead which she attended – a splendid last sight of a Navy which would become largely redundant over the next ten years. On June 27 1975 there is the first mention of a “very large container ship being towed from Felixstowe Quay” – there would be no more yacht access there.
Looking back through these logs reminds me how my parents put to sea in challenging conditions without the wealth of weather information we take for granted now
Peter Duck was sold out of the Jones family after the death of George in 1983. But in 1998, after she was sailed back from St Petersburg (top photo) following the sudden death of subsequent owner Greg Palmer, Julia and partner Francus Wheen bought her back, and relaunched her in 2000 (photo far right: on foredeck, from left: Francis, Archie, Julia, June, Bertie – now 21). Small photos, clockwise from top left: Young Julia at helm; George; Julia as owner; June, Julia and first grandchildren in 1981
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THE LOGBOOKS OF PETER DUCK The decommissioning of the light vessels began in the 1970s. Dad had become friendly with Peter Drew, chairman of Taylor Woodrow, the company who were then developing St Katharine Docks to include a marina. Drew frequently sailed on board Peter Duck as he and Dad prospected for interesting vessels to add character to the surroundings. The relationship almost foundered, literally, when Drew’s inexperience caused Peter Duck to hit the Cork Sand hard in turbulent conditions (25.8.1974). The subsequent log entry expresses Dad’s anguish at the near loss of his ship and also his acceptance that the responsibility was his. They had put to sea without preparation or an agreed plan “On entering Harwich Harbour we saw Ena out sail-stretching so we chased her to sea and that was our undoing.” He had also failed to check that Drew had understood his instructions before going below to try to catch the weather forecast. Nevertheless they survived and one of Taylor Woodrow’s subsequent purchases was the Nore light vessel – which had until recently been marking that same sand. Reading these 35 years of logs until the sudden death of my father in 1983 has been a fascinating experience on so many levels. Running through it all has been the constant work involved in maintaining Peter Duck. Mum’s interests developed in other directions, notably her music, though she remained a regular, skilful and observant sailor – they wouldn’t have hit the Cork if she’d been on board. Dad installed a coal stove and kept Peter Duck out later and later, sometimes sailing right through the winter when the rivers were once again empty. He was constantly sanding and varnishing, searching for leaks and stopping them up. As he entered his sixties the work became harder. I brought his first grandchildren on board as babies. I wish I had helped him more. Peter Duck had spent the winter of 1981/2 in the Ferry Dock, Woodbridge. She had been late in (laying up in December) and fitting out had been slow. Her first outing in June was necessarily to the scrubbing posts at Waldringfield: “To posts 0345. Heavy rain and many leaks. Dried out 0530 and started brooming off. No barnacles but much mud from Ferry Dock. By working hard for 7 hours without stopping just got clear by 1300. Took one dinghy to mooring and proceeded to anchorage off Hemley. Two hours sleep then started to deal with leaks along deck. Three hours work routing out seams, filling with cotton and stopping and repainting. Supper of cutlets. Turned in 2230.” For what single innovation do I feel most profoundly grateful – apart from a reasonably reliable depth sounder? It has to be the advent of the pressure-washer. CLASSIC SAILOR
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LONGSHIP ACROSS THE ATLANTIC
Voluntary Vikings It’s the largest Viking ship built in modern times, and it’s heading across the North Atlantic. Vicky Mackay Inglis signed on as a crewmember
ight watch is usually my favourite time. To stand in the bow looking out in the darkness, and feel the sensation of flying over the dark ocean. To feel the terrible and thrilling feeling of being in an open boat on the vastness of the North Atlantic. To think about the first people who made this voyage, over a thousand years before. But not that night. That night was about making it through to morning. Cirrus streaks high in the sky signposted the weather front sweeping towards the ship
through the afternoon. At late afternoon watch change, we removed the bonnet of the sail as the wind picked up, following up with a double reef just before dusk. Through the night the wind continued to build, logging a sustained speed of 20 m/s (F8) and gusting to 30 m/s (F10) in squalls. The deck was slick with spray, dense bands of rain reduced visibility, and the heavy swell looked like it could easily slop over the rail and swamp us. Draken Harald Hårfagre is the largest Viking ship built in modern times. Named
for Harald Hårfagre (Harald Fair-hair or Fine-hair), the first king of united Norway, the ship is not a true replica, but an interpretation of what the Norse sagas describe as a “great dragon ship”; a vessel with speed and manoeuvrability for raiding, but seaworthiness and stability for longranging expeditions across the ocean. The ship of a king. The ship is the vision of entrepreneur Sigurd Aase, kindled by the Viking history and boatbuilding heritage of his home in the Haugesund region of Western Norway.
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LONGSHIP ACROSS THE ATLANTIC
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LONGSHIP ACROSS THE ATLANTIC
Above: departure from the Faroe Islands, heading northwest towards Iceland. Previous page: the ship shortly after leaving the shelter of Qaqortoq Fjord for the Labrador Sea, on the last open crossing between Greenland and Newfoundland.
By capturing the traditional boatbuilding and sailing skills and retracing the great Viking voyages of exploration, including the first Atlantic crossing and arrival in North America of Leif Eirikson, the project aims to inspire people to embrace the Viking spirit of adventure. The design process for Draken differed from other modern Viking ships, usually replicas of known ships found in wrecks or burials, drawn solely from archaeological source material. Instead, the designers of Draken took their lead from the Norwegian wooden boatbuilding tradition, like the Nordlandsbåt (Nordland boat) with its roots in Viking heritage, and extrapolated back; drawing on data derived from the Gokstad
ship, cutting-edge technology from the era, and seafaring tales from the sagas. The keel was laid in 2010, with a 34-metre clinker-built hull of riven oak strakes growing up around it. Experts from Fosen Folkehøgskole and Hardanger fartøyvernsenter in Norway, the Swedish East Indiaman Gothenburg and Roskilde Viking Ship Museum in Denmark all contributed to the project.
Launched in the summer of 2012, she was built for 25 pairs of oars. A rowing crew of a hundred, including members of the Royal Victoria Rowing Club in Wallasey, took the vessel to the Viking festival in Avaldsnes near Haugesund. They reached a top speed of 4 knots in the sheltered waters of Karmsundet, before handing the ship over to the riggers and a sailing crew to begin the next phase of sea trials.
Dismasted before reaching Shetland, the shakedown expedition was almost over before it began. But with a new mast and her silk sail, Draken reached 14 knots
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LONGSHIP ACROSS THE ATLANTIC
I discovered Draken through a Crewseeker post in 2013, promising adventurous cruising to the Lofoten Islands. Although not an experienced sailor, and with no Norwegian, I was recently redundant from my job in wildlife conservation, and had plenty of time to spare and enthusiasm to learn something new. What I did learn was that the author of that particular advert had used a large degree of poetic licence. I arrived in Haugesund for a gruelling fortnight of drills, tacking and wearing back and forth up and down Karmsundet, testing configurations for the rigging, and discovering the capabilities of the ship. With the crew changeover came news we’d been
given permission to sail further afield, to the northern edge of Bergen kommune, over six hundred nautical miles south of the Lofoten Islands. But it didn’t matter; by that time I was hooked. I returned to Draken in summer 2014, for an eventful shakedown sailing expedition across the North Sea to the British and Irish Isles. Dismasted before reaching Shetland, it was almost over before it even began. But Captain Björn Ahlander and carpenter Arild Nilsen convinced Aase to let the expedition continue; and with a new mast of Scottish Douglas fir and her silk sail, Draken recorded her top speed of 14 knots between Fair Isle and Shetland on the return leg.
Before the Atlantic expedition Draken underwent a year-long refit, strengthening knees, adding a stringer to the hull, adapting the crew quarters for a three-watch system and increasing storage for provisions. Finally Captain Björn Ahlander decided we were ready to go. On 26th April 2016, following a ceremony in Avaldsnes to unveil the dragon figurehead, Draken set out into the North Sea, to take on the Atlantic. The expedition crew of 34 (21 male and 13 female) were a combination of professional sailors and volunteers; including boatbuilders, blacksmiths, riggers, navigators, archaeologists, adventurers, scientists, artists, writers, medics and musicians, from
Left: Working on the reﬁt to strengthen the ship for the North Atlantic crossing. Above, top: making a new knee from a piece of curved oak. Decorative carving on the post of the steering oar (stýri in Old Norse), The carving itself is inspired by the Gokstad ship.
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LONGSHIP ACROSS THE ATLANTIC
Left:Hot meals freshly prepared every day. Deckhand Klara Loebbert at the helm. Captain Björn Ahlander Right: Stowing the sail by tilting the yard and pivoting it underneath the shrouds Captain Björn talks the crew through the passage plan
ten different nationalities, each person embodying the spirit of challenge and adventure at the heart of the project. Some asked whether the number of women in the crew would have reflected the balance on historic voyages. I can’t be certain, but we know the Norse set out to settle across the North Atlantic so women, and children, would have regularly been on board for long voyages. There’s no room for passengers on these ships, so I don’t doubt that women were active participants in crews. The most striking feature of the ship is her red sail, even more than the dragonhead on the bow. There are two, each with a sail area of around 3,000sqft (280 m²). One is
modern Dacron sailcloth, and the other heavy silk. Vikings traded for silk from Persia and Byzantium, but it was a high prestige item only the wealthiest and most powerful could afford. Most sails would have been made of woven wool cloth, waterproofed with tallow and pine tar. We also packed a storm sail for survival conditions. The midships ‘tent’ is the only inside space on the ship, the only shelter from the weather. In previous seasons it was just a tent, a wooden frame with a canvas cover; to cope with conditions in the North Atlantic extra insulation was added, as well as upper and lower bunks to accommodate a three watch system. It was not fixed,
so would float free of the hull should the worst happen, letting anyone trapped inside to escape. Under the canvas at the aft end of the sleeping tent, the galley consisted of a fourring gas burner, an oak storage box with a small sink and freshwater tap, and bins for separating waste. Food supplies were stored under the deck planks. Swedish chef Janne showed me photos of the container ship galley he usually worked in, his stainless steel empire, and the well-equipped galley of the East Indiaman Gothenburg. Despite our basic conditions Janne served three hot meals a day, all with a vegan option. Keeping warm on an open ship in the North Atlantic was a serious business, and
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LONGSHIP ACROSS THE ATLANTIC
lots of our conversations revolved around the number of layers worn, the last times any inside layers were changed, and how long it took to remove enough layers to use the heads. Our Musto MPX gear was our armour against the wind and spray, until conditions deteriorated and we took to wearing survival immersion suits to work and sleep. Some social media followers
expressed disappointment that we wore modern clothing and didn’t follow an “authentic” diet. But our purpose wasn’t to emulate the men, women and children that sailed before; we know they were tough individuals, used to hardships, and they made great achievements. The objective was to test the ocean-going capabilities of the ship, and not put unnecessary physical privations on the crew.
Almost half of Norse voyages were not completed, with journeys abandoned and ships lost regularly. It was a level of risk unacceptable now
It is speculated that almost half of all Norse voyages were not completed, with journeys abandoned and ships lost regularly. It was a level of risk unacceptable now. Draken was fitted out with essential safety and navigation equipment. All the crew carried personal AIS beacons on their lifejackets. A standby ship, Vikingfjord, followed and filmed us. The only ravens on board were carved from oak. Draken was also equipped with two 125hp John Deere diesel engines - a requirement to meet the coding of the Norwegian maritime authority. Their primary purpose was to charge batteries for navigation and communication electronics, to power emergency pumps and firefighting
Double reefed and wearing immersion suits to work on deck, and to sleep in, as we encounter gale force winds between Shetland and the Faroes.
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LONGSHIP ACROSS THE ATLANTIC
Above: Arriving at New York under the silk sail
equipment, and to manoeuvre the vessel into modern ports. Of course there were the oars, though with a smaller crew it’s a heavy physical undertaking to move the ship, risking injury in anything other than light conditions, for little benefit in the open ocean. The ship had several concessions to modern living. Under the foredeck were two Jabsco manual pump heads, nicknamed Sweden and Denmark, connected to a blackwater tank in sensitive waters to
so many people in such close quarters, was a similar process, armed with a bucket of cleaning products and fresh toilet rolls to keep dry. In heavy seas the deck was wet with spray and water ran down the bulkheads. In the tent there was a USB charging station, for cameras, phones and tablets. By the time we arrived in Shetland an “authentic USB curtain” had been stitched to block the light from the blue LEDs on the panel. Most of the crew soon took to
Draken is classed as a cargo vessel, the category ‘longship’ having dissappeared long ago from international shipping law comply with MARPOL regulations. Draken is classed as a cargo vessel, the category ‘longship’ having disappeared long ago from international shipping law. Despite these allowances, using the facilities was still a challenge: lifting deck planks, the metal cover, stripping off your outer layers , before climbing down into the void below. At 1.65m I was just too tall to stand fully upright with the cover closed, and I was a long way from being the tallest in the crew. A shimmy and scramble over the keelson, which fills most of the space, and you’d be ready to go. Daily cleaning duty, essential for health and hygiene with
wearing a scarf or buff over their eyes to sleep, as the northern nights grew shorter with the season and our course. Approaching the south coast of Iceland, only the midnight to four am watch had any real ‘nighttime’. Over those hours, we watched the sun set behind the icecap of Vatnajökull, a faint silver aurora trace across the twilight overhead, and waited for the sun to reappear over the shoulder of Hekla. The handover to the four to eight am watch included applying sunblock. Conditions varied from millpond flat around Iceland to gale force winds and a heavy swell en route to the Faroes, but
perhaps the most challenging was the stretch of the Labrador Sea known as Iceberg Alley. Here the current transporting icebergs and growlers from Greenlandic glaciers encountered the convection fog of the Grand Banks of Newfoundland. In the dark of a new moon night, with a squally sailing wind, snow showers and a following sea, we arrived. Under a scandalised sail, we were still making 6 knots through the fog; the aurora-green trace of the radar picking out icebergs on either side. Vikingfjord, until now following our wake, steamed ahead to light the water for us. Growlers sparkled in her beam. Five weeks after the mountains of Norway had dropped below the horizon, Draken emerged from a dense fog bank to see the sweep of the Belle Isle North End light through the darkness off the starboard bow. Once daylight arrived the rocky coast of Newfoundland hove into view, sharp in the bright sun of the first day of June. After threading our way past a vast tabular iceberg guarding the entrance to the bay, we entered the port of St Anthony at 10:00 Newfoundland time, arriving to a salute of horns from pick-up trucks on either side of the bay. After coming alongside and stripping off survival suits, we toasted our arrival with several whiskies and enjoyed the sunshine. Then we got back to work.
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Working with a yard-stick Helen Lewis becomes a reluctant apprentice (but grateful for the consolations of Southwold) as Gralian is pulled apart and put together again
urfing into the Blyth on the last of the flood with the grey waters churning about you and a dog leg track to keep to, for fear of grounding or crashing into an unforgiving harbour wall, you may not immediately appreciate the charms of Southwold. But stick with it and when your heart has stopped clattering against your rib cage you will find you have stepped back in time. A small rowing ferry plies back and forth, most often rowed by a woman who confidently manoeuvres her tiny craft piled high with dogs and children, buckets and crabbing nets. Dotted along the shore are coal-black fishing shacks unchanged for a century or two. Some are still fishing shacks, but others have morphed into a smokery and
restaurant, a world class fish and chip shop, a tea room and Harbour Marine Services itself with its jaunty logo tacked to huge black boat sheds dwarfing all around. Fringing the river are pontoons festooned with nets, lines and lobster pots. The fishing boats themselves are serious; this is a working fishing community. The fish can almost jump from boat to the fish shop’s fryer You can equally jump from your own boat into the waiting arms of the Harbour Inn. However, and I have saved the best until last, all this nestles in the most beautiful marshes. Stretching out before you to port and starboard are salty fields peacefully grazed by chocolate coloured cows. Skylarks soar above your head and the smell from the rampant blazing yellow gorse wafts in the air. Looking to your right is the outline
Top: Chris King – the shipwright’s eye. Helen painting deck beams Left: The rotten stern
of Southwold itself, a seaside toy-town with its own pier and gleaming white lighthouse flashing its warning. We didn’t know it but this was to be our home for a while. In those huge black sheds I was to begin a new career. While The Skipper crafted a novel in warmth and comfort, I would be taught the rudiments of boat building. I resisted, of course. I rebelled. Had I ever had the slightest ambition to work with my hands, No! Did I yearn for a job that saw me lying on a cold concrete floor, easterly winds rampaging around my head and ankles, No! Did I even wish to become intimately involved with our Old Girl’s bottom, to know about the lead putty stuffed in her seams that would all need to be removed and the soggy wood cut away, No! I protested. No really, I said. NO! This isn’t for me. No-one listened. A pair of old overalls were produced and gently I was introduced to my tasks. Craftily the yard connived to start me off removing panelling. Nothing too taxing, providing no-one expected me to put it back again. Then a novel temptation was thrown my way: they would give me the tender to restore thus teaching me everything I should know about
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THE CRUISING LIFE: PART 9
‘finishing skills’ which I would surely need to keep the Old Girl in sparkling condition as we travelled. In-between times I would lie on my back with the extreme luxury of a pair of mouldy cushions to ease the hard cold floor, my hair scraped back in a black knitted hat, goggles to protect my eyes and a specially made instrument of torture in my hand. Thus equipped I would hook out first the lead putty and then the caulking from the garboard strakes ready for those more skilled to tackle the re-caulking. Around me Radio Suffolk blared and the gentle shipwrights joshed and nurtured me. Never once did they make me feel a fool however many times they had to show me what to do. Jokes and stories were exchanged. Buns were shared and sandwiches munched. The men who worked in wood, aka the Wood Botherers, had their own tearoom where they huddled at break-time. The engineers and the men of metal mostly sat outside or gathered around a fire in the lower shed. Perfectly peaceful and in harmony they worked but come ‘down time’ they went their separate ways. Sometimes Lola - the Ship’s Dog - came to work with me, joining the pack of boatyard
dogs at play. Driven by her tummy, oft times she would creep upstairs to visit the Wood Botherers where crumbs abounded, and occasionally she’d strike lucky with an unattended sandwich. When the cold got deep into my bones I would flee to the cafe next door and succumb to a piping hot scone, butter dripping or a piece of featherlight flan or a hearty plate of beans on toast.
Week by week we appeared to have less and less boat. None of this had we factored in financially In those days Di presided over this little empire and offered a cheery smile and a deep laugh to lift drooping spirits. Week by week we appeared to have less and less boat. Early on, we discovered that the deck would have to be completely renewed. The teak had been side-fastened, rendering the planks unusable. Once they were stripped off it became possible to see the beam-shelves and knees where rot would
have to be cut away and new pieces of oak scarfed in. Aft, electrolysis had eaten its way like yellow fungus into her enormous planks leaving a hole in her beautiful canoe stern large enough to put your feet through. Old letters from previous owners told a tale of leaking garboard strakes and they clearly needed attention. Her rubbing strake was also partially rotten and thus the list grew. Each day as more bits were peeled away, more problems emerged. Each day we pondered a solution with John Buckley: what was the cost of the material? Where could we be sure of good quality teak or oak or stainless steel? Who was the best chromeplater we could afford? Was it cheaper to replace or was the compromise too great? None of this had we factored in financially, so reassuring had been her survey. Our house was rented out to cover its costs and bring us a tiny income, together with the Skipper’s modest advance. My wellpaid job had been given up and we had no option but to dig deep into our pension fund. It being autumn we rented a succession of small cottages locally and visited a solicitor. Slowly we turned a corner and bits of boat started to be put back but still the decisions
Slowly pulling Gralian apart.
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MARINE MOTORING The Skipper’s word
Mark Brett paying the seams
were gruelling. Her deckhead was among the most difficult. We had decided to reconstruct Gralian’s deck with marine ply glassed over and substantial teak planking atop. Her look would be absolutely traditional but the old problem of leaks between planks would be history. This left us with a head-scratching problem below. Her exquisite art deco saloon is panelled and looking up had been the underside of a laid teak deck with contrasting cream beams. Now we would have marine ply. The solution that many go for is to groove the marine ply and paint that giving the illusion of planking, but then we’d lose our contrast. It was this concern with ‘the look’ that now absorbed us. We decided to veneer the underside of the marine ply. To this end the Skipper and I trekked into deepest north London to a timber merchant who specialised in veneer. Here we
match for our saloon. Having chosen, there was more to be considered. Would we like book or slip veneer? Who knew such things? ‘Slip’ is where the grain repeats in pattern side by side and ‘book’ is where it mirrors as when you open a book. We chose ‘book’ and stepped out into the sunlight feeling relief at having completed another bit of Gralian’s restoration to life. Back at the boatyard painting and varnishing became all consuming. The Wood Botherers inspected my work on the tender daily before I arrived. Their criticisms were lightly delivered but with a firmness that brooked no argument. The little 1953 Moody clinker tender with its perfect tiny varnished foredeck and dark red 1934 Stuart Turner inboard engine is in some ways an even more perfect craft than its mother-ship. Its restoration was treated with equal seriousness. I cannot even begin to remember how often I painted, rubbed It was this concern with ‘the look’ down and repainted that dinghy before it was deemed fit and I that now absorbed us. We decided arrived one morning to find a to veneer the underside card marking it completed to the satisfaction of the whole yard. came to understand a little about the arcane Having passed this ‘yard mark’ I was let world of timber merchants. It appeared we loose on Gralian herself. The painting of Gralian’s hull was to be a military exercise. had stepped into a traditional Jewish area Avoiding dry patches and curtains were where the timber trade is still an important priorities and it was decided to have a team part of the economy. When we found our of four, two on each side. While one applied destination it was a huge warehouse filled the paint with roller the other tipped it with with veneer in rolls like bolts of cloth. Each brushes. The brushes had to be of the highest bolt had a legend with the provenance of the quality and debate raged as to whether wood. Bolt after bolt was examined to find a synthetic ones were better than bristle. match for Gralian’s saloon. The exact shade and grain pattern we could only proximate Years later we were to spray her hull by wetting a finger and wiping it across the and the finish was glass-like but on this grain to give it the sheen of varnish. Finding occasion we reached near perfection with nothing that came close to what we wanted the dedicated concentration of three skilled we were about to give up when our patient craftsmen and me, with the rest of the guide suddenly volunteered that he had a eagle-eyed yard pointing out dry bits or the ‘secret cache’ of veneer from some old estates beginning of a crafty curtain of paint slipping that might interest us. He led us up a dusty down her sides. winding staircase to an attic where more The finished Gralian was a sight to behold and there was only one thing to be done enormous bolts of veneer lay slumbering. have a party! Here we found veneer from an ancient oak: Next: Out of the yard and away down south tree 644 from the Woburn Estate. A perfect
Three questions come up more than most: have you come all the way from England in her? – Yes. Was she at Dunkirk? – No, but she was at D-Day. How original is she? – Pretty original, comparing her with photographs from when she was built. Since this goes for her interior and fittings as well as her structure, we are lucky. When we have added bits – spare lamp glasses, a pair of extra bollards – Daveys or Toplicht or Classic Marine have provided them out of the same moulds that supplied Saunders-Roe in 1937, so that’s all right. You have to watch out: chandlers are well stocked with the marine equivalent of horse brasses. Our boats, though, are not fossils. Using them to go places requires them to have stuff for navigation, communication and safety that was not there when they were built. Motor cars of the same vintage are not seen the same way. Law suits have been fought, lost and won over whether the chassis and engine numbers equate to the car as originally built. It wasn’t always so. Bentleys themselves would swap engines hammered by racing and replace chassis bent in accidents. The premium nowadays on matching serial numbers may have more to do with cash value. And of course owners of vintage cars lift their bonnets at the slightest excuse. It’s about the last thing classic boat owners do. We would be fairly horrified if Gralian still had her original engines. We Non-0riginal but essential latter don’t want all that day equipment petrol on board and we need reliability over provenance. If your ‘Chain Gang’ Nash conks out on the A417, you roll on to the verge and brew up while you fiddle about. There are no verges halfway across the Skagerrack. Which leaves a tricky question. If your old tub is pretty much as she was built and you’d like to keep her so, what do you do if you want something she hasn’t got? In our case, the wheelhouse had no foot lockers and we needed three. Sure, we could have turned to John Buckley and Harbour Marine Services in Southwold where Gralian was lovingly restored. Kim, Mark or Chris would make footlockers you’d swear were genuine Saunders-Roe, but we keep them for the stuff that’s beyond us. Enter the Skipper, except he never really went away. They had to be wood, they had to be strong and they had to look right. Best, I reckoned, to adapt something to hand, so wine-boxes it was. A few interior battens, lids of oak, some good fittings and six coats of Hempel’s Classic seemed to do the trick. The one at the helm has a central heating pipe running through it to dry shoes and gloves. The others provide foot-rests for the two seats and storage. I’d advise boxes from good wine of good vintage, in case any sticklers for matching numbers show up. And it has to be wine you have drunk yourself. Originality and provenance are so important, don’t you think?
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Sailing skills: Anchoring under sail It’s something we should all practice – just in case the engine does not start. So how do we prepare to anchor under sail? By Trevor David Clifton
olling white horses were thumping into the port bow sending showers of salty spray across the cockpit and down our necks. But it was summer with the sun shining so it was fun. We were fine-reaching across Christchurch Bay, aiming for Poole. At the outer marks of the approach channel we bore away and cruised towards the entrance. Our plan was to anchor for the night in a little creek, south of Brownsea Island, about a cable WSW of the easterly cardinal that’s dead ahead as you come in. “OK, start the engine.” I said. It wouldn’t start. We sailed in with the wind on the port quarter, but it would be fine on the port bow for the final approach to the chosen spot (Fig 2). We furled the foresail as we changed course, so foredeck crew wouldn’t
have to put up with a sail and sheets flapping around. The sea bed is mostly mud, and I’d checked the depth so we knew how much chain we needed (Fig 1). The boat, like many, didn’t have an anchor winch. We hauled up the twenty metres of chain, laying it out on the deck in four-metre bites. I checked the shackle connecting the chain to the anchor, took a single turn around a cleat near the twentymetre mark, and secured it with a short line. We rigged a ‘chain-brake’ around the bollard on the foredeck. When all was ready, we part lowered the anchor over the bow roller, holding it in place with the brake we’d rigged. “OK,” I said to the helmsman, “Head for that post,” pointing to a green post dead upwind. “Call out the depths as we go.” We lost way. As the boat came to a momentary
standstill the anchor crew let the brake off and the mainsail halyard was released. The chain rattled out – still under control – and the main came rattling down. The bow blew off downwind a little until a gentle tug on the chain told us that the anchor had dug itself in. Suddenly all was steady and comfortable. We snubbed the anchor chain, tidied up the mainsail, hoisted the day signal and made a cup of tea. Then I tackled the engine. If you sail a boat with an engine, one day it won’t start. Water in the tank, air in the fuel system, flat batteries, rope around the prop – they all happen. If you’re at sea and there’s no mooring or pontoon handy, then abandoning ship or drifting around the ocean for ever are your only options, unless you anchor. Of course you could sacrifice your independence (pride?) and call for help! Trading schooners in the Pacific used to (still do?) sail downwind into a lagoon, drop the anchor, literally, and swing around to lie to the wind. Some very experienced sailors advocate anchoring on the run but, unless there’s no other option I would
Anchoring Under Sail Fig 1: Flaking the chain, securing required length and improvising a chain ’brake’
always choose to anchor close to a weather shore, so my approach will almost always be upwind (Fig 2). I just don’t fancy sailing downwind into a shoal of anchored boats! I find it easiest to sail closehauled to the chosen anchorage, with foresail and main still drawing, then adopt the sailplan that tide and wind dictate. Take Osborne Bay for example, probably the most popular anchorage in the country. The shoreline there is roughly SE–NW, left to right as you look at it from seaward, so pretty-well at right angles to the prevailing wind direction, which may explain its popularity. In a south-westerly, at slack water, (Fig 3) my approach would be as described above. Close to the shore the water will be reasonably flat so the crew will have a clear, level platform to work on. We can safely reach back and forth under the main if the crew is bit tardy organising the ground tackle. When all is ready the boat is pointed into the wind and, as she slows, almost to a stop, the anchor is lowered, fairly quickly but not so quickly that the chain ends up in a heap on top of the anchor. The main must be lowered fairly quickly too before the bow blows off too far and the sail fills again. When the anchor bites the boat will be held into the wind and all should be well. If there’s a tide running the final approach would be different, the tidal flow there is roughly parallel with the shore. With the wind still coming from the south-west we could reach on a port tack into a rising tide or on starboard into the ebb. But it wouldn’t be easy to get the main down on this point of sail so we’d do it under foresail. The inconvenience to the crew would still be minimal because the main body of the sail would be somewhere outside the guardrail. (See Fig 4) But when the wind or tide changes so does the plan. Things are different in the confines of a river or creek where your approach direction and manoeuvring space are restricted by the banks or shallows. In wind over tide conditions the boat’s forward speed can be controlled using just the foresail, and
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Things are different in the confines of a river or creek where your approach direction and manoeuvring space are restricted by the banks or shallows
Anchoring Under Sail Fig 2: Poole Harbour
Fig 3: Osborne Bay – slack water; anchoring into the wind
Fig 4: Osborne Bay – tide ebbing; anchoring into the tide
Fig 5: Langstone Harbour – wind over tide; using foresail only
the bow can be brought up over the spot where the anchor is to go, unless the wind is so light that the tide is the more powerful, in which case you probably wouldn’t have sailed into Langstone harbour anyway! If the wind is more than a zephyr it will push the boat forward over and beyond the anchor, while the
iar you are with the boat’s handling characteristics. There are three main options... and the potential for a snarl-up in all three! You could fine-reach across the tide under main or foresail (or both), then ‘luff-up’ so that the boat heads into the wind and tide at the spot where you wish to put the anchor
current will determine the direction she faces (See Fig 5). The trickiest situation to deal with is when the wind is with the tide, when you have to sail close-hauled just to stand still. A bit of careful judgement is needed. Which course of action you choose will depend on the slant of the wind and how famil-
down (Fig 6). The danger here is sailing too close to the wind, stalling and the bow being blown off. If this happens there is every chance that the wind will fill the sails and drive the boat forward. Then the only escape option is a very quick gybe (which suggests that undertaking this manoeuvre might best be done CLASSIC SAILOR 73
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Sailing skills: Anchoring under sail
Anchoring under sail Fig 6: Langstone Harbour – wind with tide; using mainsail
Fig 7: Langstone Harbour – wind with tide; using headsail POINTS TO NOTE 1. In real life it is unusual for conditions in a sheltered anchorage to be bad enough to cause problems, nevertheless it’s worth practicing on a gentle day just to get the procedure right. 2. Wear gloves. 3. Don’t get your fingers caught between the chain and a deck fitting. 4. Make sure that the chain is secured at its inboard end. 5. If you’ve never done it before try the brake I’ve illustrated where there’s plenty of room, not because you’ll need the space but so that you don’t have to worry about other boats. 6. Don’t say ‘Drop the Anchor’ unless that’s what you want to happen, in gentle conditions the chain will end up in a heap on top of the anchor! 7. An anchor chain running out over the deck makes a lot of noise but doesn’t normally harm the deck or fittings; and it will run over a sheet or through the ‘brake’ without ‘dragging’ the rope. 8.
Once a boat loses way the bow will be ‘blown off’ by the wind; how quickly that happens depends on her weight and underwater profile; if the mainsail is still up it can fill with wind and drive the boat off in a direction you may not wish to go!
9. Once you’re safely at anchor hoist the day-shape and/or turn on the anchor light; identify some landmarks so that you can see if the anchor drags; if appropriate pick one or two that will be visible after dark.
Fig 8: Langstone Harbour – wind with tide – crash anchoring under foresail (See Fig 7) – if your foresail is big enough); if there’s not a lot of room you could be aground very quickly. A third option is sometimes known as ‘Crash Anchoring’. This too has potential for disaster. Fig 8 shows the manoeuvre fairly clearly. So what can go wrong?
As the boat sails past the anchor the chain – which must be allowed to run out freely – will be stretched out along and underneath the hull; there is a possibility of damage to the surface and worse, the chain could foul the propeller and/or the rudder. When the anchor bites the boat should be steered towards the chain
to reduce the chances of this happening. The boat will swing around and point towards the tide. The sail can then be dropped/furled. And what if the anchor doesn’t bite? The boat is likely to be drifting with wind and tide, slowed a little and, hopefully, kept at least partly head-to-wind/tide by her dragging
anchor; it shouldn’t be difficult to haul it back on board. At the same time setting and backing a small amount of foresail might help to point the bow in a safe direction and keep you off the putty. Then you can try again! There is a fourth option: find somewhere else to anchor!
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The ship’s bell, rigging plans and a decimal rule for tides
The ringing of the ship’s bell was an integral part of life at sea for sailors both as a time keeper and warning signal. Still is, for some.
ells have been used on ships since at least the late 1400s and a ship’s bell is still required in vessels over 20m in length (65ft). A brass bell is an efficient sound signal and the International Rules for Prevention of Collision at Sea require a bell to be rung for vessels at anchor or aground in restricted visibility. Boats under 20m need to make an “efficient sound signal” every two minutes in these conditions, and so many boats still have a ship’s bell. The first record of a ship’s bell was on the British Grace Dieu in 1485; an inventory of the Regent in 1495 notes she carried two “wache bells”. Henry Teonage, naval chaplain aboard HMS Assistance and HMS Royal Oak from 1675 to 1679, noted in his Mediterranean diary: “so great a fog that we were fain to ring our bells, beat drums, and fire muskets often to keep us from falling foul one upon another.” Ringing the ship’s bell became the custom in fog but it was not until 1858 that the Royal Navy made it
part of shipboard regulations. By then bells were commonplace and it is as the time keeper aboard ship that most sailors would associate the ship’s bell. The bell would be rung every half hour during a standard four hour watch up to eight bells (see table below). The practice stems from the use of a half-hour sand glass or ampoletta, which would be turned as it ran out. Columbus records using these on voyages to keep the night watches and canonical monastic hours that possibly gave rise to the sailor’s watch system. When introduced the bell was a useful way to record the passage of time aboard ship. And it was rung in pairs thus: ding-ding, ding which would signal one and a half hours into a watch. All watches end in eight bells except the first dog (or dodge) watch, introduced so that sailors did not have to do the same watch each night. Aside from time-keeping and warning the ship’s bell could also be upturned, filled with water and used as a baptismal font. DMH
The man at the wheel, in addition to steering the ship, watched the clock through the cabin skylight. He struck the hours and half hours on the bell on the wheel box. From Gordon Grant’s Sail Ho Eight bells marks the end of the watch, and has become an expression that also refers to the death of a sailor.
20:00 – 24:00hrs
00:00 – 04:00hrs
04:00 – 08:00hrs
08:00 – 12:00hrs
12:00 – 16:00hrs
16:00 – 18:00hrs
18:00 – 20:00hrs
Number of Bells
2, 2, 1
2, 2, 2
2, 2, 2, 1
2, 2, 2, 2
The traditional naval system of bells and watches based on three ”watch crews”. Next issue: we look at different watch systems for yacht crews and short-handed sailing CLASSIC SAILOR 75
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Rule of Tenths: An on deck ready reckoner for the state of tide
1st hour 2nd 3rd 4th 5th 6th
10% 15% 25% 25% 15% 10%
If you are an hour before high water then you can expect the tide to have risen about 90 per cent of its range (or 11 twelfths). Say the range for the day is a Dover spring tide of 5.9m. Simply taking 0.59 (10%) from the range leaves less room for error than taking off a twelfth, albeit the answer is roughly the same. Often there won’t be much advantage over working with twelfths especially if you call your Dover spring 6.0m or have any other figure that’s easily divisible by 12 – and remember this is a rule of thumb; it’s not meant to be highly accurate. For accurate tidal work you should use a graph – especially in places like the Solent where the tidal curves, standing high waters and so on make the rule of tenths, or twelfths far less accurate. DMH
JOHN FOWLER/IVY PRESS 2016
orking out tidal heights using the traditional rule of twelfths is easier if you convert it to percentages that can be used with metric tide tables, writes Dan Houston. The rule of twelths, which worked well with fathoms uses the rough premise that tide rises one twelfth of its range in the first hour, two twelfths in the second; three in the third; another three in the fourth; two in the fifth and slows down to the last twelfth in the sixth. But using percentages the system is easier to use with metric heights of tides and charts. The rule of tenths goes like this:
Tying a turks head
he Turk’s head family of knots is the most extensive there is, several thick manuals having been written about them. Tied in suitable material, this basic specimen – with its three parts (or leads) and four overlapping bights at each edge, can serve as an attractive whipping on rope, a sliding clasp for a neck scarf, napkin ring, finger ring, bracelet, or to finish oar leathers as described on page 80. Its uses, like the finished knot, are apparently endless. To begin make a turn around the object and cross the working end
over the standing part (l). From right single-ply knot can now be doubled to left, go over one strand and under and tripled (6). the next (2). Pull one knot segment (From Geoffrey Budworth and over the other, as shown, then take Jason Dalton’s Book of Knots) the working end left to right over one and under one (3). To complete the knot, bring the working Nav note: ecting your compasses? end around and tuck Is deviation is aff up a point on your it under the rim of the On a calm day line or a distant headland knot, alongside its own compass card, with ht tig a in ly nt ge at e bo toil (4, 5). feature and turn th th wi d xe ld remain fi By following the circle. The card shou it. If it wavers you und original lead, going over the boat turning aro you can account ich wh where the guide strand n, tio via de have out. Or make a goes over (and under for and have adjusted where it goes under), the deviation card.
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The standing and running rigging of a cruising yawl E The Names of Sails A Mainsail B Staysail C Jib D Jib topsail or flying jib E Main topsail F Mizzen sail
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Marine paint CS visits Teal & Mackrill in Hull to see how marine paint is made and the correct way to dispose of it. By Dan Houston
eing a boater usually means becoming familiar with marine paint, especially at this time of year. I have memories of painting our Mirror dinghy, the seemingly non-ending period of sanding which as a ten year old seemed like anathema and then the pleasant undercoats and at last a gloss or two that suddenly seemed to make the boat float, mirroring her surroundings in a dark gleam of empyrean light. We’d be careful to lift her down the beach for the first few sails after that. And the idea of smart paint, or perhaps as smart as new paint, was thus instilled while young. Years later I got the chance to take a boat to the Boat Show and it was time to up the ante. We wanted Nereis to almost shock people with her paint effect – and it worked. A good paint job may be time consuming but it’s also half the fun... I liken it to caring for your best boots as well. It’s not just about colour and shine, it’s about protecting something that is going to protect you too. When we painted Nereis back in 2007 we used Teamac’s marine gloss, dark blue. We’ve only had to do it twice since. I worked with Ken Wilkinson and he applied the final layers which had so lustrous a finish you could shave in them. Teamac gave us another product to “try out” as well. It’s their other brand Coo-Var with an anti-rust paint that was developed for the ravages of oil rigs in the North Sea. We put it on some rusty metal, which after a few minutes went a dull sheen of black, and years later it’s still effective – albeit that metal is under no kind of wear or use, other than the weather. I often wondered what a paint factory would be like. I mean do they, for instance, have people that are paid to watch the paint dry? Are the staff basically a bit happy
from the fumes that must be around the place? Well to visit we needed to travel north, up to Hull, this year’s UK City of Culture, by the River Humber. Teamac is run by Geoff Mackrill – the “mac” in Teamac – the company was set up by Geoff ’s grandfather Harold and Arthur Teal in 1908. Arthur left in 1941 aged 73 and the Mackrill family carried on with Geoff replacing his father Benjamin, when he died in 1999. The company has a proactive marketing style with regular demonstrations of how to get the best from its paint. In February they were in Ipswich with the Old Gaffers, and clubs can request a visit.
Even that process is not done by hand but by a computer driven machine which pumps in the correct mixes to achieve the right finish. It’s certainly impressive and the machinery can cope with very small runs of bespoke paint, which can then be recreated if the same colour is needed. Not many marine paints give you that! I can’t write in Geoff ’s Yorkshire accent but he’s typically candid about some of the threats to the industry and the situation caused by the vote to leave the European Union. “Leaving Europe won’t make any difference to us because we export to 14 or 15 countries and the government just does not have the resources to put in
The message is quite simple: wear the right kit, use sheeting to collect the old paint, and dispose of it correctly. The factory occupies a few buildings with areas for testing and ensuring the same consistency of paint. This must be a nightmare, as we all know you can run out of paint and go back to shop for more which might be a very different batch but Teamac uses spectrometers which give testers an accurate readout of the colour and shade of paint. Each batch of paint then gets its own sheet of characteristics which can then be referred to for more of the same paint for instance. The testing and developing stages seem to be the most interesting and there are machines which mix samples at the correct rate and temperature –with little heaters to warm samples so that they can be correctly mixed or applied. And while they don’t actually watch the stuff dry there are standard sample boards which are used for comparison and then in the spectrometer before a new batch can be mixed up.
place a whole new set of rules, and in any case we agree with the laws that affect us – we don’t want to contaminate the environment. “We are affected by the Biocidal Products Regulation which is tightening things up on antifoul. Basically we need to be clearing it up, and not leaving it around the boatyard to be washed into the water table. We don’t want it to get so bad that regulations prevent yachtsmen painting their own antifoul, so the message is quite simple: wear the right kit, put sheeting around the boat to collect the old paint, and dispose of it correctly. “But pressure washing it off straight into the harbour... that is going to have to stop. But then again yacht antifoul can help reduce invasive species, which come into our harbours and are causing a lot of damage. So we need to have the right approach and be sensible and then we won’t get over-regulated.
Main photo: operations manager Kevin Hart regards just one row of stored paint at the factory. Right: Geoff Mackrill the MD in his office; testing for colour consistency; programming the mix to create exactly the same colour every time; Kevin and Geoff get technical. The large painting of local maritime history was done by Geoff’s mum
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Leathering oars What do an Irish monk from the sixth century and a pair of recycled rigger boots have in common? David Parker explains
s shopping experiences go, here’s one which I’m actually going to miss. For a start it didn’t involve parking or the use of a car at all. Big name stores or high street chains were nowhere to be seen and neither were there hordes of people or noxious music making you desperate to escape. No, this shopping experience involved a gentle walk through the woods to a quiet road where there once lived Warsash Nautical Bookshop. Sadly the owner retired last year so the shop closed and I have fond memories of it. I miss the hours of browsing books new and old and the piles of second-hand delights you could ferret through. You could find real bargains for a pound and I would normally come away with an arm full of books I didn’t intend to buy. Most would have cost under a fiver, an occasional rare edition treat would be £15. The world was a better place for that timeless old book shop which stocked everything from charts to merchant mariners’ reference texts to piles of old boating magazines. Needless to say I amassed quite a collection of secondhand books, many of them buried deep in various piles which turned out to be great reads. Many of them were ridiculously cheap because few people wanted them apparently, but the other admirable thing about the shop was that they would never throw a book away. One of my finds was The Brendan Voyage, a hard-backed edition packed with pictures published in 1978. I could remember being intrigued by the story at the time – the
book recounts an epic Atlantic crossing in a leather boat. This fascinating adventure was undertaken in 1976/77 and was inspired by a medieval text known as the Navigatio, which describes the legendary voyage of the Irish monk, St Brendan. St Brendan lived in the sixth century and Latin texts tell how he sailed with a crew of seventeen monks to America. His voyage is supposed to have lasted seven years and he undertook it after hearing from another Irish priest about a “beautiful land far in the West”. If this claim is true he would have reached the new world a thousand years before Columbus and four hundred years before the Vikings. Sceptics dismissed the Latin texts, but explorer Tim Severin undertook the Brendan Voyage in a specially built replica leather craft to find out if he could have done it. To try and sail directly from Ireland to North America would have been contrary to the prevailing southwesterly and westerly winds, an impossible task for a small supple medieval leather boat, with a basic square rig and no
David’s inspiration – Tim Severin’s The Brendan Voyage. Above: an illustration from the Navigatio
keel. The route therefore was to go north of these winds from Ireland. This would take them to the Hebrides, then up to the Faroes, on to Iceland and then south of Greenland to the coast of Labrador, Newfoundland, Canada. This was known as the Stepping Stone Route and although notoriously stormy was the only option for what was essentially an open boat which could not sail upwind. According to the author the craft had “a motion more like a liferaft than a conventional vessel”. It is a fascinating account of an impressive ocean crossing in an unlikely craft. They had to survive storms in some of the toughest waters in the world in addition to nearly being run down very close to the start. I am happy to say the book is still in print and there are lots of images of the boat online. Brendan was 36ft overall with beam of 8ft, had sails made of flax on twin masts, with 140sqft on the main and 60sqft on the foresail. The craft was recreated as authentically as possible with much research, but there was very little detailed practical information to work from. She was designed by the renowned naval architect Colin Mudie and built at the Crosshaven Boat Yard in County Cork, Ireland, the same yard in fact
where Sir Francis Chichester’s Gypsy Moth V was built. What I also found particularly interesting about this project was the dedication which went into the build of the vessel itself and the use of leather. No boat like her had been afloat for probably the past thousand years but the closest cousin would be the Irish Curraghs. Originally these too would have been leather but in more recent times were made of a skin of tight canvas stretched over a lath frame and tarred on boat sides to make it waterproof. On Brendan the hull skin was formed of 49 ox hides, ¼in thick and stitched together to form a patchwork quilt stretched over a wooden frame. This skin would be prone to “flexing and shifting like the skin over a man’s rib cage”, and leather being high in protein would also be prone to corrode quickly in salt water. After many tests in modern laboratories the ancient text of the Navigatio proved very accurate in regard to the best way to select and prepare suitable materials. Oak bark was used for the tanning process, a rare specialty in modern times and undertaken by the Bill Croggon tannery in Grampound, Cornwall. Each carefully selected hide took a year in preparation. Boiled-up
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buckets of wool grease with a pungent odour of “blocked drains and rancid fat” was then used to dress it. Grease was also used to preserve the ash for the boat frames topped by double oak gunwhales. Each ox hide averaged 4½ by 3½ feet, stitched together by hand over a lattice framework lashed by hand comprising of 1600 joints and nearly two miles of leather thong. Because of the size of the hides the stitchers had to work in pairs and the majority of the 30,000 stitches were put in by volunteer leather-workers. These were students from a technical college in London which ran a course in saddlery. Supervising and training them all was a very skilled man called
stitching and how far apart to make each hole were all things they had to work out. Reading the account you get only a glimmer of how much work must have been involved but it must have been very satisfying to learn about and work with the organic materials used. From my own limited experience I have found that working with leather shares similar characteristics with working with wood ; it too is something the interested amateur can gain satisfaction from learning about. Indeed I recount this valiant story to encourage those who like a practical dabble to have a go making things from leather. Like wood you will find leather to be a natural material
Like wood, you will find leather to be a natural material which is rewarding and forgiving, durable and beautiful. John O’Connell who had been a famous harness maker but had vanished from the world of leather working before the project came along. He had the burly upper body physique typical of the rare breed of master leather workers and on the bow, where the leather comprised of four layers and was more than an inch thick, only he had the strength to drive the needles through. How to join the hides together, the best method of
which is rewarding and forgiving, while being durable and beautiful at the same time. Unlike wood however, leather is one of those materials which is not readily available to most of us. You can order it online and from specialists but it is an expensive way to experiment if you just fancy trying your hand at some basic stuff. It is for this reason that I am loath to throw it away; old belts have been recycled to make trim for garments on my sewing
The Brendan – a leather boat. Dave recommends starting on a smaller scale with oar protectors made from a pair of leather boots
machine and even shoes cut up to make small pouches or tool guards. So when the soles of my old rigger boots were finally worn out I could see quite a bit of leather there to use again. The job which immediately sprang to mind was to leather the oars for my tender, which were getting rather scuffed from the galvanised rowlocks. You can buy proper kits to do this job but I was happy to use the leather from the boots. This is how I did it.
he first job was to find out where the oars sit in the rowlocks at a comfortable rowing position. These oars are 6ft long (183cm) for use in my tender. For the rowlocks to sit midway along the leather I found the best position was to begin the leathering 19in (48.5cm) down from the top of the oars. For longer oars some leathering kits provide 10in (25.5cm) or 12in (30.5cm) leather rolls. The maximum length I would get out of the
boot would be 7½in (19cm) but, topped and tailed with my braid collars (see below), I found this to be perfectly adequate for these shorter oars. I came across various stitching methods, but I found the neatest and simplest to be a cross stitch going over and under alternate holes. However, depending on what materials you have to hand, I would recommend experimenting. I unpicked my first few starts before I found something I liked... as I said leather is very forgiving. Fig 1 The first job was to cut off the sole of the boot, using a Stanley knife to slice through the joint at the top of the sole moulding. Fig 2 Next, take out all the stitches with a standard seam ripper. Fig 3 This shows the leather panels from one boot when the stitches were removed.
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Fig 4 A piece of braided line was used to measure the circumference of the oar. If the oars are tapered, two measures at each end of the leather position will need to be taken to allow for this.
used to make a cross stitch. For the thread 1mm unwaxed sailmakers’ thread was used. You want the thread long enough, but not too long – mine was approximately 6½in (200m).
Fig 5 A paper pattern was made to fit around the oar and then the dimensions were marked on the leather with pencil. The pattern was made approximately 1/8in (2.5mm) narrower to allow for the drawing together of the leather when stitching.
Fig 11 As you progress, draw the stitches tight and make sure each side of the thread is the same length. (The other holes which can be seen are from the original stitching when the boot was made).
Fig 6 Lining up the marks, a set square was used as a guide when cutting out the panel. Fig 7 Again with the set square as a guide, holes were made every ¼in (5mm) inch and 3/16in (4mm) in from the edge using a carpenter’s bradawl. Fig 8 To ensure the holes lined up the leather was then folded over to make the holes along the opposite edge. Fig 9 The cut leather piece ready for fitting with the holes made. Fig 10 With masking tape used as my start guide, two needles were
Fig 12 I found that using the spike of the bradawl was a good way to draw the stitching up tight.
Fig 13 When the stitching was complete the stitches were tied off with a reef knot drawn tight and the threads cut. Fig 14 Collars at the top and bottom of the leather pieces were made using a triple Turk’s head knot with 4mm braided line (see how to tie one on p76). Fig 15 The leather oars complete. You can still see the stitching from the old rigger safety boot … but they are probably the only ones with a CE approved stamp for use in a hazardous environment!
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Are you in the business? Are you inboating the boating business? WellWell it’s time to join our Go-to guide withwith display classifi ed ed it’s time to join our Go-to guide display classifi advertising backed up with your own interactive page on advertising backed up with your own interactive page on our website. our website. We want to build a strong community of specialists and and We want to build a strong community of specialists general trades and and initial registration is free! general trades initial registration is free! But we for you thanthan that that and and our introductory ratesrates Butcan we do canmore do more for you our introductory will knock youryour socks off. off. will knock socks Contact Catherine Jackson Contact Catherine Jackson firstname.lastname@example.org email@example.com Tel: +44 404461 Tel: (0)7495 +44 (0)7495 404461 Or call: +44 (0)1273 421813 Or call: +44 (0)1273 421813 See more details or see at: at: See more details orour see website our website www.classicsailor.com www.classicsailor.com CLASSIC SAILOR 87
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On watch: kit for ship and crew Compiled by Guy Venables
Our adventures in wool continue and this winter we’ve been using a Viking hood, made by Astrid Reco, in Poland. This is a bespoke copy of the Skjoldehamn hood found preserved in a Norwegian bog, dating from circa 1050AD. It’s very simple in construction made of a rectangle and pieces of square cloth. Ours is wool lined (linen is available) and is superbly cosy for those days where three layers of wool are too much and two aren’t enough. It protects the sternum, shoulders and nape of the neck – the bony bits which feel the cold. The hood holds the head well, so you can turn your head to see aside. Once on it’s hard to take off. £65.47 AstridReco Etsy.com
Heat cameras latest upgrade
RokPak Pioneer 1
You have to see one of these heat sensitive cameras from Flir in use, to believe it. Coming into their own at night they pick up a body in the water like a beacon and can also ‘see’ objects like bridges and wharves in a monochrome version of vision. Two new compact tilt and pan versions in the M Series 100 and 200 are launched with Raymarine Axiom multi monitors starting at £620.83 for the monitor and £2,495 for the camera. www.flir.com/marine
This is a handy shockproof waterproof box which doubles up as a battery pack charger, torch and water-activated s.o.s beacon. It charged our smartphone six times, has a padded inside and rubber hold net which stopped everything bashing around once in transit and we tested it to IP67 (waterproof for 30 mins at 1 metre.) It also recharges itself in the sunlight with a solar panel. Pretty good off grid bit of kit. www.rokpak. com £196
Firetool JE-50 extinguisher
You may have seen them at various boatshows. Firetool have made a pocket size portable Fire extinguisher with no annual maintenance & cost, no residue after discharge, it’s environmental friendly, easy to operate, safe and reliable. Very small and, by the looks of it, very effective on all types of fire. £46.99 www.firetool.co.uk
Diddy brass D shackles have several uses on a traditional boat and we found these on ebay. They come in several sizes and the ones with 10mm across the gap are the medium size at £4.49 a pair (including postage). www.ebay.co.uk
A friend has been using this for a while: It’s known as geek food and made for people who can’t or won’t cook. My friend kept it on board for two reasons. When at the yard he often got hungry and there was no café around. At sea he swore by it as a standby when caught in a storm, shorthanded or exhausted. It can be simply shaken up with water and, although not exactly a feast, as a ‘go to’ it has all the carbs, fats and micro nutritions you need to keep well fed, being made up of oat flour, pea, rice protein and vitamins. (You can live off it entirely.) Good for an emergency grab-bag. www.Huel. com £45 for two bags and a shaker (£1.60 per ‘meal’.)
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The last cafetiere you’ll buy
Barton Marine Splicing Tool
This multi cord splicing tool has interchangeable rods for different sizes of rope and will balance in your hand, which makes it easier to use in the field for professionals and novices alike. Our chief tester took it away with him on a tall ship to while away the hours. Unfortunately the instructions are only online and of no use while at sea, so practice before you go. www.bartonmarine.com
Unbreakable cafetieres are the only ones to have at sea and we like this one, from ProCook. In 600 and 350 ml sizes it has a wide base for stability – but a normal plunger in a stainless-steel jacket inside. Keeps coffee warm for an hour. £18 for the 350ml (2 cup) size is a bargain too – it’s very well made. www.procook.co.uk
Shock absorbing some of the effects of a bad gybe is the aim of JDP marine’s gybe tamer which fits in way of the mainsheet and will extend to take the shock out of a gybe (or a sudden gust of wind; Google it on You Tube). Three sizes fit most boats up to 485sqft (45m2). Prices begin at £75 for the basic model from www.jdp-marine.co.uk
SOG make, to our chief tester, the best multi-tools you can buy. This is due to their patented geared pliers/ wire cutters that deliver nearly three times the cutting power of your hand, enabling you to, for instance, cut through a solid wire shroud using only a SOG and your bare hands. (This was witnessed by our chief tester.) For this feature alone they stand above all others and they also have all the relevant features of normal multitools with a rather pleasing design. www.sogknives.com £54
A holdall is an essential bit of luggage for a sailor. These are spacious, stylish and they fold down flat. This duffle features a solid brass zip with storm flap, two interior stow pockets, water and abrasionresistant Rugged Twill, adjustable and removable leather carrying strap with shoulder pad and bridle leather handles. If you’re feeling fancy and flash this might be the one for you. Expensive but ever so nice. www.boatique.co.uk £345
Whacky ideas continue in the form of this “mount-anywhere” camera from Hyndsight – a lightweight, wireless waterproof camera and 4.8in monitor for mounting on a trailer or anywhere you might need to see what is going on. Up to four cameras can be used with the monitor. Good for rowers! £400 www.hyndsightvision.com CLASSIC SAILOR 89
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Over the Yardarm
Off watch Books: Adventurers, and food and drink
Guy Venables Honey rum? I had my doubts, as one does with local brews. But I risked a purchase to try out on the brig’s crew. We finished the bottle... and several more over the week Over the years, whenever I’m travelling for the magazine, I’ll ask a barman what the local hooch is and give it a try to see if I’ll patronise it with a mention in these hallowed pages. Sometimes I’m amazed at what can be made from so little. More often I’m surprised it can be drunk at all. Whilst in the Canary Islands I wasn’t expecting much from honey rum. It sounds too much like the filthy habit the Americans have taken on recently with flavouring their bourbon. As with buying cigars in Spain it’s a good idea not to buy the cheapest. I bought Porteador Ron Miel (the cheapest) and persuaded the guests on board the brig I was on to share some with me after dinner. Some declined, some did not. On its own over ice was the local way. It was sweet, as expected, smooth (as was not) and instead of tasting like two things poured together was in fact a pretty good drink in its own right. We finished the bottle. The next night one of the guests bought another bottle, this time from the slightly more expensive shelf (Artemi). Some of the “I don’t really like rum” people from the night before decided they liked honey rum. We finished the bottle. A digestif routine began. By the time the week was up we knew the best brands (Guajiro and Cayo Grande Club) and any time someone was going ashore in the RIB we’d shout “Honey Rum!” at them to remind them of our daily dwindling supplies. It comes in at only 20% abv, meaning it’s just slightly stronger than sherry, and hangover reluctant, especially as the sugars mean you’ve burnt off the alcohol by the time you go to bed. With Lars, the cocktail enthusiastic Norwegian deckhand, we had an epiphany one evening. With rum and sweetness already in the drink, surely simply the addition of lime juice would make a cover version of a Daiquiri. We hastily cobbled together a cocktail shaker out of a tin mug and an oil filter cap, shook it up and there it was. I opted to call it The Sticky Wicket. Not hearing me correctly and being a crew devoid of people with English as a first language the cocktail was soon renamed The Sticky Wicked. I imagine this is how most cocktails (and indeed many things) were invented. Not by planned design but by what is directly to hand.
By Mike Peyton The late Mike Peyton enjoyed the sobriquet of the “World’s greatest Yachting Cartoonist” and here is why... This is a second edition of the story of his life in boats, from his first cartoon to becoming a householdname for yachting families. And, as always, the cartoons speak for themselves. £14.99 Pub Fernhurst 2017
Reeds Cooking at Sea Handbook By Sonja Brodie
Sun, Sea and Superyachts Hostie All at Sea in the Ionian. By Frank Melling The story follows the experience of a 22 year old woman having never sailed, getting a job as a hostess for a struggling flotilla company in Greece. Written in the first person she describes learning to sail in an informative way that a ‘new to sailing’ person would find useful, but if experienced may find a little annoying! Along with the sailing dimension, Rachel discovers herself and with it overcomes her inhibitions, leading to romance. Stories of clients, workmates and superyachts make it a light fun read. LW
This is an absolute must for anyone new (or old!) to cruising! It talks through safety and equipment in the galley in a logical way, giving you an understanding so you are able to maintain things (eg water tanks) and prevent problems (eg weevil infestations). Discussing what foods to buy and how to store (pickling, bottling), preparing fresh fish, foraging and baking - all one could do, but have never been brave enough to tackle on a boat! Along with simple recipes this is a great handbook to have on board, but do read it beforehand as it will give you plenty to think about in preparation. LW £8.99 Pub Adlard Coles Nautical
£9.99 Pub: Collie Press
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Shoreside Places we love
Sale: Pheasant Cottage, Membland.
Originally part of a private estate, the 18thcentury Pheasant Cottage is within walking distance of Newton Ferrers, an excellent sailing starting point, either out to sea and beyond or just exploring the creeks and river Yealm. It’s a listed property with period features, spacious 3bedroom accommodation, sun room, generous mature garden, double garage and parking. £525,000 www.marchandpetit.co.uk 01752 873 311
Rent: Harbour Watch Salcombe
Here’s a belter if you can pool some resources. Just across the water from Salcombe in East Portlemouth is Harbour Watch, a huge and stylish holiday home that would suit several families or even a work group. Pathways through the gardens lead down to a sandy beach, there’s plenty of decking, two gas barbecues and there is a fixed and a running mooring available with the house on request. So you could sail there. The price ranges from £2150 to £6250 a week with reductions available for reduced occupancy and/or short breaks outside the school holidays. Sleeps 12. www.salcombefinest.com
Send us your favourite pubs! Address on p15 The Anchor, Walberswick, Suffolk.
Cold and wet from the North sea? A great stop off is up the river Blythe to the Anchor Inn at the picture postcard village of Walberswick. Here you’ll find this excellent sea-facing terraced pub where your beer can be matched to the food and fresh bread is made on the spot. It’s made it into the hallowed ‘National Geographic’s top ten pubs’ and has several AA rosettes. The locally-sourced food is what most people rave about and you can walk it off along the sandy beach or you can always stay the night. Just be wary when sailing off after having a few. The tides can be strong up that Blythe. 01502 722112 www.anchoratwalberswick.com CLASSIC SAILOR 91
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Artist of the month Ben Young
here’s something particularly satisfying about Ben Young’s work. Like the dreamlike miniature dioramas of our childhood these are sculptures which can be delighted over with unusually close inspection. Each sculpture is made of many layers of glass, laminated together often set off with a concrete floor and often including tiny brass hand made figures, yachts or buildings. You can contact him through his website for commissions. brokenliquid.com
Right: Seeker’s Thoughts Below left: Arctic 1 Below right: Set Sail
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Big Blue Zoo Animal stories from the maritime world
Mass beachings: why do whales do it? Although we’re always looking for modern culprits to blame for mass whale beaching it has to be said that many of them can be explained by natural phenomena, not least because they’ve been reported throughout history. In 1918 for instance 1,000 whales beached themselves on the Chatham Islands. The recent tragic spate on Golden Bay’s Farewell Spit in New Zealand of over 400 pilot whales is a good example. Trying to work out why this happens is still a mystery but we can deduce that for instance, an entire group of whales beached themselves after one single whale got sick, injured or stranded. Their social bonds are so strong, pod-mates will always swim to the aid of others, thereby starting a chain reaction with other pods. The spit’s long coastline and gently sloping beaches seem to make it difficult for whales to
navigate away from it once they get close to the shoreline as their sonar won’t work that close to the bottom. Along that spit in fact, in lesser numbers, it usually happens every year. Navigational errors among pods are common, especially when chasing food or coming close to shore to avoid predators such as orcas. Andrew Lamason, a rescue team leader for the Department of Conservation, Takaka area said it was common for whales involved in a mass stranding to rebeach themselves, because they were social animals and would stay in close proximity to their pod. “We are trying to swim the whales out to sea and guide them but they don’t really take directions, they go where they want to go,” Lamason said. All this being said, human activity can never totally be ruled out.
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Mersea is A widely recognised 1GM10 diesel, Bespoke road fit out with lots of hard wood strip/epoxy construction withaaaa 1GM10 diesel, Bespoke road fitand out with lots of hard wood strip/epoxy construction with 1GM10 diesel, Bespoke road fit out with lots of hard wood strip/epoxy construction with with electric motor, category B. cover covers and 1GM10 diesel, Bespoke road fit out with lots of hard wood strip/epoxy construction with category B. break back road trailer with electric motor, covers and as one the prettiest boats of her size to 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter 2000 Cornish Crabber 22’ in rating 2006 GRP Kittiwake 16’ gaff 2001 David Mossstanding Sea Otterlug yawl rig. Complete work. Complete with trailer and upped to and bronze trailer and upped work. Complete with standing lug yawl rig. Complete work. Complete with lug yawl yawl rig. rig. Complete trailer and upped to sloop. and bronze Complete be found anywhere. Built inComplete 1937 by in road trailer.Cedar £8,995. trailer upped rating work. with standing lug lovely condition with Yanmar rigged A high end 15’ in lovely lovely condition. Cedar £37,950 road trailer. lovely£37,950 condition with and Yanmar rigged sloop. A very very high end 15’ condition. category B. cover and break back road trailer with electric motor,covers coversand and Harry King and Sons for the artiststrip/epoxy Archie with electric motor, category B. cover and covers and category B. covers and 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter £7,750 category B. break back road trailer with electric motor, 1GM10 diesel, Bespoke road fit out with lots of hard wood construction with a 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff 2001 David Sea Otter 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter £7,750 1GM10 diesel, Bespoke road 22’ in “Corriemhor” 2000 Cornish Crabber 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter White, Concord won Classic Boat’s £37,950 £8,995. road trailer. Much-loved 4-berth T.24 seeks new home. Owner “Spratt” trailer. £37,950 £8,995. Perfect for some coastal cruising in style! Currently on her lovely condition with rigged sloop. A high end 15’ in lovely condition. Cedar £37,950 lovely lovely condition with Yanmar rigged sloop. very high endinstanding 15’ in in condition. Cedar £37,950 road trailer and upped rating to and bronze work. Complete with luglovely yawl rig. trailer. Complete lovely condition with Yanmar rigged sloop. AA very high end condition. Cedar lovely lovely condition with Yanmar rigged sloop. Avery verythe high end 15’ in condition. trailer and upped rating toYanmar restoration 2010 15’ swallowing hook afterCedar 47 years. Built 1969. GRP hull, Swampscott Doryofbuilt toYear veryaward high standard,comes trailer near Aberdeen, we can deliver to the new owner. fit out 12’ £7,750 £7,750 hard wood strip/epoxy construction withand 1GM10 diesel, Bespoke road with lots of hard wood strip/epoxy construction with 1GM10 diesel, Bespoke road fit out with lots of electric motor, covers and category B. cover and break £7,750 1GM10 diesel, Bespoke road hard wood strip/epoxy construction with “Corriemhor” 1GM10 diesel, Bespoke road hard wood strip/epoxy construction with aaaacoachroof, teak trim, marine-ply deck (renewed 1993) category B. back road trailer with electric motor, covers and with her present owners James and Corriemhor is ﬁtted out for coastal cruising and enjoys a with sailing gear,air bags and oars.
Much-loved 4-berth T.24 Avon seeksinc. new home. Owner “Spratt” Perfect for some coastal cruising in Currently on her Yanmar 1GM10 regularly serviced, Excellent trailer and upped rating to and bronze work. Complete with standing lug yawl rig. Complete standing lug rig. Complete trailer and upped rating to and bronze work. high level of equipment: £16,000 Boyd. Sadly the has come for new. trailer. £37,950 £8,995. trailer and upped rating todeliver trailer and upped rating tostyle! Complete with standing yawl rig. Complete Easily Ellie car ,used fortime one week only,as £37,950 road trailer. swallowing hook 47 years. BuiltOtter 1969. GRP hull, 12’ toppable Swampscott Dory built toGRP very high standard,comes Gentleman’s Motor Launch trailer Aberdeen, we can to theCornish new owner. Sails well. Hullafter sound, coachroof needs 2000 Crabber 22’ in 2006 Kittiwake 16’ gaff spinnaker. 2001 David Moss Sea Forcategory more info onnear the Romilly including our sail around Mullcover 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter them to part with her but for the right B. Super little boat cover and break back road trailer with electric motor, covers and category B. and break back road trailer with electric motor, covers and marine-ply deckelderly, (renewed 1993) and£2,500 coachroof, £7,750 category B. category B. ﬁlaunch tted outbuilt for coastal cruising £7,750 gear,airsloop. bags andAoars. repainting, gas-cooker hence price ono. teak trim, 45’ motor in 1961 of Teakand on enjoys Oak a with Yanmar with sailing andCorriemhor a Force 8, is see www.roxane-romilly.co.uk lovely condition rigged very high high end end 15’1GM10 in lovely lovely condition. Cedar lovely with Yanmar rigged sloop. A road very 15’ in condition. Cedar person thistoppable isOnly£995 an opportunity to own Yanmar regularly serviced, Avon Excellent £37,950 £8,995. trailer. levelStephen equipment: £16,000condition £37,950 £8,995. trailer. Ideal project. Mooring Felixstowe Ferry, own cradle ininc. Yard. Easily car ,used for one week only,as new. £37,950 road Please high contact Booth £37,950 In need ofofcomplete restoration 1GM10 diesel, Bespoke road fit out with lots of hard wood strip/epoxy construction with 2000 Cornish Crabber 22’ in fitvessel 2006 GRPof Kittiwake gaff 2001 David Moss Sea Otter spinnaker. Sails well. Hull sound, coachroof needs Contact: Peter Hough Telout 07840979473 1GM10 diesel, Bespoke with lots hard wood strip/epoxy construction with aa 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff gaff 2001 David Moss Sea Otter a road rare and beautiful with a rich For more info on the Romilly including our sail around Mull 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake David Moss Sea Otter 01473 659572 2001 or email@example.com 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter Stephen.firstname.lastname@example.org Super little boat £7,750 £7,750 Lying Treluggan Boatyard, Landrake, Cornwall £7,750 repainting, gas-cooker elderly, hence price £2,500 ono. trailer and upped rating tohistory. and bronze bronze work. Complete with standing lug yawlcondition. rig. Complete and a Force 8, see www.roxane-romilly.co.uk lovely condition with Yanmar rigged sloop. A very very end 15’ in lovely condition. Cedar trailerlovely and upped rating to and work. Complete with standing lug yawl rig. Complete Lying Orwell, Suffolk. condition with Yanmar rigged sloop. A high end 15’in inlovely lovely condition. Cedar very high lovely condition with Yanmar rigged sloop. A end 15’ Cedar
lovely condition with Yanmar rigged sloop. A very high Ideal endproject. Mooring 15’ inFelixstowe lovely Ferry, condition. Cedar Only£995 £15,000 ono 01752 851679 own cradle in Yard. Please contact Stephen Booth1GM10 1GM10 diesel, Bespoke road fit out withback lots of of hard wood strip/epoxy construction with category B. diesel, cover and break road trailer electric motor, covers and Contact email@example.com. of 1GM10 diesel, Bespoke road fit out with lots wood strip/epoxy construction with aa aa category covers and Bespoke road fit out with lots of hard wood with strip/epoxy construction with Contact: Peter Hough Telout 07840979473 1GM10 diesel, Bespoke road fit with lots hard wood strip/epoxy construction with 01473electric 659572 ormotor, firstname.lastname@example.org Stephen.email@example.com trailer and upped rating to and bronze work. Complete with standing lug yawl rig. Complete £8,995. £37,950 road trailer. trailer and upped rating to and bronze work. Complete with standing lug yawl rig. Complete £37,950 £8,995. road trailer. trailer and upped rating to and bronze work. Complete with standing lug yawl rig. Complete trailer and upped rating to and bronze work. Complete with standing lug yawl rig. Complete category cover and and break break back back road with electric motor, covers and £7,750 category covers and £7,750 cover road trailer trailer withelectric category B.B. electricmotor, motor, covers and category cover and break back road trailer with electric motor, covers and £8,995. £37,950 road trailer. £37,950 £8,995. road trailer. £37,950 £8,995. road trailer. £37,950 trailer. £7,750 £7,750 £7,750 £7,750
Anglia Yacht Brokerage AngliaYacht Yacht Brokerage Anglia Brokerage 1999 Storm 15’ with balanced lug 1990 Drascombe Dabber Mk2 Mk2 in in Tel. Tel. +44 (0)1359 27 17 47 firstname.lastname@example.org www.anglia-yacht.co.uk
Tel. +44 (0)1359 27 17 47 email@example.com www.anglia-yacht.co.uk rig. Complete with15’ cover, exceptionally tidy condition condition with 1999 Storm withelectric balanced lug 1990 Drascombe Dabberwith Mk2 in Mk2 1990 Drascombe Dabber 1999 Storm Mk2inin in www.anglia-yacht.co.uk Tel. +44 (0)1359 27 17 47 firstname.lastname@example.org 15’ with balanced lug 1990 Drascombe Dabber Mk2 Tel. www.anglia-yacht.co.uk cover, Honda 2.3HP outboard 4-stroke and and combi road trailer. cover, Honda 2.3HP 4-stroke and Tel. +44 (0)1359 27 17 47 email@example.com www.anglia-yacht.co.uk rig. Complete with cover, electric exceptionally tidy condition with Tel. condition with
exceptionally tidy condition rig.with Complete condition with with tidy 1999 Storm 15’ balanced lug cover, 1990 Drascombe Dabber Mk2 in roadexceptionally trailer. £2,250 road trailer. outboard andwith combi roadelectric trailer. cover, Honda 2.3HP 4-stroke and and 4-stroke cover, Honda 2.3HP outboard 4-stroke and exceptionally tidy condition with rig. Complete with and combi road trailer. cover, Honda 2.3HP 4-stroke cover, electric exceptionally tidy condition with 1985 Moody 31: In fantastic condition featuring a new Hurley 22 – Cariola £4,500 FAIREY ATALANTA TRAILER SAILER 1999 Storm £4,450 Drascombe Dabber Mk2 in – Built 1969 and 15’ with balanced lug 1990 Drascombe £4,450 Dabber Mk2 in £2,250 road trailer. Drascombe Dabber Mk2 in 1999 Storm 15’ Volvo D-30 engine, fuel tank and prop in 2014 coupled with balanced lug 1990 Drascombe Dabber Mk2 in cover, Honda 2.3HP 4-stroke and outboard and combi road trailer. £2,250 Fin keel owned by present owner for 40 years, well A95 HIRAN Trailer recently restored Length 26ft Beam road trailer. cover, Honda 2.3HP 4-stroke and road trailer. exceptionally tidy condition condition with with rig. Complete with cover, electric exceptionally tidy £4,450 withwith full osmosis treatment, new stainless steel keel rig. Complete cover, electric exceptionally tidy condition with equipped, maintained andDabber regularly Mk2 sailed.in Anti 7ft6ins. Draught 18ins-5ft9ins. Sleeps£2,250 up to six Twin trailer. road £4,450 1990 Drascombe Dabber Mk2 in 1999 Storm 15’trailer. with balanced outboard and combi road trailer. cover, Honda 2.3HP 4-stroke and lug 1990 Drascombe bolts and standing rigging all changed cover, in 2008 plus fouled June 2015; surveyed May 2013. Drop Keels 14hp BETA WELL EQUIPPED FOR DETAILS outboard trailer. Honda 2.3HP 4-stroke and Complete with cover, electric exceptionally tidy condition with £4,450 rig.more. Complete with cover, electric exceptionally tidy condition with £4,450 trailer. £2,250 and combi road road trailer. Storm 15’ with balanced lugriverside 1990Yard, Drascombe Dabber Mk2 in in 1999 Storm 15’ with balanced lug 1990 Drascombe Dabber Mk2 much £29,950 Lying Southwark, Sussex £3,500 02083004173 firstname.lastname@example.org 2006 Cornish Crabber 17’ in 2006 CONTACT Cornish outboard and combi road trailer. cover, Honda 2.3HP 4-stroke and £2,250 road trailer. outboard and combi road trailer. cover, Honda 2.3HP 4-stroke and Storm 15’ with balanced lug sailing 1990 Drascombe Drascombe Dabber Mk2 in 1999 Storm 15’ with balanced lug 1990 Dabber Mk2 Complete with cover, electric exceptionally tidy condition within £4,450 established small sailing Anglia Yacht boat rig.on Complete with cover, electric exceptionally tidy condition with £4,450 VAT PAIDBrokers call Clipper Marine 01489 550 583 are a well established small boat Tel: 01273 557921 or email: email@example.com £2,250 road trailer. trailer. £2,250 road lovely with Crabber copper- 17’ in 2006 Complete with cover, electric exceptionally tidy condition condition with £4,450 lovely condition condition 2006 Cornish Cornish outboard and combi road electric trailer. cover, Honda 2.3HP 2.3HP 4-stroke and and rig. Complete with cover, exceptionally tidy with £4,450 cover, Honda 4-stroke Anglia Yacht Brokers are a well established small sailing boat builders based in the UK near Bury St Edmunds. boat £4,450 2006 Cornish Crabber 17’ in £4,450 2006 Cornish outboard and combi combi road trailer. trailer. cover, Honda 2.3HP 2.3HP 4-stroke and and £2,250 and road trailer. outboard road cover, Honda 4-stroke £2,250 road trailer. lovely condition coppercoated underside, Suzuki 6HP lovely condition coated underside, established small sailing Anglia boat Yacht Brokers are anear well established small sailing boat 2006 Cornish Crabber 17’ in with 2006 Cornish Crabber 17’ builders based in the UK Bury Stby We provide traditional sailing boat marketing and 2000 Storm 15’ with12’ balanced lug rig.clinker 1973 Longboat Cruiser Mk1 in 1983 Cornish Crabber Mk1 with byEdmunds. 2000 Storm 15’ with balanced lug rig. 1973 GRP hull, 1975 Drascombe Lugger Mk2 refurbished £2,250 1989 Cornish Coble in nice condition with 2004 Green Ocean Yachts Post Boat 14’6” Vintage circa 1920 Larch on Oak 1991 Cornish Cormorant in stunning original £4,450 road trailer. 1978 Drascombe Dabber in good condition 1992 Drascombe Lugger Mk3 1999 Devon Dabber in excellent condition established small sailing boat Anglia Yacht Brokers £4,450 £2,250 road trailer. 1978 Drascombe Drascombe with Mariner 1999 McNulty Drascombe Lugger Mk4 in 1999 Devon Dabber in excellent condition lovely condition with copperare a well established small sailing boat lovely condition coated underside, Suzuki 6HP coated underside, 4-stroke and break-back road Patience is a Vertue – No11 4-stroke and Designed by Nick Newland of Swallow lovely condition with Tohatsu 8HP outboard, cockpit deck. Rebuilt engine 2-pack Designed by Storm Nick Newland of Swallow Bury Stasailing Edmunds. builders 2006 Cornish Crabber 17’ in and Cedar Canoe lovely condition with copperlovely condition with and trailer us in under 2010. Refurbishment included 2-pack based in the UK near Bury St Edmunds. 2006 Cornish Crabber 17’ overhauled trailer and Yamaha 4HP 4-stroke built licence from Character Boats to lug dinghy with T-frame road trailer and condition and garage kept. With Combination lovely condition with copperwith easy-launch trailer, overall cover 6HP Easy-launch road outboard, with easy-launch trailer, Honda 4-stroke We provide traditional sailing boat with new new easy-launch good condition with Mariner 5HP outboard, with easy-launch trailer, Honda 4-stroke 2000 Storm 15’ with balanced lug rig.clinker marketing and 1973 Drascombe Longboat Mk1 1983 Cornish Crabber Mk1 with bysail £4,450 2000 15’ with balanced lug rig. brokerage and are always on hand refurbishment with 1973 GRP hull, 1975 Drascombe Lugger Mk2 refurbished by £4,450 services, brokerage and are always on hand with 1989 Cornish Coble in nice condition within4-stroke, 1991 Cornish Cormorant in stunning original 2004 Green Ocean Yachts Post Boat 14’6” Vintage circa 1920 12’ on Oak 1978 Drascombe Dabber in Cruiser good condition 1992 Drascombe Lugger Mk3 1999 Devon Dabber inLarch excellent condition established small boat Anglia Yacht Brokers Edmunds. builders based 1978 Drascombe with Mariner 1999 McNulty Drascombe Lugger Mk4 inBoats. 1999 Dabber in excellent condition are acover well established sailing boat intrailer, the UK near Bury St Edmunds. Boats. She isDevon in lovely condition with electric coated underside, Suzuki 6HP recent sails/furling spar and easy-launch and general overhaul. Lots of history. and She is in lovely condition with electric ACornish lovely example oftrailer, this Laurent Giles design. recent sails/furling respray, bare wood newinsmall sails and 4-stroke and break-back road outboard engine. very high standard inrevarnish, Holland and stunning new tan sail trailer and Tohatsu 3.5HP outboard. and in 2015. recent sails. trailer. outboard, new overall cover and new sails. 15’to 8” long, weight 4-stroke and Designed by Nick Nick Newland of Swallow and rudder rudder inlovely 2015. overall 2011 Easy-launch trailer. outboard, new overall cover and new sails. 2006 Crabber 17’ in2006 trailer. lovely condition with Tohatsu 8HP outboard, cockpit and deck. Rebuilt engine and trailer us inand 2010. Refurbishment included 2-pack Designed by Newland of Swallow condition with copper2006 Cornish Crabber 17’ trailer. lovely condition with 2-pack coated underside, Suzuki 6HP overhauled trailer and Yamaha 4HP 4-stroke condition and garage kept. With Combination built under licence from Character Boats a lug sail dinghy with T-frame road trailer lovely condition with copperwith new easy-launch overall cover 6HP 4-stroke, Easy-launch road outboard, with easy-launch trailer, Honda 4-stroke boat marketing and We provide 2000 Storm 15’ with balanced lug rig.and coated underside, Suzuki with new easy-launch trailer, good condition with Mariner 5HP outboard, with easy-launch trailer, Honda 4-stroke Cornish Crabber 1973 Drascombe Longboat Cruiser Mk1 in 1983 Cornish Crabber Mk1 with by traditional sailing boat marketing and 2000 Storm 15’ with balanced lug rig. 17’ in brokerage and are always on hand refurbishment with 1973 GRP hull, 1975 Drascombe Lugger Mk2 refurbished by 1989 Cornish Coble in nice condition with 2004 Green Ocean Yachts Post Boat 14’6” Vintage circa 1920 12’ Larch on Oak clinker 1991 Cornish Cormorant in stunning original outboard and Combination road trailer. 1978 Drascombe Dabber in good condition 1992 Drascombe Lugger Mk3 with Mariner 1999 McNulty Drascombe Lugger Mk4 in 1999 Devon Dabber in excellent condition services, brokerage and are always on hand with established small sailing boat Anglia Yacht Brokers road trailer. £16,950 outboard and Combination road trailer.with 1978recent Drascombe 1999 Devon Dabber in excellent condition Edmunds. advice builders based anear well established small sailing boat road trailer. floorboards. She has aSt 2011 Tohatsu 4HP marketing and and We provide traditional insailing theare UK Bury Edmunds. £3,500 condition. Complete with spray hood, £1,500 £3,500 £3,750 Requires light re-commissioning. £5,950 Anglia Yacht Brokers are well established small sailing boat Boats. She issailing in lovely condition with electric boat marketing and £3,750 £6,450 £5,950 “Patience” isTohatsu ready toand launch, perhaps ready Anglia Yacht Brokers are aatent, well established small boat sails/furling spar easy-launch and general overhaul. Lots ofhelp. history. respray, bare wood newinsails and Boats. She is in lovely condition electric recent sails/furling and approx 20kg outboard engine. trailer and Tohatsu 3.5HP outboard. very high standard inrevarnish, Holland and stunning new tan sail 4-stroke and break-back road and rudder in 2015. recent sails. trailer. outboard, new overall cover and new sails.and 4-stroke and Designed by Nick Newland of Swallow and rudder inand 2015. overall cover and 2011 Easy-launch trailer. outboard, new overall cover and new sails. trailer. lovely condition with 8HP outboard, cockpit and deck. Rebuilt engine 2-pack Designed by Nick Newland of Swallow trailer. lovely condition with copperlovely condition with and trailer us in under 2010. Refurbishment included 2-pack coated underside, Suzuki 6HP overhauled trailer Yamaha 4HP 4-stroke built licence from Character Boats to a always lug dinghy with T-frame road trailer condition and garage kept. With Combination lovely condition with copper£2,250. with new easy-launch trailer, overall cover 6HP 4-stroke, Easy-launch road trailer, good condition with Mariner 5HP outboard, withsail easy-launch trailer, Honda 4-stroke lovely condition with coppercoated underside, Suzuki £12,950 4-stroke and break-back road 2006 Cornish Crabber £4,500. £2,250. with new easy-launch outboard, with easy-launch trailer, Honda 4-stroke 4-stroke and break-back 17’ in £4,500. 4-stroke and Easy-launch trailer. cushions and Easy-launch road trailer. £6,950 brokerage and are always on hand refurbishment with outboard and Combination road trailer. £3,950 services, brokerage and are on hand with road trailer. £16,950 outboard and Combination road trailer. advice 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter road trailer. floorboards. She has a 2011 Tohatsu 4HP builders based in the UK near Bury St Edmunds. and help. We provide traditional sailing boat marketing and 2000 Cornish Crabber Otter £3,500 £3,500 condition. Complete with spray hood, tent, £1,500 builders based in the the UK near Bury St Edmunds. £3,750 Requires light re-commissioning. £5,950 Anglia Yacht Brokers are well established small sailing boat toengine. fulfill your dreams. builders based in UK near Bury St Edmunds. £3,750 £6,450 £5,950 are always on hand with refurbishment services, Anglia Yacht Brokers are aastunning well established small sailing boat Boats. She is inoverall lovely condition with electric Cedar strip with and are always on hand with recent sails/furling spar and easy-launch and general overhaul. Lotsoutboard. of history.brokerage and Boats. is in lovely condition recent sails/furling bare wood revarnish, new sails and outboard very high standard in Holland and in new tanShe sail trailer and Tohatsu 3.5HP and in 2015. recent sails. overall cover and 2011 Easy-launch trailer. outboard, new overall cover andwith newelectric sails. and rudder rudder in£12,950 2015. outboard, new cover and new sails. trailer. £4,500. respray, £2,250. coated underside, Suzuki lovely condition with trailer. 4-stroke and break-back road coated underside, Suzuki £4,500. £2,250. 6HP copper£12,950 4-stroke and break-back coated underside, Suzuki £4,500. 4-stroke and Easy-launch trailer. 2006 Cornish Crabber 17’ in cushions and Easy-launch roadUK trailer. £6,950 trailer. £3,950 trailer. 2001 David Moss Sea 2000 Cornish Crabber 22’ in 2006 GRP Otter outboard and Combination road trailer. 2000 Cornish Crabber Kittiwake 16’traditional gaff 2001 David Moss Sea Otter builders based in the UK near Bury St Edmunds. provide traditional sailing boat marketing and road trailer. £16,950 No expense haswith been spared in 6HP a recent refit outboard and Combination road trailer. advice builders based the near Bury St Edmunds. We provide sailing boat marketing and are always on hand with refurbishment services, road trailer. floorboards. She has ain 2011 Tohatsu 4HP and help. We provide traditional sailing boat marketing and epoxy sheathing £3,500 condition. Complete with spray hood, £1,500 £3,500 brokerage and are always on hand with £3,750 Requires light re-commissioning. £6,450 £5,950 lovely condition Yanmar rigged sloop. A very high end 15’ in lovely condition. Cedar Anglia Yacht Brokers are atent, well established small sailing boat lovely condition Cedar £3,750 £5,950 established small sailing boat advice and help. Please ask for Alex. £4,500. coated underside, Suzuki 6HP 4-stroke and break-back road trailer. £2,250. condition with £12,950 4-stroke and break-back road trailer. £4,500. £2,250. copper£12,950 4-stroke and break-back £4,500. 4-stroke and Easy-launch trailer. £12,950 We provide traditional sailing boat marketing and cushions and Easy-launch roadUK trailer. £6,950 £3,950 which has included a New Beta 16,22’ standing refurbishment services, brokerage and are always on hand hand with £12,950 marketing and are always on with 2001 David Moss Sea 2000 Cornish Crabber inlovely 2006 GRP Otter 15’ in lovely condition. lovely condition with Yanmar rigged sloop. Cedar £5,999 Can beEdmunds. 2000 Cornish Crabber Kittiwake 16’ gaff 2001 David Moss Sea Otter builders based in the UK near Bury St lovely condition Edmunds. Abrokerage very high end 15’ in lovely condition. Cedar advice and help. builders based in the near Bury St are always on hand with refurbishment services, Please and are always on hand with ask for Alex. strip/epoxy construction 1GM10 diesel, Bespoke road fitunderside, out with with a with 4-stroke and break-back 1GM10 diesel, Bespoke lots of hard wood strip/epoxy construction with a road trailer.coated £4,500. Suzuki 6HP £12,950 refurbishment services, brokerage and are always on hand £12,950 rigging, upholstery, headlining, windows trailer. refurbishment services, brokerage and are always on hand advice and help. trailer. advice and help. delivered UK or We provide traditional sailing boat marketing and marketing and Cedar strip/epoxy construction 1GM10 diesel, Bespoke road fit outsloop. with with with 15’ in in lovely condition. lovely condition with Yanmar rigged Cedar 1GM10 diesel, Bespoke lots of hard wood strip/epoxy construction with aa lovely condition A Alex. very high end 15’ lovely condition. trailer. advice and help. £12,950 Please askroad for Please ask for Alex. standing lug yawl rig. trailer and upped rating to and bronze Complete 4-stroke and break-back trailer and upped work. Complete with standing lug yawl rig. Complete advice and help. and frames, Jabsco toilet, Origo cooker & advice and help. abroad £12,950 refurbishment services, services, brokerage and are always always on hand hand with with £12,950 refurbishment brokerage and are on £12,950 Please ask for Alex. standing lug yawl rig. trailer and upped rating to and bronze Complete trailer and upped work. Complete with standing lug yawl rig. Complete strip/epoxy construction 1GM10 diesel, Bespoke road fit out with with a 1GM10 diesel, Bespoke lots of hard wood strip/epoxy construction with a trailer. oven, Furlex 100s, NASA Clipper instruments. cover and break back with electric electric motor, category B. covers and and Please ask trailer forand Alex. Treluggan Boatyardcovers category B. road motor, Please ask for Alex. advice help.with with electric motor, £12,950 category B. cover and covers and Please ask trailer for Alex. with Please ask for Alex. category B. break back road electric motor, covers and Please ask for Alex. St1000 Auto Helm. Garmin Echomap 70. standing lug yawl rig. trailer and upped rating to and bronze Complete trailer and upped work. Complete with standing lug yawl rig. Complete 01752 851679 road trailer. trailer. £37,950 £8,995. £37,950 road Lying ashoreB. S.Wales. £19,500 road trailer. motor, £37,950 £8,995. £37,950 road trailer. with electric electric motor, covers category cover and break back covers and and Please ask trailer for Alex. Alex. category B. road with Please ask for £7,750 £7,750 firstname.lastname@example.org £7,750 £7,750 £37,950 £8,995. road trailer. £37,950
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1979 Drascombe Longboat Cruiser Mk2 1999 Sandweaver 16’16’ in gaff lovely 1983 Cornish Crabber GRP hull, New Deben Deben Luggers Luggers being being built built to to order order for 1999 Weaver 16’ Mk1 with with tan sails/gunter 2006 rigged sloop. A for New Balanced Balanced Lug Lug 10’ 10’ Roach Roach Dinghies Dinghies built built 2006 GRP GRP Kittiwake Kittiwake 1983 Sand Cornish Crabber 1999 Sand Weaver New New 1979 Drascombe Longboat Cruiser Mk2 1999 Sandweaver 16’16’ in gaff lovely 1983 Cornish Crabber Mk1 with GRP hull,high New Deben Deben Luggers Luggers being being built built to to order order for 1999 Sand Weaver 16’ with tan sails/gunter 2006 GRP Kittiwake rigged sloop. for New Balanced Balanced Lug Lug 10’ 10’ Roach Roach Dinghies Dinghies built built 2006 GRP Kittiwake 1983 Cornish Crabber 1999 Sand Weaver Adelivery. New built to New order. 2-berth in good condition with recent condition gunter rig, tan sails for delivery. cockpit and deck. engine and trailer MayMay delivery. sloop rig. She is in lovely condition and very end fit out with lots of to order. order. very high with end fit cockpit and deck. sloop rig. She issound inRebuilt hard wood May to 2-berth in good sound condition with recent built to order. condition with gunter rig, tan sails for May delivery. cockpit and deck. Rebuilt engine and trailer May delivery. sloop rig. She is in lovely condition and very high end fit out with lots of to order. cockpit and deck. very high end fit sloop rig. She is in hard wood May delivery. to order. Yamaha 6HP outboard andoverall Type Approved combination trailer.with cover and and overhaul. Lots of history. Prices from from £14,500. £14,500. Inc Inc VAT VAT complete with spray cover and and Complete £3,250. Inc Inc VAT. VAT. and general general overhaul. and bronze bronze work. work.road complete with spray hood, Prices £3,250. Yamaha 6HP outboard and Type Approved combination road trailer. and general overhaul. Lots of history. Prices fromLuggers £14,500.being Inc VAT VAT complete with spray hood, cover and 2006 and bronze work. Complete with cover £3,250. Inc VAT. VAT. Lug and bronze work. and general overhaul. complete with spray Prices from £14,500. Inc £3,250. Inc 1979 Drascombe Longboat Cruiser Mk2 1999 Sandweaver 16’ in gaff lovely 1983 Cornish Crabber with GRP hull, New Deben Luggers being built to to order orderWe 1999 Sand Weaver 16’ Mk1 with tanoverall sails/gunter GRP Kittiwake 16’ rigged for have New Balanced Lug 10’ 10’ Roachfrom Dinghies built built 1983 Cornish Crabber 2006 GRP Kittiwake 1999 Sand Weaver sloop.and A New Deben built for New Roach Dinghies from Euro Easy Launch road trailer. £3,450 £16,950 from combination road trailer. break road trailer. We have twoBalanced demonstrators in stock stock £16,950 break back back road combination road two demonstrators in Euro Easy Launch road trailer. from £3,450 £16,950 from combination road trailer. break road We have two demonstrators demonstrators in in stock stock from £16,950 break back road combination road have two 2-berth in good condition with recent built to order. condition with gunter rig, lots tan sails for delivery. cockpit and deck. Rebuilt engine and trailer MayMay delivery. rig. She is in lovely condition and high end outtrailer. with of hard wood to order. order. very highback end fit fit cockpit and deck. sloop rig. She issound in to May delivery. £2,950. £3,950 £2,950.We £3,950. £8,995. £8,995. very £3,950. sloop £3,950 £2,950. £2,950. £3,950. £8,995. £3,950. Yamaha 6HP outboard andoverall Type Approved combination trailer.with cover and and overhaul. Lots of history. Prices from from £14,500. £14,500. Inc Inc VAT VAT complete with spray cover and and bronze Complete £3,250. Inc Inc VAT. VAT. and£8,995. bronze work. work.road and general general overhaul. complete with spray hood, £3,250. Prices Euro Easy Launch road trailer. from £3,450 £16,950 from combination road break We have have two two demonstrators demonstrators in in stock stock from £16,950 break back back road road trailer. combination road trailer. We builders Anglia Yacht Brokers are a well established small Anglia Yacht Brokers are a well established sailing boat builders £3,950 £3,950. £8,995. £2,950. £8,995. £3,950. £2,950. builders Anglia are Anglia Yacht Yacht Brokers Brokers are aa well well established established small sailing boat builders sailing based UK near Bury St Edmunds. We provide based in in the thebased UK near Bury St Edmunds. traditional sailing sailing based in in the the UK UK near near Bury Bury St St Edmunds. Edmunds. We provide traditional sailing always boat and refurbishment services, boat marketing marketing and refurbishment services, brokerage and are always always boat marketing and services, brokerage boat marketing and refurbishment refurbishment and are always builders Yacht Brokers are aa well established small sailing boat builders Anglia Yachtand Brokers are well established on with advice help. Please ask for Alex. on hand handAnglia withon advice and help. Please on hand hand with with advice advice and and help. help. Please Please ask for Alex. sailing based based in in the the UK UK near near Bury Bury St St Edmunds. Edmunds. We provide traditional sailing always boat refurbishment services, boat marketing marketing and refurbishment services, and are always Rival 34 £18,000.00 1977, GRP,and Long Keel. Wing 25 Mk III, 1975, FULLY REFURBISHED! Engine 24brokerage ft Bawley Yacht built CWhite, Brightlingsea; John on with on hand hand with advice advice and and help. help. Please ask for Alex. Call 01983 869 203 or www.boatshed.com ref Please
recon, new perspex windows 2015! New sea toilet Leather design. Clinker planked, larch on oak. Long 231357 2016, new standing rigging 2014, keel, 3ft 9ins draught. Engine: Lister SL3 12 HP diesel. 1990 Drascombe Dabber 1999 Storm Mk2new inupholstery 15’ with balanced lug 1990 Drascombe Dabber Mk2 in 1990 Drascombe Drascombe Dabber 1999 Storm 15’ with balanced lug 1990 Mk2 in Dabber Mk2 in Anglia yacht brokerage May 2016.indd PM PM Anglia yacht brokerage May98 2016.indd 98 for in excess of 30 The current owner has owned her 2016, new mainsail cover/dodgers31/05/16 2016,31/05/16 hull10:54 re- 10:54 Good condition. Lying Melton btyrd on R Deben. Price exceptionally tidy with cover, electric exceptionally tidy condition with rig. Complete condition with exceptionally tidy with cover, electric exceptionally tidy condition with rig. Complete condition with years and he’s cherished her. or call on 01273-420730 sprayed 2016! Fabulous, Essex £6,950 Woodrolfe £6,000 Tel: 01473 736697 email@example.com Email: firstname.lastname@example.org and we’ll mail you a simple form to ﬁ ll in. 1990 Drascombe Dabber 1999 Storm Mk2 in 15’combi with trailer. balanced lug 1990 Drascombe Dabber Mk2 in and road trailer. cover, Honda 4-stroke and cover, Honda 2.3HP outboard 4-stroke and and combi road cover, Honda 2.3HP 4-stroke and cover, Honda 2.3HP outboard 4-stroke and Anglia yacht brokerage May 2016.indd 98 31/05/16 10:54 PM Brokerage 016212.3HP 868494 email@example.com
Let us help sell your boat! Let us help sell your boat! DOUBLE 130mm x 50mm, 80 words and picture - £100 63mm x 50mm, 30 wordstidy and condition picture - £60 exceptionally tidy withSINGLE cover, electric exceptionally with rig.aComplete condition with
trailer. road trailer. road trailer. road trailer. Email: firstname.lastname@example.org£2,250 or call£2,250 on 01273-420730 and we’ll mail youroad a simple form to ﬁll in. and combi road trailer. cover, cover, Honda Honda 2.3HP 2.3HP 4-stroke outboard 4-stroke and and £4,450 £4,450 Remember subscribers are entitled to a 50% discount! £4,450 £4,450 94 CLASSIC SAILOR DOUBLE 130mm x 50mm, 80 words and a picture £100 SINGLE 63mm x 50mm, 30 words and picture - £60 road road trailer. trailer. £2,250 80 CLASSIC SAILOR- subscribers are entitled to a 50% discount! Remember £4,450 £4,450
2006 Cornish Cornish 2006 2006 Cornish Cornish 2006 CrabberCrabber 17’ in 17’ in well established small sailing established small sailing Anglia Yacht Brokers boat are a are wella established small sailing boat established small sailing boatboat lovely condition lovely condition with copper-Anglia Yacht Brokers p94_CS0417_Boats for sale.indd 94with copperlovely condition condition lovely Bury St St Edmunds. Edmunds. builders based in the UK near Bury
1/04/17 10:56 AM
MARIAN is the 2nd oldest of 18 remaining Bristol Channel pilot cutters. She is immensely strong. One of the fastest pilot cutters aﬂoat, she can be sailed as hard as originally intended! £385,000 Lying UK T: +44 7711 527196
Prawle. 20’6” gaff cutter built in Dartmouth in 1965. Mahogany on CRE timbers, all copper fastened. Volvo Penta MD1B reconditioned in 2014. 2 berths forward, she has the original Rippingille parafﬁn stove. Eye catching little yacht, easily handled and well cared for. Dartmouth £5,950 T: +44(0)1803 833899
32’ Illingworth Bermudan Sloop. 10 tons. Built Soutars 1964. Fast yacht. Scotland £27,500 Woodenships Tel/Fax +44 (0)1803 833899
Classic Alan Pape Yawl. Built 1981. Very capable classic yacht with exciting history. Mermaid Melody 75hp diesel engine (1981), – Williams & Smithells Ltd, 01329 827 053 email@example.com
There is no provenance on this lake boat other than that she was built 35 years ago and has been mainly kept in storage, on the shores of Ullswater. She has a glassﬁbre hull, timber trim, thwarts and foredeck, a pair of oars and has a running Stuart Turner vintage engine complete with copper fuel tank! open to offers. 017684 86514
Classic 28ft 6 Tonner. A true classic yacht, built in 1959 by William King of Burnham-on-Crouch to an F.B.R. Brown design. – Williams & Smithells Ltd, 01329 827 053, firstname.lastname@example.org
Saltair 22ft Itchen Ferry, Gaff Cutter, 1898. Built by Hayles. Beautifully restored. Interior totally re worked.15hp Beta engine. Saltair - £18,500 Ashore Maldon, Essex. 01621 859373
Sandpiper – Finesse 24, 1976, Platt. Traditional clinker centreboard cruiser. Shipwright owned & sailed. Ashore undergoing Spring reﬁt. Walton on the Naze £ 7,950 MJL: 01621 859373
ROMILLY 22 – Little sister of the iconic Roxane, designed by Nigel Irens. Ramona was built in 1999 by Bridgend Boat Co. She has a modern lug rig, with carbon ﬁbre spars. Cockpit seats 8, plus cuddy with 2 berths. Comes with full-length tent, cockpit cover, 4hp outboard, combitrailer, etc. Nr Dartmouth. £16,500. Tel 07931 338095.
47 ft Stow & Sons Gaff Yawl 1895/2014 VALERIE has been beautifully and sympathetically rebuilt, commensurate with her vintage, which at nigh on 120 years makes her a genuine historical artefact. The simplicity of her ﬁnish and ﬁt-out with the re-introduction of her original yawl rig makes her a handy craft capable of being easily sailed by a small crew. Partial completion of interior enables a new owner to specify his own arrangements; an outline option exists. £195,000 Lying UK T:+44 (0)1202 330077
‘Sara’ Claude Whisstock, 1938 Deben 4 tonner. 22 ft LOA, 2 cabins. 4 berth. Long keel. £6,000, price negotiable. Gweek Quay, email@example.com Tel: 01326 221657
Laurent Giles 38 €51,000.00, 1972, GRP, Long Keel. Call 01983 869 203 or www.boatshed.com ref 223404 A wonderfully elegant offshore cruiser and a forerunner to the Bowman 40.
45 ft Philip L Rhodes Bermudan Sloop 1953 UNDINA is superbly versatile; fast, comfortable and seaworthy. With elegant sheer, superstructure and spacious cockpit; the rig and sail plan enable both single handed cruising and efﬁcient racing. £220,000 Lying UK T: +44(0)1202 330077
1979 Nordic Folkboat Prelude. GRP well cared for in racing condition (needs new forestay to qualify). 2 suits of sails, varnished spars, new keelbolts. Trailer available by negotiation – price reduced to £10,500, Hants. firstname.lastname@example.org
CLASSIC SAILOR 95
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1/04/17 10:57 AM
12ft Clinker Sailing Dinghy with combi road trailer, Handbuilt by Will Stirling 18months old, “ AS NEW” condition. Offers IRO £8,950. E. Sussex MJL: 01621 859373
AVOLA: 33ft Classic Gaff Cutter. Designed by J. Francis-Jones, built St Osyth Boatyard 1965. Long keel larch planking, Nanni 50hp engine. Full nav. equipment. Zodiac and ridged dinghies. Maintained to a high standard. Extensively cruised. Lying Ipswich. £35000 email@example.com Tel: 01473 231066
32 ft Berthon 8 Ton Gauntlet 1939 A sea kindly craft with modest overhangs and draft, some displacement and easily handled sail plan, NAUSIKKA and her sisters have proved both tough and versatile – refitted to high standards. £140,000 Lying UK T: +44(0)1202 330077
Miller Fifer 31 Ketch £24,500.00, Wood Carvel, Long Keel. Call 01983 869 203 or www.boatshed.com ref 226167 First of the Miller Fifer Motorsailers built for the Olympia Boat Show
28 ft Harley Mead Gaff Cutter 1909 A pretty name and LADY BELLE is as charming in the flesh. Her owner has kept this boat simple, honest and true to her origins. We cannot take our eyes off her! £25,000 Lying UK T: +44(0)1202 330077 (Sandeman)
‘Silver Moon’ Classic 21’ Yealm crabber. 21 foot, lug rigged, grp centreboard, traditional design 1980s by Hockaday Brothers. Working and racing sails in very good condition, sweeps, anchor, ropes, fenders, battery, electric and manual bilge pumps. £3,00 priced to sell. Gweek Quay 01326 221657
Genuine Classic Pain Clark Gaff Ketch, launched 1903. Built Thames at Bourne End. 2012 survey. Extensive restoration 1992-3 and kept very well since. Kauri Pine, on oak. Long keel draws 4ft 6ins, with lead trimming ballast attached. Lister Alpha, 20hp 2 berths Lying Kent £16,950 MJL: 01621 859373
Tankard 19, 1970s classic GRP pocket cruiser, FULLY RESTORED, no expense spared, Yanmar 1GM10 diesel new in 2011, new mast, boom 2011, Garmin instruments, topsides re-painted 2012, fantastic buy! £9000 Essex 01621 868494 Woodrolfe Brokerage
Hurley 18, 1968, Lovely long fin keel pocket cruiser with recent Suzuki 4hp outboard! New standing rigging 2013, new running rigging 2013/4, new cushions 2013, lying Tollesbury Marina, Essex £1,700 Woodrolfe Brokerage 01621 868494
Windsong. Built to an American design this is a beautiful traditional yacht which will be admired in every port. Volvo penta MD2020 20hp. Price £14,000 Shoreham Contact Danny T: +44 (0)7576 377739 firstname.lastname@example.org
1987 Westerly Storm: fitted with a Volvo 2002 diesel engine, diesel heating, Navman plotter, ST60, tiller pilot, Manson supreme, Hull painted in 2005. Lying Swanwick marina. £23,950 VAT PAID Call Clipper Marine on 01489 550 583
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96 CLASSIC SAILOR
p94_CS0417_Boats for sale.indd 96
1/04/17 10:58 AM
Send us your events! email@example.com
Thames Sailing Barge Matches 3 June Medway 17 June Blackwater 15 July Thames 24 June Passage 1 July Pin Mill 29 July Swale 5 August Whitstable 27 August Southend 2 September Colne sailingbargeassociation.co.uk Tall Ships at Greenwich 12-16 April Up to 40 tall ships to view, with opportunities to cruise and dine aboard sailroyalgreenwich.co.uk Antigua Classics 19-25 April Antigua Yacht Club www.antiguaclassics.com South Australia Wooden Boat Festival 22-23 April Goolwa Wharf Precinct sawoodenboatfestival.com.au
Beaulieu Boat Jumble – sometimes just the place to find that doobri or widget you’ve been looking for for decades
Beaulieu Boat Jumble 23 April 10am-4pm £8.70 Beaulieu, Hants SO42 7ZN beaulieu.co.uk/events
Semaine du Golfe de Morbihan 22-28 May semainedugolfe.com
Arthur Beale: The Frozen Frontier by Jane Maufe 27 April 6.45 for 7pm £5 The Northwest Passage with David Scott Cowper Arthur Beale, 194 Shaftesbury Avenue, London WC2H 8JP arthurbeale.co.uk
Sail Caledonia 23 May - 3 June Open raid-style event for smaller (c. 5-9m) sailing boats www.sailcaledonia.org
Arthur Ransome Jamboree 13 May, Pin Mill, Suffolk Fete-style event on the green and on the water, with Nancy Blackett and Peter Duck Details: Arthur Ransome Pin Mill Jamboree on facebook OGA East Coast Gaffers 29 April-1 May Tollesbury oga.org.uk
Brixham Heritage Sailing Regatta 27-28 May brixhamheritagesailing.org.uk OGA YOGAFF 1-4 June Yarmouth IoW oga.org.uk Beale Park Boat Show 2-4 June Beale Park Pangbourne Berks bealeparkboatand outdoorshow.co.uk
Aldeburgh Classic Boat Weekend 10-11 June Open event for classic dinghies and dayboats, free camping on-site aldeburghyc.org.uk OGA Swamazons 10-11 June Walton Backwaters Small boat racing round ‘Swallow’ (Horsey) Island oga.org.uk Falmouth Classics 16-18 June With Falmouth International Sea Shanty Festival falmouthclassics.org.uk falmouthseashanty.co.uk 35th America’s Cup 17-18 & 24-27 June 2017, Bermuda, WI americascup.com
Beccles Charter Weekend 1-2 July Hippersons Boatyard hippersons.co.uk Round the Island Race 1 July Cowes-Cowes IoW roundtheisland.org.uk
Fastnet Race 6-10 August Cowes-Plymouth rolexfastnetrace.com Great River Race 9 September Thames greatriverrace.co.uk
50 Years of Drascombes 6-9 July, Weymouth drascombe.co.uk
Maritime Woodbridge 9-10 September Woodbridge, Suffolk maritimewoodbridge.org
Panerai British Classic Week 8-15 July, Cowes britishclassicyachtclub.org
Southampton Boat Show 15-24 September southamptonboatshow.com
Cowes Classics Week 17-21 July, Cowes cowesclassicsweek.org
Thames Trafalgar Race 30 September - 1 October Thames Tideway littleshipclub.co.uk
Thames Traditional Boat Festival 14-16 July Henley tradboatfestival.com
See classicsailor.com for more events and details and upload your own!
In Classic Sailor next issue First sailing after a restoration
It can be nerve racking, taking a boat you have been working on to sea for the first time. But then if she’s the right boat... it all becomes worth while
Trad-looking, but with modern materials. Seaworthy enough to be offshore, a camper cruiser of choice for many... is the Drascombe really 50? Already? CLASSIC SAILOR
1/04/17 7:00 AM
Last word: give me a ferry any day Lucy L Ford on sailing at forty-five degrees
n thirteen years of sailing the high seas I have managed to avoid a channel crossing on all but two occasions. The ferry I find is much more comfortable not to mention faster. Apart from the psychological barrier that has to be overcome, women were just not designed to sail at the unpleasant angle of forty-five degrees. Despite my increasing experience as the reluctant Skipper’s wife, I remain nautically illiterate. However there are a number of travelling terms with which I can now match the ‘word’ with some ‘experience’… Running… People pay considerable sums of money for the thrill and exhilaration of brief roller-coaster, rides. But you can have this stomach churning experience for hour upon hour, until even your brain feels in need of
gimbals, for free! For free? How much was spent in the chandlers last year? Reaching… This is something you do in a bucket, a lot; especially if you made the mistake of eating breakfast, or if you have just tried to visit the heads. Going to windward… is, potentially more comfortable. First find an absorbing novel and the ‘quarter berth’. Most quarter berths were designed for a misshapen midget and not for the ungainly housewife, who the Skipper ever wishes was two dress sizes smaller. However with plenty of cushions and by wedging your feet between the bulk-head and the mast for extra security, the port tack can be almost relaxing. You just get settled... then with not as much as a “ready about”, it’s “lee ho” and your ankles are wrenched in their sockets. Narrowly, you miss
being knocked out by the low flying almanac, as the contents of one side of the boat empties into the other. You manage to extract your feet, and then the novel, from the stinking bilge water, which on the starboard tack always seeps out of the heads compartment, only to crawl into another bunk. This time the cushions keep sliding out, and your back finds the hard ridge of the conveniently collapsed saloon table. After another five minutes it’s all change again and the cutlery drawer empties itself out with cacophonous percussion and joins the general chaos on the cabin sole. I am sure that in some previous incarnation I was a ship’s rat when none of this turbulence bothered me, but if this is a holiday, then give me the ferry, any day.
Narrowly, you miss being knocked out by the lowflying almanac as the contents of one side of the boat empties into the other
98 CLASSIC SAILOR
1/04/17 5:10 AM
Announcing the 7th Biennial
CLASSIC CHANNEL REGATTA 2017
DARTMOUTH • ST PETER PORT • PAIMPOL
JULY 8TH-14TH 2017 Bringing together an international fleet of classic yachts and their crews for a week of friendly competition and informal social events, the Classic Channel Regatta has an established reputation for a week of highly enjoyable classic sailing. Three of the finest ports in the English Channel provide the perfect backdrop for a unique and varied series of races. Two days of racing off Dartmouth, then the Classic Channel Race from Dartmouth to Paimpol - this year with a stopover in Guernsey - are followed by the Round Ilê de Bréhat Race, a night in Lezardrieux and a grande finale in Paimpol as a central part of the town’s Bastille Day celebrations. Classic yachts designed before 1974 and those built more recently in classic style are welcome. Racing will be to the JCH Classic Handicap which is free.
We invite you to join us in 2017 to experience everything that makes the Classic Channel Regatta such an enjoyable event.
For full information and to pre-register, visit www.classic-channel-regatta.eu
The Classic Channel Regatta is run in association with the Yacht Club Classique and the Royal Dart Yacht Club, and is part of the Challenge Classique Manche-Atlantique. Photograph credit
Traditional boatyard on the river Lynher near Saltash, Cornwall Wooden and GRP boat repairs, Marine Engineer, Marine Electrics, Rigging, Chandlery, Cafe, Function Rooms, Workshop Space Boat Storage 86p per foot per week
CLASSIC SAILOR 100
PHOTO: EMILY HARRIS
Tel: 01752 851679 email: firstname.lastname@example.org www.trelugganboatyard.co.uk
1/04/17 12:14 PM
75 years of Folkboats, Viking longship crosses Atlantic, anchoring under sail, aeroplane-inspired boat, whale diving on a Tall Ship, leather...
Published on Aug 6, 2019
75 years of Folkboats, Viking longship crosses Atlantic, anchoring under sail, aeroplane-inspired boat, whale diving on a Tall Ship, leather...