Classic Sailor No17 August–September 2017 by Dan Houston

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Elegance & endurance Sailing in the Broads 18-hour Three Rivers Race

MORBIHAN MEMORIES BRIDLINGTON COBLES TEA ON THE HAMBLE GIRLS AT SEA SURVIVING THE OSTAR STORM 1927 FASTNET WINNER SAVED

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Contents

50 Editorial

Blessings of the sea

Signals

Teens afloat

Keel bolts. If you have a design that uses them then they need checking

Cheeki Rafiki trial; ISCA collection up for sale

Mike Palmer, the ‘Sailing Vicar’ reviews the boats he’s owned Sea Rangers seek challenges and fun aboard Thalatta and Pioneer

Association news

This cruising life: Going inland

Around the yards

Man Overboard!

The Post

A Flicka called Wookie

Classic Coast and Smylie’s Boats

Joints

Andrew Bray

Welcome to my weld

Nardi’s nods

On Watch

Three men, three rivers

Off Watch

The storm-tossed OSTAR

Shoreside

Tally Ho meets her saviour

Shoestring sailing

New series: What to do when you can’t sail

Artist of the Month

Big Blue Zoo

Calendar and Next Issue

The last word: Tall histories

Sailing Barge special: race reports, TV exposure New boatbuilding course at Falmouth; classic restoration at Portsmouth; Devon Lugger business for sale Bow thrusters – yes or no? Invisible America’s Cup and more Anglesey coast and Cornish crabbers In-depth view of shallows Contessa 26

The most challenging race on the Broads 22 entered, only seven finished. We talk to one of the latter The Albert Strange-designed winner of the 1927 Fastnet Race was facing the chainsaw. Then Leo Goolden turned up

East Coast Classics: the Stella perspective They have their own class start – and their own battles

Semaine du Golfe: the Breton way Flotillas go where they will... and no racing!

Tea and cake and Betsie

Gael Pawson goes for an afternoon cruise on a restored classic

Cobles back at Brid

Once there were only three of these north-east coast boats still seaworthy. Now they have their own festival, in its second year

38 42 48 50

So... is canal cruising really cruising?

It may never happen, but what should you do if it did? Love at first sight for Chris Vassiliou. But also a lot of work Making a hooked scarph David Parker finds out about metal-bashing Kit for crew and ship Venables in Cuba, plus Books Move to NewtonFerrers, visit Torsa, relax in Marlow Saving money with secondhand sails Maritime museums and attractions: HMS Trincomalee Flo Snook

All about whales

Forthcoming events, and what’s coming up in the next Classic Sailor A cautionary tale from Trevor David Clifton CLASSIC SAILOR

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Editorial Dan Houston

Old boats leak and have problems with their keel bolts... and so do new boats

keel bolts can be just as responsible for leaks and worse on comparatively story I once heard still occasionally gives me one of those off centre fleeting sensations of terror. A sailor explained how in modern vessels. Cheeki was built, according to the Marine Accident and Investigation Branch, in November 2006 by Chantiers Beneteau SA at its bringing an old wooden boat back across the Atlantic the leaks Saint Hilaire De Riez facility in France. were so bad that at least one member of the crew had to be Yet in the court case in June it was reported that at least one of her keel constantly manually pumping the bilges all the time. The old bolts were broken. And hence Doug Innes’ conviction for “failing to ensure vessel, one of the big Fife designs if I remember correctly, was working the safety” of his yacht – when literally, in a seaway it looks like her keel her seams in the seaway as the force of her mast pushed one way and the simply fell off. deadweight of her heavy lead keel pulled the other. It seems the leaks were With her keel sawing off down into the deep it was probably only a too many and too spread out to be able to effect any kind of repair from matter of minutes before she went over on her ear and kept on going; there inside the boat. Nor was it bad enough to stop the vessel, jump over the being no righting moment from the weight of her keel. side with the bag of sawdust or some bituminous black pudding and try to Four men died that night. And it bung them up that way. seems such a senseless waste when They just pumped relentlessly, you think of it in terms of gear failure, watch in, watch out, 24-7 for three and upkeep. But then the sea is a and half thousand miles. I think I monster, it can take life just like that remember him grinning: “That’s and sailors know that intimately. Or wooden boats for you!” they should know that. It’s always a concern when the boat For me the case did not resolve the gets old... and she’s wood. You look issues of coding for seaworthiness. closely at the garboard seams every time Cheeki was coded to go 60nM she’s out and you stare at the Jesus nuts offshore as a commercial vessel. But holding the keel bolts in place trying to in private use she could go anywhere. imagine how much wasting has been Surely if coding is applied to yachts going on with those bolts, down in the commercially there should be some hidden recesses of the keelson and into corresponding limits for private use? the ballast keel itself. They look chunky It seemed the trial threw this up enough from here, but that chap in the as a grey area and I think, in the yard recently brought his out and they interests of seaworthiness, there were more like knitting needles in the should be more clarity about how middle sections. far offshore yachts like this can go. It And the only way to check them is seems the law changes very drastically to take them out and see, unless you once “private use” is how the yacht is have a friend with an X-ray machine being sailed. There are quite a lot of or feel flush enough to hire one. wobbly fin keels out there and I think Nor is this a problem that is we should start to be more concerned confined to old boats. As we learned In the latter half of the 1960s Jeremy Rogers was building GRP Contessa 26s like this one with glassﬁbre encapsulated keels, most of which are sound today ahout them. from the Cheeki Rafiki trial (p6),

You look closely at the garboard seams every time she is out and you stare at the Jesus nuts holding the keel bolts in place trying to imagine how much wasting has been going on with those bolts, down in the hidden recesses

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Signals Cheeki Rafiki boss found guilty, 270 boats of international collection go to auction, Ainslie vows he’ll be back, Lakes get UNESCO heritage status WINCHESTER CROWN COURT

Cheeki Raﬁki was sailing home to the UK when her four crew were lost at sea

Cheeki Rafiki trial guilty verdict

EYEMOUTH, CARDIFF, LOWESTOFT

Historic ISCA collection in auction As we go to press an online auction is due to take place to sell the entire collection of rare and important vessels which made up the International Sailing Craft Association (ISCA) collection. Some 270 boats from all over the world are due for auction on July 26 following the personal bankruptcy of Andrew Thornhill the tax QC who ran the charity EISCA (Eyemouth International Sailing Craft Association) that kept the boats in locations at Eyemouth, Lowestoft and Cardiff. The boats range from Indian dug-out canoes or an Arabian Pearling dhow to classic racing dinghies, Trans-Pacific and other competition craft along with many workboats. Some go back 500 years; many are from the 19th century.

Many are the last known survivors of their type made of reed, wood, various metals and glassfibre. They were collected, from 1968 by the late Major David Goddard (below) as part of Exeter Maritime Museum. There were efforts to keep the collection in one piece and there are many who believe the collection should return

to Exeter, feeling that it was unfairly removed from the museum when it got into financial difficulties in 1997. There has also been criticism of the care of the collection with boats missing their proper gear and with many breakages due to poor storage. But hopefully many of these important boats wil be saved. More next issue.

US NAVY

Male, 22, from Southampton, as well as Steve Warren, 52, and Paul Gosling, 56, both from Somerset. They were sailing home from Antigua Week. The court heard how the US Coastguard called off its search for the men after just two days, but restarted it after intervention by the British government. The vessel was eventually found turned turtle sans keel with her life raft but no sign of the four men. Their bodies have never been found. Innes, 42, of Whitworth Crescent, Southampton, was convicted of failing to carry out proper checks to the vessel; keelbolts had been broken “for some time” and the yacht was described as unsafe. On hearing the result the RYA suspended Stormforce as an RYA centre and stripped Innes of his RYA teaching qualifications.

CUMBRIA, UK

Lake District a UN Heritage site

GUB GUB AN TING

Douglas Innes, who managed the vessel Cheeki Rafiki has been found guilty of failing to ensure the safety of the yacht which capsized in the Atlantic with the loss of four lives in May 2014. In the trial which lasted over a month at Winchester Crown Court his company Stormforce Coaching was also convicted of the same charge of breaching Section 100 of the Merchant Shipping Act with the jury voting on a majority of 10: 1. However after four days deliberation the jury of 11 were unable to reach verdicts on the four manslaughter charges against Innes and so were discharged. Innes could face retrial on these. The four crew on Cheeki Rafiki, which capsized when she lost her keel 700 miles off Nova Scotia in F7 winds with 5m waves, were skipper Andrew Bridge, 22, from Farnham in Surrey, with James

The English Lake District has been added to UNESCO’s (United Nations Educational, Scientific and Cultural Organization)World Heritage List. Campaigners hope that the new status will lead to new investment in the area’s cultural and natural environment, communities and economies, although there is no automatic UN funding from this. They have refuted some claims that status will lead to stasis and say change is inevitable. However whether the status means that plans for re-wilding the fells will be shelved remains to be seen.

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After four days deliberation the jury of 11 were unable to reach verdicts on the four manslaughter charges against Innes and so were discharged. This means Innes could face retrial QUAY PEOPLE

BERMUDA

Js gather to see America’s Cup go south In the end it wasn’t to be for British hopes and Ben Ainslie to win back the America’s Cup this year. The £80m funded BAR project ended prematurely with the team dropping out in the semi-final stages of the challenger series in early June. Despite winning the world series last year which led up to the events in Bermuda, the analysis of team BAR was that their 49.2ft (15m) AC class catamaran Rita just wasn’t fast enough. Early gear breakages to the wingsail in the first race and a collision which nearly sank them all contributed to the early bath which came on June 8 with BAR losing to New Zealand in the semifinals.

Susie Goodall has secured DHL Express sponsorship for her 2018 Golden Globe race. Goodall (27) from Worcestershire, is the youngest among a 30-strong entry list and one of only two female competitors to take on the tough challenge – to sail solo non-stop around the globe, starting from Plymouth UK on 30th June 2018.

New Zealand, which been ridiculed for using bicycle power for its grinders decisively won the cup 7: 1 against the American Oracle defenders on June 26.

Team Oracle had by then also installed a bicycle power system as the New Zealanders were demonstrating 40% more power with it. BAR meanwhile, say they will be back.

Meanwhile Bermuda saw seven J Class race for the first time in a concurrent series which was won by JH1 Lionheart

PANGBOURNE

Pen Hadow is planning to sail to the Arctic in August as part of a mission to discover how much sea ice coverage there is in summer. Taking two 50ft yachts the expedition is expected to take six weeks and cover 3,500nM. Its findings may help create protection for the North Pole’s marine wildlife.

Beale Park Thanks to all our readers who stopped by for a chat at Beale Park in early June. As is often the case we were blessed with some good weather and the show was as convivial as ever. Quite a serious canoeing contingent brought some new energy to the show, with daily demonstrations of handling open Canadian canoes that went well with the traditional sailing, steam, rowing and other powered craft on Beale’s lake. Heritage played its part as with these twin brothers Thomas and Lawrence Feeney who brought their Cockle Mk VII Argo – one of just eight left of these WWII canoes used by the Cockleshell heroes.

SOUTHAMPTON BOAT SHOW

Get out on the water Getting out on the water will be the theme for this year’s show running from 15 - 24 September at Southampton’s Mayflower Park. Passenger trips up and down the river, free Try a Boat schemes with dinghies, canoes and paddle boarding will all be on offer with a special “river experience” on site for families to try canoes and paddleboards. There is also the Global Challenge experience,

on a 72ft yacht run by the Tall Ships Youth Trust for a two hour jolly (@ £60). This year’s Tall Ship is the Kaskelot and her historic decks will be open as a star attraction. With the London Boat Show going to five days this has become the UK’s main boat show. And we’ll be there, in the Ocean Hall - Stand J028 sharing a stand with Team Sailing, so please do visit us!

Twin brothers Thomas and Lawrence Feeney are World War II Cockleshell hero re-enactors taking their seaworthy original MkVII Warwick Aviation-built military canoe out to sea, or to shows (see left). WWII Raids like Blondie Hasler’s on Bordeaux in 1942 were the original Missions Impossible.

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Signals Cowes Classics gets weather, Brixham regatta, Rent a smack; rent a one design, a shore-locker for your lifejacket and the Eye’s circumnavigation COWES

Classics week The overall winner of Cowes Classics was Mike Wigmore with his Swallow Class Gwaihir. The week saw only three days of racing out of a potential five, wrapping up on the Friday as a second day of racing had to be cancelled due to winds of 30 knots. But enough races were completed to fulfil the series across all classes. Winner of the largest class, the X One Designs, was 19-year old Max Crowe. “I always like to keep an eye on where everyone is on the race course,” he said, explaining his winning tactics. Another well-earned victory went to Andrew Milliband in Flying Fifteen Fifty Fifty. This year is the 70th anniversary of the fleet and the occasion attracted 16 boats including a

crew from South Africa sailing Durban Flyer. Classic yacht racing continues to grow in popularity with rescues and restoration of forgotten relics continuing to emerge. The week was the ultimate goal for Cynthia, a lovingly restored and gleaming 1922 Seaview Mermaid. For his efforts in seeking out vintage Dragons worthy of renovation Tim Street was presented with a special Lifetime Achievement Award. Murdoch McKillop’s Saskia was the winning yacht amongst the four 8-metres that competed while John Corby took first place in the Daring Class, also claiming the Metre Regatta Trophy. Racing on the same circuit were the Solent Sunbeams, won by Martin Jones

in Betty. Of the eight Bembridge One Designs, James Rowe’s BOD8, emerged victorious. Mixed Classic Cruisers saw Red wins for S&S 43 Firebrand, and Lawrence Wride’s 1967-built Sunmaid. Mike Harrison’s 1965 Contessa 26 Jiminy Cricket won

DEVON

Heavy conditions in the Solent for the Charles Stanley Direct Cowes Classics Week

NORFOLK BROADS

Brixham regatta Brixham Heritage Regatta on 27/28 May featured as part of the overall bank holiday Brixfest activities in the town. 34 entries of classic and historic sailing vessels of all shapes and sizes, were received and berthed free, with thanks to the Torbay Harbour Authority. Boats and crews started to foregather from Thursday evening in glorious weekend weather. The Heritage pontoon looked like a snapshot from the past with over two dozen local and visiting boats attracting much interest. Following registration on board the Brixham trawler Pilgrim all headed to Brixham Yacht Club which hosted the weekend. Sea shanties and seafood pie were followed by an amazing harbour firework display.

Blue while Richard Hargreaves’ 47 year old Twister Sea Urchin took victory in Green. Claire Locke, helming her Folkboat The Otter, was the winner of her class. Dr Steph Brown, won a seamanship award for helping a concussed crew.

The famous 1921 lugger IRIS FY357 needs funds to stay sailing. Find her under Looe lugger 1921 at justgiving. com

The main sailing event took place on Sunday afternoon with a spectacular parade of sail as 30 boats left Brixham harbour to sail around the Bay. Torbay was filled with the sight of traditional sail shapes and colours including the famous ochre red sails of the trawlers and smaller gaffers and for the first time this year, the red sails of three Chinese junk rigged boats. Vessels ranged from the largest 80ft traditional Brixham sailing trawlers, Vigilance and Pilgrim to the smallest sailing workboats such as the 19ft

Mayblossom and Amnesia. The blue Cornish lugger Our Daddy which has recently completed a three- year restoration alongside the Old Fish Market deservedly won the Concours prize, and proved beauty is more than skin deep by winning best lugger in her class. The famous Brixham trawler Ibex trophy was won by the yacht Stardust visiting from Exmouth. The King George V perpetual challenge cup for the winning trawler was awarded to Vigilance. Little Tern won the Alfred Wallace Memorial Trophy.

Wherry Maud appeal Wherry Maud Trust needs Classic Sailor readers’ help to fund the important work of keeping this historic vessel of the Norfolk Broads afloat. “Maud and the other wherries are a unique and important part of the Broads landscape,” Trusteee Linda Pargeter tells us. “They keep the history of the working Broads alive and act as a tourist attraction. Plus they preserve skills. “But Maud now needs extensive renovation work which is due to begin in September – at Burgh Castle. So we are fund-raising to ensure we can reach our target.” Maud was rescued in the 1980s and restored over 18 years. She was sailed regularly by her owners and their friends and helpers until 2015 when the trust took over her operation. Ways to donate include buying a 3ft (1m) length of oak planking for £35 (an estimate suggests 120ft of new planking is needed). But gifts start at £10 per annum. The Trust’s website is Maud on the Broads wherrymaudtrust.org

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More news online: check out www.classicsailor.com for updates GLOBAL VOYAGE

Eye of the Wind to set sail around the globe “The Eye of the Wind doesn’t like to be in port too long, we average 15,000 nM at sea each year,” say her owners by way of introducing a circumnavigation plan for 2018 and 2019. The venerable 106- yearold square-rigged Tall Ship will visit five continents and cross the equator four times in her role as a passenger and

training vessel, with a crew combining professionals and paying guests. It has been 40 years since the Eye made a circumnavigation; in 1978 she was the flagship of the renowned Operation Drake scientific expedition. Her helmsmen on that voyage included Prince Charles,

Looking resplendant with her studding sails set the Eye will be away for a two year circumnavigation from 2018

steering the proud brig while he was patron of this near two-year circumnavigation in the footsteps of the famous explorer and navigator Sir Francis Drake. Her Captain Cornel Greth says this will be a new experience. For the 36-year-old skipper and most crew, this will be the first circumnavigation of their nautical career. Sailing skills are not required to participate in this extraordinary voyage. In order to make it easier for young adults to gain access to ‘sail training’ and traditional maritime activities, sailors aged 16 to 25 will join the circumnavigation as trainees. at particularly favorable conditions.

QUAY PEOPLE

Doug Peterson, we say goodbye to this freethinking yacht designer who turned the offshore racing world on its head in the 1970s with breakthrough boats, and contributed to two America’s Cup winners, before turning to classic yacht racing. Doug died of colon cancer on June 26 in San Diego. He was 71.

BURNHAM WEEK

Rent a One design

BRIGHTLINGSEA

Rent-a-smack The recently relaunched Essex sailing smack Priscilla will be used for sail training and private hire. Having brought back to life the 64ft smack CK18 Pioneer, the shipwrights of Brightlingsea’s Harkers Yard have – with the help of the Countess of Wessex, patron of the Association of Sail Training Organisations – just launched the 36ft oyster smack CK437 Priscilla, after a four-year rebuild. The 124 year old smack had been rescued from Bristol as a live-aboard, with a ferro-cement sheath. She was built in 1893 by Stone Brothers and is the oldest surviving vessel built by the Brightlingsea yard. For details of rent-a-smack contact Pioneer Sailing Trust admin@pioneersailingtrust.org.uk .

For classic dayboat sailors who want to spice up their fixtures list, the Royal Burnham One Design class at Burnham-onCrouch, Essex is able to offer a couple of boats for charter, to savour the taste of 85th class birthday with heroic battles on the water and legendary social activity during the 125th Burnham Week (26 August - 2 September). The RBOD is a 20ft fractional rigged sloop,

RBODs ready on the pontoons

designed by Norman Dallimore and raced on the Crouch since 1932. It is the mainstay class of the Royal Burnham Yacht Club. For more information on chartering contact details visit www.rbodclass.co.uk and for details about Burnham Week visit www.burnhamweek.com

Mervyn Wheatley had to scuttle his yacht Tamarind after she was damaged in June’s stormy OSTAR (see p28). The retired commando, 73, of Newton Ferrers Devon was rescued by the luxury liner Queen Mary II.

BUCKLERS HARD, BEAULIEU

Life jacket lockers scheme The RNLI has launched a scheme providing short-term secure storage for people’s lifejackets at Buckler’s Hard Yacht Harbour, Hampshire, to encourage sailors to wear a lifejacket in their tenders when going ashore. The trip to shore in the tender is often the most dangerous and the RNLI hopes the scheme will expand.

Magnus Wheatley of Charles Stanley Direct presents the Charles Stanley 1792 Cup to overall winners, Swallow OD sailor Mike Wigmore and the crew of Gwaihir. Mike who had sailed over from Itchenor to Cowes for the week said: “I can truly say we’ve never had a better regatta.”

CLASSIC SAILOR

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Signals: Around the yards Two colleges, one in Falmouth, one in Portsmouth, and two boatbuilders, both with Devon in their names FALMOUTH

Ever dreamed of building your own boat? A new boatbuilding course unique to Devon and Cornwall is giving the opportunity for learners to not only gain the skills for a career in boatbuilding, but also the chance of making their own boat. Falmouth Marine School’s 36-week Boat Building and Maintenance Diploma course has been introduced to cater to those who want a fully-immersive, intensive boatbuilding experience that will give them the necessary skills to launch their career. It will run from September to June and includes building and maintaining historic

replicas for museums, glassfibre production and yacht building. Course manager, leading shipwright Jonny Mills, explains, the course is “ideal for people who just want to experience being amongst like-minded people who have a passion for boats,” The course is very much based on “learning by doing”, The course Diploma will incorporate the internationally recognised City & Guilds 2463 Level 3 Diploma in Boatbuilding. To find out more please visit www. falmouthmarineschool.

Jonny Mills gives a practical demonstration to a student

Devon Lugger builder for sale

Devon Wooden Boats doubles its space

Bob and Norma Brown, who saved the moulds and tools for the Drascombe Luggers, Longboats and Scaffies from the receivers in 1997 and relaunched the designs under the Devon Lugger brand, plan to close down their Honnor Marine and retire. Bob bought a secondhand Drascombe Coaster for himself in 1997 and rang the builders with an enquiry. “I phoned Honnor Marine and found myself talking to a liquidator. Everything was for

Devon Wooden Boats Ltd has moved again, once more doubling workshop space, now to 3700 sqft. They realised that most projects arrive by road rather than water, so the move to an inland industrial estate with great road access and benefiting from a temperature and humidity stable working environment with more than twice the space for the same running cost of being shoreside was a no-brainer. They now have a 1,000 sqft joinery/machine workshop with space to build up to a 35 footer and a 1,600 sqft composites/paint workshop to finish developing their own design ‘easy LAUNCH 9’ dinghy, a twin skinned GRP version of the wooden Devon Darlin’ 11 with built-in retractable launching wheels. Then there is the boat bay, a clean working area that can handle boats up to 36 x 9 x 9ft. Then a proper storeroom and an office big enough for MD Pete Newbery-Thornton

sale. So I put in an offer. “I had always admired their lovely boats. It would have been be such a shame for them not to continue.” Bob and Norma are now looking for someone to take over the business and keep it alive. “We have the original moulds, the machinery and the tooling to make all the wooden and metal parts ever used in any of the Devon boats. Our asking price has been set to encourage someone to come forward.”

A corner of Honnor Marine’s former bus garage workshops

to have his plan chest and drawing board at the end away from the admin area. He is starting to develop a 34ft performance cold moulded ‘Spirit of Tradition’ daysailer, which will have a modern interpretation of the gaff rig. They will also continue with the restoration projects they have become known for. devonwoodenboats.co.uk Units 1 & 2 Lapthorne Industrial Estate, Totnes Road, Ipplepen, Devon TQ12 5TN

Moving inland for more space: the Devon Wooden Boats team

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“I found myself talking to a liquidator. Everything was for sale so I put in an offer” BROADS

IBTC PORTSMOUTH

First restoration

Students of IBTC Portsmouth have celebrated their first completed historic craft restoration project. Originally built 70 years ago in Cornwall, Isabel II, a 21ft open motor launch, came into Boathouse 4, the home of IBTC Portsmouth, 18 months ago. Isabel II has been in the same family since she was built in 1947 and is now cherished by third generation owner Hugo Andreae, editor of Motor Boat and Yachting magazine. This great opportunity to restore an important historic Poole Launch afforded 18 months of student targeted training opportunities. Although very tired when she came to

IBTC Portsmouth she offered the students an excellent opportunity to learn about rebuilding major structural elements in such a craft. Her original teak interior has been carefully restored and refitted alongside her new teak laid deck. The students have learnt a good cross section of boatbuilding skills that will be invaluable in their future careers. This was a proud day for IBTC Portsmouth and is the first of many to come. They hope to launch a boat every year and welcome visitors to come into Boathouse 4, free of charge, to see progress on the next heritage craft boat projects.

Martham boats – still hiring yachts

The event was also the perfect opportunity to celebrate the achievements of individual students. This year’s Most Accomplished Student award went to Becci Haigh. Becci changed her career path from occupational therapist to boatbuilder last year and won IBTC Portsmouth’s top accolade for not only her amazing career transition but also the quality and consistency of her work.

Isabel II is the first classic restoration to be completed at IBTC Portsmouth

Martham Boats is based one of the quietest stretches of the River Thurne, writes Will Loram. Founded in 1946, it is one of the few remaining Broads boat companies to hire traditional Broads sailing yachts. And since the demise of the Norfolk Broads Yacht Company seven years ago, it has been the home to the oldest Broads yacht in hire – Zoe (below), the 121-year-old Frolic Class 27-footer.

CHATHAM

Heritage marine apprenticeship

DAN HOUSTON

Individuals and those representing companies in the traditional boating community gathered at Chatham Historic Dockyard in June (below) to discuss the idea of starting a marine apprenticeship that would apply to those wishing to pursue a career looking after old boats. Chaired by Jim Dines, whose own ‘apprenticeship’ was as a Merchant Navy engineer officer, the meeting was lively and well attended. The proposition is to create a three year training programme consisting of 18 months at sea and 18 months in a shipyard with the traditional northern hemisphere summer-at-sea, winter-in-the-yard routine. Both David Tournay (CS004) and Graham Nicholls of Jaguar Landrover spoke of their own schemes. But a marine apprentice needs sailing as well as maintenance skills so a new scheme is needed.

Gordon Curtis – 80 years old and still not expecting fantastic profits

BRISTOL

Rolts hosts IYRS students Rolts Boatyard, home of the Bristol Classic Boat Company, took on two students of the International Yacht Restoration School in Rhode Island as apprentices this summer. Patrick Killion on the left from New York City and Dylan Sofio from Los Angeles on the right spent six weeks helping Mark Rolt and his team to replace various bits on a 1953 ketch built in Farnham. “At the end of their first year at the IYRS they are encouraged to go out and do at least 170 hours in a yard before starting on year 2,” says Mark. “And it’s the first time we’ve had anyone like this so it’s been excellent!”

Boss Gordon Curtis started at 16 in 1952, and worked his way up to the top, and now has two sons, Ian and Patrick, in the business as directors, and still continues a tradition of building boats – including GRP Essex smack yachts . And they try to keep everything ‘in-house’ as much as possible. “It’s a way of life, and it’s my life,” Gordon says. “You can’t expect fantastic profits – I was told that in the 60s when I was made a director, and it’s still true.”

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Barge news Barge Match reports from the Medway, Pin Mill and the Blackwater Barge and Smack race, plus a new BBC2 series. Compiled by Jane Harman

Barges on TV BBC2â&#x20AC;&#x2122;s Mary Ann Ochota aboard Edme

The series will be presented by Mary Ann Ochota an adventure, archaeology and social history specialist whose credits include Time Team, Kickboxing Kids and Raised Wild. Mary Ann, a sailor herself, joined Edme with her camera team to tell the story of how sailing barges shaped and built London as well as how they affected life in the Thames estuary communities and beyond where they were built and based.

Medway Match The wind was mainly WSW to West with a steady breeze about force 3/4 with the lead barges making the outer mark (Medway Buoy) about an hour and a half before LW. This allowed the slower craft to take advantage of the ebb tide. The wind decreased towards low water, some barges having a struggle to round the outer mark on the ebb. The breeze increased on the young flood which led to a fine sight for spectators watching the barges turning for home.

Cambria won the Coasting class with Pudge second and Lady of the Lea third. Staysail class: Niagara was first by default as Edith May and Ironsides collided while turning for home through Gillingham reach, which led to disqualification. Reminder was second and Repertor third. The Bowsprits were led home by Edme; second Mirosa, Adieu third and Marjorie fourth. The seamanship prize went to Mirosa. From Roy Potter

Other Barge news

Three races so far this year; the Medway, Blackwater and Pin Mill matches. Also in June four barges took part in a passage match from Queenborough in Kent to Shotley in Suffolk. The four were Marjorie, Repertor, Edith May and Cygnet, and the match proved to be an extremely tense contest when Edith May managed to sail past Marjorie to win the race in 5 hrs 42mins. Marjorie finished 45 seconds later.

DEN PHILLIPS

Sailing Barge Edme was used by the BBC to film a new series on the social and economic history of England, told through its boats. To be aired on BBC2 this autumn, it has the working title A Floating History Of England. Working boats are to be featured including the coracle, river punt, narrow boat and Thames Sailing Barge. Boating for pleasure will also feature using Mersey Mylnes and the Rowing Eight.

Wellwishers drank to Mirosaâ&#x20AC;&#x2122;s 125th birthday on July 23rd (above). The engineless barge is kept at Iron Wharf Boatyard at Faversham in Kent. Mirosa is maintained in seaworthy condition by Peter Dodds (and friends)

Barges rounding the outer mark in the Medway match on June 3. L-R: Mirosa, Edme, Adieu, Pudge, Niagara

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Don’t forget the Barges Hit Parade Saturday September 16: 12 barges are expected to sail together into the Pool of London. Sunday September 17: 10am–5pm: open day at Millwall Cutting Quay, West India Dock. Model barge display, photo research feature, authentic cargoes; riggers, sailmakers, shipwrights and knot tyers demonstration. More details at thamessailingbargeparade.com

Crews woke early to a windy morning on 1 July with grey skies, though an improving forecast. Officer of the Day Cyril Varley decided on a two river course for the 12 competing barges starting off the Clamp House at Pin Mill. The course entailed leaving Shotley Spit buoy to starboard and heading up the Stour to Stour No 1, then a repeat leg for the bowsprit and fast staysail classes before heading back up to finish, this year back at the Clamp House. Excitingly there was an additional class for Half Barges to include Cygnet, Dinah and Blackthorn.

DEN PHILLIPS

Pin Mill Race: 12 barges

Racing was spectacular with a gusting NW wind, force 4/5, the sun shone and the sea was flat. Edme won her class, with first over the start and first to outer Mark, also awarded the Harold Smy Memorial Cup for seamanship and the Derek ‘Spearo’ Ling Trophy for the fastest start of all classes, along

with the winning pennant. Mirosa was second and presented with the Bill Hattley trophy for Overall Excellence. Melissa was first over the start in her class at 10 seconds after the gun; Niagra first to the Outer Mark and first home; Edith May second and Melissa third home.

Ardwina, won the slow staysail class and was first to the outer mark, with Centaur home second. Cygnet was first over the start and to the outer mark but was beaten home by Blackthorn. Dinah was third. Crews were treated to a delicious buffet at Pin Mill SC with prizes all round, JH

Above: Barges sail abreast in this year’s match – 1st July

The Blackwater Barge and Smack Race The Blackwater Barge and Smack Race was held on 17 June with little wind but plenty of hot sunshine, Pat Boss writes. 6.30 am on the Saturday was a wonderful sight for those who got up early to witness it. The sun shone and there was a cool breeze as 10 Barges motored downriver from Maldon setting sails as they went, to join other Barges and Smacks at anchor off Osea Island. Three other Barges followed with passengers for the day. Race officers John Dines on the start boat Advent, and Rick Cardy on his tug GW set the course out around the Bench Head and NW Knoll Buoys and back to Osea; a short course for light winds. Their decision proved right. A lovely F 2/3 W breeze at the start of the race allowed for close competition between all the boats. The Barges started the race in their three classes;

all smacks are in one class and the Dooley ‘Tue’ Trophy for first over the line is hotly contested and was taken this year by Maria. Niagara, skippered by local skipper Nigel Cardy pulled away rapidly, passing the Class 1 barges in no time to lead the fleet downriver and she kept this position around the Outer Mark. As the heat built the wind fined away and so all vessels set every sail that they had as they ran downriver. This proved the pattern for the rest of the day. One old skipper said: “Anyone can sail a Barge in a good wind – fine airs test everyone’s skill to the utmost”. Low water at 12.30 saw all vessels around the outer mark and hoping for a sea breeze which never came. The fleet which had spread out during the day, came together again but positions were changing right until the finishing gun.

Barges slipping along off Osea in a timeless (not to mention windless!) scene. Niagara in the foreground with Edith May behind. Photo: Rob Salvidge

Trophies were presented at the Match Supper and Prizegiving held at the Queens Head on the Quay. Class 1: 1st Centaur, 2nd Cygnet, 3rd Blackthorn; 1st over the Line Blackthorn; 1st round the outer mark Cygnet. Class 2: 1st Edith May, 2nd Niagara, 3rd Repertor, 1st over the Line Niagara, 1st round the outer

Mark Niagara. Class 3: 1st Edme, 2nd Adieu, 3rd Mirosa, first over the Line Edme, first round the outer mark Edme. Best rounding of the outer mark by a Barge – Mirosa. Class 4 (Smacks & Bawleys): 1st Maria, 2nd Charlotte Ellen, 3rd Ethel Alice, First over the Line Maria, 1st Bawley home Mary Amelia. CLASSIC SAILORMAN 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. Keep Peel Castle sailing! Peel Castle is a traditional fishing lugger built in 1929 with an amazing history, but now in need of funds to keep her sailing. She originally fished the waters between Cornwall and the South of Ireland until she was requisitioned for harbour defence patrol during World War II. She survived the war and returned to fishing in Brixham and Fleetwood, UK until the late seventies when she was decommissioned. She was rescued by her current owner, shipwright Graham Bailey in 1999 in Holyhead, Wales and was taken to West Cork, Ireland where he commenced a major rebuild. Since then she has been sailing and visiting Maritime museums and festivals at home and abroad where she has attracted a lot of attention. Graham has dedicated the last 18 years to preserving this important piece of maritime history and giving people an opportunity to get involved in sailing a traditional lugger. He believes the best way to preserve a wooden boat is to keep her sailing. So far Peel Castle has been completely selffinanced but her future is uncertain. The reality is that to maintain a vessel of this size takes enormous energy and commitment and costs a considerable amount of money. A crowd funding campaign has been started to look for donations to help give Peel Castle a well-deserved new hardwood deck and long awaited top-sail. In addition, we need to refurbish all rigging and safety gear. The overall cost of this project is €20,000 to cover wood, sail cloth, boatbuilding materials and new safety equipment. So far we've reached 25% of our target.

Peel Castle… being saved by crowdfunding

All work will be carried out by Graham and interested volunteers. We’ve raised enough to complete the mast and rigging overhaul and are halfway to being able to order the wood for the new deck (we just need another €2,000 for the deck wood). Any size of donation will be greatly appreciated. We're afloat again, but we still have a long way to go! Many thanks. Jennifer Bailey, by email

Bow thruster – no!

I was delighted to read Andrew Bray’s ‘How’s your parking?’ article in the last issue and wholeheartedly agree with its content. I have spent a lifetime in small craft for pleasure and professionally at sea for 40 years. I am fortunate enough to be of the generation that ‘cut their ship handling teeth’ prior to the advent of the ubiquitous bow thruster and in an era when manoeuvres relied upon a thorough knowledge of good seamanship and the ability to apply it. Over the years the bow thruster would appear to have made small craft and ship handling attainable to perhaps the mediocre who would

otherwise struggle. This has to some extent tended to encourage an excessive confidence in their own ability by some ‘skippers’ using them. I judge their manoeuvres by the number and frequency of nervous squirts of the bow thruster. One thing that Andrew doesn’t mention is the awful underwater noise created by bow thrusters. How many times when sleeping aboard in the small hours has one’s peace been shattered as a nearby yacht manoeuvres using a bow thruster? It is as though someone is holding an industrial food blender or kitchen sink waste disposal unit full of conkers against the topsides next to one’s head! For many years I have used a similar system to Andrew’s ‘blue rope’. A dedicated spring is rigged on either side of Dormouse (an IP23 motor-sailer). It is permanently secured to a midships cleat and led aft to the cockpit. A calculated and patient approach to the berth is used with the boat lined up accordingly for the prevailing wind/tidal conditions. On passing the appropriate pontoon cleat the boat is momentarily stopped, from

I learned to moor stern ﬁrst so that the prospect of sweeping helpers off the ﬁnger berth with the bowsprit which extends 8ft from the stemhead went away

the cockpit a half turn with the spring is made on the cleat with the tail being held on board. Helm away from the pontoon is applied together with dead slow or slow ahead on the engine and the boat comes gently alongside. She can then be ‘surged’ gently ahead on the spring.. When in position the tail is made fast on the aft mooring post and one can step ashore with the engine still running ahead in order to complete the mooring process. The one problem is convincing all the very willing, kind and considerate persons from nearby boats that one is using a tried and tested simple routine that does not rely on bulk manpower or bow thrusters. Peter Lambie, Instow

Bow thruster – yes!

I read in last issue of CS that I am a cheat!! After reading Andrew Bray’s article on parking the first question I asked is "What planet is he on?" My boat, Sweet Promise, is 16 tons of wood, traditionally rigged complete down to proper baggywrinkle etc and I got tired of paying for damage that I incurred when mooring her. Many of us have read the book Living with a Bowsprit and it almost became a bible but with a measure of mirth. First I learned to moor stern first so that the prospect of sweeping helpers off the finger birth with the bowsprit which extends 8ft from the stemhead went away. A long straight keel with a right handed prop meant that going to starboard astern you commenced the Lord's Prayer and if when you came "I have left undone those things etc" you had not caused damage then Amen came as a pleasant surprise. Some eight years ago I became a 'cheat' as described by this God of Parking . I sail, by my choice, singlehanded

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25/07/17 12:38 PM

classicsailor.com

LETTER OF THE MONTH America's Cup letdown

Back in 2013, the world and I were locked on the edge of their seats as Jimmy Spithill, Ben Ainslie and the Oracle America’s Cup team secured the biggest comeback in sporting history. Millions watched the action live on the web and as the sporting miracle evolved in San Francisco Bay, sailing won thousands of new fans. 2017: the final outcome of this rematch between Oracle and Team New Zealand didn’t even make that night's BBC News. There was no coverage on the web and TV footage in the UK was limited to payper-view on BT Sport. Yes the BBC did run a highlight package the day after, but once I had found out who had won, interest had waned. There was an app but the reviews didn’t do much to inspire confidence: By buoyracer32 "A poor app which is not easy to use and I fitted a bow thruster. with twin propellers in it. Sweet Promise has a straight stem and a deep forefoot and you would not know there is a bow thruster fitted when looking at her. Also an Axiom propeller helped a lot. I know my boat and have actually moored under sail at Lezardrieux across the tide, which I would never do again, to the cries of "if you hit my boat I will sue you." What a different world we live in today. In 1931 Andrew when my boat was in fishing they had wooden fenders and pushed their way into crowded harbours. Try that today? The world changes and the bow thruster I have installed has helped. It is also silent, not like so many who sound like a coffee grinder. John Greenaway, Norfolk

and which does not give full information about each race. Could be a lot better" By RobWinter44: "Virtual Eye disappointingly unreliable. Missed all the serious action of the final" By Andy20392: "Paid for this app by mistake, wanted to watch a video, asked me for my Touch ID and next thing I know it thanks me for my purchase! So I just go with it and find that the app just keeps crashing and the content is so sparse you're better off on google news or YouTube. Rubbish!!” Nevertheless, I paid £6.99 for a subscription, only to find that being in the UK, we were locked out of the feed! No opportunity for a refund. It was the same story for those in Australia, France, Germany, New Zealand, the USA and most other sailing nations around the globe. This was short-sighted greed on the part of the Cup holders. Bermuda paid $80

million to put their Island on the world map. Land Rover shelled out the better part of £100m to promote their cars. Did either realise how few would be watching the Cup when they signed their cheques? But congratulations to Grant Dalton and his Team New Zealand. Let’s hope the Kiwis have a better view on how to present the Cup next time round. Barry Pickthall, Chairman, Yachting Journalists’ Association

Cherete's RTI record

The conditions were ideal, with one port tack all the way from the start line to the Needles. Then a spinnaker run to St Catherine’s Point and some mud hopping from Bembridge to Wooton Creek and tacking all the way to the finish. An elapsed time of 9 hours and 21 mins. Not bad for an Alan Buchanan East Anglian Mk1 1957 classic wooden yacht. Cherete has a proud record of first, second or third placings in five previous RTIs, Cowes Classics and the Classic Channel Regatta. Sadly she is now up for sale to fund a new project – a Laurent Giles 1939 Channel Class, which is in need of restoring, as Cherete was when he saved her the bonfire! Alison Haugh, by email

I thought you might be interested in my husband Brian Haugh's results from the Round the Island Race. Cherete once again had a great result, again achieving second place overall, first in class and first in division.

Cherete. Round the Island Race.

Write for some fizz Each month our letter of the month will be sent a bottle of de Bleuchamp Champagne

✉

Maritime House,Basin Road North, Hove, East Sussex BN41 1WR admin@classicsailor.com Editor Dan Houston dan@classicsailor.com +44 (0)7747 612614 Art Editor Stephen Philp Sub Editor Peter Willis peter@classicsailor.com Contributing Editor Guy Venables guy@classicsailor.com Columnists Andrew Bray, Federico Nardi Clubs and events liaison Oliver Houston oliver@classicsailor.com Advertising Ann Ahmad +44 (0)1273 711555 Jean Camp +44 (0)7870 727747 jean@classicsailor.com Admin Elizabeth Wright liz@classicsailor.com Evie Farrelly evie@classicsailor.com Publishing Director John Clarke

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Classic Coast Classic Coast

Smylie’s boats Smylie’s boats Itchen CornishFerries Crabbers

West Anglesey

ollowing on from Classic Coast at Porthdinllaen in the April/May issue (it really is an idyllic place By the time you readhave this,described the very though I wouldn’t real Ty possibility imposing the Coch asofathis gastro pub; didn’t structure tumbling into theinsea do food in the evenings August may have averted, at least for 2016, yet been has been rightly voted another winter. Unusually one of the ten best beachsevere bars in south-easterly the world), it’sstorms a shorthave hoppushed over coastal erosion to Pilot’s Coveon offthe theSuff endolkofcoast’ the s Orford Nessisland to within a few feet wonderful of Llanddwyn. of the lighthouse’ foundations, Having had asmooring on the and members Anglesey sideofofthe theOrfordness Menai Strait, Lighthouse Trust have been working opposite Caernarfon (which is a flat outnot to install – town, a city)‘soft for defences’ many years, bagswere of shingle wrapped sausages we able quite ofteninto head to of high-performance geo-textile Pilot’s Cove for a night’s bbq’ing, bonding –out to over keep the sea at bayBar (see heading Caernarfon orfordnesslighthouse.co.uk). with the tide and anchoring snug e 98ftweather. lighthouse was built in Th settled Mermaid’s in 1792snug and decommissioned by Cove, behind Ynys Clochydd, Trinity Housechoice. in 2013,Closer in viewtoof was another the threat from encroaching sea. home, many a weekend were It has already survived an attempt spent anchored in sheltered waters by the National which owns tucked around Trust, Aber Menai Point, the Ness, to impose a policy easy to run ashore for bonfiofres. ‘controlled ruination’ (ieAnglesey let it fall But the west coast of down). has numerous anchorages in Thweather, e Lighthouse Trust aims fine though is obviously to keep ittostanding, exposed the SW and open W. to visitors, ‘forPool as long as possible’ Rhosneigr offers a degree. of Visiting, onthough open days only,shelter involves protection greater a short ferry trip andthe a 40-minute can be found under headland at walk, each just way,across acrossthe thebay. Ness. Cymyran, For the Dates for 2016 to be choice day sailor, thereare arestill various announced, andoff arefordependent on bays to anchor a lazy lunch the continuing stability of and a swim in the clear,and coolsafety waters. theAnother structureofand surrounds. myitsfavourites is the fine anchorage in Rhoscolyn Bay, snugspiral behind tiny at Ynys Traws. It’s The staircase Orfordness only a short walk the White Lighthouse may stillup beto climbed by visitors Eagle pub. On the west side of

Rhoscolyn is Porth-y-corwgl (cove of the coracle) though narrow and open to the SW. From Rhoscolyn it’s a short hop around the Orford Ness itself is a classic headland to Trearddur Bay which example of an ever-changing can get pretty hectic in summer coastline. The long,ofshift ing spitboats. of with a multitude moored landFrom that separates the River Ore here a carefully timed from the sea is quite capable of takes passage around to Holyhead closing the river’s forcing into account themouth strongand tides off aSouth breakthrough higher up,Holyhead where the and North Stack. river’s alternative is thegood Alde. has marinas andname facilities, It’s mecca forprovided connoisseurs of bleak, protection by the exposed seascapes (and WWII breakwater, but not a lot else. military Havergate Headingdetritus north on around Carmel Island). Access,good by boat, is carefully Head, there’s protection at restricted the National Trust. Cemlyn, by Cemaes and Amlwch. AI’ve good everyday on a copy of FHalternative Glazebrook’s the mainland the‘West equally Thenearby Inshore Passageisor Coast bleak stony beach known Shingle of Anglesey Local Pilot’as from 1937 Street. which describes the coast in full. has three pubs, ThOrford ere are,village of course, other charts! including the Jolly Sailor down From Anglesey and its coastal by the harbour; an excellent Tradition by Mike Smylie fish restaurant, the Butley Orford Oysterage, andIsland: the fine Pump Street Llanddwyn Peter Willis bakery. the disused 1846

PHOTOS: MIKE SMYLIE

Orfordness Lighthouse

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lighthouse is a well known landmark; Pilot Cove where the Caernarfon pilots lived

owned an Itchen Ferrynot once andmixed have fond memories of her beached ornish Crabbers, to be up with children of the alongside the second-homers, old Supermarine shed across thesailing river infamous refer at toWoolston, the various small Pal of Itchen shepots was called though she was from Southampton. luggers that traditionally fished for crabs, lobsters andno palcrayfi of thesh, new were lines, building at the time. Wethe – me andIn my asbridge well asthey inshore anywhere along coast. Pal that iscrab – were the are firstsimilar ones toin crash intoperhaps one of the support pillars. fact, Devonian boats shape, smaller versions This was Beer mostly down which to two facts: sails didn’t really the of last month’s Lugger, itself that is nothe relation to the beerfitluggers boat and the Stuart-Turner engine neverhostelry. started throughout my time that lurk around many a south-west coastal There are many of withlatter, the boat. It was, though, a great the I know, I’ve been out withlearning them! experience on ‘why not to buy a boat’ . I oft wonder what happened to her.of Britain on his motorbike in When PJenOke rattled around the coast was, inlines fact, aand finedrawing example plans of an Itchen Built byof theworking great theWonder 1930s, taking of theFerry. last vestiges has been lovingly he restored and Dan Hatcher in 1860, craft on behalf of theWonder, SocietySU120, for Nautical Research, identifi edsails from Faversham. remember seeing a few years backhis during theofSwale various of these Ismall crabbers. Thher us today we have plans these Bargefrom Match. DanielCove, G Hatcher, known as King Dan toand his contemporaries, craft Sennen Porthgwarra, Cadgwith, Gorran Haven wasCornwall. a very successful builder yachts at his Belvedere yard between 1845 in But before youofget all nostalgic, remember that various and 1880have and thus working boats were equally renowned for their speed. replicas beenhis built! was histhese fastest, butworking speedy she was. as well as Not Ththat ere’sWonder a degree ofnecessarily similarity in old vessels, Thethat rootsworked (and name) others the small coves anywhere between the river Tamar, of these craft came from around Land’s End, and up to Port Isaac. Generally they were transomthe smallranging fishing village of to 20ft LOA, rigged with a sterned, from 16 Itchen Ferry lying on dipping lug main andthestanding lug mizzen. Some river Itchen were flatter in inthe theeighteenth floor than others; century.deeper Small sprit-rigged others and beamier. As has clinker-boats worked off the been said many a time, differences beach,from fishing as far as stem theout boatbuilder’s the Isle of Their size choice, theWight. owner’s preference, grewbeach as they further the totrawled work off and the awaythey fromwork their in. base. seas Consequently Crab boats they fromadopted the gaff rig and as many working Hallsands Hope fellowsboth did. Th boats were Cove, in eDevon, three-quarter decked with a display similarities, smallI cuddy and guess ifwith youtwo go berths, a cupboard andthe coal stove to further along coast whileto away hours east, the the river Exewhen not fiaround, shing. Gaff -rigged and there will be with a long-boom the others. The hint isover in the stern and work theytwo did!headsails, some as longcoast as 30ft Onwere the north of in length. Much the catch Cornwall, theofinshore potters was shrimps oysters andsuch as tended to beand a little larger theyJumbos raced home the fromtoStland. Ives. One such Infrom 1872,Port according to thethe fishing registers, therebuilt wereabout 570 second-class Mizpah , that was 1895. She craft Isaac was boatsdipping workinglugs the and Solent and another 61 incraft Poole where the boats were had was typical of the working at the three ‘Ports’, similar. Thcrab e design widespread around Southampton Water andpilchard the working pots was in summer as well as lining, and drift ing for Solent– someinbeing referred to as winter. Hythe fishing cutters. Other well-known and herring the autumn and builders were Alfred Payne andsmall Fay, both of Northam, Lukes, whose Motorisation served these potters well and and many survived far Pal before he moved to Hamble. They yard wastheir aboutoriginal the same spot as as I kept beyond lifespan deemed by their builders. Many wooden were mostly worked by fishermen whothe crewed the yacht-racing fraternity ones came post-motorisation, given rich for stocks of shellfish around during the regatta season, andthe the1935-built fishermen too raced aboard their own craft Minerva , . this coast. One such vessel, Cadgwith crabber Freda , CS110, Bess, CS32, Itchen Ferries survivors:She’s FH58, today sailshave out been of Penzance. fuller thanBlack the original sailing Nellie SU71, see www.itchenferry.org for more as amongst they adapted to engine craft, ,and, as but production boats gained ascendancy fishermen, power lurk in One day I’ll ask them if today’squite boatswell areand notothers dissimilar inway-out shape toplaces. Minerva. anyone knows whatever happened to my Pal of Itchen.

Motorisation served these small potters well and The roots (andfar name) of their theseoriginal craft came many survived beyond lifespan from the small village of Itchen Ferry, lying as deemed by their builders... today’s production on theare river in the eighteenth century. boats not Itchen dissimilar in shape CLASSIC SAILOR 17

24/07/17 8:35 PM

Andrew Bray If you can see the seagull’s knees… Andrew embarks on an in-depth investigation of the joys of shallow water sailing

Those who sail shoal draught boats have a certain air of complacency about them, as if to say to their deeper-keeled sisters: “I can sail where you can’t.” As we know this doesn’t always work out, which is why most of them carry a small can of antifouling paint jammed solid in its casing and no amount of hammering from above would free it so she had to be lifted. I tried again and this time made it round with only the occasional scraping of the board and finally completed the modest passage under sail. With added weight in the centreboard I set sail again the following season confident in the knowledge that another grounding would be a

minor inconvenience. Well, you know what they say about pride. I can see the bilge-keeled brigade looking smug, but not for long as their draught increases when they heel. As for tandem and winged keels I heard one owner claim that his boat ‘skated over the mud’ when she ran aground. I suspect that he had enough time balanced on his wings to think that one up.

GUY VENABLES

hallow water cruising is sailing when inches, or millimetres if you like, make the difference between being afloat or not. When you’re offshore, sailing a deep-keeled boat you never think of venturing towards the mud flat estuaries on, for example, England’s East Coast or the Frisian Islands. And many other places come to that. But if you’ve got shoal draught then these places are like magnets. You’re happy skimming the flats with inches to spare and your centreboard will, of course, give you early warning of grounding. Those who sail shoal draught boats have a certain air of complacency about them, as if to say to their deeper-keeled sisters: “I can sail where you can’t”. As we know this doesn’t always work out, which is why most of them will carry a small can of antifouling paint so that when, not if, they run aground and dry out they can pretend that it’s intentional. Any sailor will tell you, if something on a boat can move then one day it will break or stop moving. This is particularly pertinent for those at sea because when it does stop doing what it’s supposed to do then chances are that they, the sailors, will have to fix it themselves. This is less of a problem if it’s an ash block that has lost its sheave than if it’s buried in the depths of a highly sophisticated piece of electronics, which only reinforces my prejudice about complicated boats. I have owned and sailed complicated boats, the experience of which has helped me to develop one of Bray’s Rules of Sailing: “The more complex the boat the less time you’ll have sailing her”. Now Maggie May, apart from her five halyards, four sheets, two runners and lazyjacks, kicker, bobstay, reefing lines and a host of lines and lashings, is essentially a simple boat. Her electronics consist of a depth sounder and log. But she also has a centreboard, a nicely aerofoiled and lightly ballasted wooden blade that pivots neatly away inside the ballast keel. There’s even a centrally mounted seacock so that in the unlikely event of it jamming I can screw a pipe inside the boat and tap the board free. It all sounds the ideal solution. I sail in the shallow waters of Chichester Harbour and my regular crew can quote me word for word when I say: “If you’re going to run aground, make sure it’s on a rising tide.” The first time this happened I was attempting to sail around Fowley Island. If you know the harbour then you’ll know that this is an island just off the Emsworth shore made up entirely of old oyster shells. The channel around it is very shallow. We ran aground and stuck and when we floated off, the board was

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24/07/17 8:39 PM

Nardi’s Nods

by Federico Nardi of Cantiere Navale dell’Argentario

The Folkboat-inspired Contessa 26 developed and built by Jeremy Rogers between 1966 and 1976 remains a popular secondhand purchase

Clockwise from top: Contessa 26s offer great racing, though the interior is inevitably rather narrow. The deck

is solid, and the coachroof features an arched entrance to the cabin rather than a sliding hatch

CONTESSA 26 LOA 25ft 6in (7.8m) LWL 20ft (6.1m) Beam 7ft 6in (2.3m) Draught 4ft (1.2m) Displacement 5,400 lb Ballast 2,300 lb

TRANSLATION BY JAMES ROBINSON TAYLOR

n inspiration for many sailors, the Contessa 26 is a true English icon; despite her small size she has sailed the world far and wide, both racing and cruising. The design is a fibreglass interpretation of the Swedish Folkboat, created by Jeremy Rogers (at the time a builder of wooden Folkboats) based on an idea of his friend and client David Sadler. The first Contessa 26 emerged from Jeremy Rogers’ garage in 1966 and excellent racing results rapidly made the design well known in the local area. Production continued until 1976, with more than 350 built. In Canada, under licence to JJ Taylor & Sons, a further 400 were built, with production continuing there until 1990. The class association is still very active and the boats continue to perform well in difficult offshore races. The Contessa 26 is masthead rigged, with the deck-stepped mast supported by a beam and bulkhead. She has elegant lines with a very low freeboard and a lively sheer, and is characterized by the outboard rudder hung on her steeply raked reverse transom. The well designed coachroof has an unusual entrance for the period without the horizontal sliding hatch, just as found today on the IMOCA monohulls. Below-decks space is rather limited, given her narrow beam and standing headroom of only 5ft 8in. On the positive side, her four bunks are large and comfortable, in each of the three versions produced. The English version is surely the best of the three, with its lead ballast and solid deck, the latter instead of the usual balsa sandwich deck; the bane of every older fibreglass boat. The boat is much loved for her good looks and seakeeping qualities, with many available on the market. But in spite of her small size, boats in really good condition are not cheap.

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25/07/17 2:11 PM

NORFOLK 3 RIVERS RACE

3 men on 3 rivers Over a day and a night the Broadsâ&#x20AC;&#x2122; Three Rivers Race is one of the longest river races in Europe, and probably the most challenging, as William Loram with Rich and Bill, sailing Zoe, discovered. Photos by Maurice Gray

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have one bit of advice about competing in the Three Rivers Race â&#x20AC;&#x201C; the premium sailing race of the Norfolk and Suffolk Broads: if you get the opportunity, do it. If you are used to sailing wide open seaways, and rivers wider than a couple of boat lengths, then this will be an experience you will never forget. And if you are as unfortunate as 84-year-old Derek Gibbs, you will become addicted to it. He has clocked up 49 races since the first Three Rivers race in 1961.

This year the weather was kindly, and did not produce the storm conditions of that first race, and so when arriving from a trek across the breadth of England, I found a stunning big sky landscape, with enough windmills in various states of repair to rival Holland, and the surreal sight of sails gliding through marsh meadow. When you think of epicentres of sailing, Norfolk does not spring immediately to mind, but in the 1890s the Yare claimed to be the biggest sailing club in the world

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NORFOLK 3 RIVERS RACE

MAURICE GRAY

Boats converge at the bends of the rivers. It will require more concentration at night. Main Pic previous page Zoe’s sister ship and inset, our three sailors with the author on the right

with 600 members. And the Three Rivers Race fits nicely into the claims of superlatives, with the 50 mile race to be completed within 24 hours being listed in 2014 by the Sport & Recreation Alliance as being the third toughest mass-participation event in the UK. And as well as the spectators that line the banks, and hang like ghouls from the bridges along the course, the webcams received 344,000 hits from as far away as New Zealand. So how did a core crew of Cowes and Solent racers end up in the Broads? In short, idle talk about the joys of night sailing. Plus Rich, the maestro tiller waggler lives locally, and has put it in his bucket list. I had visions of the 1970s comic classic The Art

of Coarse Sailing revisited. Barnacle Bill, the other member of the crew, cherishes memories of a childhood on the Broads that first gave him the sailing bug, and so was up for this little adventure. And with the wealth of racing experience, from dinghy team racing, to Thames Barge, Dragons, National 12, offshore and round-the-cans tucked firmly in our collective belts we had some confidence in our ability to pick up some sort of Tupper

ware – especially as we were hiring the oldest hire yacht still for hire in the Broads. And at 121 years old, that should be some advantage in the handicap. The Three Rivers Race is one of the longest river races in Europe, with its course over the Broads’ northern rivers, the Bure, Thurne and Ant, including the two broads of Hickling and South Walsham. That’s the easy bit. Into that is thrown four marks,

Andrew tells us proudly that the water tank is nicely ﬁlled with fresh water. After a quick calculation Rich asks how we can empty it

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NORFOLK 3 RIVERS RACE

which can be rounded in any order, but two have identification tokens that have to be dropped into the basket attached to the mark. So far, so It’s A Knockout. The mark on the Lower Bure is set by the race officer on the day, depending on wind and tide as to how far towards Great Yarmouth the fleet will venture. And the last little obstacles along the way are the two bridges (medieval and ex-railway) at Potter Heigham on the Thurne, and Acle bridge on the Bure. This means bringing the mast down four times to paddle or quant through the bridges, and then hoist the rig again the other side. The braver crews ‘shoot’ the bridges, while the more cautious tie up beside the bridges to lower and raise the mast.

Tactics is key to the race; it takes over an hour to start all the different classes, with the smaller boats affected by the wooded bank around Horning and South Walshall, as well as weird wind shifts scooting between the riverside chalets and shacks. On the Friday before the race we arrive with race kit for a shake down sail and bridge negotiation to be ready bright and breezy on Saturday morning for registration at Horning Sailing Club. We are introduced by Andrew Curtis to Zoe, her mud weight (Broads anchor), quant (propulsion pole suitable for mud and reedbank extraction), and the technique for lowering and raising rig. And last, but not least, to the topsail, Broads style. Andrew also tells us proudly

that the water tank is nicely filled with fresh water. After a quick calculation, Rich asks how we can empty it. The sink is under a cockpit seat, and we turn the tap to allow the equivalent of an extra crew member to seep away into the river. We are shown the quant, neatly stowed along a bowsprit line, and the mud weight, which we move to the stern, as Zoe tends to dig her nose in on a tack, and less weight forward makes for a quicker turn. Race day arrives, and the full enormity of the potential of 24 hours without sleep starts to hit home. Zoe does not have cleats for the jib, and so all sheets are actively manned. The sleeping bags in the cosy cabin are now just extra weight.

It’s still a while to sunset but the crews will be thinking of the long night ahead sailing in conﬁned waters

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WILL LORAM

NORFOLK 3 RIVERS RACE

Top: Zoe slips along in summer pasture. Middle: you can almost sense the tension as boats vie for the wind in light airs Bottom: It’s a spectator sport too

Having spent the pre-start manoeuvres trying to set the topsail first Broadlands style, before the main was hoisted, we resorted to putting up the main, setting it to a wide approximation of OK. Then twiddled our thumbs, and Bill ‘entertained’ the crowds with his ukulele repertoire. After a good start through to windward, we pulled away with the topsail catching breeze amongst the tree tops that high-peaked gaffs just could not find. Rich’s wife B manages to find us as the trees recede, and spectators line the bank and moored wherries and other Broads craft, calling out “There’s Zoe!”. We are obviously being watched, and give regal-style waves to the crowd.

Team tactics mean we ignore the potential snarl up of dinghies and half-deckers rounding the marks in the Ant and South Walsham Broad, and we head straight down the river Bure and under Acle Bridge, working the tides to do this first, out and back, and then come back for the short legs. Pleased with our efforts in overtaking river cruisers from earlier starts, we are taking in the wonderful scenery at close proximity to herds of cows and restored windmills, as the faster dinghy fleets of A Raters and Norfolk Punts started to buzz past us. We had been debating whether to ‘shoot’ Acle Bridge, to save 25 minutes every time we negotiated these obstacles. With surprising aplomb, we managed to do

everything in order, and have enough way on to take us through the bridge to generous applause. That was rewarding. Having gone past the next village of Stokesby and turned back, the pin to release the forestay deadweight in the forepeak hatch was not quite so co-operative. It was only just in the nick of time that a crash into the bridge was transformed into a slick shooting, with the crowd cheering us through in relief. The twisting and turning of the river can be deceptive for the winds, and we found that Ian Curtis, the sunny Martham Boats director managed to catch us up as we whisked along the edges of the reed banks. Freeing off, we were able to leave him in our wake again, and shoot the bridges ancient

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NORFOLK 3 RIVERS RACE

and modern at Potter Heigham with no real incident. We turned the corner into Heigham Sound, as the breeze started to ease off, and were starting to feel crowded as we joined students in Fireflys and families in Yeomans following the channel posts to pop our token into the basket at the mark. Then we headed back to play with zephyrs for lighting up time. Half our fleet retired in the almost windless conditions

after dark, as we chased navigation lights, and tacked early to avoid hitting the river bank we could no longer see properly. That meant just Clipper 1 with Martham Boats director Ian at the helm. By the time we were back at the bridges, it was a dark midnight, and the chalet and shacks that line the bank were just dark shadows. It was getting more than tiring as we left Potter Heigham behind, but the

We had reached the stage of the race when everybody silently or vocally asks “Why and what am I doing here? This is barking mad”

endless chatter of birds was disconcertingly jolly. The pure joy of the birdlife was a big feature of the race. The Broads are a network of nature reserves, SSIs and the whole area is a Specially Protected Area that abounds with the rare bitterns and marsh harriers, and cranes. “That booming is the bittern,” Rich says we keep company with a Firefly down Fleet Dyke to South Walsham. I can hardly distinguish it because of the rich orchestration of rival fowls bursting with song. But then I hear it as we sail close to a reed bank on a bend of the Ant, as a sudden boom issues from the deep vegetation. We had reached the stage of the race when everybody silently or vocally says:

View from the deck. The mast has to be ready for lowering quickly to get under bridges

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NORFOLK 3 RIVERS RACE

WAURICE GREY

Yachts of varying size compete in the Three Rivers. Many will be practiced at shooting the bridges. See more on p69

“Why and what am I doing here? This is barking mad!” We were all exhausted, still functioning fairly efficiently, but not totally, and then we came up against our biggest obstacle – a stretch of river just before the Ludham bridge mark where moored cabin cruisers lined the bank, and we were tacking into the wind, which was skittish after racing through the tree cover. The channel was too narrow to make anything but painfully slow progress forward, and if you messed up a tack, Zoe lost her forward momentum, and went backwards instead. It was like a hellish game of maritime snakes and ladders, and we

kept on landing on snakes. After a couple of mind-numbing attempts to reach the pool where the mark was sitting with its attendant guardship, we had a eureka! moment, and took down the topsail. Although good off the wind, it was not helping for closehauled short tacking. A lesson learned, and we crawled, tack by painful tack towards

the basin, rounded the mark, and then our zombie-weary monkeys at the front of the boat decided we needed to sort the topsail for a rehoist. And so went forward to fiddle with the attention-hungry sail – at the same time as we needed to gybe to get back down the narrow channel. Long-story-short, I fell in, but managed to grab the shrouds, and

Then our zombie-weary monkeys at the front of the boat decided we needed to sort the topsail for a rehoist... And so went forward to fiddle with the attention-hungry sail

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25/07/17 1:13 PM

Zoe’s History

Zoe was not our Broads yacht’s original name. According to Mike Barnes, the former CEO of Norfolk Broads Yachting Co, who together with his business partner, rescued her from a dilapidated state, she was originally built by Ernest Collins of Wroxham in 1897, and called Jubilee in honour of Queen Victoria’s significant Diamond year. The spoon bow and counter stern mimicked the style of big racing yachts of the time, but she was built for hire and rigged with a simple balanced lug as a Frolic Class catering for Victorian and Edwardian holidaymakers. It’s assumed she was sold to private owner before WW2, and at this point she probably sprouted a bowsprit and was re-rigged as a gaff cutter. She had two traceable owners after WW2, and was renamed Tempest after 1945. When Mike and Phillip Davies – the other partner in the NBYCo - found her, she was not in a fit state to hire, but they wanted to offer something other than the usual run of the mill hire yachts, and they initially hired her without an engine – including to Ellen MacArthur. From the outset she was one of the most popular hires in the yard, and acquired the tag ‘honeymoon boat’ for good reason. Mike even gave her name to his daughter, she was so well loved.

only my bottom half got a soaking. It woke me up, and we were soon playing with hoisting the topsail again, trying to get it set decently – but it was probably a bit beyond us at that stage in the race. As we exited the Ant the bittern gave us another vociferous boom. We were back on the Bure, and after over 15 hours on the stick, the helms-maester Rich needed a break. As the wider river and general westerly heading gave us a more reachy point of sail and the sun started to put heat into the day Bill and I took it turns to helm, until Rich decided that we had done enough damage, and took over, as we still needed

Above: a very early photo of the Frolic class and inset: an example of her general arrangement and hire proposal

to finish half an hour before Clipper 1 to be able to claim the class prize pot. Our leisurely pace around the course meant that we were not caught up in the main feature of the race, an enormous raft up of craft from dinghies to half-deckers stuck opposite Horning church against a foul tide, with not enough wind penetrating the tree-lined river bank. As the fleet untangled itself in new breeze after dawn, to claim their breakfast after finishing on the sailing club line, we sailed unaccompanied down the final stretches, and was hailed with a congratulations from a moored motor boat, just before

the Swan Inn in Horning. At just after 08.30 were had crossed the finish line, and were tidying up Zoe, while we waited for our breakfast, and see how soon Clipper 1 would follow us. It looked like we had done it, with a half an hour difference. And the provisional results gave us first place in the hire cruiser class. It looked like we would be back in October for the prize giving. Two days later the race organisers called to say that there had been a miscalculation and we had come in second. By 16 seconds. We had a higher handicap because of – yes, you guessed it, that damned topsail. CLASSIC SAILOR

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OSTAR 2017

Surviving the OSTAR storm John Clarke, the Principal of Team Sailing, interviews Neil Payter his chief instructor, following Neil’s completion of the recent OSTAR transatlantic race.

n 1959 the Royal Western Yacht Club responded to a request from Lt Col H G (Blondie) Hasler to organise a singlehanded race against the prevailing winds and current across the Atlantic. The 1960 Observer Singlehanded Transatlantic Race (OSTAR) was the result. Five yachts sailed from Plymouth to New York and, remarkably, all five finished with Francis Chichester coming first in Gipsy Moth III. The second OSTAR (now from Plymouth to Newport, RI) in 1964 had a significant impact. The race was won by Eric Tabarly in Pen Duick II who, on his return to France, was fêted by the public and honoured by President de Gaulle. Out of this grew the French obsession with long-distance single-handed racing. JC. Neil, I happen to know that your parents were not sailors, and that your trade was as a plumber. So how did you get involved in sailing? I learned to sail with my grandfather on his Mirror Offshore, a 19ft sail boat, in Langstone and Chichester Harbour. For me it was mostly so that I could go fishing. At the age of fourteen I got a job (when I should have been at school) working as a deckhand on a charter fishing boat out of Langstone Harbour. But I packed that in when the owner bought the little ferry which runs from Portsmouth to Hayling Island, and I didn’t fancy working on that for the rest of my life. In the eighties, I went to Rhodes in Greece working as a deckhand for a season

with a yacht charter company, and then the next year I found myself skippering for them.

JC. And your first single-handed experience? I first sailed single-handed in 1988 when I was in my early twenties. I had bought a little 22 ft mini-tonner Caramel Last 22, which I fitted out myself and I took down alone to the Med and around the Med. Eventually I sold her in Fuerteventura in the Canaries. Since then various cross-channel and south coast sails. In 2015, I entered and completed the solo AZAB (Azores and back) race on Solent 1. And then in 2016 I went in the single-handed Fastnet Race, which I must say I found extremely tough – tougher than the AZAB.

Neil with his OSTAR medal, presented before the race started. Solent 1 was one of the seven boats that finished

JC. What on earth made you want to do the OSTAR? I read about the race as a teenager, and was inspired by those early pioneers of solo racing. I think with hindsight that all my sailing since then has been subconsciously with this end-point in view. I provisionally entered immediately on my return from the AZAB. JC. Tell us about your boat, Solent 1. She is a Yahama 33 footer (10m) built in 1981, designed by Peter Norm in the ¾ tonner class. She spent 31 years in the Solent and Channel as a training boat, and I’m sure

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BERMUDA

that many CS readers will have done their Yachtmaster Exam on her. Then my partner Maria and I bought her about 7 years ago. She (the boat, not Maria) is a single-spreader masthead sloop, with slab reefing and hanked-on jibs. Though I had a small bowsprit added for the reaching sail, with a self-furler, especially for this race.

JC. There were twenty-two entries in the race, and only seven finished. To what do you attribute your surviving it and to what do you attribute such a high attrition rate? I can’t really comment on why the other boats did or didn’t survive or retired. I feel that the reason Solent 1 came through it OK was as a result of being an older and stronger boat. Those GRP boats built in the eighties were all extremely well-built, with matt and resin the thickness of your hand,

unlike the modern boats which, although built in temperature and humidity controlled environments, are extremely thin. Also, the modern trend for simply having a matrix surrounding the keel, as the recent disaster with Cheeki Rafiki illustrates all too sadly, shows the hazards all too well. They may be good Channel and Med boats, but would they have survived the storm we encountered? I don’t know. All I can say is

“I feel that the reason Solent 1 came through it OK was as a result of being an older and stronger boat”

that I was extremely lucky. There were many occasions when the boat was on her ears, and the loose cooker, for example, could so easily have smashed through a window, as happened to poor Mervyn Wheatley.

JC. Let’s move on, and tell us all your tactics during the storm. It wasn’t so much tactics as thinking on my feet. Just using my initiative. As the storm began to impact I was thinking about taking in the storm jib and deploying the drogue, which as you know we had practiced using in March this year in the Solent. But unfortunately, the working jib was swept overboard, because I negligently hadn’t secured it properly to the deck and it was acting as a sea anchor, with the tack still attached. This left me dangerously beam on to the seas. I therefore had no option but to deploy the

Neil's boat, Solar 1, a 33ft Yamaha, with a small additional bowsprit for the reaching sail

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OSTAR 2017

Damage to Neil’s boat during the race. • The wind generator worked loose, caused by a weld breaking in the storm • There are two solar panels mounted on a frame on the stern. The loose wind generator chewed up the starboard solar panel • In the process, the wind generator mountings broke, which I couldn’t fix for another two days because of the horrendous conditions. Then I was able to re-mount it, using a boat hook and a jubilee clip as a splint • Tore the reaching jib • Tore the number 2 blade jib • Spinnaker pole was swept overboard • Lost the sea anchor and rode. Broken strands on both the upper and lower port shrouds • Spreader roots loosened • Stainless steel bowsprit for the reaching sail was bent 2 inches • Heads sea cock blew off, and a wooden bung was inserted. Then the valve was replaced at sea • Mainsail leech tore • Two battens broke • Water tank contaminated by sea water entering through the vent pipe • Fuel tank contaminated by sea water entering through the vent pipe. Tank bypassed and rigged to a Jerry can • The glass bowl which houses the primary fuel filter cracked, causing a major diesel leak to the boat’s interior • Webasto heater was damaged by water • Cooker broke loose • Major water ingress to interior of boat

parachute anchor from the bow to bring her nose to the wind, so that I could retrieve the jib. This resulted in an extremely violent motion with the boat going from tack to tack, which damaged the self-steering gear. The 100 metres of rode chafed through within 10 minutes – I would have cut it through if it hadn’t chafed. So, I couldn’t deploy the drogue, because the rode had now gone. My next trick was to deploy the trysail, and I found that I could sit at about 60º to the wind, with the tiller lashed hard to leeward. Unfortunately, the breaking seas would pick the boat up and throw her down on her beam. Then fortunately the trysail would impact and help her to weathercock the bow into the wave.

JC. You make it sound routine, but I’m sure that the conditions were horrific.

From top: Broken toilet outlet; broken solar panel and wind vane; temporary fuel tank

Yes, it was quite hairy, but I’ve always learned from our sailing guru Trevor Clifton, who writes for the magazine, and who took his little Twister down from Portsmouth round Cape Horn and back again single-handed (CS006). He is the calmest sailor I’ve ever sailed with, and “Don’t panic Mr Mainwaring” is his motto. The wind was blowing at a good 60 knots and the waves were 15 metres high with the associated 15 metre troughs. They were breaking heavily, and the foam and the spindrift seemed to be as high as 2 metres. Because the waves were so high, I couldn’t get the parachute anchor, with 100 metres of rope, to reach the next crest when I was at the crest, which is what I think caused the violent motion and the rode to chafe through. Also, we hadn’t practised its use, which was an oversight.

After I had repaired the wind vane steering, with the trysail up, I could, as I said, sail on a close reach at about 2.5 knots, and that was relatively okay. I deliberately chose to go on starboard tack as I felt that, being north of the depression, I would be sailing away from the centre of the low and in the direction of Newport, Rhode Island. Anyway, after about 36 hours the conditions eased and we could resume sailing again.

The wind was blowing at a good 60 knots and the waves were 15 metres high with the associated 15 metre troughs

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OSTAR 2017 OSTAR 2017 The storm that caused Tamarind to be scuppered This year’s race suffered unusually severe weather, and six of the boats that left Plymouth retired in the first week due to bad weather, well before the storm struck. Then in mid-Atlantic a storm force 11 wind hit the fleet. The winds were hitting 60 knots with 15 metre waves. One of the boats Tamarind, skippered by Mervyn Wheatley, was knocked over during the storm in the early hours of the Friday morning, and he scuppered the boat so it would not be a danger to other shipping. Said his wife Penny: “He was down below when the mast went under water. It meant everything was thrown across the cabin and he thinks some plywood went through the porthole and in came the water.” John Lewis, race director at Royal Western Yacht Club (RWYC) which hosted the race, said that Mr Wheatley’s decision to sink his

JC. Quite dramatic, but obviously it wasn’t always like that. Were you never lonely? No, I was never lonely, I think that with my satellite phone I was in touch with the shore and could chat to Maria if I wanted to. And I also had my kindle thank goodness, because I was taking in so much water that the books I had taken were all saturated. And then I watched a DVD each day (remember that Solent 1 had all the home comforts of a cruising yacht). In fact, one of the DVDs was Master and Commander, which I gave to the French guy who came first in class over here in Newport – he was highly amused by this. Sleeping wasn’t a problem, with the AIS and the radar target enhancer I could be pretty relaxed especially as we weren’t near any major shipping lanes.

Above, left: Neil's arrival (note broken windvane and solar panel). Right, Halfway across, Solent 1 leading in the Jester class with her pale blue crown. Note several boats heading for home

ship would have been “traumatic” since “a boat to a skipper is a friend and a support”. Mr Lewis said that the depression the fleet encountered was “unusually extreme”, adding that this storm was more serious than the Fastnet disaster of 1979, a storm which claimed the lives of 15 yachtsmen and three rescuers. Of the 21 boats that started in the race, only nine were still in the running after the storm hit. Subsequently another two retired and there were only seven finishers, from the initial starters “We have run this race every four years since 1960 and this is the worst we’ve ever had,” he said. Wheatley is one of the OSTAR’s best known skippers, a hugely experienced sailor, a former Royal Marine who has sailed over 260,000 miles, was a skipper on the first ever Clipper round the world race and has done five Round Brit-

JC. So, overall, what were the high points? Well, leading my class at one stage was clearly a surprise and a high point. I wanted to finish in 30 days, so considering the conditions, to finish in 35 days was good. Another pleasant surprise was the hospitality and welcome from the Royal Western and Newport Yacht Clubs JC. Maria was telling me something about your hunt for a dead whale. Can you expand? When I was off Nantucket Shoals on the approaches to Newport I had just come out of a fog bank as it was getting dark, I saw a very large white object in the water, which looked like an upturned boat, so I stopped Solent 1 and reported to the Coastguard. At the same time the US Coastguard had put out a Pan Pan about a missing boat. They asked me to hold station while they sent out

ain & Ireland Races, seven Azores and Back (AZAB) races and many previous OSTARs. The UK Coastguard and counterparts in Halifax, Canada, launched a long-range rescue mission involving an RAF C-130 Hercules after detecting a distress beacon at around 4am. Meanwhile coordinators radioed the luxury liner QM2 for assistance, which diverted her course and headed to the scene, arriving at around 1pm on Saturday. They took him on board and he had a luxury trip to Halifax Mr Wheatley, a father-of-two of Newton Ferrers, Devon, served 33 years as an officer in the Royal Marines, according to the RWYC. Daniel Bailey, operations officer for the UK Coastguard, said: “We are extremely grateful for the support and professionalism that the RMS Queen Mary 2 provided during this rescue.”

a plane. When I went back and did a search pattern, located it and got closer, I saw that in fact it was a dead whale.

JC. Any desire to do it again, or are you, like me, now too old? Yes but don’t tell Maria. And I’d like to do it on a Class 40, if I can get the sponsorship to rent one. Advice given to me last year by a previous competitor was “don’t do it”, cos it’s too scary. But Maria is even scarier, so it’s good to get away. JC. Well done, mate, and have a good trip back, with hopefully much calmer conditions, and plenty of opportunities to set the spinnaker. See you in Kinsale (I’m hoping, dear reader, to join Neil in Kinsale to bring the boat back the last few hundred miles to Portsmouth Harbour) ★ CLASSIC SAILOR

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24/07/17 8:51 PM

TALLY HO

Tally Ho gets a lifeline

he restoration of Tally Ho has been a long time coming. For three decades the Albert Strangedesigned winner of the 1927 Fastnet Race has languished under a tarpaulin in a boatyard in the American port of Brookings, Oregon. In 2008, the port authorities, which had assumed ownership against unpaid storage fees, sold her to boatbuilder Manuel Lopez, who began work on her, but died in 2010. In 2012 the port did a deal with the Albert Strange Association which set up a company to hold title to the boat, paid storage fees, found a member, Pat Kellis, to keep an eye on her and advertised her for sale at £25,000. But earlier this year the port embarked on a programme of clearing and smartening up it, and gave the ASA a deadline of June to take Tally Ho away or face the prospect of having her broken up. At this point, enter Leo Goolden, the young British boatbuilder who had already made a name for himself with his restoration of a 1947 Folkboat. He paid the ASA the proverbial £1 for Tally Ho, found some land in Washington State, some 600 miles away, moved Tally Ho there and set to work. Which all sounds very straightforward if you write it quickly like that. For a more realistic picture of the work involved – ground clearance, truck manoeuvring, and a guided tour of Tally Ho herself, see Leo’s video blog at his sampsonboat.co.uk. website. Sampson is his middle name, which bodes well. We caught up with Leo just before this issue went to press, and pitched a few questions at him, starting with the traditional “How are you feeling?” “I’m still feeling really excited and happy about the project at the moment. I’ve had to leave the USA for a few weeks, and all I can think about is getting back to Tally Ho to get started. I do sometimes wake up wondering what the hell I have got myself into, though. I usually feel confident about it again after a cup of tea. “I’ve moved her to a site near a town called Sequim, in Washington State on the Olympic peninsula. It’s a remote but very beautiful area, with pleasant (if a little wet) weather, great timber, and access to traditional marine trades in nearby Port Townsend. I have access to a workshop there and have already built a large cover over the boat.” Do you have a plan of work yet? “I do have a vague plan, but it will obviously evolve as the project gets underway. The first stage is to get the workshop and accommodation sorted. I have some optimistic ideas about the timescale in my head, but I’m trying to avoid talking about it too much, as we all know that these things take longer than expected!” How much needs doing? “It might be easier to describe what I think could be saved; the ballast keel, the huge (teak!)

Right: The Beken photo of Tally Ho in full sail for the start of the 1927 Fastnet Race – note her race number, 5, on the mainsail Below: June 2017, Tally Ho on her trailer bound for her new life with Leo Goolden at Sequim (pronounced Skwim) in Washington State

We talk to Leo Goolden who has saved the Albert Strange designed 1927 Fastnet winner from the chainsaw – plus a vivid account of the race itself by Thad Danielsen

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24/07/17 10:59 PM

1927 FASTNET WINNER

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TALLY HO

Tally Ho LOA 47ft 6in (14.5m) LWL 44ft 6in (13.6m) Beam 12ft 8in (3.9m) Draught 7ft (2.1m)

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1927 FASTNET WINNER

How Tally Ho won the 1927 Fastnet race Thad Danielsen paints a tack-by-tack picture of a particularly gruelling early edition of the famous race

“It’s about a piece of history that is in danger of being lost forever” keel timber, some of the rest of the centreline, half to two-thirds of the planking, transom, maybe a few frames, and the deck hatches. “I think everything else will have to be replaced; lots of frames, deck beams and deck, stem, and so on and so on, ad infinitum.” Will you restore her as she was designed? “I hope to do so as far as is practically possible, although I think I will draw the line at a paraffin engine. I haven’t made a final decision about the interior layout yet.” Can you do this full time? “I have been carefully saving for a couple of years, and so I can start off full-time, but the time will come when I have to go and top up the bank account, unless I come across some funding.” Why did you buy Tally Ho? “On a personal level, it’s the calling of independence and

challenge. It’s about risking everything for something stupid and beautiful. And most of all, it’s about doing something that will make a good story – because for me, that is important in life; to have good stories to tell, and to have good people to tell them to. “In the bigger picture, it’s about a piece of history that is in danger of being lost forever. Tally Ho is a notable yacht from an esteemed designer. She gained fame for winning the third ever Fastnet race in 1927, beating proven vessels such as Jolie Brise and Ilex. Later in life she proved herself as a sea-kindly world-cruising yacht, although she was eventually nearly lost to a Pacific reef and subsequently disappeared off the radar. She was rediscovered years later in a tiny port in Oregon, where she had been fishing Salmon before being left to rot on the dock. Since then there have been various attempts to save her, but her obscure location and state of disrepair have made it very difficult.” Can you see yourself sailing her in the Fastnet? “Absolutely.”

Above: Tally Ho’s sail plan, lines and general arrangement. The design was published in Yachting Monthly in 1910 Opposite page: left, Tally Ho uncovered at Brookings, and right, with Leo at the Sequim site

ally Ho was built as Betty for Charles Hellyer at Shoreham by Stow and Son in 1910 to an Albert Strange design. Hellyer had fishing interests in Brixham, as well as in Hull, and was a member of Strange’s Humber Yawl Club. The commentary which accompanied the publication of the design in the Yachting Monthly in 1910 remarks that Hellyer required a yacht in which he could cruise in comfort whilst indulging in deep-sea fishing. This explains the barrel windlass forward of the mast and perhaps the unusually clear flush deck. The article continues: “The transom stern, rather unusual in a yacht of this tonnage, was adopted in deference to the wishes of the owner, in order that she might lie in the crowded harbour of Brixham in the smallest possible space.” At 47ft 6in and 30 tons TM, she was the largest transom-sterned boat designed by Albert Strange. After a year, though, Hellyer decided to order a larger, counter-sterned design, Betty II, from Strange and put his original Betty up for sale. After two other owners and one name change (to Alciope) she was purchased by Lord Stalbridge, Hugh Grosvenor, a sportsman who renamed her again, to Tally Ho, and had her rig enlarged with a fidded topmast. The crew divided into two watches, one the owner and Mr Peter Bathurst, the other the owner’s son, another Hugh Grosvenor, and Jim Wills, a paid hand. Of two other paid hands aboard, Mark Spinks was to be available at all times and Lou Springett, cook and steward, was also called when needed. They had cruised to Spain, twice crossing the stormy Bay of Biscay, and now were entered in the third Fastnet Race. August 12, 1927, Friday, in a summer of storms. A gale whistled around the clubhouse and through the windows of the Royal London Yacht Club after the pre-race dinner as the race committee chairman announced that the ‘S’ postponement flag might be flown if conditions did not improve by next day’s 11:30 start. Rowing with the chop back to Tally Ho, tugging at her anchor in the Medina, CLASSIC SAILOR

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TALLY HO none knew what the next days would bring, but they certainly had some idea. Wet manilla halyards and sheets swell and shorten when wet. Everything on Tally Hoʼs deck was wet after days of rain. The heavy canvas mainsail went up as the windlass cranked the anchor chain aboard. With jib and forestaysail up she fell off, reaching out of the Medina with the tide, ebb in the early morning to flood by race time. As the hour of start approached the gale softened, showers lightened. The Southampton shore was lost to sight in fog and rain. Tally Ho raised her jib topsail while Jolie Brise and the two Alden schooners spread their balloon spinnakers. Tally Ho hit the line first but was soon overtaken by these longer vessels with their big sails. Broad reach to No Manʼs Land Fort in the lee of the island, sea quiet... but this was soon to change. Hardening up, close reach to Bembridge Ledge, the spinnakers ahead came in and Tally Hoʼs jib topsail too as they came on the wind, the breeze also hardening up after its lull. From Bembridge Ledge, heading for St Catherineʼs Point, the southern tip of the Wight, tacking dead into the rising wind, tide assisted, soaking spray wet what the rain didnʼt, as sharp waves built against the current. Approaching the St Catherineʼs Tally Ho went ahead of La Goleta, give and take that would go on to the end of the race. Rounding, the gale returned in force and seas now clear of land swept the boats as they went on port for Christchurch Bay. Jolie Brise and Nicanor led the fleet, ahead of Tally Ho, with the Royal Engineers’ yawl Ilex and the cutter Spica abreast of her and La Goleta just astern. The smaller of the 15 starters were left behind and lost to sight from then on. Was there still the mile or so visibility theyʼd had at the start... or were they sounding with lead as they approached the entrance to Poole? Tacking to keep in the shelter of land in Studland Bay from 6:30 off Poole until midnight, when she finally rounded St Albans Head. Feeling the wind increase, the crew paused to reef and continue tacking toward Portland Bill under reefed main and topsail. At 4am, they shook out the reef, and crossed West Bay by 8am with enough visibility to see Jolie Brise under the land off Teignmouth, Nicanor to windward, Ilex abeam and La Goleta just astern. More tacking, to weather Start Point by 6pm, and more of the same against wind and tide to Eddystone lighthouse. Slow going, still 3 miles east of the light at midnight. By 4am the tide had turned and helped sweep them well past Eddystone, making for Dodmanʼs Point. Now the SW gale had veered to north of west, still strong with powerful gusts. Spica and La Goleta had fallen back, Nicanor and Ilex tacked

Above: Soon after launching, possibly at her builders, Stow and Son, Shoreham

along off Falmouth, Jolie Brise seen ahead near the Manacles. With the new breeze and gusts laying her over Tally Ho made the Manacles by 11am to see Jolie Brise coming back. As they passed, they said it was too rough. With all hands on deck tying two reefs in the main, Tally Ho’s crew put the canvas covers on the hatches and prepared to round the Lizard. This work in hand, Nicanor came up and, when told what Jolie Brise had said, turned back. Ilex meanwhile was seen headed out all up but then running back jib and jigger. Confident in her rig and her handling of a storm in the Bay of Biscay, this was Tally Hoʼs chance. Coming free of the land, Lord Stalbridge said the blast of wind and sweep of seas “was enough to make you think”. Still, after a wave hit her throwing spray over the mainsail, she carried on and took her tack easily. Then they were passed by a tanker showing almost half her keel as the seas swept under her. Two more tacks and they cleared the Lizard by 4pm. Seeing no sign of any other boats rounding the Lizard, Tally Ho anchored off Newlyn well before dark. Here the paid crew was given the night off while the

owner and his amateur friends took their watches in the saloon. Quiet except for the gale still whistling in the rigging overhead, I imagine a hearty breakfast at anchor, and feeling a lightening of force in the wind after sun up. Anchor up and sails set Tally Ho was off by 6:30 on a moderate NW breeze. Reach out past Lands End then long tacks through the fourth day of racing until 10pm past Sevenstones into the Irish Sea. The wind went SW and Tally Ho could head straight for the Rock. It was a beautiful night, sailing free! Dawn the fifth day they saw a white sail astern that worked its way up through the day, turning out to be a schooner abeam, well off to starboard, by 3pm. Clouds held

Dawn the fifth day they saw a white sail astern that worked its way up through the day, turning out to be a schooner abeam by 3pm

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1927 FASTNET WINNER Left: The interior in 2016 Below: left, a new stem being ﬁtted by Manuel Lopez, c2009; right, Tally Ho’s present location, soon after delivery and before being roofed over. Note the close proximity to the building on the left

off for sights until after noon, when the breeze backed to the south, taking Tally Ho away from her pursuer, but the glass fell through the day telling of things to come. Lots of tide sweeps in and out of the Irish Sea, complicating compass navigation. By 6pm Tally Ho was judged 11 miles SW of the Fastnet Rock. The schooner had recently crossed her bow and now both cutter and schooner turned NE in near calm and fog, drifting and catching flukes of breeze toward their imagined goal, which materialized, the light being lit as night came. Coming together, the schooner turned out to be La Goleta. Catching a puff in her high topsail Tally Ho rounded first, at midnight, the beginning of the sixth day, La Goleta soon following. They had about 250 miles to go, a day and a half with La Goleta giving Tally Ho almost five hours on handicap. When just clear of the Rock the glass’s predicted storm came on from the NE. With the fresh gale raging against the SW swell, Tally Ho charged on, Lord Stalbridge said: “more under water than over I fear”. That from 2 to 4am, then they reefed. La Goleta had taken in all but her foresail and forestaysail, still doing 6 knots but losing more ground

to Tally Ho. Tally Ho tucked in a reef at 4am to ease their way, but still made time on their competitor until 10 when the wind moderated and went NW. With the reaching breeze, La Goleta reeled Tally Ho in during the afternoon, but half the way to Plymouth still remained. The storm eased but the gale continued,. Tally Ho shook out her reef, La Goleta adding main and reacher, the swells rolling under the yachts, alternately surﬁng and wallowing into the dark of night. La Goleta took in the reacher but drove on, waiting to see what dawn would bring. Still dark when La Goleta made out the Longships light vessel, and began her run to the Runnelstone. Tally Ho came on Sevenstones in early dawn, 4am, still in view of the leader. That was the race. They ran to the Runnelstone, then the Lizard and reach in to Plymouth, La Goleta was ﬁrst across the line by 47 minutes but losing on handicap by four hours. What of the other 13 starters? Conor OʼBrienʼs Saoirse tacked back and forth in the Channel for three days before retiring to the Solent. Altair and Maitenes split their mainsails. Nelly and

Arriving at night he left her in the hands of the boy and retired. Both were awoken when Tally Ho came up on the island’s reef Penboch wore out their crews. Morwenna had the dinghy shift on deck, injuring one of the crew. Shira couldnʼt keep up with leakage and Spicaʼs bilge pump failed with the same result. Thalassa blew out her headsails. None of these yachts made it past the Lizard. The Royal Engineers in Ilex, who had won in 1926, got almost to the Longships where they blew out the No 2 jib and found the forepeak leaking badly, so returned to Plymouth. Nicanor, another Alden schooner got half way to the Fastnet Rock before a broken gaff induced them to retire. Content blamed a faulty compass for ending up on the Irish east coast instead of the Rock off the SW. Tally Ho’s next sixty years The 1927 Fastnet might have been Tally Hoʼs only race. I know of no other. Lord Stalbridge kept her for another year and sold her to a man named Tuckett who kept her until World War II. After the war she was owned by Edward C Dix until 1954, when she was taken over by CWS and Mrs. RH Clark (shown that way in Lloyds Register). According to their eldest daughter, Frances Flutter, they bought her as an affordable home. In 1958, with their two girls aged 10 and 5, the Clarks took Tally Ho to the Caribbean and then back to England via Bermuda and the Azores. In 1967 she was purchased by Jim Louden, a New Zealander, who proceeded to sail her for home. After a spell in the Caribbean, he sailed solo to Polynesia. Offered a job hauling copra, he took a boy as crew and headed for his loading site, and arriving at night he left the boat in the hands of the boy and retired. Both were awoken when Tally Ho came up on the islandʼs reef. Dragged off the reef much damaged, she was rebuilt under new ownership, taken to Hawaii and sold to Dave Olsen a ﬁsherman from Brookings, Oregon. He renamed her Escape (rather appropriately) and surface longlined for tuna and swordﬁsh out of Brookings for more than 10 years before abandoning her there in 1987. And there she remained, ashore under various ownerships until 15 June this year when Leo Goolden loaded her onto a truck and took her off to Washington for her new lease of life. CLASSIC SAILOR

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SUFFOLK YACHT HARBOUR REGATTA 2017

The Stella perspective The class gets its own start at the SYH Classics. Association secretary Peter Dyson reports from the water. Photos by Den Phillips

here are many overused superlatives in sailing, “Champagne sailing” probably being one of them. The 2017 Suffolk Yacht Harbour Classic Regatta, held over the weekend of 17th & 18th June, however, certainly provided just that! As Jonathan Dyke, SYH’s MD, classic boat guru and all round good bloke put it, “… if you didn’t enjoy sailing this weekend, you should probably give up sailing…”

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SUFFOLK YACHT HARBOUR REGATTA 2017

Previous page: Stellas Centaur and Scorpio Above, from left: Adrian Mulville’s West Solent Halloween (cream hull), GBR 7 Whisper W1 Arrow and 165Y Stiletto

Boats gathered at the marina on Friday 16th and crews socialised in Haven Port YC’s famous Lightship clubhouse that evening. Saturday dawned (a little too early for some…), bright and warm but, as forecast, with very little wind. Breakfast in the Harbour Room was followed by a Skippers’ Briefing. Peter Martin, the ever reliable and knowledgeable race officer at these events and his team set a superb round the cans course out in Dovercourt Bay for the morning’s race 1. Crews then made final preps and motored out to the start line in frankly Mediterranean conditions. The wind gradually built to a rather variable force 1-2 as we reached the line off Beacon Hill Buoy. Nine Stellas, which get their own start followed by slow and

fast handicap fleets, jostled for position on the line. Five minutes, four minutes, one minute, gun! Line clear. We’re off! Timoa, Scorpio and Centaur hit the front and that was the way it finished, the course having been sensibly shortened at Pye End buoy. Scorpio and Timoa battled for top spot, Centaur followed on just about staying in touch but clear of the rest of the fleet, individual battles took place further down

Blue skies, blue water and beautiful boats provided a breath-taking spectacle. The East Coast, really?

the order and as the larger handicap boats started to catch up blue skies, blue water and beautiful boats provided a breath-taking spectacle. The East Coast, really!? After a brief lunch break on the water, Saturday’s race 2 started from the same line at Pye End. A clear start and a good one from Centaur who hit the front only to be reeled in by Timoa and Scorpio with superior boat speed in the steadily increasing breeze. Once again, they set off to settle the line honours between them with Timoa emerging victorious. Centaur and Lodestar battled for third with Lodestar ultimately prevailing. The rest of the fleet stayed more in touch in the strengthening breeze and various individual battles decided the final finishing order.

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SUFFOLK YACHT HARBOUR REGATTA 2017

Back to the marina to discuss the day over a beer followed by a splendid evening’s entertainment aboard the Lightship. Sunday dawned hot with literally not a breath of wind. Everyone, I’m sure, feared the worst but Race Officer Peter Martin’s sixth sense kicked in once again and the fleet were sent out to the Beacon Hill start line for race 3 to be met by blazing sunshine and a steady force 3! A broadly triangular course split the Stella fleet again with everyone having their own take on how best to deal with the long beat out to the first mark. Timoa and Scorpio rounded ahead of the rest and hoisted spinnakers for a perilously close reach to the second mark. Lodestar rounded third with Centaur and Stardust rounding

together. Centaur hoisted earliest and got away with Stardust in hot pursuit. At the final mark, a bear away on to the run home, Scorpio and Timoa were together, virtually match racing to the line with Timoa making it three straight wins and Scorpio three second places. Lodestar was in clear water and picked up third place with Centaur managing to hold off Stardust to claim fourth.

Sunday dawned hot with literally not a breath of wind but the fleet was met by a steady force 3

Final Stella results for the weekend saw Timoa the clear winner and Scorpio second. Lodestar narrowly pipped Centaur to third leaving her to claim fourth with Stardust fifth and Lys of Slaughden sixth. Full results can be found at stellaclass.org/racing. The conditions proved favourable for Stellas with no fewer than six featuring in the top twelve for the regatta overall. Timoa was, in fact, only very narrowly beaten into second place by the Fast Class West Solent One Design, Arrow. A truly wonderful weekend, the only sad note being that Mike Spear, SYH’s founder didn’t quite get to see it, having passed away only a few weeks ago. Huge thanks from the Stella fleet to all those involved in organizing the regatta and congratulations on 50 Years of SYH.

Top left: M30 Peter Wilson’s 30sqm Kajsa in front of Gulvain Top right: Gaff cutter Lora Main photo: Adrian Mulville at the helm of Halloween with his wife Jill, kids Ollie and Eva and crew Jazz

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SEMAINE DU GOLFE

French flotilla party Participation in the Semaine du Golfe at Morbihan contains a high risk for lifelong addiction. Many British recidivists were seen at the last edition, from 22 to 28 May, as well as numerous Irish newcomers. By Karen Meirik Photos by Nigel Pert

iving a general report about this Breton fête is impossible: everyone experiences their own version of the ‘Semaine’. This is how the Dublin Water Wags and Howth 17s in flotilla 7, the sail and oar boats in flotilla 2 and the classic yachts in flotilla 4 experienced theirs. Brilliant weather, extremely high tides and strong currents, tens of thousands of visitors, happy boatowners: the organization of the Semaine du Golfe is more than happy with the last edition of their biannual fête. At the traditional picnic at the island Arz on Tuesday, where the different flottillas gather to eat paella and listen to traditional bagpipe bands, organizer Anne Morice confirms

The gulf is alive with boats as the ﬂotillas congregate to the grand parade Left: Sail, oar and extravagant ﬂags

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SEMAINE DU GOLFE

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SEMAINE DU GOLFE

Top: Tall Ship Phoenix Centre: Waterwag from Ireland and Cormorant from Brittany Bottom: A Nigel Irens Romilly Swallow (sail No 16)

how glad they are at the Mor Bihan (Breton for ‘Little Sea’) with the many visitors from other side of the Channel. “We have 15% foreign visitors and the large majority is from the UK. They are very loyal. You’ll find them back in the different flotillas, whether it is work boats, regatta, yoles or oar and sail.” But it’s not just the number of boats, she emphasises. “What we find important is the human aspect, that’s the soul of our manifestation. And with the UK and Irish visitors we see the beautiful way they treat their ships, this true love for boats, and this also encourages the exchange with the other sailors.” To illustrate this, Anne tells the story of the British yawl Amokura. While it was the first time for the ship to participate in the Semaine du Golfe with her current owner,

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BRIXHAM HERITAGE REGATTA

Amokura is no stranger to the little sea. In the early 1960s, she spent months sailing around the Gulf with her owner of the time, the writer George Millar. He wrote a book about it, published in 1963: Oyster River. One Summer in an inland sea.

like they are primarily for the boats, but mainly for the shore visitors.” Roger thinks they were about 160 boats in flotilla 2. “There’s a real good atmosphere amongst the boats, as we’re all very similar boats: no engines and all rowing.

Flotilla 2 Starting from Ile d’Arz, we’ll first join flotilla 2 with Roger Barnes. “What I like about this flotilla is that we’re all one crew,” says Roger, who did his first Semaine du Golfe in 2003 when he scouted various flotillas to select the nicest. “I had been to both Brest and Douarnenez festivals before, but this flotilla system where everyone sails from one port to another was a great innovation. Now the other festivals seem unimaginative, static and dated in comparison. They do not feel

“One of the nicest things about this fleet is that we go places other flotillas don’t” One of the nicest things about this fleet is that we go places other flotillas don’t. For instance all the way up the Bono river to Plougoumelen. That is much further than any other flotilla goes. The village organised a party in a clearing in the woods by the river especially for us, with food and

drink and music and fireworks. It was probably our most memorable evening.” There are people from many different countries in this flotilla, but Roger is not sure how many. “There are no flags. And it’s not about your nationality or about your background, no one talks about that. You’re talking about sailing boats. You forget about your daily life. Isn’t that what sailing’s all about?” Roger finds it “astonishingly brave of the French to organize such a large maritime festival somewhere as challenging as the Morbihan,” he says. “It shows a great deal of faith in their organisational skills that they do so.” To illustrate, he recalls how on their last day they descended the river Aulne from Plougoumelen to Port Navalo for lunch, in order to join the closing Parade in the

An Irish Howth 17, the world’s oldest One-Design keelboat class. This is Rima Juchnevicius’s 1908-built Eileen trying to stay on the edge of one of the many tiderips that occur here

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SEMAINE DU GOLFE

Raft up of Water Wags from Ireland

afternoon. “Crossing the main channel the current was running at some 6kn with large overfalls, due to the high Spring Tide. Various boats got in to difficulties and at least one capsized, but they were promptly rescued by the accompanying RIBs. The crew of one capsized boat ended up sailing with me in the afternoon in order to return to Port Anna, leaving their damaged dinghy at Port Navalo.” Flotilla 4 Martin Goodridge has joined the flotilla 4 with the gaffer Gwennili. “The weather was staggering and we had a strong current this edition,” he says. “I had been there before years ago, in 2003, with another boat in another flotilla 7. Since then I became the owner of an original French classic gaffer, a real pleasure to sail. She’s 107 years old. There are not many French boats from that age that have survived the destruction of wars and modernization in the 20th century. So I looked forward to participate again and see if the French would appreciate this yacht.” The flotilla 4 had around 40 participating boats, although Martin noticed that not everyone came out. He liked the regattas. “In one of the regattas we were passing the Pen Duick!” he says. (The first yacht of legendary sailor Eric Tabarly) “Just imagine how thrilled we were!” There were also other challenges, like a navigation contest, where the participants where only given a starting point. While Martin quite liked that, he was less satisfied

with the organisation in general. “It was quite chaotic,” he says. “First of all it was difficult to recognize each other, so you didn’t really know who else was in your flotilla. And the prize-giving was very low key, almost didn’t exist.” Anne Morice acknowledges this relaxed organisational style, which in her view is a must in an event that depends for 99% on its 2,000 volunteers. “There is improvement compared to previous editions, for instance we have now put all the instructions for participating sailors online,” she says. “Where and when the welcome drinks

“The French undeniably appreciate boats – and sailing in the Gulf is nervewracking but exciting” are, the prize-giving ceremonies, the briefings… We do realize some of the briefings are more difficult to follow if you’re not a French speaker, but most important information is available online in both French and English. Even better is to ask someone from your flotilla for help: it’s a first step to get to know your fellow fleet members.” Martin says he would recommend any sailor to come to the festival. “It’s on the must-do list,” he says. “The French undeniably appreciate boats and seamanship. And sailing in the Gulf is nervewracking but exciting.”

Flotilla 7 This is what all participants, no matter in what flotilla, do agree on: the Semaine du Golfe is organised for the crews of ships, not the spectators. If the sailors are happy, the public is too. It results in a unique atmosphere. While the Morbihan’s quaint port towns and rugged coastal paths are nice enough by themselves, with hundreds of sails as a backdrop and moored classics in the bay, it turns into something unforgettable. For the sailors it’s a treat. Every night there’s another port to discover and people to meet. During the day have your pick from regattas, picnics, sailing the currents, beaching at a pristine beach or quietly enjoying an afternoon swim in a quiet creek. And then there are the fruits de mer… Flotilla 7 got spoiled on Thursday at Fort Espagnol, up on the river Auray. A large buffet with freshly harvested oysters was waiting for them and they were handed out, accompanied by baguettes and white wine, to the passing fleet. Flotilla 7 is a popular one, divided in two segments (for those inclined to racing and to touring) and filled with numerous classic one design boats, from various countries. This edition the Irish stole the show with six Howth 17s and fourteen Dublin Bay Water Wags. Staying true to their home tradition, when these two Irish classes met up at the beginning of the week in this idyllic setting, of course they had to organize a picnic. Not a very organized one maybe – and in their own words definitely not Glyndebourne style, but what a perfect way to feel at home in the Gulf of Morbihan.

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on behalf of

wherry maud trust Wherry Maud Trust Registered Charity No. 1161285

Norfolk Trading Wherry Maud was rescued from her watery grave in the early 1980's and after an 18-year restoration has now been sailing the Broads again for 18 years. The time has come for major out-of-the-water maintenance that will take place at Burgh Castle starting in August 2017. how you can help the trust to return maud to the water in excellent condition Join Wherry Maud Trust as an associate member for just £10 per annum

Donate £15 to buy 15 nuts, bolts and washers (estimated 300 needed)

Donate £25 to buy 15 spike nails (estimated 300 needed)

Donate £35 to buy a 3ft. length of oak planking (estimate of 120ft. needed)

Three Ways to Donate The Trust's website wherrymaudtrust.org has a donate button for card payments. Cheques payable to Wherry Maud Trust can be sent to the Treasurer at La Rose, Pristow Green Lane,Tibenham, Norfolk NR16 1PU Electronic banking to : Wherry Maud Trust Sort code 40-41-21 Account no. 31283227

CLASSIC RIVER TRIPS

Tea and cakes with Betsie Jane Gael Pawson joined this beautifully restored classic motor launch for a leisurely cruise up the Hamble River – a perfect escape from modern life

he classic 1930s gentleman’s launch Betsie Jane is a wellrounded lady –and she is as busy today as she was in her youth, earning her keep doing exactly what she was originally designed to do - entertaining guests. There is something particularly special about a classic boat that’s still working as she was intended to do, and her new home, just across the water from where she was first built, couldn’t be more appropriate. I joined Betsie Jane for ‘tea and cake’ on a sunny summer’s afternoon which was just perfect for a leisurely trip down the river. Our cruise starts at Blue Box’s coffee shop at Hamble Point marina. From our vantage point at the mouth of the Hamble River, we can see out across the Solent to Cowes where Betsie Jane was built. A step aboard Betsie Jane is a step back in time, giving you a glimpse of life aboard a 1930s gentleman’s launch. She was specifically designed to entertain guests, boasting white leather seats at her launch, teak decks and beautiful cabinet work. These days she’s a little more understated and aside from the gleaming varnishwork, she is simply attired.

Her crew are dressed with a nod to her period, and the bone china teacups and vintage Bakelite wireless set transport you far away from today’s world of mobiles and laptops. As we make our way through the busy mass of moorings that modern day Hamble is so well known for, it feels like we are taking a trip back through this area’s rich maritime heritage. The tea is poured, cake is served (tempting as it is, I decide it’s a bit early for a Mermaid’s Gin – another of Betsie’s fine offerings) and we sit back to reflect on the view while the rich throb of Betsie Jane’s engine fills the air. Her gleaming teak turns heads as we pass, and everyone seems to have a wave and a smile for her. As you might expect of any octogenarian, Betsie Jane has a colourful history. Built in 1938 in Cowes by Saunders Roe for Lord Ebbisham, she caught the attention of none other than Uffa Fox at her launch. Writing in Yachts and Yachting at the time, Fox observed that “The lines of Betsie Jane are the result of many years of development, and are those of a fast yet sea-worthy day cruiser.” He concluded: “Betsie Jane is as fine an example as we shall find of the round bilged day cruiser.’

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CLASSIC RIVER TRIPS Clockwise from top left: The cabin with its beautiful skylight;Blue Box skipper Sam and Jono with the bakelite radio;in the peaceful upper Hamble; Betsie Jane before restoration. Opposite, below: Betsie Jane in 1958

The tide is up and there’s an occasional fluffy white cloud in the otherwise clear sky. The river is inviting, its bright blue providing a rich contrast to the brilliant greens of the surprising amount of vegetation that still clads the banks of this busy, yachtpacked river. We make our way past ‘Bunny Meadow’, the myriad of saltings and salt water pools on the Warsash shore, which provides a graveyard to multiple old boats including a minesweeper. Then Mercury Creek comes into view, where TS Mercury was based. Thoughts turn to Hamble’s wartime connections, its industry and the men who served here. During peacetime Betsie had a full time skipper and was used by Lord Ebbisham to cruise the French canals and the Solent during the summer months. With the outbreak of WWII her cruising ground was restricted and her role changed from leisure to military use. She was reputedly involved in the Dunkirk evacuation, being used to tow smaller craft. In 1942 she was requisitioned by the Royal Navy and had a number of roles including a secret mission carrying surveyors who where laying the PLUTO fuel pipeline to the Normandy beaches. As we make our way further up the river, the moorings gradually thin out. And we can see past the hustle and bustle of modern Hamble life, to the ancient reed beds and creeks, the disused jetties and rotting remains of long-forgotten craft. In between the marinas, the river bank retains some of

its old character, small pockets preserved and usually ignored catch the eye as we move sedately past. The cake is good, the tea refreshing and Betsie’s cockpit provides a toasty shelter from the fresh sea breeze. After the war she was returned to Lord Ebbisham and remained in the family until his death in 1953. A number of owners and modifications followed before retired boatbuilder Ron Bailey embarked on the task of restoring her in 1991 until poor health led him to sell her on in 2007. The project was taken over by Paul Rainbird who undertook a major rebuild, completed in 2012. Fortunately many of Betsie’s original fixtures and fittings survived and were incorporated into the restoration, winning her a Classic Boat Restoration of the Year Award in 2013. I’m starting to feel sleepy as we near the Elephant Boatyard and the Jolly Sailor pub. We turn at Swanwick, just before the road bridge (you can book a longer cruise right up to the river’s furthest navigable point, which I’d highly recommend, but today I have a toddler in tow with a finite capacity for sitting still). If we were on a sailing boat, you’d hear the faint hum of the motorway traffic as the rest of the world zooms along, but somehow the regular throb of our engines serves to add to the feeling that we’re in our own bubble, looking back through time. We arrive back at the pontoon with a gentle bump, there’s a momentary silence as Betsie’s engines are switched off, and we’re back in the 21st century again.

Blue Box Experiences was set up by husband and wife team Jono and Lisa Bradfield in 2003. Starting out with 60ft Ocean Race Yachts, they developed a market for day sailing in the Solent. Now they have their purpose built coffee shop in Hamble Point Marina overlooking the Solent, from which they operate their Betsie Jane and their Clipper 60s. “I guess you could say we are really just Solent sailors looking to share what we do with anyone who wants to try it,” explains Jono. “I’ve logged about 120,000nM commercially at sea, but at least 70,000 miles of that have been bimbling around the Solent for the last 14 years. The whole idea of our company is to get people on the water and we wanted to expand our offering to river trips allowing people to explore the stunning River Hamble. We spent several years looking for the ‘right’ classic river launch to come along. We went to view Betsie in Norfolk, intrigued by her history and on arrival fell in love with her. Paul Rainbird had done a fantastic restoration and she was ideal for what we wanted to do on the River Hamble. With Betsie’s historical

link back to the Solent, she was perfect.’ “For me it was absolutely essential that our river boat not only looks amazing, but also really works for the guests on board,” adds Lisa. “I knew Betsie Jane was the boat for us the first time I sat in the cockpit at the back and really felt transported back to the 1930s.” Key to the experience is the right local produce, like the cakes and the Isle of Wight gin, and the finishing touches. ”I love all the vintage crockery that we use on the cake cruises and I’ve spent many hours finding the pieces for our growing collection,” says Lisa. “With passengers aged from six months to 92 she really has achieved our goal of making it possible for anyone to get out on the water.’ Afternoon cake cruises start at £39 per person, or an evening cruise of gin and jazz is £49. Private charter for celebrations is catered for and you can purchase an experience as a gift. www.betsiejane.co.uk CLASSIC SAILOR

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BRIDLINGTON SAILING COBLE FESTIVAL

Cobled together Its second festival has confirmed Bridlington’s status as the sailing coble capital of the British Isles Story and photos by Paul L Arro

he month of June was always looked upon as the start of summer, with the Longest Day quickly followed by Midsummers Day, and thoughts of long, dry periods of settled weather and sweltering heat. Sadly, this year the last week in June proved to be anything but! Certainly, the north-east coast of England in particular, in fact the whole of Britain, was battening down the hatches to prepare for a low that would sit firmly over the country for much of that week. The weather

forecasters were correct. Heavy rain, together with near gale force winds, lashed Britain and the North Sea coast of East Yorkshire did not escape, with severe weather alerts and flooding predicted for Bridlington. Members of the organising committee of the second Bridlington ‘Sailing Coble Festival’, set for the weekend of the 1st-2nd July, had their fingers crossed and were seeking out every piece of wood to touch in the hope the meteorologists were correct in their predictions that the coming weekend would be ‘more like summer’. As with any

PAUL L ARRO

Madeleine Isabella and Gratitude Left: Preparing to sail 50 CLASSIC SAILOR

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BRIDLINGTON SAILING COBLE FESTIVAL event, planning had started early in the year and to have the Festival cancelled due to bad weather was just unthinkable. The morning of Saturday 1 July looked promising however, although light grey cloud covered the bay. The sun was trying its best to break through and the sea was slight, with just an air of a westerly breeze. Coble crews began to muster around 0900 down at the Harbour Heritage Museum and the vessels prepared for sailing. With high water at 1101 there was not too much time for chit-chat, although it was obvious from comments exchanged between the skippers there was a slight sense of good hearted rivalry, most having taken part in the first ever festival the previous year. Very soon Gratitude was making her way from her mooring and heading through the piers to the open sea, quickly followed by the rest of the flotilla; Madeleine Isabella, Bethany of Bridlington, Rose, Imperialist, Three Brothers, Free Spirit, and the motor coble Harlequin; a course being set south, taking advantage of that westerly breeze. Anchored in the Bridlington Bay was HMS Pickle, a two masted topsail schooner which is a replica of the vessel which was part of the British fleet at the Battle of Trafalgar in 1805, in fact the vessel selected by Collingwood to bring back to Britain the news of the victory and also the death of Nelson as she was the fastest vessel in the British fleet. Seven traditional north-east coast working boats under sail going round HMS Pickle was indeed a grand sight, reflecting a scene from a bygone era when it would have been commonplace for a sailing ship to be awaiting the tide to discharge her cargo at Bridlington and local fishermen perhaps competing to get some work from its Master. Very soon the sailing cobles were off Hamilton Hill, south of the port, and time to go about and head on a northerly tack towards the North Bay and the harbour’s North Pier, which was a vantage point for visitors, many having made a special journey to Bridlington just to glimpse this unique festival. By this time the sun had broken through and Bridlington Bay looked at its very best with the stunning white cliffs of Flamborough Head affording a splendid backdrop. Just off the harbour was Jack’s, a beautiful 16ft rowing skiff, the last boat to

Chris Traves Imperialist

Pete Sanderson Bethany of Bridlington

Jim Eldon, ‘the Brid Fiddler’ serenades the fleet from a cog Far right: David Williams aboard Free Spirit Below: Imperialist

The eagerness to get back out for a further exhilarating sail was obvious be built by Jack Siddall of the local Siddall boat-building firm. Jack had died just after the skiff had been completed and it was named after him by his sisters. Once back in the harbour, and a very welcome coffee for some, chatter amongst

Steve Emmerson Madeleine Isabella

William Moore Harlequin

Andy Gibson Gratitude

the crews was about the morning’s sail and how these beautiful vessels had performed. No problems had been encountered and no masts had been displaced, as was the case last year. The eagerness and anticipation to get back out for a further exhilarating sail was obvious. The Harbour Heritage Museum, run by the Bridlington Sailing Coble Preservation Society, had a constant flow of visitors and the locally, well-known musician Jim Eldon (the ‘Brid Fiddler’) kept people entertained with his sea songs and shanties, some being performed from a cog boat as he was rowed up and down past the now moored sailing

David Williams Free Spirit skipper

Rob Miles Jack’s

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BRIDLINGTON SAILING COBLE FESTIVAL

cobles. A couple of stands had been put up this year on the harbourside, one to promote the local coble society and the other by two local authors. Time was now pressing on and with the crews conscious of the ebbing tide, moorings were slipped and a further parade of sail out of the harbour took place. While keeping clear of the local ‘pirate ship’, pleasure steamer Yorkshire Belle and the passenger carrying speedboats, the sailing cobles encountered cannon fire from HMS Pickle which, with her sails set, had moved from her overnight anchorage to ‘attack’ the harbour. A spectacular scene was encountered

Ian Thompson BSCPS Chairman

Peter Godden BSCPS Secretary

with the cobles looking quite small against this 73ft, twin masted vessel. The sailing cobles headed south once again and were soon off Ulrome with that westerly breeze. The dipping lugs were lowered, the cobles went about, the spar and sail moved around the mast and the tack was altered in readiness for the run home. What a splendid sight it made as the six sailing cobles, along with the Tyne work-boat Rose, seemingly took no time at all in seeing the harbour entrance present itself before them. Safely moored, and with the dulcet tones of the ‘Brid Fiddler’ drifting across the water, the crews stowed their gear and made tracks for

John Clarckson Free Spirit builder/owner

Paul Arro Festival publicity officer

a well earned rest and a cool beer. Sunday dawned a beautiful day, a clear blue sky with not even a whisper of a cloud but still that westerly breeze, if anything slightly fresher than the previous day. Activity down on the harbourside began around 1000 when crews arrived to ready the cobles for sailing, some still suffering the effects of a hangover from the previous night. All the cobles passed through the piers and headed in a southerly direction accompanied by the safety boats Gannet and Harlequin, which also carried a film crew as well as photographers. The vessels were soon almost out of view from the harbour

George Featherston Founder CKS

Colin Robson Assistant secretary CKS

Above: Three Brothers (left) and Bethany of Bridlington, showing a fisherman’s traditional disregard for the no fendersat-sea etiquette

Chris Wright Chairman Bridlington Harbour Cmrs. CLASSIC SAILOR

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BRIDLINGTON SAILING COBLE FESTIVAL Vessels that took part

HMS Pickle and, below, crews muster along the quay

Gratitude - a 26ft sailing coble built in 1976 at the J & J Harrison’s yard at Amble by master coble builder the late Hector Handyside for Dave Wharton of Whitby. She was built on the lines of a Yorkshire coble even though built in Northumberland. Bought by the Bridlington Sailing Coble Preservation Society in 2015. Madeleine Isabella - sailing coble built in 1912 by George Cambridge of West Hartlepool for John Robert Handyside of Beadnell. She was tracked down by Hector Handyside, grandson of the original owner, in 1985 and fully restored at Amble. 28ft in length, she is now owned by Steve Emmerson of Flamborough. Bethany of Bridlington - more recently built by David Winspear of Whitby as a salmon coble in 2012. She is 21ft in length and bought by Pete Sanderson of Bridlington in 2016 and rigged for sailing. Pete took part in last year’s festival and was so encouraged by that experience that he decided to get one for himself. Three Brothers - locally built at Bridlington in 1912 by Baker and Percy Siddall in their Bow Street workshop, typical of the many 40ft sailing cobles that worked from the harbour. Bought by the Bridlington Harbour Commissioners in 1983 for restoration, she is looked after and sailed by the Bridlington Sailing Coble Preservation Society. Imperialist - built in 1934 by Arg Hopwood of Flamborough as a motor coble with auxiliary sail, she was the first Hopwood coble to have a steamed tunnel to accommodate the propeller. She is 30ft in length and was originally fitted with a Kelvin 12/14 petrol/paraffin engine. Bought by the late George Traves MBE, she was restored over a two-year period and is now owned by his son and grandson. Free Spirit - one of two 26ft sailing cobles built side by side in 2013 by John Clarkson and Joe Gelsthorpe at Bridlington, the first sailing cobles to be built since 1976. Built in the traditional manner of larch strakes on oak frames, she carries a dipping-lug mainsail and a foresail. For sale by the builder/owner at present.

What a wonderful sight those cobles made with their full sails and heeling well over but some great shots of the group had been achieved before going about and making back. What a wonderful sight those cobles made with full sails and heeling well over, certainly a sight to behold. Once back and moored alongside Harbour Road, the skippers gathered to be presented with brass plaques by Mr Chris Wright, the Chairman of the Bridlington Harbour Commissioners, to commemorate this year’s festival. Formalities over and an ebbing tide to contend with, there was just time for one final sail before it was time to stow equipment and conclude the activities of another very successful Sailing Coble Festival. The conclusion to what had been a fantastic weekend was a flypast by a Spitfire from the

Battle of Britain Memorial Flight, piloted by Flt Lt Andy Preece, which flew three passes over the harbour at low altitude giving everyone chance to see the D-Day stripes which adorned this iconic fighter. On the final pass, Andy dipped the Spitfire’s wings in a touching tribute before he flew off into the clouds. All that remained was to moor the cobles, gather together equipment and gear and bid farewell to the many friends, coblemen and enthusiasts who had travelled from North Yorkshire and Northumberland to soak up the atmosphere at what is fast becoming the ‘sailing coble capital’ of the British Isles. Yes, there is already talk of another next year . . . we think that goes without saying really!

Jack’s - the last boat to be built by Jack Siddall of the Siddall boat-building family firm at Bridlington in 1972. She is a 16ft rowing skiff, typical of the many built by the Siddalls, who were also well known coble builders. Owned now by Rob Miles, nephew of Jack Siddall, she is regularly taken to the Thames Traditional Boat Festival at Henley. Rose - a transom sterned Tyne work-boat built by R D Lambies at Wallsend in the 1930s. Lambies were well known builders of wooden work-boats, ship’s lifeboats and work-boats for Trinity House. She is 14ft in length and built of iroko planking on oak frames, rigged with a loose-footed standing lug sail and owned by Derek Heelas. Harlequin - previously named Kathryn and Sarah II, she was a commercial coble built by Gordon Clarkson at Whitby in the 1970s. She worked from Filey Coble Landing until being bought by William Moore her present owner, refitted and now used as a private pleasure coble with moorings in Bridlington harbour. Gannet - the safety boat of the Bridlington Sailing Coble Preservation Society, she is 20ft in length and built some 30 years ago. She has been part of the Society’s fleet for the past nine years.

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Dragon Elska

S&S Sonny

S&S Dorade

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 SAILING VICAR

Blessed with a love of boats Clergyman Mike Palmer reflects on the boats he and his wife Nettie have owned in a lifetime combining saving souls with sailing the seas

EMILY HARRIS

think that I might have been one of the first subscribers to Classic Sailor having responded as any sailing vicar would have done to the ‘Divine Subscription Offer’ illustrated so graphically by cartoonist Guy where the vicar has replaced the bible on his lectern in church with a copy of Classic Sailor. He then calls for a period of “quiet contemplation” while he reads it to himself! Now this perverse predilection which our editor Dan has for teasing vicars is no new thing – I have already suffered at his hand myself in the past! That was in his previous incarnation as editor of another magazine when he used his not inconsiderable journalistic skills to describe our West Solent One Design Winnie Marie which my wife and I had built new in 2010. In that article entitled ‘Blessings from Above’ he portrayed me as a somewhat eccentric clergyman who keeps saying “Bless you my child” and who is not averse to a glass or two of wine even before midday! To put the record straight the only wine I drink before then, strictly in the line of business, is communion wine! I have of course forgiven him, for that is the proper thing for a Christian to do, and despite all this we remain good friends.

Mike and Nettie sailing their present yacht Winnie Marie, a West Solent One Design built for them seven years ago

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BLESSED WITH A LOVE OF BOATS

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I decided to replace the keel bolts afloat. I drove the rusty bolts down out of the boat and as the water squirted in I plugged the holes with wooden bungs I have been mad about boats all my life and particularly out of necessity in the past, about old wooden boats, clergy stipends not being over generous. My first boat before I was ordained, was an 1898 Bembridge Redwing called Red Gauntlet. These early Redwings were 22ft long, 5ft 5in beam, and with a modest draft of 2ft 11in could sail and race successfully in the shallow waters of that delightful harbour on the Isle of Wight. They were designed by Charles E Nicholson and built by Camper and Nicholson’s. Interestingly the previous owner had almost certainly been a parson, one Brian Hessian, who had been a radio evangelist and author in the late forties, and who had kept her in Poole Harbour. Anyway by the time I bought her in 1961 she was a bit ripe to say the least! I kept her on a pile mooring opposite the Jolly Sailor pub at Bursledon in Hampshire on the Hamble River, and paid ten shillings a week for the privilege. How proud I was of her, but I was in for a rude awakening when one day I happened to tread on the end of one of the keel bolts which broke off complete with nut revealing the minutest suspicion of a keel bolt beneath, being completely corroded. I had visions of the iron keel falling off, and ending up myself prematurely in Davey Jones locker – clearly the keel bolts needed replacing. The problem was that to put the boat on a slipway in order to do the job would cost £6, and I did not have that sort of money. So I decided to replace the keel bolts afloat! And this is what I did. With a clump hammer I drove the rusty bolts one by one down out of the boat to end their

days in the mud of the Hamble River, and as the water squirted in I plugged the holes with wooden bungs. Then I swam underneath the boat with a dowel rod and took a measurement of the length required to fit a new keel bolt. These I had made up by the machine shop of Deacon’s boatyard next door for a very reasonable price in steel rod. Then, taking a large breath I swam under water and hammered the bolt upwards from beneath the keel. A friend inside the boat then put on a washer and nut and tightened it up. Amazingly it worked and I did not drown, thank God! In Red Gauntlet I explored the waters of the Solent and once sailed to Poole. On the way there the weather shroud plate pulled out putting quite a strain on both the cap shrouds and the running backstay, and when I examined the plate I noticed that it had only been attached to the hull by screws, and not through bolted! Eventually on passage from the Hamble to Chichester the jib disintegrated since the wind had got up, as well as the waves, and in a near sinking condition I just managed to get into Langstone Harbour, and anchor in Sinah Lake before I sank! Having bailed out I swam ashore, and soaking wet got the train back to Bursledon where I had left my motor bike! I was not much appreciated in the railway carriage by the other occupants! When I returned to continue the trip to Chichester all I saw of Red Gauntlet was the top of the mast above the water festooned with seaweed! Happily at low tide I managed to bail the boat out, but she was never the same again, and I was lucky to sell her

Mike, left, with boatbuilder Peter Nash and Winnie Marie in frame

for a fraction of the price I had paid for her to another young hopeful. My next boat was a 16ft clinker dinghy built by the Dauntless boatbuilding company of Canvey Island in Essex and complete with a 4hp Stuart Turner inboard. I paid £200 for her since I had sacrificed my motorbike in favour of a boat, and my two great aunts made up the difference. Their father was a master mariner, Captain W T Wakeham who came from a long line of Devonian seafarers. Their sister, my grandmother, was actually born on my great grandfather’s sailing ship the Darling Downs on the way to Australia. So in a way the sea is in my blood, although my father broke with the family tradition and went into the church. In Puffin, for that was her name, I sailed single-handed from Poole to the Helford River in Cornwall in the summer of 1964. The trip went well and Portland Bill held no terrors for me the day I rounded it, I took the inside passage to avoid the race, and after calling in at Lyme Regis, Torquay, Dartmouth, Salcombe, Newton Ferrers and Fowey I duly arrived sunburnt but unscathed off Frenchman’s Creek one blissful summer evening in August of that year. The reason for going there was that I had just read Daphne du Maurier’s novel Frenchman’s Creek and hoped that I might find romance in that lovely place. Well, I did, and the Cornish maid that I met later became my wife, and we have been sailing together ever since! In 1968 Nettie and I were married; I was ordained, and together we moved to Bracknell in Berkshire where I became curate. Apart from starting a parish boat club for teenagers, we bought the hull and decks of a cold-moulded Folkboat, Ellis, and fitted her out for cruising. We kept her in Chichester harbour and sailed her engineless to Cornwall twice, although for crossing the Channel we shipped a Seagull Century Plus outboard. After a short period working as Port Chaplain for the Missions to Seamen in the east end of London (now Missions to Seafarers) we sailed Ellis to Cherbourg and sold her to a Breton friend Yvon. Yvon built Goas, a 35ft steel sloop in Cherbourg. The boat had originally been designed to be built in wood in Hong Kong. We sailed her with Yvon to Ireland and later attempted with his wife and daughter to sail her to Spain from Camaret in Brittany. A series of disasters though – torn mainsail, faulty compass, chronic seasickness, and the engine jumping off its mountings and filling the cabin with exhaust fumes – eventually drove us back to the Brittany coast. In the seventies we had three boats, a Solent Sunbeam called Melody which we restored; a 27ft Tumlare, a design made particularly famous by Adlard Coles and which figures in his books Sailing Days, and More Sailing Days, and Clare, a Harrison

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Butler designed 4-tonner. In our Tumlare, Caroline we again sailed to Brittany, but we lived on Clare for nearly a year moving to Cornwall in the process. By then we were on the dole and received it weekly by personal issue at Falmouth Dole office together with the other liveaboards and those sleeping rough. Quite soon though we did get jobs, Nettie as a teacher, and me initially as a hospital social worker and later as adviser to the Anglican Bishop of Truro for social concerns, and when the staff of the dole office heard this they got terribly excited exclaiming “They’ve got jobs, they’ve got jobs!! Apparently this was a most unusual experience for the personal issue brigade at that time! Having sold Clare to clear debts, (something which we have had to do quite often!) we shared a boat, Erin, our first West Solent One Design, with a lady solicitor friend. Now they say that a clergyman is the best possible person with whom to share a boat,

because in principle he should be generous and kind, and even more important he is always busy at weekends! Erin was originally built for an Irishman by the famous boat building firm of Berthons of Lymington in 1927 for racing in the Solent and elsewhere. Her dimensions were 34ft 6in overall, 7ft 6in beam and 5ft 1in draught. West Solents were designed to have two berths, so they could be sailed from regatta to regatta along the coast, normally by a paid hand, and they all had to have a marine toilet in order to entice the ladies aboard! We kept Erin on our mooring at St Mawes, and had her blessed by the local Roman Catholic priest out of deference to her Irish roots! In Erin we sailed the Cornish and Devon coast, mostly with Jenny our partner, and another female friend as crew. I well remember the harbour master of Newtown Ferrers being very impressed at seeing three attractive girls accompanying me as crew!

Later I became the bishop’s full-time domestic chaplain, the Obadiah Slope of Truro Diocese. I had finally arrived! Having sold Erin we asked the bishop to bless our next boat Sophie, a Sadler 29. This took place in a howling gale at Malpas, Truro, and in sprinkling holy water over the boat his Episcopal ring came off his finger and disappeared overboard! Not a very good omen for a brand new boat! So after the launching party which despite this hiccup went with a swing, we got divers down to see if they could find it. They failed to do so, as did a chap with a metal detector at very low water. In desperation we enlisted the help of an old friend, a Cornish water diviner and wart charmer, and although I know he located it, the tide began to come in before we had time to dig the mud! Later the Bishop had a new ring made to the same design; the cost was covered by insurance, so all was well in the end.

Clockwise from top left: Sophie, the Sadler 29 off Brittany; the Laurent Giles 8-tonner Madalaine; Caroline, the Tumlare, and Erin, Mike and Nettie’s ﬁrst West Solent OD. Centre: Ellis, the Folkboat

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THE SAILING VICAR

EMILY HARRIS

Another view of Winnie Marie, with Nettie and Mike

In Sophie we again crossed the Channel with the assistant Bishop of St Germans as crew, yes there are one or two clergy who go sailing, the best known perhaps being Bob Shepton who has explored Arctic Waters; he is very impressive in every way. In due course I became Vicar of Devoran in Cornwall, and had James and Ruth Wharram as parishioners as well as Hanneke and son Jamie. James did me the honour of asking me to bless his very own large catamaran Gaia, this ceremony I shared with a Hawaiian medicine man. Our blessings must have worked because Gaia subsequently sailed to Polynesia and back, quite a feat! But I have always been a fan of James who once said that I had almost converted him to Christianity. But not quite! After Nettie had retired, and following an inheritance from my mother we were able to have our present boat built for us in larch and oak by Peter Nash of Dartmouth. She is a replica of Erin, our West Solent, but built to a very high standard with bronze fittings on mast, boom and deck. We keep her at Camaret-surâ&#x20AC;&#x201C;Mer, in the Rade de Brest near where we have a holiday home, and we also have a swinging mooring on the River Aulne near Landevennec in the estuary. Reflecting on the incredible luck that Nettie and I have enjoyed with our so many boats, I cannot see many young folk in the future being able to afford the luxury of boat ownership. For example Nettie and I had no student loans to repay, as our further education was funded by the local authority.

James Wharram did me the honour of asking me to bless his own large catamaran Gaia, a ceremony I shared with a Hawaiian medicine man Furthermore we had safe pensionable jobs, myself as a clergyman and Nettie as a teacher, something which is becoming more the exception than the rule today. Being a vicar I had a house for duty, and hence did not need a mortgage, which for young people takes a very large proportion of their income, if indeed if they can get one at all. The monthly payments seem likely soon to increase when interest rates rise. Rented accommodation too is becoming more expensive. One gets the impression that fewer people are taking up sailing, witness the depressed state of the secondhand boat market. For example our last boat, Madalaine, a Laurent Giles 8-tonner in fine condition, recently changed hands for a quarter of the price we received for her ten years ago. Also whereas before there were invariably waiting lists for the popular marinas now several have spare pontoons available immediately. This is not just in the UK but also at our former marina in Brittany, where now you spend hardly any time on the waiting

list when before it was a matter of years before you could get an annual contract. As previously described, our lovely swinging mooring in the river Aulne off the Rade de Brest where years ago there were maybe a dozen boats swinging at the moorings, this year there were but three, including ourselves, and one of them, belonging to a hard-working young man, apparently never left her mooring at all. When the young manage to get afloat these days it seems that it is on a relatively cheap surfboard or a stand-up paddle board. Apparently the sales of the latter are booming. Is it mainly because it is a cheaper way of getting on the water? One has though to applaud the efforts of the sailing clubs and trusts in starting youngsters off on a hobby which is the best in the world, but there are comparatively few of the latter and being charities they often have problems with funding. If we carry on like this we risk losing a generation of budding sailors, with all that means for both our boating industry and more specially for the shaping of the characters of our children and grandchildren into self-reliant, confident and adventurous adults ready to meet the challenges of an ever more competitive world. This is the challenge that we classic and non-classic sailors have to grapple with and win. In the book of Revelation in the New Testament the writer says that in heaven there will be no more sea! So let us all enjoy it to the full while we may!

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N A IC IO SM IPT R CO CR FE BS OF SU

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25/07/17 2:31 PM

SEA RANGERS AFLOAT

Girls on deck Ilford Sea Rangers found fun, adventure and challenge aboard the Thames barge Thalatta and smack Pioneer – and tell about it in their own words

he Sea Ranger Association is a National uniformed youth organisation for girls and young women with a particular emphasis on nautical training and outdoor activities. Each crew takes its name from an adopted Naval ship. The Ilford crew SRS Barnehurst have been offering boating opportunities to local girls since 1943. Adventurous activities and fun have been the crew’s main objectives. In October 2013, following an extremely successful residential trip to our Thames training base, Leaders, Jenny and Julia from the Ilford Sea Rangers felt the girls were ready for a sailing challenge outside their comfort zone. Research was surprisingly easy, we considered a classic sailing vessel suitable but stable enough for an all girl crew aged 10-16 . We contacted ASTO UK Sail Training and visited the Maldon Regatta. By good fortune, we bumped into Piers Alvarez a friend and past shipmate who recommended the perfect vessel. The Thames Barge Thalatta, recently refurbished with a rich history of safe sail training for young groups. Piers described the Thames sailing barge, famous for its flat bottom, simple sail plan and cavernous cargo capacity, as akin to sailing an enormous shoe box. Traditionally sailed by a man and a boy, the Thames Barge is ideal for introducing young people to a different experience. We visited Thalatta and her master, Cyril Varley, in Heybridge Lock, Essex, her winter berth. Nothing quite compares with stepping aboard a wooden ship below deck – that familiar smell of sea, wood, canvas, tar-oil and rope creates the warmest welcome. Her cargo hold had been beautifully refitted into a light, open accommodation area, a sea chest beneath each hammock and a large central mess table. Her galley spanned beam to beam creating a catering space that would be the envy of some tall ships. The permanent crew enjoy private cabin accommodation fore and aft. The renovations also included two separate leader’s cabins. Thalatta has an impressive record of successful educational voyages for young groups, evidenced by the many school

or youth group crests that decorated the bulkheads of her mess deck. We introduced our proposed sailing adventure to our Sea Ranger crew at next Friday muster. After a short presentation, with photographs, the subsequent excitement and questioning were electric. We emphasized the traditional values of the vessel. Mobile phones or electronic devices had no place in the adventure with only restricted kit that would fit into a sea chest allowed. All 10 berths sold out in a week. The subsequent three-day May half term voyage by Ilford Sea Rangers was a bench mark in the crew’s history. Erin,11: “felt like time travellers as we sailed down the River Orwell singing Sea Ranger songs”. Passing the river’s commercial, north shore, cranes and cargo ships, Thalatta’s successors, looked like beasts from another world. Thalatta was queen of the river again – helming the barge was very popular with the girls, drawing admiring waves or flashing cameras from passing vessels. The girls soon understood the routine of clearing the waist of the barge when changing tack. The gaunt mast of HMS Ganges stood among the trees near Shotley. We tacked into the River Stour enjoying an afternoon of sail handling and winching lee boards. We Thames barge Thalatta, recently refurbished

dropped the hook off Wrabness just as the North Cardinal blinked its first white light. The girls and leaders on galley duty had cooked a sumptuous evening meal. Lisanne, 10, presented our crew crest SRS Barnehurst to Cyril as a mark of thanks for the crew’s amazing experience. All up on deck for a last look at the evening stars, lights of the land and to enjoy the gentle breeze and river’s evening noises as the tide gurgled round Thalatta’s stem. The following day, after a welcome run ashore, we sailed off the anchor and headed back up the Orwell still singing but saddened our trip was almost over. Watch Leader Aimee, 16: “The experience on Thalatta made me feel privileged to be a Sea Ranger as we are unique. The group experience drew us much closer together

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as a crew and the girls learned a lot about themselves and sailing. I feel the only regret the trip was not long enough.” Following the success of the 2014 Thalatta voyage, the Sail in Company Project 2015 was born to provide the opportunity for 20 girls and five leaders to sail on a five-day voyage in two classic sailing vessels exploring the Essex East coast from Fambridge Essex. The faster ketch rigged fishing smack Pioneer and the 90ft Thames Sailing barge Thalatta owned by independent charitable sailing trusts, made a spectacular combination sailing the River Crouch. By definition, the project offered classic sailing as a shared adventure for girls looking for real challenge. Last years older girls joined Pioneer for a voyage to further their

RYA sail training putting into practice all the shore based activities. Steve, Pioneer Mate, said “I was surprised how much these girls knew about sailing.” Aimee, 17: “Having previously sailed aboard Thalatta for a weekend last year, I was intrigued to see how life aboard Pioneer would differ from my previous trip. Apprehensive about complex rigging and restricted space. Charlotte, 14 was daunted by the sea toilet ( head ), “A complex instrument, squeezed into its tiny cupboard. I learnt the hard way not to get caught in the head when Pioneer changed tack. The vessel seemed to delight in these little quirks.” Later leader Rebecca marvelled at the incredible feat of the full roast dinner cooked in Pioneer’s tiny galley.

Whilst aboard Thalatta two Sea Ranger crews, SRS Frobisher and SRS Barnehurst combined for a five-day team building life experience. All last year’s ‘Thalattas’ helped new girls settle in, stowing kit or demonstrating how to sleep in a hammock. Divided into two watches, they shared Sea Ranger stories, creating their own entertainment, with a confident social interchange. Evie, 12, commented, “The fiveday voyage made us feel more like sisters. Who needs TV? I have experienced so much my classmates will never do, I feel more organized with myself, I would love to come back and learn more.” New skills were discovered when Emily, 15, from SRS Frobisher proved to be an excellent helmsman. One evening both

Teamwork and helmsmanship

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24/07/17 9:42 PM

SEA RANGERS AFLOAT

Barbeque on the beach in the Backwaters

vessels anchored in the pretty Walton Backwaters for a driftwood BBQ and beach rugby for both crews. In contrast to the fun and laughter on the beach the two classic wooden vessels quietly hovered above their reflections in the glorious evening glow. Built in a different time both had very different hard working careers and yet due to passion both had been rebuilt through diligence and Heritage Lottery funding to offer young people a chance to experience sailing from a bygone age. On a sunny Wednesday afternoon both ships met near Stone Point. Pioneer’s girls were expecting a friendly exchange. Aboard Thalatta a water balloon factory was in full production. Aimee, now 17, recalls Pioneer sailing alongside Thalatta within hailing distance. “All seemed a little quiet aboard the barge... from her greater height the Thalattas delivered their broadside with varying results. We were sabotaged with buckets of water balloons. Pioneers resolved revenge, using a hose, if we could manoeuvre well enough. To do this we had to work as a team, the wind was very strong and changeable, we tacked quickly in order to catch the escaping barge. We all had our action stations, I personally managed the starboard bowline of the stay sail whilst my friend Hollie manned

the port side. We used Pioneer’s smaller size and sailing qualities to our advantage so catching the slower Thalatta – successfully drenching those aboard. I can comfortably speak for the crew who sailed aboard Pioneer; we bonded as a family, the five days on the Sail in Company project was one of the best experiences of our lives.”

To do this we had to work as a team, we tacked quickly in order to catch the escaping barge The voyage for both crews came to an end on a Friday afternoon at Brightlingsea. At the debrief with all permanent crew and Sea Rangers as awards were handed out at Harker’s Yard, the tired happy faces spoke volumes. Tears rolled down many faces as we sang our last Pipe Down. The Sail in Company Project had given the girls so much confidence. Many thanks to Felicity from the Pioneer Trust and Barge Master Cyril, The East Coast Sailing Trust and the wonderful support

of both vessels’ permanent crews for their hard work and input for making the Sail in Company Project a success. Also the The Founder Presidents’ bursary from the Sea Ranger Association. The boats: Thalatta and Pioneer Thalatta, 88ft (27m) was built of oak in Harwich 1906 as a spritsail barge trading cargo from London, the east coast and continental ports. She became a sail training ship under the flag of the East Coast Sailing Trust in 1966. Completely restored to ‘as new’ condition in 2012 she retains her trading days character. Today Thalatta sails with her traditional rig a fine example from the National Historic ship fleet. Thalatta welcomes corporate hire and other special occasions. www.thalatta.org The 69ft (21m) fishing smack Pioneer, 1864, is a fine example of the Harkers Yard Brightlingsea restoration projects. Rebuilt there in 2003 Pioneer enjoys a healthy career as a sail training vessel, the flagship of the Pioneer Trust. The yard is a purpose built training facility that provides apprenticeships and practical experience for young people entering the marine industry, building beautiful cold moulded racing gig . www.pioneersailing trust.org.uk

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From Itchenor in beautiful Chichester Harbour

Sail and race a Sunbeam at Itchenor 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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25/07/17 5:21 PM 8/10/16 10:11 PM

MARINE MOTORING

Is it cruising if it’s on inland waterways? Helen Lewis recommends cruising through the centre of France, with some caveats about the very different hazards from those found at sea

n the last issue of CS we were enjoying Bastille day just outside Paris. As I write I find myself again in France, again on Bastille Day. This time on a dedicated voyage inland. Gently rocking on the canalised river Meuse deep into rural Ardennes. There is much to recommend the cruising life. One of the things I particularly love is the variety. I know for those of you wedded to the sea you may consider the inland waterways akin to scurrying up and down

ditches with nothing about it to entice you to lower your mast and risk scraping your bottom. For many of you your draught may make the whole thing impossible but if it is a possibility I would highly recommend you try it. But first let me discourage you a little before I tell you about the joys of it. For starters rivers and canals are not the easiest form of boating. What you gain from not having to worry about immediate weather you lose in entering a contact sport. Helming has to be accurate and

Approaching le Pont d’Avignon, or what’s left of it

take into account water depth, air height, currents from weirs and emptying or filling locks, and most importantly the muppets on other boats. Your crew will find their vessel intimately close to lock sides and metal monsters. Fenders have to be lined up correctly and lines dispatched swiftly. Actions involve fast judgements and clear indicators to the helmsman. On the major canals of Europe the barges are monstrous and unlike with a large ship at sea you are up close and personal. Years ago when we took our chippy little Sealion to Oslo we once, and only once, both got off, tenderly holding his lines and balancing ourselves on wooden bollards in the middle of a waterway. It nearly cost us our boat as his modest 4 tons got sucked away from us by a working barge. These barges push water in front of them. As you look at them approaching you can see the water level rise in a swelling bank and fall away behind them. Their propellers are mighty affairs and in a lock the effect of a busy barge keeping its engines going rather than tying up can be daunting. As they leave the water rushes towards you, pushing you further towards the lock gates at your stern.

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THIS CRUISING LIFE: PART 11

Confronting them on the move can also be interesting. If there is poor visibility they may sneak up on you and so mighty are they you had better hope they have their radar on and you are showing up as they find it as hard to see you as a large ship at sea would. The wrinkle is that they are likely to be much, much closer to you. If a blue board pops up there is no compromise, they can’t get round the bend port to port and you are required to move swiftly to the other side. The other day the Skipper and I had been on the move for a long day. We had started to scout about for a pretty place to spend the night. Now, you know those eye-watering mooring fees that we are required to pay when we want to use a coastal harbour? Well forget everything you know! The inland waterways in France demand a licence. In Germany, Wallonia, Poland and the Netherlands this is not the case AND the mooring is either free or a pittance. You can usually choose between a pretty village mooring, a small town or go rural. If you stop in a village or town there will be water and electricity in most places for a small fee and sometimes showers and loos. You will

have the added pleasure of a boulangerie to tempt you and often fresh local produce. A lot of locks will let you stay overnight on the waiting pontoons but do watch out for the moorings reserved for working barges. There you are unlikely to receive a welcome. A small illustration. As I said we were on the hunt for a mooring a few evenings ago and found one marked Sauf Les Plaisanciers.

An elderly barge hoved round the corner and two very cross bargees glared across the canal at us Delightfully deep and nestled amongst wild flowers, good solid mooring bollards and within sight of the ecluse. Great, we thought. Niftily twirling our lines from boat to bollard, a fine ratatouille bubbling on the stove, beastly crew jostling to be the first to alight and a chilly white wine awaiting us we felt quite smug. Fenders were adjusted and springs applied. Beasts were escorted along the tow path to pick a few flowers, a bit of

wild mint and oregano and complete other things unmentionable and the Skipper and I settled down to another idyllic evening afloat. Quietly confident of no rafting or moving or suchlike and no harbour dues. Enter low rumbling from the wings. An elderly barge hoved round the corner and with much clanking, shouting and gesticulating two very cross bargees glared across the canal at us. I was minded of the wonderful description in Roger Pilkington’s Small Boat Through France (The ‘Small Boat…’ series is a great read if you won’t take my word for it that the inland waterways of Europe are magnificent). This is a description from 1964: “It is a curious fact that the cretinous barge is invariably manned by individuals whose action is inefficient. It runs aground, the rudder jams, the baby falls into the coal hold. The cooling system is blocked, the dog is left ashore and a hen blunders into the lock. The laundry line collapses, the portable pump has to work overtime to keep the water in the bottom from rising over the floor and wetting the cargo of flour, into which grandma throws the scraps which the hens scratch for greedily…”

Above: Lighting our way through a tunnel on the Meuse. Left, top: Barge traffic; below:Gralian in the StrépyThieu boat lift, second biggest in the world

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MARINE MOTORING The Skipper’s word

Morning mist on the canal

Glimpses of this world are still ours for the taking some fifty years on and as the woman bargee started to scream at us across the peaceful water, thick arms folded, print apron smeared with oil, weathered face contorted with rage, small dog yapping, we felt transported. Threats of several barges, each hundreds of metres long which would shortly arrive and raft to us were hurled, avec spittle. We were glad the canal was proportionately as broad as her posterior. Vainly we gesticulated to the sign alongside us denoting a parking spot for the leisure boat. She stomped below muttering loudly. Skipper and I conferred. When she

clinging to a single bollard midships. If this is combined with an aforementioned hardpressed lock keeper and he or she chooses to let the water in fast from the sluice nearest to you it can send you careering across the lock. Lessons: don’t be too proud to sport a lot of fenders, stay well back in the lock if you can and if you feel you are being packed in with too many boats refuse to enter. You might make your lock keeper grumble but your insurer will thank you. This route across France is fascinating. It gives you a slice of the country you are unlikely to see any other way. There are wild industrial bits, including the Le Creuset factories where they made in the war when This route across France is fascinating. munitions they weren’t making pots and pans. There is a swish through It gives you a slice of the country you Lyon with warnings not to stop, are unlikely to see any other way and little opportunity anyway. There are poor bits where you reappeared we had a conciliatory speech certainly won’t get fresh milk in a shop but composed which the Skipper delivered you might get it in a glass bottle from the with a smile and a perfect French accent. farm. You may go days without being near (Actually he is fairly fluent in French; it is a shop (or a fuel stop so carry a bidon) me who has to compose). She bustled and and then a lock keeper will save the day huffed a little and after a small mediation accosting you with his finest aubergines and we moved the boat two metres towards the courgette flowers (delicious dipped in a light lock. After half an hour another grand barge batter and fried). Then there is Sancerre. I slipped into sight as pristine as the first had may have mentioned this before but really been messy. It moored up some 100 metres – you MUST stop, wander up the hill, have behind us. lunch and visit a few local caves to sample But I digress again. Scroll back. We are their wares. Make your choice, hand over on our way to the Med down the route surprisingly few euros and with the change Bourbonnais: the only one of the three pay the local taxi to drive you and your north-south waterways deep enough clinking bottles back to your boat. for our draught. Here the larger peniche In a mere six weeks you are through and cannot venture and the locks are small. out the other side. You have reached Port Nevertheless they can be a little hairy St Louis and the next bit of the adventure if you are unlucky enough to get a lock begins. You must stow your oil lamps and keeper who has a headache. The bollards flowers and make ready for sea. Next time: Oil lamps and flowers dealt with, are not spaced to facilitate smaller boats we head for the Riviera and consequently you may find yourself

“Is the water on the pontoon drinkable?” It’s a simple question, you would think, with only three possible answers: yes/ no/I don’t know. The boater I asked in a little French town, however, deployed a fourth: “Of course – it’s on the pontoon, isn’t it?” It was just as well she put it that way, because it immediately alerted me to the fact that she hadn’t a clue; she just assumed that water on pontoons is always drinkable. I did not fill our water tanks but telephoned the number on the closed Capitainerie’s noticeboard and was told that the pontoon water was definitely not drinkable. We who cruise live with dauntingly high levels of ignorance. We try to paper over it with charts, Correction Notices, pilot guides, other people’s blogs and learned articles in boating magazines, but the reality is that we often have no clue what lies ahead. Stuff changes, channels silt up, firing ranges let fly and not everything that comes out of a pontoon tap is safe to drink. One of the reasons I assume we cruise is because a bit inside us enjoys changing our circumstances with our horizons. The appeal of the unknown, the pleasure of working it out ourselves. Given this, we have to develop the art of sifting advice, and not causing offence when we reject it. Some people have a need to appear more knowledgeable than thou. The other day I was treated to a detailed lecture, with finger-wagged warnings, about the perils of a waterway it emerged the man had never visited. When I turned away from him, sprawled in his canal-side lounger, I realised a small queue of people had formed, waiting to check their cruising plans against the Ancient Mariner’s fund of baseless opinions. More and more I find myself asking, what is the likelihood of this person actually knowing the answer rather than just guessing? We were nosing into Decize with my friend Bob on board, going dead slow because Decize is very shallow and Gralian draws 1.4m. From a pontoon some way off a man waved cheerily at us, gesturing us over to him. “Oh good” said Bob who naturally sees the best in people. “How kind of him.” I was not so beguiled. How could this stranger know Gralian’s draught? Did he even know how much water there was at that pontoon? I made the universal “what’s the depth there?” gesture and he returned the universal “haven’t the foggiest” gesture. I gave a wave that tried to combine “thanks” and “no thanks” and edged Gralian on into the harbour, deploying our lead line to find, eventually, a safe berth. Bob looked a little pensive as we tied up. Finally he remarked: “That wasn’t very nice.” I wasn’t sure whether he meant me or the wrecker on the far pontoon.

That’s us, in mid-screen and in the middle of France

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Sailing skills: Shooting a bridge Shooting – dropping the mast without stopping – is the smart way to go through a bridge. By William Loram

he bridges at Acle and Potter Heigham are the big obstacle parts of the Three Rivers Race. To shoot the bridges or tie up, drop the rig safely, paddle through to the other side to tie up and hoist, was a difficult decision for us rookies, new to the delights of the challenges of the race. Potentially we could lose more time by mucking up shooting the bridges, than make sure that everything was done in good order, and with adequate caution. The shake-out sail from Martham to Horning on the day before the race gave us a chance to acquaint ourselves with what made Zoe go and what made her stop in the water. But the route also took us through Potter Heigham so we could practice dropping the rig, and work out whether to shoot the bridges or not. Having had a mid-river rig drop, we then had a timed run at taking it carefully, by tying up in front of the old railway bridge (the new road bridge), lowering the rig, paddling like mad under that one, and then also under the much lower medieval bridge. Tie up again, and then set sail. Whew! Twenty-five minutes. So by the time it came to race day, we were resolved: shoot the bridges. So here’s the advised procedure to follow according to Andrew Curtis from Martham Boats:

Getting the mast ready to drop

5. Take gaff jaws off the mast and

put them to one side

6. Lower the jib right down 7. Take the forepeak hatch off 8. Open the mast gate by removing

the pin, to allow the mast to come out of the tabernacle

9. One person on the forestay, and

one on the cabin roof. Lower the mast down on the forestay gently into the boom crutch

Down she goes – gently now

10. As you let the mast down you pull the line in to keep all the rigging in

Reverse the procedure on the rehoist. Of course in the heat of the race, it does not always go to plan. And you should not drop too far away from the bridge if you are facing a foul tide, as the paddling crew will have their work cut out. ...and keep paddling!

1. Take topsail down 2. Take mainsail down 3. Shut the boom crutches in on the

transom

4. Take a line round the mast

shrouds and rigging and back the other side, to gather in the rig and ensure that there is no snagging on the rehoist CLASSIC SAILOR 69

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Sailing skills: Man Overboard Recovery It may never happen – but you need to know what to do if it does. Trevor David Clifton shows a simple recovery method

‘M

an Overboard!’ The dreaded cry. In forty-five years of offshore sailing I’ve never heard it for real. It has happened though; four times a crew member has fallen off a boat I was skippering – all of them within five metres of a pontoon or the quayside! But as an RYA instructor I have discussed, trained and practiced for the possibility of losing someone over

the side at sea many, many times. There is are several different methods of MOB recovery and most of them will work, but you’d be very lucky if any of them worked without training and practice. And there are differences in boats, rigs and sail plans so there’s never going to be a ‘one size fits all’ method. Recovering a person from the water falls into two distinct phases. 1. Getting the boat near enough to them.

2. Getting them back on board.

Getting back to MOB

What follows works for a singlemasted, bermudan sloop, the most common rig on sailing boats these days. If you sail something different, adjust the plan! The editor will be happy to correspond. The diagrams and pictures are self-explanatory, but they are just diagrams and pictures. Practical training is essential.

Both methods involve turning into the wind immediately. What if it happens at night? Well, not much different except that finding a casualty in the water in the dark is difficult. Without an electronic aid such as a Personal Locator Beacon (PLB) and/or a light that floats beam-upwards, the chances are slim. I’ve tried it in practice many times (without a floating light or a PLB) using a weighted, yellow balloon as a dummy and an on-board

Make a large bowline loop at each end

and a ﬁgure-of-eight knot

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There is a variety of different methods of MOB recovery and most of them will work, but you’d be very lucky if any of them worked without training and practice spotlight to search. Success rate? About 40%. Waterproof torches that float ‘beam-up’ are relatively cheap. First he/she has to be close to the boat. Go around again if you didn’t get there first time. Are there any other options? Use a heaving line, lasso or boathook as appropriate/ available. Fit, agile casualties can climb back on board using a ‘fender step’

The ‘Recovery Sling’

There are purpose-built casualty recovery equipments on the market, some good, some not so good. Every boat carries this one, it’s in the rope locker: a mooring line. Tie a large bowline loop (at least a metre in diameter) in each end

of a mooring line, find the middle of the line and tie a figure-of-eight knot. If you can’t tie a bowline or a fig-of-8 knot quickly use a singleoverhand knot (also known as a ‘thumb knot’). Attach the loop formed by the knot to a halyard and get the casualty to sit or lie in the two loops. Raise the halyard and the casualty and lower him/her onto the deck or even, if you’re careful, down into the saloon.

to create a loop in the middle

attach the loop to a halyard

use the two bowline loops to support the casualty, and then haul them aboard

Getting a MOB on board

(from the chandler) or simply a fender slung horizontally from the side of the boat so that it’s floating loosely.

And, before casting off remember: Without a lifejacket survival is far less likely. If the skipper (you?) falls over the side someone else will have to take over. Do they know? And do they know what to do? ALWAYS send a MAYDAY if someone falls in (if you can). If you try to recover the casualty and fail you’ve just wasted some of their survival time. You can always cancel the Mayday. And PRACTICE!

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FLICA 20: RESTORATION PART 1

A Flicka called Wookie Part 1: Chris Vassiliou finds the boat of his dreams, gives her a new name and sets to work listing the (many) faults needing attention

hen I first saw the Flicka 20 on that breezy spring day (at that time named Goliath) at a small marina in St Petersburg (Florida USA) I was impressed with her salty appearance and her hull colour, which was a beautiful shiny blue. Her sheets and running lines looked dry and chafed and several filthy fenders draped on her hull sides were gently swaying in the wind. The cockpit bulkheads were loaded with old superfluous equipment, dangling power cords and a cracked compass. I was curious how old this vessel was and began hunting for her hull identification number (HIN). After some searching I located this on the stern just above the water line. What I read was PCS201330280 (Pacific Seacraft 20 the 133rd boat built in February 1980). I walked away accepting the reality this little vessel was 36 years old. Several days later and quite by accident, I found myself once more staring at this Flicka and to my amazement noticed ‘For Sale’ tied to her pulpits. This time I sat on the dock box and carefully looked across the deck. Aaah the Flicka 20! The boat designed by Bruce Bingham in the seventies and built by Pacific Seacraft in Dana, California. For the past 30 years this small vessel had sent my mind wandering across oceans and

now here was one, bobbing in front of me – tugging at my heart. I sensed she was in need of some restoration and I was not fond of her name. The unsightly wires strapped all over her stern rail irritated me, as did the torn sail cover and cracked compass. This all seemed so undignified. Impulsively I called the broker and made an offer. Two weeks later the boat was hauled out in a local boatyard and was mine.

Changing The Name

The first thing I did was change the name to Wookie. Now I realise there will be those who will question this choice of name but there was a reason. I had a pup called Wookie, a Lhasa Apso, small but tough, totally loyal who had bravely travelled from Sydney via Singapore to Frankfurt – a journey of over 30 hours in the baggage compartment of a 747. Once in Frankfurt and after a rather teary reunion, he travelled to many parts of Europe. Sadly a few years later he would die unexpectedly in Nice, France. Wookie was loved by many people and was a constant companion to many wine-bars, restaurants, hotels and even formal business meetings. Always well-mannered, regal, handsome but with a level of confidence, which made one believe this little fella was above everybody else. The similarities with my Flicka seemed obvious, hence the name.

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FLICA 20: RESTORATION PART 1 Top left: Mud dauber nests Top right: Mast wires bundled up with duct tape Lower right: Behind the starboard side electrical panel Lower left: More mud dauber nests ‘as large as a regular Coke bottle’

Initial Inspection!

Once hauled out I had an opportunity to take a really close look at the boat. Amazingly the hull below the waterline looked in great shape even though it had been four years since the last bottom job. However, what hit home was the number of throughhull fittings for equipment not being used: two transducers for depth, a speed knot meter, an intake and outlet for the head and several screw holes attributed to the head seacock. Interestingly the intake and outlet for the head were right next to each other (literally inches apart). In addition, all of the above waterline through-holes were plastic, the majority of which were dry and in some cases cracked or broken. This was the case with the fitting for the automatic bilge pump, so that water pumped out by it ended up in the lazarette. There was no longer a head in the boat instead what was left was some liquid sloshing around in the holding tank, an old waste hose from the holding tank to a deck fitting, the old vent hose and as stated the seacocks. The boat yard staff did locate a smelly leaky porta potty which they gingerly carried into the dumpster as they marched by me chuckling at the look of disgust on my face. As I delved deeper into my inspection of the Flicka 20 it revealed the following: Automatic bilge hose had come off its old plastic through-hull, which was broken.

The broken water tank vent hose fitting had been re-attached using silicon. This amazing patch job had come apart resulting in water exiting the tank and into the bilge. The wooden lids for both the head and water tanks were delaminating. Old electronic equipment – some of which did not operate. A cracked compass. Holes in the cockpit that were not sealed allowing water into the lazarette locker. A plastic through-hull above the waterline in the stern that had no hose attached to it – basically an entrance for water and the many mud daubers (wasps) whose nests were found behind the navigation equipment, the electrical panels, the bilge, forward in the sail lockers and in the stern behind the quarter berth. Some as large as a regular Coke bottle. Per Wikipedia “Mud dauber” refers to the nests that are made by the female wasps, which consist of mud moulded into place by the wasp’s mandibles. Adults of both sexes stock their nests with spiders, which serve as food for their offspring”. As these nests fell on me and broke open I was amazed to see cells stocked like minute larders with the remains of spiders.

Wires, Wires — many, many wires

An amazing amount of electrical wires were bundled and crammed into corners all over the boat some of which had ends that went

nowhere. Several poorly mounted electrical panels, unfortunately adding huge holes in the interior teak and with switches that did not work, and many 110v outlets including inside the sail locker/anchor well. The electrical wiring system was very confusing and a concern to me. As an example; by turning on the shore power and keeping the main battery switch off you still had 12v power. Wooden side panels in the quarter berth and hanging locker were delaminating due to water leaks. The top companionway step had delaminated and was not safe to stand on. Rust showing in many under-deck fittings. Hose fittings with single clamps. Poorly maintained bowsprit with signs of delaminating joints. Poorly maintained rudder where the tiller was mounted with sides delaminating. Duct tape used to attach the wire to the mast belonging to a bulky powerful deck light (or was it meant to be a steaming light?). A deck fitting by the mast that had no wires running to it. Two electrical deck fittings by the bowsprit that had no purpose. There were two stern lights, the bigger of the two did not work and the mount for the smaller light was broken. The forward running lights attached to the bow were working but the big 2nm running light mounted on the bow-pulpit did not work. Furthermore its mount wobbled and eventually broke off during further inspection. Due to the age of the boat most of the portholes leaked as the gaskets were in need of replacement (a serious issue as the original manufacturer of these portholes was no longer in business). At this stage I will stop because the list goes on and on. Now let’s be clear – I believe all boat owners have a right to do whatever they want with their boats. I respect this, as I am fully aware we yachties have our own special way of doing repairs and adding new toys to our boats. After all this Flicka was 36 years old and had belonged to several owners. The boat looked like it had been sailed and used happily for many years. My comments here are not intended to judge but mainly to list out what I personally deemed necessary to repair, replace or dispose of. I have always felt the enjoyment of sailing is dependent on having a sound vessel when one leaves the dock. In addition to the usual safety gear, it is important the vessel’s integrity is sound and dependable. In my humble opinion, my new little vessel was far from this. I had a lot of work to do – more than I bargained on but at the same time exciting.

Next time: An epiphany and a decision. Please feel free to follow the complete stories about Wookie’s restoration on my blog at www.flicka20-wookie.com CLASSIC SAILOR

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Joints: the hooked scarph joint

2:1

Step2 50mm 

Step 4 Marking out the Lip



Cutting line

<400mm>

50mm

7mm

Step3b

The scarf line for the first 1/2 of the hooked scarf joint

Step 5

Step3a 50mm 50mm

7mm



The second 1/2 of the hooked scarf joint

Lip

Step6 Step1

Marking Up a Hooked Scarf joint

The technique for making a hooked scarph joint as demonstrated by IBTC’s Ian Cook. Words and photos by Richard Johnstone-Bryden 1

olted scarph joints are used whenever key structural components of a boat such as the stem have to be made in more than one section. The variations of the bolted scarph include the plain scarph, tabled scarph, hooked scarph and the hooked table scarph. The joint’s strength is provided by a combination of its scarph ratio and the glue. The scarph ratio is determined by the joint’s length in relation to the thickness of the piece of wood. Lloyd’s rules specify that a minimum ratio of 6:1 is used for bolted scarphs.

Step1

Fig 1 To clearly illustrate the techniques involved in the making of a hooked scarph joint, Ian uses a 600mm x 400mm piece of timber. Fig 2 2 step 1: We will be working within the constraints of a 600mm length of wood. Therefore the process begins by marking 50mm in from each end of the wood. 2 step 2: Measure 400mm in from the lines marked out in step 1 to indicate the overall length of the scarph.

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Due to the length of the scarph Ian uses a No7 plane, which is ideally suited to longer surfaces, to trim each half 2:2

2:3

2:4

2:6

2:5

2 step 3: Measure in 50mm from the line marked in step 1 to indicate one end of the scarph line. 2 step 4: Use a set square to mark off this line on the top. 2 step 5: Set the marking gauge to a depth of 7mm to mark off the lip to provide the second point that will be used in the creation of the scarph line. Repeat the previous steps to mark out of the second half of the hooked scarph joint on the other side.

2 step 6: Mark out the scarph lines ready for cutting. Ideally, the gap between the two halves should be approx 3â&#x20AC;&#x201C; 6mm Fig 3 The hooked scarph has been clearly marked out ready for cutting. As can be seen, the gap between the two halves has been kept quite narrow and should be approximately 3mm to 6mm in width. Fig 4 For convenience Ian uses a band saw to cut out the two halves of the joint.

Fig 5 The two halves have now been cut out and the pencil marks indicating the extent of the two recesses can be clearly seen. Fig 6 Ian uses a marking gauge to mark out the required depth for the lip at the end of the scarph Fig 7 Due to the length of the scarph Ian uses a No7 plane, which is ideally suited for working on longer surfaces, to trim each half.

Fig 8 Both halves have now been planed so that they fit together tightly Fig 9 Ian clamps the two halves together so that he can mark out the two recesses. He begins by marking pencil lines that he will use to line up the two halves together. He then marks out each end of the recess before separating the two halves to use a marking gauge to indicate the required depth of each recess.

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Joints: the hooked scarph joint

11a

11c

11d

11e

11f

11g

11h

Fig 10 The waste wood within each recess will be removed using a chisel. For convenience, Ian uses a band saw to cut a number of relief lines, known as saw kerf, into the waste wood to create several small slices which make it easier to remove the waste with the chisel. If you do not have access to a band saw you can easily make these cuts by placing the piece of wood within a bench hook and using a fine tooth tenon saw. Fig 11 Due to the triangular shape of

each half, Ian places both halves together in the vice to form a single rectangular piece of wood that can be held securely in place while he removes some of the waste wood from both sides of the first recess. To provide a clear working area in which to use the chisel, he staggers the height of the two halves so that the one he is working on is higher than the other one. At this stage Ian simply removes slices of wood at an angle of approximately 45º towards the middle to leave a large raised piece of waste wood in the middle of the recess. He then removes both halves from the vice and places

11b

one half horizontally in the vice to remove the remaining waste wood with a chisel from the recess. Fig 12 Ian checks his progress with the long edge of the chisel to ensure that the bottom of the recess is true. Fig 13 Having removed the bulk of the waste wood from the first recess Ian removes progressively thinner stripes of wood to achieve a flat surface Fig 14 Ian’s inspections with the long

edge of the chisel suggested that the bottom face of the recess was flat so he uses the squared off external faces of the joint’s other half to check that it is level across the length and width of the recess’ bottom face as well ensuring that the recess’s inner face is square. Fig 15 Having completed the recess in the first half of the joint, Ian repeats the last four stages to create the recess within the other half of the joint. Thus, both halves are placed together in the vice to form a single rectangular piece of wood that can

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Having completed the recess in the first half of the joint, Ian repeats the last four stages to create the recess in the other half of the joint 14

15a

15b

15c

15d

16a

16b

be held securely in place while he removes some of the waste wood from both sides of the second recess. To provide a clear working area in which to use the chisel, he staggers the height of the two halves so that the one he is working on is higher than the other one. At this stage Ian simply removes slices of wood at an angle of approximately 45º towards the middle to leave a large raised piece of waste wood in the middle of the recess. Fig 16 He then removes both halves from the vice and places one half

horizontally in the vice to remove the remaining waste wood in the recess with a chisel. Fig 17 Removing the final slivers of waste wood from the recess in the second half of the joint. Fig 18 Inspection with the long edge of the chisel shows the bottom face of the recess was flat so Ian uses the squared off external faces of the joint’s other half to check that it is level across the length and width of the bottom face as well ensuring that the inner face is square.

Fig 19 Having cut the recess in each half of the joint, Ian brings the two halves together to see how well they fit. Fig 20 Ian’s inspection revealed that the inner face of the recess on the lower half of the joint required some minor adjustments so he uses a chisel to remove a thin slither of wood. Fig 21 Ian uses a block plane to trim the end of the lip to the required length.

Fig 22 The final result.

Description and practical demonstration of the techniques by Ian Cook, joinery instructor at the Lowestoft, Suffolk, based International Boatbuilding Training College (IBTC). Further Information: International Boatbuilding Training College, tel 01502 569663 email info@ibtc.co.uk, website www.ibtc.co.uk CLASSIC SAILOR 77

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The Craft of Engineering From Royal Barges to Tall Ships – Bucklers Hard Fabrications has manufactured the metal work for some prestigious vessels. David Parker went along to learn more about how bespoke fittings are engineered

t is supposed to be like the sound of bacon frying. What I am referring to here is the noise you should roughly aim to achieve when forming the perfect weld. An even, crackling sizzling occurs as the white heat of a mini inferno takes places while metals melt and fuse together. The first time I tried it on my own with a basic welder I found it a bit uncanny that you could do something like this by plugging a DIY machine into a domestic socket. In seconds you could permanently bond pieces of steel – a material usually so tough to work compared with wood or GRP. This is going to sound a bit prosaic for working on a boat trailer, but as the liquid metal smoked into an unyielding joint it felt like I was almost playing with pocket sized building blocks of the universe or something. Admittedly the result of my many practice welds on scrap looked like some sort of steel sculptural carnage. But it gave me a new respect for the stuff we ignore everyday as boat owners. The seamless welds in stainless steel on pushpits, pulpits and boarding ladders. Then there is all the expert metal work that has gone into the hidden stuff like fuel and water tanks, seawater manifolds and exhaust fittings. Many of the items in fact which come out of

companies like Bucklers Hard Fabrications (BHF) in Hythe. I had the opportunity to visit them recently and see at first hand how bespoke fittings and fixtures are produced. It was also an interesting glimpse behind the scenes at the life of a marine manufacturer in Britain these days. The company’s origins In addition to the fabrications arm of their operation they also build Seaward motor boats, born from the classic pedigree of Nelson pilot boats from TT Boat Designs and they also have brokerage businesses in Hythe and Beaulieu. With their origins in Bucklers Hard Boatbuilders, BHF grew into its own company while being involved in the complete refurbishment of a 23m steel barge. Since that time they have worked on many prestigious projects. These include Gloriana, the elaborate barge commissioned to celebrate the Queen’s Diamond Jubilee. “This came from a direct contact with the consultant who was in charge of the project, Damian Byrne,” explains BHF Managing Director Chris Clayton. “This was a project that was very much time limited for obvious reasons. He knew we could respond quickly and he could trust us to deliver the right quality work. It worked very well.”

Top: Here a large boat cradle is being made to transport one of the craft they are working on undercover Bottom row, from left: a fly press, a pipe bender, the Tall Ship Kaskelot, one of the many craft the company has worked on, and an elegant example of the fabricator’s art.

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“These guys are craftsmen in the same way as a cabinetmaker is a craftsman. People have this almost Dickensian view of what fabrication or welding means.”

Although the Gloriana was obviously very high profile, many projects they are involved with share a similar uniqueness as Andrew Sims explains: “A lot of our work tends to be bespoke. Somebody has an idea or a concept which they might struggle to get to the manufacturing stage so they look to us. Everything that we do may be slightly different or of a limited run of production, but we have that adaptability with the team that we’ve built up to work on a lot of these projects in partnership with clients.” Boats of course come in all shapes and sizes so it’s no surprise that what they get given to work on varies greatly. Sometimes this might include detailed drawings or they might just get a piece of a moulding and be asked to fit rails to it. Andrew says the spectrum can vary from a 3D model to “sketches on a fag packet.” If they require plans they will have them made, alternatively, “We can interpret someone’s vision by creating something in the same way as a boatbuilder would do with a piece of wood or working with GRP. You’re having to think three-dimensionally and the ability to do that is down to experience. Half of it is that it has to look right and the other half is that it has to structurally work. There is always that balance between those two

things,” says Andrew. He gives the example of making pulpit rails. Typically these are done as a dry fit where the parts are spot welded together then legs for example can be altered or angles flared according to what works best and what the customer is looking for. He describes this as “Something of a black art with a whole lot of imponderables. Sometimes a customer might not know what they want but know what they like and don’t like when they see it.” Growing your own A total of five fabricators are at the yard and their first apprentice has gone through the process of five years of training; they are now looking to take on another. “The team are all ex-apprentices and the ethos of the businesses is that we grow our own. We train our people to have the same sort of attitude,” says Andrew. He then echoes sentiments you often hear from the marine manufacturing sector these days: “This country has been quite poor about how it views engineering and manufacturing for many years. These guys are craftsmen the same way as a cabinet maker is a craftsmen. Sometimes if you say fabrication or welding people have this almost Dickensian view of what that means whereas it is so different from that.” CLASSIC SAILOR 79

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The Craft of Engineering “What is an expensive job? An expensive job is one that goes wrong and has to be put right. Sometimes it pays to pay a bit more if you want it done right firdt time”

In Andrew’s opinion this historic perspective still influences prevailing attitudes in this country today. “People think of engineering almost as a dirty word and a dirty trade but if you go to the continent and place like Germany or Italy or the USA engineers are seen on the same level as doctors. It is viewed as a necessary skill and worthwhile occupation. Unfortunately, there has not been the same connection in the UK.” Chris then adds that “manufacturing has been taken for granted in a way and has been bereft of young apprentices for a number of years now. We are desperate to get young people into the Marine business generally.” He goes on to cite how training like this makes commercial sense. “Logically any business thinks about progression,” says Chris. “You can do that in two ways. You can pay a premium and employ already skilled people. But let’s be blunt here. Their loyalty may not be entirely with you

or their ethic might be slightly different to your own ethic. Alternatively you can grow your own and try and build the business and get them to absorb the ethic and the skills and the attitude. Then they are an asset to your business going forward and a long-term investment that you make. In our own small way we as a business have done that.” Changing the mindset There is hope in that it seems the apprenticeship mindset is changing slowly but it seems we still lag well behind the continent in terms of how politicians and the general public perceive the people who actually have the ability to make things for us. Chris does add the proviso that this attitude does not pervade niche markets such as with our world class engineers engaged in say Formula One or the aerospace industry. It is smaller manufacturing sectors which struggle when it comes to people’s perceptions.

Welding tips and tricks BHF undertakes a whole range of metal working processes and welding is just one of their specialities. Welding stainless steel in particular calls for a high level of skill and for this TIG (tungsten inert gas) welding is used. It is also normally used with aluminium and allows for smaller welds with a better appearance. It produces a clean, neat pure weld which can blend so it looks almost cast. It is not the type of welding recommended for DIY users; here MIG (metal inert gas) or ARC welding are far more common. MIG welding uses a wire feed system and can also be used for stainless steel or aluminium. However you can get problems with fracturing so understandably this is not something professionals would consider when producing something for the lifetime of the boat, hence the preference for TIG welding. MIG welding though is very good for mild steel and for something that you want to put together quickly. It can also be used with thinner sheet metals. Because of the shielding gas requires however it is

From left: Chris Clayton, Naomi Lee and Andrew Sims of Bucklers Hard Fabrications

not usually done outside because the gas is blown away. However Arc or stick welding, regarded as the most basic or all welding types, can be used indoors or outdoors. It is also seen as reasonably easy to master at home. Fabrication manager Martin Harris explains that as with everything else, whichever type of welding you try, the more you do the better you will get. “It is one of those things that you can show someone how to weld within five minutes, but to get better you must practice and to really improve you must practice a lot,” he says. “To be able to join two bits of weld together is quite easy. But to make it look good is the difficult part and of course a lot of stuff on boats is visual.” For the professional when working on boats access can often be a big problem in that jobs can just be plain awkward to work on and it is the same for us. Therefore he suggests concentrating on bench work to get your hand in and get your coordination going. “Working on board can be very tricky so how you

However for the marine industry, what it lacks in size it could make up for in other ways. One solution to help it grow could be to do a better job of promoting itself. “The thing I find frustrating in going back to getting young people interested is that if you think about what we’re offering as an industry we have these glamorous boats in an attractive environment but we are not selling that, or saying

can position yourself will make life a lot easier when working with circular welds as on rails etc. Here the secret is smoothness, but it is difficult to start and stop so you have to break it down into sections.” Understanding the material and what you need to do is obviously very important and he stresses that if a job would be regarded as structural then get a professional in. However for simpler jobs to learn on, things like making up brackets out of angle iron are a good way to get started. Thinner gauge is more likely to buckle and bow or ‘blow through’ as they say so also consider the thickness of the steel. For example 5mm plate would be regarded as heavy and require quite a powerful machine. A lot of the metal on boats is about 2-3mm thick so is ideal. But bear in mind that a 3mm thick stanchion is going to be more forgiving than 1 or 2mm sheet.

Kit and equipment In addition to a welding smock or apron and welding gloves one thing which makes life a lot easier is a decent helmet.

‘be involved in this industry,’” says Andrew. “Just look at what we are producing and sometimes we need to sell that a little bit more. I started at 15 as an engineering apprentice in the Midlands, making a widget that went into another widget that went into another widget that eventually went into a machine that printed books. There was a massive disconnect as to what we were making and the final product. But with a

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Frankly I find the budget type that you have to hold with one hand are a hindrance to doing a good job. The best type are the reactor light helmets which automatically darken when sensors detect the bright welding arc. Unlike with a passive filter which is already dark, with the reactor light lens you can see everything before you arc up. This frees your hands and you do not have to nod your head to lower the helmet. They used to be quite expensive but have come down a lot in price now and decent ones are available for £60 or £70.

Keep it safe 5

1) Welding generates a lot of heat so make sure the work area is clear

Harris says the only way to get better is lots of practice

2) This is what you’re aiming for – a neat finish with a minimum of cleaning up

4) A reactor light welding helmet which automatically darkens as the arc is striked and it also has adjustment dials to regulate the screen shade and delay

3) Fabrication Manager Martin

boat if you’re making a pulpit rail then when it’s fitted that’s really quite cool. You have created something which is being used out there that has a look and a purpose. There is a real connection between what you do with your hands and what you can see as a result. I think sometimes we miss the trick of selling that aspect.” The other big difference they have noticed between here and abroad is in regard to

5) This Clarke MIG 110E welder is typically the sort of machine ideal for home use 6) Here a home welder is being used to fit new plates to a small boat trailer

investment in manufacturing. “Banking and finance in this country stymies innovation and entrepreneurship as opposed to our competitors overseas,” adds Chris. “If you want to start your own business here you normally have to offset any investment against assets. You can understand how banks think like that, but I know that in other countries they look more towards the qualifications

Welding obviously generates a lot of heat and sparks so if welding on a boat in particular make sure you are well away from any combustibles such as fuel and gas and have a fire extinguisher and fire blankets to hand. Welders also use high voltages so keep them well away from water and in boatyard consider neighbouring craft because sparks can and will jump. A wet rag is also useful to keep close by so you can cool a piece of metal when you have welded it.

and the experience people have. Being able to produce a successful business plan and someone supporting that stands more chance of success than someone coming along saying I will put my house on the line.” Despite these reservations about the finance sector’s reluctance to engage more with manufacturing, prospects overall are seen as bright for the marine industry. For

example the brokerage sector of the business in particular has enjoyed a very busy period in the past few months – good news if you want to buy or sell a boat. You get what you pay for As well as working for the leisure market BHF also undertake Government work and are Lloyds approved. The company was also recently again awarded the prestigious ISO-9001 standard. This is an internationally recognised Quality Management System. “For a small company in the marine sector that is really quite unique,” says Andrew. “I can’t actually think of anybody else who’s got it. It would be easier and cheaper not to try and get it in some ways but we do it to make the point that we are producing quality work focused on the customer.” However, while not complaining, they do make the wry observation that customers don’t often appreciate the value of the work which achieves those standards. “People want quality but are not prepared to pay for it. Everyone wants to have the best and is an obvious price for that,” says Chris. “At times we will talk to customers about price and you give them a rate and they say ‘my God that sounds really expensive’,”Andrew continues. “But what we charge per hour is an awful lot less than the garage they are having their car serviced at but they don’t think twice about that. You can go to a man in a van for a price and he will be cheaper. However, we are here for the long run to do a quality job.” Chris then concludes with a question he has for customers when they consider pricing. “What is an expensive job? An expensive job is one that goes wrong and has to be put right. If you want a job done properly the first time sometimes it costs a little bit more.” CLASSIC SAILOR 81

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6:15 PM

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Are you in boating the boating business? Are you in the business? it’s time to join our Go-to guide display classifi WellWell it’s time to join our Go-to guide withwith display classifi ed ed 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 But we can do more for you thanthan thatthat and and our introductory ratesrates we can do more for you our introductory knock socks will will knock youryour socks off. off. Contact Catherine Contact our office atJackson Contact Catherine Jackson admin@classicsailor.com catherine@classicsailor.com catherine@classicsailor.com Tel: (0)7495 +44 (0)7495 404461 Tel: +44 404461 0r Tel +44 (0) 1273 421813

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On watch: kit for ship and crew Compiled by Guy Venables

Danubia 25x30mm Brass pocket telescope

Firstly one should look at any telescopic device with an objective lens less than 45 as “a bit of fun,” as trying to look at anything from a moving boat requires a wide viewing area. That said, when on coastal paths, spotting anchorages, ships at sea and anything from land, this is a great little spyglass because it folds down very small, looks great and works fine, especially if, like our tester, you’ve been reared on looking through gun sights with both eyes open to spot the object whilst searching down the scope. Makes a nice gift too. www.dorrfoto.co.uk £44.95

Atlantic 195 Outboard lock

The great advantage of this lock over a standard wire bike lock is that, no matter how much they want it those thieving swine can’t get to your outboard with just a pair of bolt croppers. Once you align the clamping bracket handles they are encased by the hardened steel lock making it very difficult to remove from the boat without the key. £65.95 www.outboardmotorlock.co.uk

iFox iFO13 Waterproof radio speaker

Firstly this tiny speaker is a decent FM radio with thumping good bass. As all the groovy kids seem to shun wiring, it’s also a Bluetooth speaker from which you can play your own music from your phone. It even works as a speakerphone for your calls. It’s waterproof but it does take a bit of getting used to (we have, finally) as the “volume up”/”next track” and “volume down/previous track” are the same buttons so you have to learn to time your clicking. £25 on amazon.

Danforth Skylight Constellation compass Believe to be the LAST original, new and unused, refurbished chromed-brass Danforth Constellation Compass with skylight binnacle in existence. Weighing 5.7Kg, this piece will be a very special purchase for a very special boat. The refurbishment on this beautiful piece refers only to the original glass panels which have been replaced with acrylic, which will be tougher and less likely to break. The compass card now also shows in 2 degree increments around the circumference to aid modern day GPS navigation. £4,250 www.traditional boatsupplies.com

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Endless pencil

What do you give the navigator who has everything? How about a pencil that does not need sharpening and seems to contain an endless stream of lead... oh and in a non-rolling well crafted pure silver barrel as well. This is the Yard-O-Led Diplomat, filled with B leads for better chartwork and made since 1822. Priced around £235 it will be a used item of treasure! www.yard-o-led.com

Helly Hansen Ahiga V3 Hydropower shoes

Old technology for sailors

Breathable, lightweight, comfortable, quick dry so less smelly and with very good grip these shoes feel good, work well and, although we shouldn’t care, because we’re roughy-toughy sailors, they look pretty good too. £85 www.hellyhansen.com

Excelsior IV Walker trailing log

Time was when these trailing logs were the aspirational item for the offshore sailor. Sturdy and reliable they are regarded as the most accurate of their type. Totally superseded now by electronics they are nevertheless relevant as a standby for the moment your crew Numpty Pumkin drops a spanner across the battery terminals... We found this new-old-stock unused at Beale Park. And there are some good examples at varying prices on ebay.

Getting a grip... is a breeze

Henry Lloyd’s breeze holdalls have 50L of space (which is enough) two inter pockets and a zipped outer, strong straps with a neoprene comfy handle and strap. They are made of polyester and lined with an antibacterial silver ion fabric. Great design in various colours. £50 www.henrilloyd.com

Tech Savvy

BBC Radio 4’s shipping forecasts are the mainstay of many a mariner who listens to them four times a day on 198 Long Wave. The bad news for LW fans is that many radios no longer receive Long Wave signals; Digital Audio Broadcast (DAB) radios have many extra stations but as far as we can tell there are none that also receive Long Wave (or Medium Wave for that matter). FM and DAB radios have been very slow to catch on. Despite being launched in 1995 so far only 47% of us listen digitally. For sailors FM and DAB broadcasts are hindered by the need to be in “line of sight” with the transmitting aerial whereas MW and LW propagate across the surface of the globe; with a good LW radio you can hear the shipping forecast (and the cricket) clearly in northern Spain; FM can fade out in the middle of Lyme Bay. So sailors still have to buy a LW radio like this OneConcept NR12, at £42 with Short Wave as well as LW, MW and FM in a chunky red plastic case with a carrying handle. It has a retro tuning dial and battery or mains power and is eye catching, in red. www.hifi-tower.co.uk CLASSIC SAILOR 87

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Over the Yardarm: Cuba Guy Venables Cuba and rum are indivisible, as it seems are rum and cigars. Guy goes there on a visit and learns much about blending

I was invited to Cuba recently to draw cartoons of a trip for some of the worlds best bar managers and cocktailists organized by Havana Club rum. Here, under the patient eye of master blender Asbel Morales, maestro of Havana Club, I was taken to school. Cuban rum is fiendishly complicated. Firstly, when you see the words 12 year old on the bottle, this means that the youngest rum in the blend is 12 years old, thus stopping unscrupulous blenders adding tiny amounts of 50 year old and claiming it on the label. The process of blending is a job earned through years of dedication and one only a few people in the world can do really well. First the bases are blended. There are three bases of the Havana Club rums, namely, Oro, (the soul of the rum) Centenario (the heart) and extra sec (the mind). These are made from the aguardiente, which starts life at 75% and is two year barrel aged and also from destilado de cana (97%) cane sugar distillate. Continuous distilling at low strength makes it light and flavourful. Everything is then aged in different barrels, reblended and put back into barrels, putting some aside for future blending. The blending MUST be done by a Cuban master blender and the only addition is a little caramel for colour. Mixing is what Cubans do best. They’ve done it with their culture, drinks and language. Afterwards we were taken to a farm in the countryside to eat lunch and drink some Havana Club Union, the only rum blended to be paired with a specific cigar, namely the Cohiba Siglo VI. We sat and smoked the Cohibas and drank, whilst being talked though it all by Sasha, a Russian cigar expert and new friend. He explained how the rum brings the palate back to life and animates the flavours, while he ruminated on the different surges of a cigar. For a moment we all went rather quiet. There is even a phrase in Cuba for this: “Sobra Mesa.” The time taken to smoke and drink and sit round a table. Union is a very special rum. Blended by Asbel Morales and Cuba’s most renowned cigar sommelier, Fernando Fernández it has a particular dry soft oak palate with sweet vanillas chocolate and rich dried fruits. It is such an exceptional rum that I asked them to pay me in it. I can see this being a long and fruitful relationship.

“In every marriage there are problems. In this there are none.”

Off watch Books: In the boatyard and out at sea

A History of Whisstock’s Boatyard by Sue Whisstock

Whisstock’s boatyard has been a feature of the Woodbridge, Suffolk, waterfront since 1926 when the 23-year-old Claude Whisstock drained some marshland and built his workshop. The yard became phenomenally successful, building a wide variety of boats, including its own Maxwell Blake-designed Deben 4 Tonner. It worked closely with many notable designers, especially Kim Holman, and built more than 700 boats. In addition Whisstocks bought the tide mill’s pond and turned it into the Tide Mill Marina. The yard closed in 1990, but its sheds remained part of the Woodbridge scene until just a couple of years ago, when redevelopment of the site began. Sue Whisstock, Claude’s daughter, has produced a useful and generously illustrated memoir charting the yard’s history, its range of boats, and some of its famous customers, including Hammond Innes and Maldwin Drummond. PW £12 ISBN 978-1-911311-28-7 suewhisstock@gmail.com

Rogue Waves

by Michel Olagnon What a pleasure to have something very technical broken down into easy bites and then put together in an attractive and exciting volume beautifully illustrated with ancient Japanese paintings and the best worldwide marine artists and photographers. But this is not just pleasure. If every yachtsman and seafarer were aware of the inevitability of unexpected rogue waves in stormy conditions, they may be able to avoid danger by the application of simple seamanship, such as making for a refuge port, seeking a lee or changing to an optimal heading. The author is an engineer who has collected real hard data to inform him in his profession concerning marine structures and has presented it for any reader with an interest in maritime matters. Robert Ogden Bloomsbury, £20. (Kindle edition £12.99)

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Shoreside Places we love

Sale: Courtwood

Ok. We’re going to have to start buying lottery tickets for this one, but what a place. Designed and built by the architect who lived in it up to now, on the shores of the Yealm estuary with its own water frontage, running mooring and private quay this place is set in two acres of tended woodland. It has an open plan wood panel 1960s style with a lengthy wrap around balcony. Four bedrooms, garage, level garden areas and possible potential to add on. Menryn, Courtwood, Newton Ferrers, PL8 1BW £1.2 million www.marchandpetit.co.uk

Visit: Torsa House and island

How about renting an entire island on Scotland’s rugged west coast? Torsa House and island has no other residents; just otters and seals basking on the shoreline, deer grazing inland and eagles above. And the surrounding waters play host to dolphins and porpoises. This charmingly remote house has an eastfacing kitchen-diner to catch the morning sun, a conservatory overlooking Loch Melfort, a comfy living room with wood burning stove and plenty of books and games. But what makes Torsa really stand out is the on-site motorboat, a perfect holiday addition for pootling around the loch and neighbouring islands. From £995 per week www.hostunusual.com

Run ashore

Send us your favourite pubs! Address on p15 The Hand and Flowers Marlow

If you find yourself floating off down the Thames with gay abandon it’s worth nudging the bank and exploring the Hand and Flower in Marlow. It is the only UK pub to be awarded two stars in the Michelin guide. The food is legendary and yet the ambiance although not “spit and sawdust relaxed” is unusually laid back for two star Michelin. The original idea was to open a business where the owners Tom and Beth would like to go to on their days off and this they’ve managed admirably. Book months beforehand. www.thehandand flowers.co.uk CLASSIC SAILOR 89

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Shoestring Sailor Second hand sails can really help to keep down the cost of running a yacht. So where to find them? William Loram has advice

ails can be a big dent in your budget if you are trying to run a small yacht on a small budget. A new main and foresail could set you back over £1,500 for a Nordic Folkboat. As that would cost more than I paid for my commie yacht GDR Folkboat, it goes against the grain when it comes to budget boating. If you have a sailing boat, possessing passable sails is fairly essential for pushing it along. So secondhand sails to keep the cost down are the route any Shoestring Sailor will investigate as a knee-jerk reaction. So where to find them: Joining a yacht or sailing club with similar members with similar kind of boats can be good. If you chummy up to people in the bar, you may find a source of sails that are past their best for the original owner, but could suit you just fine. If you have the right club, this could be a good source of all sorts of equipment, not just sails. Class associations. Same sort of principle as the club, with the downside being that you may have to travel further to pick up your secondhand sails, and the cost of travel needs to be considered. eBay and other online auction sites. Be sure that you have measured your mast and boom or existing sails, so you are sure that the sails fit. Gumtree www.gumtree.com or Preloved www.preloved.co.uk. Sail lofts dealing in exchanging and selling secondhand sails. There are quite a few of these around including: Yacht Exchange Sails www.exchangesails.co.uk Saturn Sails www.secondhandsails.co.uk C&J Marine www.cjmarine.co.uk/usedsailagency Westaway Sails www.cjmarine.co.uk/usedsailagency Second Wind Sails www.secondwindsails.com If you have old sails that you have

Bags of sails - but which ones will suit your boat, and your sailing?

managed to beg borrow or steal, then potentially these could increase your sail budget by making money on sail exchanges. John Pollard, founder and owner of Yacht Exchange Sails on Dartmoor recommends that when considering your options you need to consider factors such as whether the sail cloth is the correct material for the purpose, and whether the

sails advertised are measured correctly. If not, a bargain can easily turn into an expensive repair or alteration. “Wrong shape, wrong material, or wrong design are among the most common problems,” John says. “Race sails have no resale value, whereas cruising sails can be washed and recut.”

You need to consider factors such as whether the sail cloth is the correct material for the purpose, and whether the sails advertised are measured correctly

He recommends woven dacrons as the best sail materials, as being very reliable, but still susceptible to UV damage – the biggest sail killer along with flogging. And there is a big advantage of a secondhand sail over the new sails – you can get it immediately. New sails usually take a couple of months before they are ready from the loft. So the task of getting your hands on secondhand sails that do the job that you require involves first measuring your mast and boom accurately; secondly deciding on what sort of sail is fit for purpose; and thirdly assessing how much you can trust the vendor. Not as easy as it first looked, but you have to cut your cloth according to your budget.

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What to do when you can’t sail Helen Lewis opens a new series on marine museums and attractions, with a visit to HMS Trincomalee in Hartlepool

“T

here is nothing absolutely nothing - half so much worth doing as simply messing about in boats.” We all agree with Ratty about that but just say you have a few hours when you can’t be on the water, how about trying a museum? A museum filled with artefacts, models, pictures or even really large examples of... boats. Around our shores, scattered across Europe, on remote islands and in odd corners as well as in great cities are some of the finest nautical museums you could wish to find. In this series we are going to explore a few that you can get to by water, should you be so inclined, and if not a motor car, or maybe a bus, will have to suffice. Cruising around Great Britain is a delightful experience but of course there are bits of the voyage that are more appealing than others. A few years ago we spent an idyllic week in Whitby Harbour. We had silted up there to visit my brother who is himself a bit of an Old Salt and keeps his Westerly on a mooring, as befits a Yorkshireman, as snug as a bug and as cheep as chips in the inner harbour. We, however, were in the prestigious all singing all dancing main harbour where you pay richly for your berth in season. There came a point when we felt we should move on and my Bro’ felt he should escort us on our way northwards – checking that we had paid our harbour dues and extortionate car parking fees at the same time since said Bro’ is not only a pillar of the establishment but also a Harbour Commissioner. Thus he came to lead us out to sea on a family expedition to Hartlepool. He promised riches in the form of an excellent Indian restaurant but all I could think of was the wretched Hartlepool Monkey who had the misfortune to be washed up on the beach during the Napoleonic Wars and was mistaken for a French spy. Anyway we had a fine sail, or rather Bro’ had a fine sail and we had a fine motor. My sister-in-

law showing errant disloyalty sat aboard our motor boat sipping coffee and expressing wonder that you could do such a thing without spilling a drop and without a full set of waterproofs. My nephew, aboard the Westerly, tried a bit of engine to aid a small race and we arrived in Hartlepool in good time to visit the Trincomalee before the curry house. What a treat was in store for us. The National Museum of the Royal Navy Hartlepool has not only got HMS Trincamolee (celebrating her bi-centenary this year and as it happens the oldest war ship afloat in the world until the Constitution was

relaunched in America this July) but also a superb recreation of an 18th century seaport, complete with shops and houses. It is beautifully created for an atmospheric experience. Recently added are the diaries of Eliza Blunt who was the first woman to sail on her, returning from India after her husband had died and keeping a fascinating record of life on board as a woman. Trincamolee was built in Bombay in 1817 and brought to Hartlepool in 1987 for a ten-year restoration programme. Aboard her you are invited to consider rat-infested dinners and tales of bloody wars. You are not sheltered from the harsh

It’s got not only HMS Trincomalee but also a superb recreation of an 18th-century seaport, complete with shops and houses, beautifully created for an atmospheric experience

realities of press-ganging or spared the conditions that real sailors had to endure. Nelson, Napoleon and the Battle of Trafalgar are brought to life. We were particularly taken by Trincamolee’s giant cat davits with fat faced felines adorning the ends. I was all fired up to return and paint one on ours. The museum is a short walk from the marina and is open all the year round. Occasionally the Trincamolee herself is closed for a couple of hours for private functions. If you fancy a venue for a nautical wedding or a special birthday party look no further but be sure to book minus the rats And the curry house – also a short walk from the marina, was as great as promised. So next time you are cruising in the North East fear not, there is much to sustain and entertain you even if you haven’t got a Bro’ there to lead the way. All in all a star nautical rating for Hartlepool. www.hms-trincomalee.co.uk CLASSIC SAILOR 91

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25/07/17 3:51 PM

Artist of the month Flo Snook

aving lived most of her life along the coast, Flo Snook has cultivated a deep connection to its harbours, piers, fishing cottages and boats, which she likes to capture in her work. Flo has developed a unique way of working; starting with pen drawings, and using natural cottons and linens to express the colours and mood of the landscape, she then screen prints, appliqués, and hand stitches her images together. This gives her work an illustrative ‘ligne claire’ often associated with cartoonists She sources her fabrics and materials as responsibly as possible, favouring natural linens, organic cottons and up-cycled fabrics and using non toxic paints and printing inks. “With each piece that I create, I attempt to draw the viewer deeper into the sense of simplicity and space that the coastline gives me, so that they can share in this feeling too.” Flo exhibits at The Laughing Dog in Brighton Marina, Gallery5 in Salcombe in Devon, The Northcote Gallery in Battersea. website: www.flosnook.co.uk

Top left: Shadycombe Creek, Salcombe. Top right: Cottages at Cuckmere Haven, Sussex with a view of Seven Sisters. Above: Low water at Kingsbridge, Devon

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24/07/17 11:06 PM

Big Blue Zoo Animal stories from the maritime world

New Natural History hero The Natural History Museum has unveiled the new star of its reimagined Hintze Hall, at the start of the biggest transformation in its 136-year history. A stunning 25.2 metre real blue whale skeleton suspended from the ceiling now takes centre stage in the spectacular space – giving visitors the opportunity to walk underneath the largest creature ever to have lived as they enter. Blue whales were hunted to the brink of extinction in the 20th century, but were also one of the first species that humans decided to save on a global scale. The Museum has named the female blue whale Hope, as a symbol of humanity’s power to shape a sustainable future. It is estimated that in the 1800s there were approximately 250,000 blue whales across the world’s oceans. Decades of commercial hunting during the 20th century drove the species to the brink of extinction, with just 400 thought to be left in 1966. That year, in London, the world decided to legally protect blue whales from commercial hunting. Since then the population

of blue whales has steadily grown to its current level of around 20,000 – the start of a viable population. The skeleton now on display in Hintze Hall is from a whale stranded in 1891 in Wexford Harbour, Ireland, 10 years after the Museum opened in South Kensington. It was bought by the Museum and first went on display in the Mammal Hall in 1934, where it was suspended above a lifesize model of a blue whale. Curators,

conservation teams and engineers worked on the whale skeleton for months – mostly in an off-site warehouse due to its enormous size – preparing it for its new home. Hope will be joined in Hintze Hall by hundreds of new specimens, chosen to celebrate the wonder and beauty of the natural world, from the origins of the universe, to the story of evolutionary diversity. Ten star specimens are in ground floor

alcoves - known as Wonder Bays, including a 4.5-billion-year-old meteorite, a Mantellisaurus dinosaur skeleton, giraffes and a blue marlin. Sir Michael Dixon, Director of the Natural History Museum, said: “Putting Hope, at the centre of the Museum, between living species on the West and extinct species on the East, is a powerful reminder of the fragility of life and the responsibility we have towards our planet.”

One whale of a heart When a whale dies, it becomes a rotting feast for birds and sharks. If it ever happens to reach shore, it’ll likely be in terrible shape. Lucky for mammalogy technicians at the Royal Ontario Museum in Toronto, a blue whale that washed up in Newfoundland in 2014 was in good enough condition that they were able to preserve its 440-pound ticker. “Its sheer size alone accelerates decomposition, so it’s remarkable we got to salvage a heart,” says Jacqueline Miller, who led the first-of-its-kind preservation effort. It recently went on display, and Miller gave us a deep dive into

how to plastinate a leviathan organ. 1. Extract: starting at the tail, 10 workers pull back strips of flesh with a hook. Once they reach the heart, they sever the blood vessels, cut open the pericardial sac around the heart and push it out of the rib cage. 2. Dilate: without blood, the heart flattens. So staff pump in more than 700 gallons of formaldehyde, which stiffens the muscles, stops decomposition, and reinflates it. 3. Ship: to Gubener Plastinate in Germany. 4. Plastinate: anatomists soak the heart in acetone, constantly changing out the fluid. Over six

months, the acetone replaces all the water molecules in the tissue. Then the magic of plastination happens. Techs soak the heart in a silicone polymer solution and put it in a vacuum chamber. Atmospheric pressure drops to near-outer-space conditions, causing the acetone to bubble away and the polymer to take its place. 5. Cure: a gaseous curing agent hardens the silicone. After three months the heart comes out as a giant plastic glob, resistant to the hands of museumgoers ignoring the do not touch sign. And now it is back on display in Ontario. CLASSIC SAILOR 93

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24/07/17 11:11 PM

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AA sea kindly craft with overhangs and seaupped kindly craft with modest modest overhangs and draft, draft, Much-loved 4-berth T.24 Avon seeksinc. new home. Owner “Spratt” Perfect for some coastal cruising in style!£8,995. Currently on her Yanmar 1GM10 regularly serviced, Excellent trailer and rating to and bronze work. with standing lug yawl rig. Complete trailer and upped rating to and bronze work. Complete with standing lug yawl rig. Complete high level of equipment: £16,000 Brian Hammett. engined: 50hpComplete Nanni. Three trailer. £37,950 trailer and upped rating todeliver trailer and upped rating to Easily car toppable ,used for built onenew week only,as new. £37,950 road trailer. swallowing hook after 47 years. Built 1969. GRP hull, some displacement and easily handled sail plan, some displacement and easily handled sail plan, 12’ Swampscott Dory to very high standard,comes trailer near Aberdeen, we can to the new owner. spinnaker. Sails well. Hull sound, coachroof needs 2006 GRP Kittiwake 16’ gaff 2001 David Moss Sea Otter 2000 Cornish Crabber 22’ in Forcategory more infoB. on the Romilly including our sail around Mullcover 2000 Cornish Crabber 22’ 2006 GRP Kittiwake gaff motor, 2001 David Moss Sea Otter teak trim, 01473 231066 sails andinnew gearbox in 2016. B. Super little boat trailer cover and break back road trailer with16’ electric covers and category and break back road with electric motor, covers and marine-ply deck (renewed 1993) and£2,500 coachroof, £7,750 category B. category B. NAUSIKKA her sisters have both tough and herout sisters have proved proved both tough is ﬁtted for coastal cruising and enjoys a with £7,750 with sailing gear,air bags andAoars. repainting, gas-cooker elderly, hence price ono. andCorriemhor aNAUSIKKA Force 8, and see www.roxane-romilly.co.uk rigged sloop. very high end 15’ in lovely condition. Cedar lovely condition Yanmar wrenspark@aol.com cooya.org.uk Tel: 01436 820086 lovely with Yanmar rigged sloop. A road very high endproject. 15’1GM10 inFelixstowe lovely condition. Cedar Only£995 Yanmar regularly serviced, Avon Excellent £37,950 £8,995. roadnew. trailer. high level of equipment: £16,000condition and ––Stephen refitted high standards. and versatile versatile reﬁ tted to to high standards. £37,950 £8,995. trailer. Ideal Mooring Ferry, own cradle ininc. Yard. Easily car toppable ,used for one week only,as £37,950 Please contact Booth £37,950 fitTelout out2006 with lots of hard wood wood strip/epoxy construction with 1GM10 diesel, Bespoke road £35,000. e.m.yendell@gmail.com 2000 Cornish Crabber 22’in in fit 2006lots GRPof Kittiwake gaff 2001 David Moss Sea Otter spinnaker. Sails well. Hull sound, coachroof needs Contact: Peter Hough 1GM10 diesel, Bespoke road with hard strip/epoxy construction with aa 2006 GRP Kittiwake 16’ gaff gaff 2001 David Moss Sea Otter 2000 Cornish Crabber 22’ in For more info onLying the Romilly including our330077 sail around Mull 2000 Cornish Crabber 22’ in 2006 GRP Kittiwake 16’ 2001 David Moss Sea Otter 01473 659572 or timvoelcker@gmail.com 16’ 2000 Cornish Crabber 22’ Kittiwake gaff 2001 David Moss Sea Otter £140,000 UK £140,000 Lying UK T:T: +44(0)1202 +44(0)1202 330077 Stephen.booth@crondall-energy.com Super07840979473 little boat GRP £7,750 £7,750 £7,750 repainting, gas-cooker elderly, hence price £2,500 ono. and bronze bronze work. Complete withend standing lug yawl condition. rig. Complete trailer and upped rating to Yanmar very high and a Force 8, see www.roxane-romilly.co.uk lovely condition with Yanmar and rigged sloop. A very 15’ Cedar trailer lovely and upped rating to work. Complete with standing lug yawl rig. Complete rigged sloop. A high end 15’in inlovely lovely condition. Cedar condition with

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She has a modern lug rig, with carbon fibre 1990 Drascombe Drascombe Dabber Dabber Mk2 1999 Storm 15’ with balanced lug 1990 Mk2 in in www.anglia-yacht.co.uk Tel. (0)1359 sales@anglia-yacht.co.uk spars. Cockpit seats 8, plus27 17 47 Tel. +44 www.anglia-yacht.co.uk rig. Complete with cover, electric exceptionally tidy condition with condition 1999 Storm 15’ with balanced lug 1990 Drascombe Dabberwith Mk2 in cuddy with 2 berths. Comes Classic 28ft 66 Tonner. yacht, built Classic 28ftStorm Tonner. AA true true classic yacht, built in in 1959 1959 lug Vindo‘Sara’ 30 1965 Dabber Holman(0)1359 Sterling 28, 1964 1990 Drascombe DabberMk2 1999 Mk2inin in Tel. +44 27 17 47 sales@anglia-yacht.co.uk www.anglia-yacht.co.uk 15’classic with balanced 1990 Drascombe Mk2 Tel. cover, Honda 2.3HP outboard 4-stroke and with full-length tent, cockpit and combi road trailer. cover, Honda 2.3HP 4-stroke and www.anglia-yacht.co.uk Tel. 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Dartmouth. cover, Honda 2.3HP outboard 4-stroke and exceptionally tidy condition with rig. Complete with 01329 827 053, Gweek Quay, katie@gweekquay.co.uk 01329 827 053, £14,950 veryetc. high £12,500. Lying Weymouth and combi road trailer. cover, Honda 2.3HP 4-stroke and cover, electric exceptionally tidy condition with £4,450 Drascombe Dabber Mk2 Mk2 in in 1999 Storm 15’ with balanced lug 1990 Drascombe £4,450 Dabber road trailer. £2,250 £16,500. road trailer. enquiries@williamsandsmithells.com Tel:or01326 221657in enquiries@williamsandsmithells.com 017524-stroke 228855 www.plymouthyachts.com Contact Tel: 01305 767 900 1999 Storm 15’ with balanced lug 1990 Drascombe Dabber Mk2 cover, Honda 2.3HP 4-stroke and outboard and combi road trailer. £2,250 road trailer. cover, Honda 2.3HP and road trailer. Tel 07931 338095. exceptionally tidy condition condition with with rig. Complete with cover, electric exceptionally tidy £4,450 exceptionally tidy1990 condition with rig. Complete cover, electric tidy condition with trailer. £2,250 road trailer. £4,450 1999 Storm 15’exceptionally with balanced lug 1990 Drascombe Dabber Mk2 Mk2 in in cover, Honda 2.3HP 4-stroke and Dabber outboard andwith combi Drascombe road trailer. cover, Honda 2.3HP 4-stroke and cover, Honda 2.3HP 4-stroke and outboard cover, Honda 2.3HP 4-stroke and Complete with cover, electric exceptionally tidy condition with £4,450 rig. trailer. Complete with cover, electric exceptionally tidy condition with £4,450 £2,250 and combi road road trailer. Storm 15’ 15’trailer. with balanced balanced lug lug 1990 1990 Drascombe Drascombe Dabber Dabber Mk2 Mk2 in in 1999 Storm with 2006 Cornish Crabber 17’ in 2006Patience Cornish outboard and combi road trailer. cover, Honda 2.3HP 4-stroke and trailer. £2,250 outboard combi road trailer. cover, Honda 2.3HP 4-stroke and road trailer. Storm 15’ with balanced lug sailing 1990 Drascombe Dabber Mk2 in 1999 Storm 15’ with balanced lug 1990 Drascombe Dabber Mk2 isis aa Vertue rig.and Complete with cover, electric exceptionally tidy condition within Patience Vertue IIII £4,450 established small sailing Anglia Yacht Brokers boat exceptionally tidy condition with Cedar Canoe Cedar Canoe are a well established small boat £2,250 road trailer. trailer. road lovely condition with copper2006 Cornish Crabber Complete with cover, electric exceptionally tidy condition condition with £4,450 AA lovely GRP of Giles lovely GRP example example of this this Laurent Laurent Giles 17’ in lovely condition 2006 Cornish outboard and with combi road trailer. cover, Honda 2.3HP 4-stroke and rig. Complete cover, electric exceptionally tidy with £4,450 15’ 8” long, weight 15’ 8” long, weight outboard and combi road trailer. cover, Honda 2.3HP 4-stroke and established small sailing sailing boat Anglia boat Bury St Edmunds. Yacht Brokers are a wellSt established small based in the UK near Bury Edmunds. £4,450 2006 Cornish Crabber 17’ in builders £4,450 design. “Patience” isis ready to design. “Patience” ready to launch, launch, 2006 Cornish outboard road trailer. cover, Honda 2.3HP 2.3HP 4-stroke and and £2,250 and combi road trailer. approx 20kg approx 20kg cover, Honda 4-stroke £2,250 road trailer. lovely condition with coppercoated underside, Suzuki 6HP lovely condition coated underside, established small sailing Anglia boat Yacht Brokers are a well established small sailing boat 2006 Cornish Crabber 17’ in 2006 Cornish Crabber 17’ builders based in the UK near Bury St Edmunds. We provide traditional sailing boat marketing and 2000 Storm 15’ with balanced lug rig.clinker perhaps ready to fulfill your perhaps ready to fulﬁ ll your dreams. 1973 Longboat Cruiser Mk1 in dreams. 1983 Cornish Crabber Mk1 with bystrip 2000 Storm 15’ with12’ balanced lug rig. 1973 GRP hull, 1975 Drascombe Lugger Mk2 refurbished by Cedar with Cedar strip with £2,250 1989 Cornish Coble in nice condition with 2004 Green Ocean Yachts Post Boat 14’6” Vintage circa 1920 Larch on Oak £4,450 1991 Cornish Cormorant in stunning original 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 4-stroke and Designed by Storm Nick Newland of Swallow lovely condition with Tohatsu 8HP outboard, cockpit deck. Rebuilt engine 2-pack Designed by Nick Newland of Swallow Bury Stasailing Edmunds. builders 2006 Cornish Crabber inrefit lovely condition with copperNo expense has been spared in recent Noand expense has been spared in aa17’ recent reﬁand t and lovely 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 Yamaha 4HP 4-stroke built licence from Character Boats to lug dinghy with T-frame road trailer and condition garage kept. With lovely condition with copperwith easy-launch trailer, overall cover 6HP Easy-launch road trailer, good condition with Mariner 5HP outboard, with easy-launch trailer, Honda 4-stroke epoxy sheathing epoxy sheathing We provide traditional sailing boat marketing and with new new easy-launch outboard, with easy-launch trailer, Honda 4-stroke 2000 15’ with balanced lug rig.clinker 1973 Drascombe Longboat Mk1 1983 Cornish Crabber Mk1 with bysail £4,450 2000 Storm 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 builders based inCombination the UK near Bury St Edmunds. 1978 Drascombe with Mariner 1999 McNulty Drascombe Lugger Mk4 inBoats. 1999 Dabber in excellent condition are acover well established sailing boat Boats. She isDevon in lovely condition with electric coated underside, Suzuki 6HP recent sails/furling spar and easy-launch and general overhaul. Lots of and She is in lovely condition with electric coated underside, recent sails/furling history. 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 rudder in 2015. recent sails. overall and 2011 Easy-launch trailer. outboard, new overall cover and new sails. which has included a New Beta 16, standing which has included a New Beta 16, standing 4-stroke and Designed by Nick Nick Newland of Swallow and rudder in 2015. trailer. outboard, new overall cover and new sails. 2006 Cornish Crabber 17’ in trailer. £5,999 Can be lovely condition with Tohatsu 8HP outboard, cockpit and deck. Rebuilt engine 2-pack £5,999 Can be Designed by Newland of Swallow lovely condition with copper2006 Cornish Crabber 17’ trailer. lovely condition with and trailer us in 2010. Refurbishment included 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 to a lug sail dinghy with T-frame road trailer lovely condition with copperwith new easy-launch trailer, overall cover 6HP 4-stroke, Easy-launch road outboard, with easy-launch trailer, Honda 4-stroke We provide traditional sailing boat 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 2006 Cornish Crabber 17’ in marketing and 1973 Drascombe Longboat Cruiser Mk1 in 1983 Cornish Crabber Mk1 with byalways 2000 Storm 15’ withroad balanced lugOak rig. 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 clinker 1991 Cornish Cormorant in stunning original outboard and Combination road trailer. 1978 Drascombe Dabber in good condition 1992 Drascombe Lugger Mk3 1999 Devon Dabber in excellent condition services, brokerage and are on hand with established small sailing boat Anglia Yacht Brokers road trailer. £16,950 outboard and Combination trailer. 1978 Drascombe with Mariner 1999 McNulty Drascombe Lugger Mk4 in 1999 Devon Dabber in excellent condition Edmunds. advice builders based are a well established small sailing boat road trailer. floorboards. She has a 2011 Tohatsu 4HP and help. We provide traditional sailing boat marketing and in the UK near Bury St Edmunds. £3,500 condition. Complete with spray hood, tent, £1,500 £3,500 £3,750 Requires light re-commissioning. £5,950 Angliarespray, Yacht Brokers are well established small sailing boatand Boats. She issailing in lovely condition with electric £3,750 lovelyrecent £5,950 Anglia Yacht Brokers are aa and well established small boat sails/furling spar and easy-launch and general overhaul. Lots of history. £6,450 and She is in lovely condition with electric rigging, upholstery, headlining, windows rigging, upholstery, headlining, windows recent sails/furling bare wood2011 new sails and outboard engine. trailer and Tohatsu 3.5HP outboard. very high standard inrevarnish, Holland in stunning new tan sail delivered UK or 4-stroke and break-back road delivered UK or Boats. 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 Easy-launch trailer. outboard, new overall cover new sails. trailer. condition with Tohatsu 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 2010. Refurbishment included 2-pack coated underside, Suzuki 6HP overhauled trailer Yamaha 4HP 4-stroke built under licence from Character Boats to a lug sail 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 outboard, with easy-launch trailer, Honda 4-stroke lovely condition with coated underside, Suzuki £12,950 4-stroke and break-back road 2006 Cornish Crabber £4,500. £2,250. with new easy-launch trailer, good condition with Mariner 5HP outboard, with easy-launch trailer, Honda 4-stroke copper£12,950 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 always on hand with road trailer. £16,950 4HP outboard and Combination road trailer. advice 2001 David Moss Sea 2000 Cornish Crabber 22’ in 2006 GRP Otter road trailer. floorboards. She has a 2011 Tohatsu 4HP Edmunds. builders based marketing and and help. We provide traditional 2000 Cornish Crabber Kittiwake 16’ gaff 2001 David Moss Sea Otter £3,500 £3,500 condition. Complete with spray hood, tent, £1,500 builders based in the UK near Bury St Edmunds. and frames, Jabsco toilet, Origo cooker & and frames, Jabsco toilet, Origo cooker & £3,750 Requires light re-commissioning. £5,950 Anglia Yacht Brokers are a well established small sailing boat in the UK near Bury St Edmunds. sailing boat marketing and builders based in the UK near Bury St Edmunds. £3,750 £6,450 £5,950 are always on hand with refurbishment services, established small sailing boat Boats. She is in inoverall lovely condition with electric abroad abroad and are always on hand recent sails/furling spar and easy-launch and general overhaul. Lotsoutboard. of history.brokerage andwith Boats. is lovely condition recent sails/furling bare wood newin sails and outboard engine. very high standard inrevarnish, Holland and stunning new tanShe sail trailer and Tohatsu 3.5HP and in 2015. recent sails. trailer. outboard, new overall cover andwith newelectric sails. £4,500. respray, and rudder rudder in£12,950 2015. overall cover and 2011 Easy-launch trailer. outboard, new cover and new sails. trailer. £2,250. coated underside, Suzuki lovely condition with trailer. 4-stroke and break-back road coated underside, Suzuki 6HP £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 cushions and Easy-launch road trailer. £6,950 trailer. £3,950 17’ in trailer. 2001 David Moss Sea 2000 Cornish Crabber 22’ in 2006 GRP Otter oven, Furlex 100s, NASA Clipper instruments. oven, Furlex 100s, NASA Clipper instruments. 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 outboard and Combination road trailer. Treluggan Boatyard Treluggan Boatyard advice builders based the UK near Bury St Edmunds. Wehigh provide sailing boat marketing and are always on hand with refurbishment services, road trailer. floorboards. She has ain 2011 Tohatsu 4HP marketing and and help. We provide traditional £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 with Yanmar rigged sloop. A very end 15’ in lovely condition. Cedar Anglia Yacht Brokers are atent, well established small sailing boat sailing boat marketing and lovely condition Cedar £3,750 £5,950 established small sailing boat advice and help. Please ask for Alex. £4,500. coated underside, Suzuki 4-stroke and break-back road 6HP trailer. £2,250. condition with £12,950 4-stroke and break-back road trailer. £4,500. St1000 Auto Helm. Garmin Echomap 70. £2,250. St1000 Auto condition Helm. Garmin Echomap 70. copper£12,950 4-stroke and break-back £4,500. 4-stroke and Easy-launch trailer. 01752 851679 £12,950 01752 851679 We provide traditional sailing boat marketing and cushions and Easy-launch roadUK trailer. £6,950 £3,950 refurbishment services, brokerage and are always on hand hand with £12,950 marketing and refurbishment services, brokerage and are always on with 2001 David Moss Sea 2000 Cornish Crabber 22’ inlovely 2006 GRP Otter 15’ in lovely condition. lovely with Yanmar rigged sloop. Cedar 2000 Cornish Crabber Kittiwake 16’ gaff 2001 David Moss Sea Otter builders based in the UK near Bury Stwith lovely condition Edmunds. Abrokerage very high end 15’ in lovely condition. Cedar advice and help. builders based in the near Bury St Edmunds. refurbishment services, and are always on hand Please ask for Alex. strip/epoxy construction 1GM10 diesel, Bespoke 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. Lying ashore £17,500 Lying ashore S.Wales. S.Wales. £16,250road Suzuki 6HP £12,950 refurbishment services, brokerage and are always on hand hand £12,950 trailer. refurbishment services, brokerage and are always on with advice and help. trailer. advice and help. provide traditional sailing boat marketing and We provide traditional sailing boat marketing and strip/epoxy construction 1GM10 diesel, Bespoke road fit out with with 15’ in lovely condition. lovely condition with Yanmar rigged sloop. Cedar 1GM10 diesel, Bespoke lots of hard wood strip/epoxy construction with aa lovely condition A very high end 15’ in lovely condition. Cedar trailer. advice and help. £12,950 Please Please ask for Alex. work. rogerdon37@gmail.com rogerdon37@gmail.com ask for Alex. standing lug yawl rig. trailer and upped rating to and bronze Complete 4-stroke and break-back trailer and upped Complete with standing lug yawl rig. Complete road advice and help. £12,950 refurbishment services, brokerage and are always on hand with £12,950 are always on with hand with £12,950 Please ask for Alex. 07549 946 629 07549 946diesel, 629 standing lug yawl rig. trailer and upped rating to and bronze Complete trailer and upped work. Complete with standing lug yawl rig. Complete 1GM10 Bespoke road fit out with lots of hard wood strip/epoxy construction a strip/epoxy construction with a trailer. category cover and break back road covers and and Please ask trailer forand Alex. category B. B. advice and help.with electric motor, covers advice help. category B. cover and break back road trailer with electric motor, covers and £12,950 Please ask ask for for Alex. with Please ask Alex. work. Complete electric covers and Please Alex. standing lugmotor, yawl rig. rig. trailer andfor bronze Complete trailer and and upped upped rating to with standing lug yawl Complete

Anglia Yacht Brokerage AngliaYacht YachtBrokerage Brokerage Anglia

ComeCome and and see usseeatustheatSouthampton BoatBoat Show 11th11th - 22nd SeptSept the Southampton Show 22nd ComeCome and see usseeatsee 11th11th - 22nd Sept and usseeatusBoat theatSouthampton Boat 11th - 22nd SeptSept Come atCome theseeandSouthampton andand ustheCome atusSouthampton the Southampton Boat Show 11th -11th 22nd Sept Boat Show -Show 22nd Sept theShow Southampton Boat Show - 22nd £37,950 £37,950 £37,950 £37,950 category B. category B. £37,950 £37,950

road trailer. trailer. £8,995. road road trailer. motor, £8,995. road trailer. with electric electric motor, covers cover and break back covers and and Please ask trailer for Alex. Alex. road with Please ask for £7,750 £7,750 £7,750 £7,750 road trailer. trailer. £8,995. road £7,750 £7,750

Come and see us at theCome Southampton Show 11th Boat - 22nd and see us at Boat the Southampton ShowSept 11th - 22nd Sept

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 1983 Cornish Crabber 2006 GRP Kittiwake 1999 Sand Weaver A delivery. New built to New order. 2-berth in good condition with recent condition gunter rig, tan sails for May delivery. cockpit and deck. engine and trailer sloop rig. She is in lovely condition and very end fit out with lots of hard wood May to order. order. very high with end fit cockpit and deck. sloop rig. She issound inRebuilt to 2-berth in good sound condition with recent built to order. condition with gunter rig, lots tan sails for May delivery. cockpit and deck. Rebuilt engine trailer May delivery. sloop She is in lovely condition and high end fit out with of hard wood toInc order. very high end fit cockpit and deck. sloop rig. She is in order. May delivery. £3,250. VAT. Yamaha 6HP outboard and Type Approved and combination road trailer. Prices from £14,500. Inc VAT and overhaul. Lots of history. £3,250.to Inc VAT. complete with spray hood, overall cover and and bronze work. Complete with and general general overhaul. bronzevery work. complete with sprayrig. cover and 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 general overhaul. and bronze work. 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 from £16,950 combination road trailer. We have two demonstrators demonstrators in in stock stock from break road £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 very high end outtrailer. with of hard wood to order. order. very highback end fit fit cockpit and deck. sloop rig. She issound in May delivery. to £3,950 £3,950. £8,995. £2,950.We £8,995. £3,950. sloop £2,950. £3,950 £3,950. £2,950. £8,995. £3,950. £2,950. Yamaha 6HP outboard and Type Approved combination trailer. and overhaul. of history. Prices from £14,500. Inc VAT VAT complete with spray overall cover andLong Keel. and bronze Complete with £3,250. Inc VAT. VAT. and£8,995. bronze work. work.road and general general overhaul. complete with spray cover and Prices from £14,500. £3,250. Inc Rival 34 hood, £16,000.00 1977, 34Lots ft McGruer SloopGRP, 1975 Wing FULLY Engine 24 Bawley Yacht built CWhite, John Wing 25 25 Mk Mk III, III, 1975, 1975, FULLY REFURBISHED! REFURBISHED! Engine 23’ft Gaff cutter My Quest built inBrightlingsea; 1930 by Woods of Inc We stock from Euro Easy Launch road trailer. £3,450 £16,950 We have have two two demonstrators demonstrators in from combination road break back £16,950 break back road road trailer. combination road Call 01983 869 203 or www.boatshed.com ref TALISKER istrailer. near the end of a long line of traditionally recon, new perspex windows 2015! New Leather design. Clinker planked, larch on oak. Long recon, new perspex windows 2015! New sea sea toilet toilet in stock from Norfolk to a design by G Cozens. Pitch pine on oak builders Anglia Yacht Brokers are a well established small Anglia Yacht Brokers are a well established sailing boat builders £2,950. £3,950 £2,950. £3,950. £8,995. £8,995. £3,950. builders Anglia are Anglia Yacht Yacht Brokers Brokers are aa well well established established small sailing boat builders built long keelbased auxiliary sloops curved raked bow St We 2016, keel, 3ftWe 9ins draught. Engine: Lister 12 HPdiesel, diesel. 2016, new new standing standing rigging rigging 2014, 2014, new new upholstery upholstery frames with lead keel, recently ﬁttedSL3 Yanmar sailing in the UK near Bury Edmunds. provide based in231357 the UKwith near Bury St Edmunds. traditional sailing sailing based in UK near Bury Edmunds. provide traditional based in the the UKSt near Bury St Edmunds. sailing always boat refurbishment services, brokerage boat marketing marketing and refurbishment services, and are Theraked current owner has owned her for in excess of 30 and transom stern. She isand well laid outand below for 2016, Good condition. Lying Melton btyrd on Rand Deben. Price 2016, new new mainsail mainsail cover/dodgers cover/dodgers 2016, 2016, hull hull rere3 berths heads andalways galley. pretty fast little always boat marketing refurbishment services, brokerage boat marketing and refurbishment and areVery always builders Anglia Yacht Brokers are aa well established small sailing boat builders Anglia Yacht Brokers are well established on hand with advice and help. Please ask for £6,000 Alex. onsome hand withon advice and help. Please andcomfort. he’s cherished her.Lying cruisingyears in £40,000 UK sprayed 2016!2016! Fabulous, Essex Essex £6,950 Woodrolfe 01473 maparko@btinternet.com sprayed Fabulous, £6,950 gaffer sound 736697 tidy condition. Suffolk £12,000 hand with advice and Please ask Tel: forinAlex. on hand with advice and help. help. Please sailing based based in in the the UK UK near near Bury Bury St St Edmunds. Edmunds. We provide traditional sailing Tel: +44boat (0)1202 330077and Brokerage 01621Tel: 868494 brokerage@woodrolfe.com 01621 868494 Tel/Faxand +44(0)1803 833899 always marketing boat marketing and refurbishment refurbishment services, services, brokerage are always on on hand hand with with advice advice and and help. help. Please Please ask for Alex.

94 CLASSIC CLASSIC SAILOR SAILOR 19901990 Drascombe Dabber 1999 Storm Mk2Mk2 in in 15’ with lug lug 1990 Drascombe Dabber Mk2 in 1990 Drascombe Dabber 1999 Storm Mk2 in 15’balanced with balanced Drascombe Dabber 31/05/16 10:54 PM Let us help sell your boat! exceptionally tidy tidy with cover, electric exceptionally tidy condition with rig. Complete condition withwith exceptionally tidy with cover, electric exceptionally condition rig. Complete condition with Email: evie@classicsailor.com or call on1999 01273-420730 and we’ll mail youlug a simple form to ﬁ2.3HP ll in. Dabber 1990 Drascombe Dabber Storm Mk2 in 15’combi with balanced 1990 Drascombe Mk2 in and road trailer. cover, Honda 4-stroke and cover, Honda 2.3HP outboard 4-stroke and and combi road trailer. cover, Honda 2.3HP 4-stroke and cover, Honda 2.3HP outboard 4-stroke and Anglia yacht brokerage Mayus 2016.indd 98 sell your 31/05/16 10:54 Let help 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

Anglia yacht brokerage May 2016.indd Anglia yacht brokerage May98 2016.indd 98

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trailer. road trailer. road trailer. road trailer. Email: evie@classicsailor.com£2,250 or call£2,250 on 01273-420730 and we’ll mail youroad a simple form to ﬁll in. 24/05/17 25/07/17 12:45 5:45 AM PM and combi road trailer. cover, and cover, Honda Honda 2.3HP 2.3HP 4-stroke 4-stroke and £4,450 £4,450 Remember - subscribers are entitled tooutboard a 50% discount!

p94_CS0617_Boats 2.indd 9494 p94_CS0817_Boats for for sale sale.indd

Twister 1972, all GRP Twister, Uphams, British owned, Bukh 10 diesel, GPS, pilot, VHF, Navtex, radar detector, liferaft, , new dinghy, outboard and lots of gear, great cruising yacht, ashore Portugal. £13,500 Tel: 01621 868494

A replica of the world girdling Trekka a Giles design. A completed -new build not commissioned, epoxy and- glass sheathed strip plank construction. 20ft8ins x 6ft5ins x 4ft5ins. Lying Harwich. £6,000 Tel: 01255 504837

9 ton Hillyard built in 1964. Major reﬁt in present ownership, now a smart example and ready to go. Surveys and work list available. Owner has emigrated so will look at all serious offers on the price, MUST SELL SOON. Tel/Fax +44(0)1803 833899

Bangor Bangor “S” Class “Stealaway” - 1946/7, Sail Number 1 with a full history back to new, cutter rig, good sails, Yanmar 2GMF 13hp diesel, wintered ashore under cover every year, last survey in 2010, a wonderful boat. West Mersea,, Essex £11,500 Woodrolfe Brokerage 01621 868494

Francis 26 1981 Very Seaworthy Long keel cruiser, well maintained 4 berth version, just reduced! £19,500 Barbican Yacht Agency E-mail Info@plymouthyachts.com or www.plymouthyachts.com 01752 228855

Twister - 28, 1969 LOA: 8.6 metres, 4 berths. A classic long keeled cruiser Kim Holman design. Pretty yacht, fast, safe and seaworthy. Yanmar diesel engine. Prepared and ready for the season. Lying Portland. Cost £19,950 incl VAT Tel: 01305 767 900

Classic Alan Pape Yawl. Built 1981. Very capable classic yacht with exciting history. Mermaid Melody 75hp diesel engine (1981), £79,000 Tel: 01329 827 053 enquiries@williamsandsmithells.com

Mathilda 53’ Baltic Trader Schooner built in 1982 to traditional lines using traditional construction techniques and materials. Coded for commercial use under Swedish ﬂag. 8 berths in 2 cabins with large central saloon. Very interesting boat, manageable size in sound condition. Sweden £90,000 Tel/Fax +44(0)1803 833899

Warrington Smyth Cutter 35ft 1959, Long Keel, Beautiful & quite famous classic! Well maintained & updated. Devon, Priced to sell! £16,950 Tel: 01752 228855 E-mail Info@plymouthyachts.com

Moody 33 1977 Centre cockpit, LOA 10.1 metres, 6/7 berth, Thornycraft engine, new furling gear and standing rigging. Lying Weymouth. Cost £12,500 incl VAT Contact - 01305 767 900

CRYSTAL II 30ft 6ins, Offers IRO £30,000 F.Shepherd design, 1927,Dickies of Tarbert. An Executor’s Sale of a near completed Restoration. Teak planking, Rock elm oak frames bronze fastened, new Beta Eng. Interior complete. Essex : Tel: 01621 859373

WINNIE MARIE West Solent One Design No39 built 2010. Larch on oak. Bespoke bronze ﬁttings on hull and spars. Tohatsu 5hp OB. Two berths. Origo meths cooker. Garmin chart plotter. VHF. NASA echo sounder. Lying Camaret, Brittany under cover. 145,000euros. 00 33 60 74 24 14 7 or y.lecouteur@cmys.fr

Jorrocks II 35ft + Bowsprit. Maurice Grifﬁths Bermudan Cutter, 1936, Original interior with headroom, Volvo engine Sister ship to Lone Wild II. Faversham Kent OIRO £35,000 MJL: 01621 859373

Gentleman’s Motor Launch 45’ motor launch built in 1961 of Teak on Oak In need of complete restoration Lying Treluggan Boatyard, Landrake, Cornwall £15,000 ono 01752 851679

CLASSIC SAILOR 95

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• IRONWHARF BOATYARD SALES •

Cranage -- Dry Docks -- Shore Storage Container Rental DIY & Yacht Services – Surveys Abbey Fields, Faversham, Kent ME13 7BY Jennie of Paglesham was built by Frank Shuttlewood in 1946/7 from the bones of his grandfather’s 1885 clinker-built boat Jennie. An article about Jennie by the late ths appeared in YM April 1948. This substantially builtMaurice vessel isGriffi named “Jester” was constructed in 1937 at Rosneath Jennie a gaff-rigged cutter measuring 24ft 6in in length by 8ft 3in She beam by 4ft on the is River Clyde by the world famous shipyard James Silver & Co. was draft; the as pictures seen are when wasby in the herequally glory. Carvel construction of pine designed a “gentleman’s motorshe yacht” famous yacht designer on oak steamedJohn frames andShe with straightqualities. laid deck, she is now ashore Bain. hasa solid goodpine seakeeping at Ironwharf and now is in need of work, the hull and deck are in fair and is mainly cosmetics, theaccommodation cabin top and cabin sides willcan require work. Theaccording spars are lying A refit of the in the vessel be completed the on deck and seenmuch in serviceable condition. requirements of the buyer andare is very a matter of personal preference as to She has a Lombardini engine, sails and new rigging. layout diesel and specifi cation. is ametres projectlong, vessel andmetres is not wide for theand faint are SheJennie is 20.75 4.34 1.3hearted, metres but deeponce andworks powered complete shediesels wouldwhich be a fiare ne recently sailing vessel. by twin 6 cylinder Perkins Sabre installed. The hull and reasonablerefi offers Jennie machinery has beenAllextensively tted on during theconsidered. last 12 months and is now Call Ironwharftoboatyard forcondition. further details. considered be in fine Pleaseboatyard call 01795 536296 Call Ironwharf for further details.

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! £8000 Essex 01621 868494 Woodrolfe Brokerage

Tel. 01795 536296 / 537122 Jennie of PagleshamEmail: was built by Frank Shuttlewood in 1946/7 from the bones of manager@ironwharf.co.uk his grandfather’s 1885 clinker-built boat Jennie. An article about Jennie by the late Maurice Grifﬁths appeared in YM April 1948. Jennie is a gaff-rigged cutter measuring 24ft 6in in length by 8ft 3in beam by 4ft draft; the pictures seen are when she was in her glory. Carvel construction of pine on oak steamed frames and with a solid pine straight laid deck, she is now ashore at Ironwharf and now is in need of work, the hull and deck are in fair and is mainly cosmetics, the cabin top and cabin sides will require work. The spars are lying on deck and are seen in serviceable condition. She has a Lombardini diesel engine, sails and new rigging. Jennie is a project vessel and is not for the faint hearted, but once works are complete she would be a ﬁne sailing vessel. All reasonable offers on Jennie considered. Please call 01795 536296

ComusStorm: Unique, 1882, 60ft Schooner 1987 Westerly ﬁtted with a Volvo 2002 diesel Husks Navman of Wivenhoe. engine, dieselby heating, plotter, ST60, tiller Twin & bowsprit. pilot, Gardner Manson engine. supreme, Hullmasted painted in 2005. Lying Accom for marina. 8 persons. Offers VAT invited. oat:Clipper Essex Swanwick £23,950 PAIDAﬂ Call POA 550 583 Marine on 01489 MJL: 01621 859373

ADVERTISING BOAT FOR SALE BOOKING FORM September Deadline next issue July 20 201718 2017 Include a photo and don’t forget your email or telephone and we’ll do the rest! Date: ............../................../................. Customer Name:............................................................. Daytime tel ................................................... email ..................................................................... Payment by cheque, or postal order, or by credit/debit card or over the phone. Payment isis required required on on placing placing the the ad ad High resolution photos can be emailed to us or sent to our address (see below) Publication will be in the next edition unless specified circle.or tick Single Panel YES NO Double Panel: YES NO Please circle 60 words Single 30 words - double panel 80 Issue(s) for insertion:............................................... Please include: Name/type of boat; year built; LOA; materials; no of berths; condition; where lying; price and your contact/tel You can also visit our website at classicsailor.com and upload details of your vessel with more information.

1985 Moody 31: In fantastic condition featuring a new Volvo D-30 engine, fuel tank and prop in 2014 coupled with full osmosis treatment, new stainless steel keel bolts and standing rigging all changed in 2008 plus much more. £29,950 VAT PAID call Clipper Marine on 01489 550 583

Let us help sell your boat! SINGLE panel insertion 63mm x 50mm, 30 words and a picture – £27.50. DOUBLE panel insertion 130mm x 50mm, 60 words and a picture – £48.00 80 Buy two consecutive insertions and get a third insertion free! Subscribers buy one single panel, and get one free with their subscription. Ads can be copied to go onto our website in our boats for sale section Email: liz@classicsailor.com or call us on +44 (0)1273 420730

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Calendar

Send us your events! editor@classicsailor.com

Also on classicsailor.com

Thames Sailing Barge Matches 5 August Whitstable 27 August Southend 2 September Colne sailingbargeassociation.co.uk Fastnet Race 6-10 August Cowes-Plymouth The classic 600-miler rolexfastnetrace.com Shetland Boat Week 7-13 August www.shetlandboatweek.com Folkboat Week 19-26 August, Solent Royal Solent YC, Yarmouth folkboats.com Mersea Week 20-25 August Mersea Island, Essex - c200 boats coming from many UK clubs, ranging from dinghies and ancient fishing smacks, to classic historic sailing craft merseaweek.com Burnham Week 26 August - 2 September ‘arguably the UK’s longest running annual yacht regatta’ burnhamweek.com Marathon reading of Swallows and Amazons 3 September, all day Coniston Boating Centre To mark the 50th anniversary of Arthur Ransome’s death ifnotduffers.org Tideway Owners Rally 8-10 September Medway YC tidewaydinghy.org

Maritime Woodbridge is back, following redevelopment of the Whisstock’s Boatyard site, with the new Longshed and Riverside Square and half a mile of riverfront from the Tide Mill to the Tea Hut. Traditiona smacks, bawleys, beach boats and Thames Barge Melissa, Saxon re-enactments music, exhibitions, food stalls, coracles and more. maritimewoodbridge.org

Woodbridge, Suffolk maritimewoodbridge.org Hamble Classics Regatta 16-17 September Royal Southern YC Thames Sailing Barge Parade 16-17 September Barges pass through Tower Bridge and can be visited at West India Dock on Sunday thamessailingbargeparade. com/wid-attractions

Great River Race 9 September Thames Docklands-Ham London’s 300 boat rowing marathon greatriverrace.co.uk

Southampton Boat Show 15-24 September southamptonboatshow.com We’ll be there!

Maritime Woodbridge 9-10 September

Maldon Town Regatta 23 September

www.maldonregatta.co.uk Clydebuilt Festival 23-24 September Riverside Museum and Tall Ship, Glasgow. Festival of boats, folk and heritage clydebuiltfestival.com Thames Trafalgar Race 30 September - 1 October Tower Bridge to Erith littleshipclub.co.uk Marathon Reading of We Didn’t Mean to Go to Sea 21 October, all day Pin Mill SC, Suffolk To mark the twin anniversary: 50 years since Ransome’s death, 80 since the book was published. Readers wanted! nancyblackett.org

London Boat Show(s) 10-14 January 2018 ExCel Centre London A revamped (‘re-designed and re-imagined’) and shorter show, just five, rather than the previous 10, days. And it’s been split into three events. With the traditional Boat Show now sandwiched between The Boating and Watersports Holiday Show, which will have an inland waterways themed central feature, as well as a beach resort promoting watersports – and at the other end of the hall, Bespoke London, described as “a premium event catering to a global high net worth audience”. londonboatshow.com

Golden Globe Race 2018 50th anniversary re-run of the 1968/9 Sunday Times Golden Globe non-stop singlehanded round-the-world yacht race, won by Sir Robin Knox-Johnston in Suhaili 14 June Falmouth: Suhaili Salute Sail-past 15 June SITanN Challenge Race Falmouth-Plymouth 16 June Plymouth Race Village opens 30 June Plymouth: Start of Golden Globe 2018 Roundthe-World Race goldengloberace.com

See classicsailor.com for more events and details and upload your own!

In Classic Sailor next issue The boat that sank and went to China

The sailing barge Cambria

Strange tale of a boat which sank, was recovered and sent in a container to China for restoration. How will it all turn out?

She had a big lottery grant to be fully restored but plans for her ongoing operation need redrawing CLASSIC SAILOR

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Instructor’s tale: Birth of a Legend Trevor David Clifton on a tall story that became historical fact

GUY VENABLES

ight pretty ladies stepped aboard, my crew for the day. It was the first day of the autumn regatta and the vice-commodore had asked me to take spectators out to watch the racing. It was sun-hat weather. A light breeze blew from the west, giving us a beam-reach there, and back I hoped. Perfect. The racers, up ahead, were already manoeuvring for position as they headed towards open water and the start line. We followed, keeping just outside of the main channel, leaving the line of green buoys to starboard. A gentle swell rolled in from the north. The girls were chattering and occasionally listening to me when I pointed out items of interest. They all stopped talking as we passed the No 1 buoy. If you’ve never heard a whistle buoy before you’d probably stop talking too. An eerie groan, loud – as it’s meant to be – drifted across the water. “What on earth is that?” one of my ladies asked. “Ah,” I began, only to be interrupted. “And why does it make that dreadful noise?” I tried again. “Well, many, many years ago, in the days of sailing ships, there was a small, rocky island where that buoy is now. It was used as a penal colony, where sailors who had fallen foul of the navy’s strict disciplinary regulations were cast ashore…” I looked around. I’d expected the response to be laughter, or at least doubtful inquisition, but no, the girls were all looking at me seriously, waiting for me to continue. I couldn’t think of a way to close the story quickly without making it look weak – or me look stupid, so I carried on: “… without food or protective clothing and very little water. Many died.

I looked around. I’d expected the response to be laughter, or at least doubtful inquisition, but no, the girls were all looking at me seriously, waiting for me to continue

“One morning a ship-of-the-line was making towards the harbour, almost drifting in the little flurries of wind that were spreading sea mist across the water. “A lookout in the bow of the ship heard a mournful cry from dead ahead. The captain managed to alter course and steer safely past the island. “As soon as the ship was anchored he hurried ashore, determined to reward the man who had saved his ship. He hired a carriage and made haste to a little fishing village further along the coast. There he engaged a fisherman to row him out to the island. “Sadly, by the time he got there, the man had died. “Many years later, after marine engineers had blasted that rocky danger to navigation into oblivion, it was replaced by a green buoy. The buoy’s sound signal was made to imitate, as near as possible, the cry of the man who had saved a battleship.” Silence. The sudden crack of the starting gun came from the committee boat. The first race had started. Heads turned to watch, binoculars were passed around, and my tale was forgotten. A year went by and then, in August, the same vice-commodore asked me once more to take spectators out to watch the racing. My crew, all ladies again, but none who had been before, stepped aboard. We cast off and headed out to sea. The mournful sound from the number one green buoy cut into the conversations in the cockpit as we approached. “Golly,” said one of the girls, “What an awful noise! Why does it do that?” I opened my mouth but before I could get a word out one of the other girls answered. “There used to be a penal colony on an island there,” she said, “the sound is in honour of a sailor who saved a battleship…”

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Halcyon Sails unique nautical adventures

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