Amazingly the 505 dinghy,
still one of the most exciting performance boats in the world, is
close to celebrating its 60th birthday. Is it French or
British in its origins? It's a long story – but one that's worth
telling in the full version.
Certainly the 505 was
designed by British naval architect, John Westell, and equally
certainly most of the early hulls were built by Fairey Marine at
Hamble Point, but the 505 was not, in fact, the boat that John
Westell originally set out to design, and it would never have seen
the light of day had it not been for a group of enthusiastic French
dinghy sailors.
In 1952 the IYRU announced
a competition to select a two man dinghy class to be given
International, and Olympic, status. The sailing trials held on a
lake at Loodsdrecht in Holland were won by the Flying Dutchman, but
the national sailing associations of Britain and France were not
happy with the choice, arguing that the FD was too heavy and powerful
a boat for crews of average size and weight, especially in the open
waters around the French and UK coasts.
The objections were heard,
and new trials were organised at La Baule, in France, in 1953. Among
the new prototypes competing was an attractive 18 footer with a cold
moulded hull. This was John Westell's Coronet design, and it was the
talk of the event, not just because of its revolutionary lines and
good looks, but also because of its sparkling performance.
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| John Westell's Coronet No. 1 |
The Coronet was an 18 foot
boat with almost 200 sq. ft of sail area. It caught the eye of many
of the world's top dinghy sailors at La Baule, partly because of its
beautiful cold moulded hull, relatively narrow waterline beam, and
built-in buoyancy side tanks, but mostly because of its wide flaring
topsides, which gave it a futuristic speedboat-like look, quite
unlike any of the other boats present.
It was said afterwards
that the trials were weighted in favour of the 20 ft Flying Dutchman.
Only the FD had two boats present, while all the other classes were
represented by a single example. This meant that the FDs could split
at the start, to sail different sides of the course, while the rest
of the fleet had to guess which side would pay best. It was quickly
apparent that the Dutchman had only one rival. The FDs are said to
have had a slight boatspeed advantage on the beat, but the Coronet,
with its lighter weight, smaller genoa, and lower wetted surface was
quicker to tack and accelerate, so windward honours were divided.
The Coronet planed more easily and was faster downwind, however. The
two Dutchman crews had the advantage of being able to team race
against the rest of the fleet, and, in particular, their only real
rival, the Coronet. Whether this was fair or not, the 2 FDs finished
the trials with a combined total of more wins and places than any
other class, but the Coronet was, by a comfortable margin, the
leading individual boat, and, in fact, dominated the series
convincingly.
The Flying Dutchman once
again got the nod from the IYRU committee. Westell was informed the
Coronet could apply for International status once 100 examples had
been built, but no further Coronets were ever built and the sole
example was sold to an East African sailor.
This could have been the
end of the story, but for the enthusiasm of some of France's top
dinghy sailors who recognised a good thing when they saw it.
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| This is said to be 505 No. 1 (probably K1). Notice the flat topped side tanks and transom mainsheet |
Soon after the trials, a
group of French helmsmen from the French Caneton (Duckling) class which had been
represented but seriously outclassed on the water, got together to
discuss the outcome and found themselves unamimously in admiration of
the looks and performance of the Coronet. The Caneton was a hotly
contested development class in France, with some of the country's
best helmsmen, and relatively free rules on construction techniques
and hull form. There was a general consensus that a shorter version
of the Coronet could make an excellent, more restricted, one-design
version of the Caneton class, so the President of the Caneton
Association, Alain Cettier, approached John Westell to ask if the
Coronet design could be made to fit the Caneton rule. Westell
quickly produced plans for a modified Coronet, to fit the 5 metre +1%
maximum overall Caneton gauge.
The plans were accepted by
a Caneton technical committee meeting at the end of 1953, and the
Caneton 505 became an official French National class before a single
boat had been built!
Within weeks the first 505
was under construction in a workshop at the back of a photographer's
studio in Paris. The builders, Messieurs
Bigoin and Labourdette, both Caneton sailors, managed to scrounge the
wood and tools, but the hull turned out to be slightly too wide to
go through the workshop door, so the doorframe and some masonry had
to be removed before the 505 could emerge! Caneton 505 Number 1 was
launched on the Seine at Meulan at Easter in 1954, and tested by
several of France's top sailors. At the end of the holiday weekend
Cettier found himself with orders for 10 boats!
The original Coronet had
been built by John Chamier's Tormentor yard at Warsash on the Hamble
river, but Cettier found that Fairey Marine, across the river at
Hamble Point, could produce the hulls cheaper and more quickly, using
their hot moulding process in which the hulls were “baked” in a
large autoclave oven to cure their advanced aeronautical glues.
These first bare hulls
were nested together and delivered to France where they were finished
by the Sampson yard at Sartrouville and by Mallard at Les Mureaux, both on the River
Seine.
Meanwhile, Fairey were
turning out their own finished version of the “Five-O” for sale
in Britain, as well as other bare hulls to be finished by customers or by other yards, in
particular Tormentor just a few yards away across the Hamble River. By August
there were enough 505s sailing to hold a Franco-British challenge
regatta at Ouistreham in Normandy.
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| 505 No 8 (France) Note the rolled tanks and cutout transom |
The early French boats did
not feature the characteristic rolled side tanks that we associate
with the 505, but certainly some of the very earliest boats finished
by Fairey had them, and in time they became a trademark feature of
the class. These, and the characteristic flared topsides make the
Five-O a relatively comfortable boat to sail, as there is no sharp
edge to dig into the crews' legs, and spray, or at least some of it,
is deflected away from the boat and the crew.
The first boats had
wooden masts, but the class rules allowed for all kinds of
development in the areas of construction materials, interior layout,
running rigging, shaping of foils, etc., and the top boats in the
class on both sides of the channel were soon sporting Proctor alloy
spars, open transoms, centre sheeting, and other innovations. The
astonishing performance of the 505 soon brought it to the attention
of sailors all over Europe and the World, so the class spread quickly
as new racers took up the class, and new builders took on
construction.
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| Notice the class burgee? It carries both the Coronet and Caneton insignia |
By 1955 with over 100
boats sailing, the 505 bcame an International class in its own right.
The first fibreglass hulls started to appear in the latter part of
the 1950s, initially composite boats with wooden decks, transoms and
side tanks, later, builders like Lanaverre in France and Parker in
Britain would produce hundreds of all-plastic boats.
Since the class rules
allow all kinds of materials, provided essential hull dimension and
minimum weight limits are adhered to, the 505 has always been in the
forefront of construction technology. Nowadays hulls and spars are of
carbon fibre, and stiff hydrodynamically profiled foils promote
planing even to windward, but even with all their scarily modern
equipment, the modern 505 is still recognisably the same boat as the
one that Parisian photographer's door had to be knocked down for in
1954.
Some bullet points:
Both the Coronet and 505
were designed from the start for a two man crew with a trapeze.
John Westell sailed the
Coronet in the IYRU La Baule trials and one of the 505s in the first
505 class regatta at Ouistreham.
- The International 505 Association burgee still carries the Coronet and Caneton insignia in recognition of the origins of the class
More than 9000 boats to
the 505 design have now been registered
The magazine "Cahiers
du Yachting" donated the wood for the first boat
Daniel Mazo was the
photographer whose doorway in the Boulevard Saint-Martin had to be
“modified”
The 505 is known in France
as the “Cinquo”
- The first 505 originally carried the Caneton sail insignia with the class number 1701
The topsides flare from
1.24m beam at the waterline to 1.88 at the gunwhale, increasing
vastly the power of the trapeze while keeping wetted surface area low
at non-planing speeds.
Fairey Marine built more
than 200 hot-moulded wooden 505 hulls.
The 505, with all its
spars, rigging and racing equipment, can be towed by a Citroen 2CV!
International 505 Racing Dinghy,
"Le Roi du Dériveur
"
Designer: John Westell
Length: 5.05 meters
Beam: 1.88 meters
Weight: 127.4 kilos
Sail Area:
Main 12,30 sq. m.
Jib 4,94 sq. m
Spinnaker 27 sq. m. (originally 20 sq.m)
