tag:blogger.com,1999:blog-19272784469541947802024-03-14T09:13:26.138+00:001001 BoatsThe idea behind this blog is very simple, to post images and information on a 1001 boats
and while we’re at it raise a little money for charity.
If you visit and enjoy the site please make a donation to the charities - links are on the right, just scroll down and donate a couple of Pounds or Dollars - ThanksBursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.comBlogger115125tag:blogger.com,1999:blog-1927278446954194780.post-73562630993185850392016-11-08T16:14:00.002+00:002016-11-08T16:14:30.057+00:00Bob's WherryBack in 2014 <a href="http://1001boats.blogspot.co.uk/2014/07/whitehall-build.html">Bob was building a classic Whitehall/Wherry</a>, well it's finished and looking mighty fine<br />
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<a href="https://1.bp.blogspot.com/-EHgHNOTFRmY/WCH5JL7qeKI/AAAAAAAAIto/bGPWsxt2x5kmbj94BSyVC9zrZDZaUVBpgCLcB/s1600/Bob%2B1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="233" src="https://1.bp.blogspot.com/-EHgHNOTFRmY/WCH5JL7qeKI/AAAAAAAAIto/bGPWsxt2x5kmbj94BSyVC9zrZDZaUVBpgCLcB/s320/Bob%2B1.JPG" width="320" /></a></div>
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Bob reports that she's a lot of fin to sail, thanks for the update.<br />
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<a href="https://4.bp.blogspot.com/-zVQihMJhwTM/WCH5Nsib4XI/AAAAAAAAIts/DUsDrmwuV_EyD8Xfwa97nGpF2ydHcbHiQCLcB/s1600/bob%2B3.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="242" src="https://4.bp.blogspot.com/-zVQihMJhwTM/WCH5Nsib4XI/AAAAAAAAIts/DUsDrmwuV_EyD8Xfwa97nGpF2ydHcbHiQCLcB/s320/bob%2B3.JPG" width="320" /></a></div>
<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com61tag:blogger.com,1999:blog-1927278446954194780.post-85473600941688520182016-08-28T15:36:00.001+01:002016-09-01T13:38:48.288+01:00The Junior that came before the senior<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-1kv6j9qi4go/V8Lx2xlelLI/AAAAAAAAK4Y/qF9llBPgy2kt0RhTja2TXIhV9se4cJLSwCLcB/s1600/09-SeasonsEnd2012.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="239" src="https://1.bp.blogspot.com/-1kv6j9qi4go/V8Lx2xlelLI/AAAAAAAAK4Y/qF9llBPgy2kt0RhTja2TXIhV9se4cJLSwCLcB/s320/09-SeasonsEnd2012.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Image: J-Klubben</td></tr>
</tbody></table>
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<span style="font-family: "arial" , "helvetica" , sans-serif;">You might think that a
boat widely known by the name “Junior Folkboat” must be a newer
design derived from the famous Nordic Folkboat cruiser racer. In
this case, however, the “junior” is the older class, and although
it looks so much like a scaled-down <a href="http://1001boats.blogspot.fr/2011/05/folkboats.html" target="_blank">Folkboat</a> that it fully
earns its nickname, the two designs are unrelated.</span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><br />
</span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;">In 1928, a decade and a
half before the birth of the Folkboat, the Royal Danish Yacht Club
(KDY) was looking for suitable design for its young members to use as
training boats. Swedish designer Erik Salander was approached and
came up with a neat and attractive small, half-decked keelboat with a steeply
raked transom stern. Apparently this transom was considered an unusual
feature for a sailing yacht at the time when most Baltic <table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-XzsSQhYs-cE/V8Lyudx05RI/AAAAAAAAK4g/w448yh6d92kO7TinsLiPPr0qi-9lRSNCgCLcB/s1600/First%2BJunior.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://3.bp.blogspot.com/-XzsSQhYs-cE/V8Lyudx05RI/AAAAAAAAK4g/w448yh6d92kO7TinsLiPPr0qi-9lRSNCgCLcB/s320/First%2BJunior.jpg" width="232" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The first KDY Junior</td></tr>
</tbody></table>
yacht designs sported either a long overhanging counter or a short
canoe stern. The raked transom stern seems to have derived more
from a fishing boat tradition and raised a few eyebrows among the yachty
types. One such critic - presumably a hunting and shooting enthusiast - described it as looking like a bird that had been shot in the tail.</span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><br />
</span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;">However, the KDY
15sq.m., as it was originally designated, turned out to be a
little peach of a seaboat, coping well with strong winds, choppy
seas, and enthusiastic teenage sailors and trainee crews. Known as the KDY Junior Boat (J<span style="color: #333333;">uniorbåd), and identified by the letter J on its sail, i</span>t was
adopted by the club and 6 were built within the first couple of
years. By 1930 the neighbouring Hellerup sailing club had
commissioned 3 boats to the same design, and soon other clubs were
taking an interest,so that some inter-club
rivalry and racing quickly developed. </span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><br />
</span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;">The original rig, with
a long boom projecting abaft the transom, and a rather small jib, was found to give the Junior a tendency to excessive weather helm in stronger winds, so
around 1932 it was <table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-wG4H9vpYw60/V8Ly_xRj69I/AAAAAAAAK4k/_O7vrvrIUHoPd_EBtGqiZj6TtWZYK6rIQCLcB/s1600/59-SeasonsEnd2012.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="239" src="https://1.bp.blogspot.com/-wG4H9vpYw60/V8Ly_xRj69I/AAAAAAAAK4k/_O7vrvrIUHoPd_EBtGqiZj6TtWZYK6rIQCLcB/s320/59-SeasonsEnd2012.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Image: J-Klubben</td></tr>
</tbody></table>
modified. The boom was shortened and the
foretriangle increased in height to compensate. A much better
balanced boat was the result, easier for youngsters to steer and race
in stronger winds.
</span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;"><br />
</span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;">By 1947 around 120
boats had been built in Denmark and Sweden. They were not, however,
all the same, having been built in a variety of different yards or
even by amateur builders, to many different interpretations of the
lines, rig, scantlings, etc. It was decided by the original clubs to
form a class committee and to get Erik Salander to produce an
official set of construction rules.</span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;"><br />
</span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;">In the 50s and 60s the
J<span style="color: #333333;">uniorbåd
increased in popularity and spread, across the Baltic and beyond, to clubs in Germany, where it became tagged "Junior Folkboat", and Holland, where it is known as the Danish Junior. </span><span style="color: #333333;"> Like many other popular classes, including the Nordic Folkboat, it survived the change to GRP hull construction, so that now racing fleets are all comprised of the newer fibreglass versions, though there are still many wooden boats in service.</span></span><br />
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span>
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;">Finally, could the design of the Junior have influenced Tord Sunden in his eventual design proposal for the Folkboat in 1942? I think it's a near certainty that Sunden knew of the success of the Junior and its excellent sailing qualities. The similarity of the profiles of the two hulls, and in particular Sunden's adoption of the raked transom, make it, for me, a case of the Junior being, in this case, the parent. </span></span></div>
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<span style="color: #333333;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><br /></span></span></div>
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<span style="color: #333333;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><br /></span></span></div>
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<span style="color: #333333;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><br /></span></span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="color: #333333;"><span style="font-family: "arial" , "helvetica" , sans-serif;">KDY Junior</span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><a href="https://1.bp.blogspot.com/-G0rKs0HWJhs/V8LzMYatTyI/AAAAAAAAK4o/blQggliTTQQImELwT39divDvxNPbsdmvACLcB/s1600/junior_folkbad_drawing.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="640" src="https://1.bp.blogspot.com/-G0rKs0HWJhs/V8LzMYatTyI/AAAAAAAAK4o/blQggliTTQQImELwT39divDvxNPbsdmvACLcB/s640/junior_folkbad_drawing.jpg" width="416" /></a></span></div>
<br />
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<span style="color: #333333;"><span style="font-family: "arial" , "helvetica" , sans-serif;"><br /></span></span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;">Architect: </span><span style="color: #333333;"> </span></span><br />
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;">Erik Salander (Sweden)</span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;"><br /></span></span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="color: #333333;">LOA: </span><span style="background-color: white;">5.70m</span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="background-color: white;">LWL: </span><span style="background-color: white;">4.50m</span></span></div>
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<span style="font-family: "arial" , "helvetica" , sans-serif;"><span style="background-color: white;">Beam: </span><span style="background-color: white;">1.75m</span></span></div>
<div class="western" style="margin-bottom: 0cm;">
<span style="background-color: white;"><span style="font-family: "arial" , "helvetica" , sans-serif;">Sail area: 15sq.m. (160 sq.ft approx)</span></span></div>
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<span style="background-color: white;"><span style="font-family: "arial" , "helvetica" , sans-serif;">Displacement: 695Kg</span></span></div>
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<span style="background-color: white;"><span style="font-family: "arial" , "helvetica" , sans-serif;">Ballast: 275Kg</span></span></div>
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<span style="color: #333333;"><span style="font-family: "times new roman" , serif;"><br /></span></span></div>
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<span style="color: #333333;"><span style="font-family: "times new roman" , serif;"><br /></span></span></div>
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<span style="color: #333333;"><span style="font-family: "times new roman" , serif;"><br /></span></span></div>
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<br /></div>
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<br /></div>
<br />
<div class="western" style="margin-bottom: 0cm;">
Images, drawings and information:<a href="http://kdyjunior.dk/?page_id=211" target="_blank"> J-Klubben (Denmark)</a></div>
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<br /></div>
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<br /></div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
Patrick Hayhttp://www.blogger.com/profile/05090255988359454330noreply@blogger.com267tag:blogger.com,1999:blog-1927278446954194780.post-12628157531567021662015-09-02T20:30:00.006+01:002022-01-17T22:45:00.571+00:00Tricorn - An early all-GRP cruising dinghy<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-rSO-lKmfUi8/VecQdPgKbTI/AAAAAAAAFbE/UQE3vOFKgv8/s1600/Tricorn%2BBrochure%2B2-001.jpeg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="320" src="https://2.bp.blogspot.com/-rSO-lKmfUi8/VecQdPgKbTI/AAAAAAAAFbE/UQE3vOFKgv8/s320/Tricorn%2BBrochure%2B2-001.jpeg" width="256" /></a></div>
<div class="western" style="margin-bottom: 0cm;">
The Tricorn dinghy was
designed by <a href="http://1001boats.blogspot.fr/2011/09/maica-and-her-sisters-classic.html" target="_blank">Illingworth and Primrose</a> in 1962. Since theirs was one
of the most famous names in offshore racing yacht design at the time,
she came with some impressive pedigree. The design brief appears to
have been to create a low maintenance dinghy, capable of serious open
water passage-making, that would be better and faster than Ian
Proctor's well proven and famous Wayfarer class.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="western" style="margin-bottom: 0cm;">
Back then in the early
60s there were very few dinghies purpose-designed for construction
in GRP. Almost certainly this was the first boat to be designed by Illingworth and Primrose for this type of construction,
and at the time the Wayfarer would only have been available in
plywood, so although Angus Primrose had certainly designed dinghies
before, the Tricorn brief must have come as a considerable new
challenge. His approach, in common with most other designers who
were learning to work with this little known material, was to make the
boat strong and not to spare on materials. When you examine the
layup of a Tricorn, you'll notice a predominance of woven rovings
throughout, and lots of reinforcement in areas where a contemporary
wooden or plywood dinghy might have had a tendency to develop stress
cracks or other weakness.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-6YEZ4HmBohk/VecQw8SpPTI/AAAAAAAAFbM/jfboDH5mzFM/s1600/Tricorn%2Bbrochure%2B4-001.jpeg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://3.bp.blogspot.com/-6YEZ4HmBohk/VecQw8SpPTI/AAAAAAAAFbM/jfboDH5mzFM/s320/Tricorn%2Bbrochure%2B4-001.jpeg" width="256" /></a></div>
<div class="western" style="margin-bottom: 0cm;">
Very unusually for such
an early fibreglass boat, there is almost no wood, except for the
tiller, rudder, and some backing pads for deck fittings. This may
have been a bit too avant-garde for the times, since boat enthusiasts
in those days would have expected quite a lot of visible wood trim,
coamings, decks, floorboards, benches, hatches, etc. The all plastic
Tricorn might have been regarded as just too space-age and factory
produced, and this perception, as well as its price and the
narrowness of its marketing concept, may have seriously limited
sales. I’m not sure how many were built, but it’s certain that few remain in serviceable condition.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="western" style="margin-bottom: 0cm;">
Not that there was
anything wrong with the performance of the Tricorn, nor its ability
to shelter its crew of 2 adults, plus maybe a child, for overnight
camping stops. Contemporary boat tests make it clear that Tricorn
had the edge over the Wayfarer in both departments, although
nowadays, after 50 years of Wayfarer class development, the Tricorn
would probably struggle to keep up on some points.
</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="western" style="margin-bottom: 0cm;">
Almost certainly,
however, Tricorn would still show a Wayfarer a clean pair of heels to
windward, since with her centreplate fully down she draws
1.6m (5ft 3in) to the Wayfarer's 1.17m (3ft 10in). She is also a few
inches longer overall and carries around 1sqm more windward sail.
Compared to the Wayfarer, Tricorn is noticeably less stable at rest,
though she stiffens up when under way.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-TheJgC7wu6E/VecRJWid8SI/AAAAAAAAFbU/BKhW-UQzi8A/s1600/_1010927.JPG" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="300" src="https://3.bp.blogspot.com/-TheJgC7wu6E/VecRJWid8SI/AAAAAAAAFbU/BKhW-UQzi8A/s400/_1010927.JPG" width="400" /></a></div>
<div class="western" style="margin-bottom: 0cm;">
Tricorn's domed
foredeck and short cabin roof enclose a cuddy with sitting space for 2 or 3 adults or sleeping space for 2 (in berths extending under
the cockpit side benches). There would be just enough space left
over in camping mode for a child of up to about 7 years old to
stretch out. There's a large watertight locker aft, and two capacious
cockpit side lockers, probably not really totally watertight in the
event of capsize, but which resist rain, spray, and even a fair
amount of solid water landing in the cockpit.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="western" style="margin-bottom: 0cm;">Some years ago, I
found and bought an old Tricorn. It was very scruffy, had a hole in
the bottom, and lacked its original moulded forehatch cover as well
as the original winch for lifting the centreplate. This 1963 example
had at some time been used as a sailing school boat and was fitted with a horrible
non-original rusty steel plate, weighing in at 50kg or more, double
the original design spec. In addition, the mainsail had been
reduced in area by cutting the foot off it to a depth of about 1m.
These modifications must have made her extremely slow and dull to sail.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-DVgtyWu1Ev0/VecRi7BiFDI/AAAAAAAAFbc/7suwG_34YX8/s1600/P1010973.JPG" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="300" src="https://3.bp.blogspot.com/-DVgtyWu1Ev0/VecRi7BiFDI/AAAAAAAAFbc/7suwG_34YX8/s400/P1010973.JPG" width="400" /></a></div>
<div class="western" style="margin-bottom: 0cm;">
Salvo is now back in
sailing order with a few minor changes to her original specification.
I changed the overweight rusty centreplate to one that weighs about
20kg, about the same as the original design, but mine is home-made
from a sandwich of steel, epoxy and plywood. I had to give up on
finding an original plate lifting winch and fitted a simple tackle
instead. I made a forehatch cover from plywood and clear
polycarbonate, and lastly, I changed from a transom mainsheet track
to centre sheeting for no better reason than I was scared the sheet
might foul on my outboard motor and cause a capsize. The old roller
reefing boom was replaced by one from a Fireball, to which I fixed
some fittings for slab reefing.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-381olCQBCDU/VecSD8SCDpI/AAAAAAAAFbo/AhdGMdTO6l0/s1600/P1010946.JPG" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="300" src="https://4.bp.blogspot.com/-381olCQBCDU/VecSD8SCDpI/AAAAAAAAFbo/AhdGMdTO6l0/s400/P1010946.JPG" width="400" /></a></div>
<div class="western" style="margin-bottom: 0cm;">
I made a new rudder
blade cut from the plywood centreboard from an old Miracle dinghy, but it
snapped in half in a fearsome tiderace in Brittany, so I have gone back
to the original which I might reproduce in aluminium plate.
</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="western" style="margin-bottom: 0cm;">
There are still a couple of niggling problems which I will get round to sorting out one day. For instance the original self
bailers let more water in to the watertight cockpit than they remove,
so my feet are always wet. The in-mast jib halyard emerges from the
mast foot in such a way that it is difficult to tension properly. I'm considering making it external from a point just below the
spreaders so that I can swig it up tight. (Edit: Now successfully modified). Most importantly, because
of the total lack of rowlocks, a rowing thwart, and a stowage space
long enough for decent oars, it's impossible to row the boat in the
event of flat calm and engine failure. Emergency propulsion consists
of a long paddle at the moment.</div>
<div class="western" style="margin-bottom: 0cm;">
<br /></div>
<div class="western" style="margin-bottom: 0cm;">
In spite of the age of
the design, and these very minor shortcomings, I like my Tricorn. She is a fine,
strong, and capable boat - with a top class pedigree! </div>
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UPDATE </div><div class="western" style="margin-bottom: 0cm;"><br /></div><div class="western" style="margin-bottom: 0cm;"><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Sailing performance:</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Her performance under sail is excellent. <span class="Apple-converted-space"> </span>She is faster and more weatherly than most serious cruising dinghies of similar size, even many well-known highly regarded modern designs. <span class="Apple-converted-space"> </span>Her fittings and gear are strong, sound and serviceable. <span class="Apple-converted-space"> </span>The rig is simple and, on dry land, the mast can be raised and lowered singlehanded. <span class="Apple-converted-space"> </span>The new sails are of the highest quality.</span></p><p class="p2" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px; min-height: 20.3px;"><span class="s1"></span><br /></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Safety:</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">In very rough seas the closed-off cabin and self draining cockpit largely eliminate the risk of swamping. <span class="Apple-converted-space"> </span>The cockpit will free itself of water automatically within a couple of minutes while the boat sails on. <span class="Apple-converted-space"> </span>However, even in the unlikely event of a disastrous total flooding, Salvo’s hull contains enough buoyancy to remain afloat.</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Salvo sails well under reefed sails. <span class="Apple-converted-space"> </span>In very severe conditions Salvo is capable of making safe harbour under sail with 3 reefs in the main and the small jib set, like a cutter’s staysail, well back from the stem head.</span></p><p class="p2" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px; min-height: 20.3px;"><span class="s1"></span><br /></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Practicality:</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">The Tricorn is designed for fast coastal cruising. <span class="Apple-converted-space"> </span>Relatively high freeboard helps shelter the crew from spray.</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">The lockable cabin provides permanent onboard dry storage.</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">The draining cockpit enables the boat to be left unattended on a mooring indefinitely.</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Cockpit lockers are lockable and weatherproof. <span class="Apple-converted-space"> </span>The outboard motor can be stowed out of sight and out of the way in the lazarette.</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">The hull design offers good load carrying capacity for heavy camping or extended cruising equipment.</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">The electric outboard is powerful, ready for instant use without any starting problems, and has forward-neutral-reverse modes.</span></p><p class="p2" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px; min-height: 20.3px;"><br /><span class="s1"></span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">What are the weaker points?</span></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Salvo’s cockpit drains let water in as well as out, so you often have wet feet. <span class="Apple-converted-space"> </span>Fitting new bailers that seal properly would probably solve this problem.</span></p><p class="p2" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px; min-height: 20.3px;"><span class="s1"></span><br /></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Cabin access is awkward through a small hatch. <span class="Apple-converted-space"> </span>It can be a tight squeeze for a person of average size, and requires flexibility and agility. <span class="Apple-converted-space"> </span>Once in, there is just enough space to shelter 2, maximum 3 persons, though, on the plus side, it is dry and warm and you don’t need a cockpit tent.</span></p><p class="p2" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px; min-height: 20.3px;"><span class="s1"></span><br /></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Pretty much like most other boats that don’t have a centreline outboard well, manoeuvring Salvo under outboard motor, transom-mounted on the starboard quarter, can be tricky. <span class="Apple-converted-space"> </span>The turning circle is large unless the plate is down, the rudder becomes ineffective at low speed, and the bows tend to blow off. <span class="Apple-converted-space"> </span>The outboard prop can come out of the water and lose traction if there is a man on the foredeck. </span></p><p class="p2" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px; min-height: 20.3px;"><span class="s1"></span><br /></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">The Tricorn is initially a relatively “tippy” boat for its size. <span class="Apple-converted-space"> </span>Onboard you need to trim correctly and not jump about. <span class="Apple-converted-space"> </span>On the other hand, once sailing, she feels steadier and her generous freeboard means you would have to be very, very clumsy or very unlucky indeed to suffer a capsize.</span></p><p class="p2" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px; min-height: 20.3px;"><span class="s1"></span><br /></p><p class="p1" style="-webkit-text-size-adjust: auto; font-size: 17px; font-stretch: normal; line-height: normal; margin: 0px;"><span class="s1">Salvo is now equipped for sculling when necessary for brief harbour manoeuvres!</span></p></div><div class="western" style="margin-bottom: 0cm;"><br /></div><div class="western" style="margin-bottom: 0cm;"><br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://1.bp.blogspot.com/-pJp_ZeCzC2Q/XnXSl1WlCDI/AAAAAAAAX1A/XqNerj4_r9YR4fb6KlKonJ35GTUQ0Hx0gCLcBGAsYHQ/s1600/A60EB0D7-3999-40CF-A62C-8F6CBAADBA15.jpeg" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="972" data-original-width="1024" height="378" src="https://1.bp.blogspot.com/-pJp_ZeCzC2Q/XnXSl1WlCDI/AAAAAAAAX1A/XqNerj4_r9YR4fb6KlKonJ35GTUQ0Hx0gCLcBGAsYHQ/s400/A60EB0D7-3999-40CF-A62C-8F6CBAADBA15.jpeg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Salvo at La Semaine du Golfe du Morbihan, 2019</td></tr>
</tbody></table>
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Tricorn Sailing Dinghy</div>
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Designed by Illingworth and Primrose, 1962</div>
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Built by Martin Goacher Ltd.</div>
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LOA: 16ft 6in (5m03)</div>
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LWL: 15ft (4m57)</div>
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Beam: 6ft 2in (1m87)</div>
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Draft: 9in (0m22) plate up, 5ft 3in (1m60) plate lowered.</div>
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Air draft: 24ft 6in (7m46)</div>
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Sail area: 139 sq ft (12.91sqm)</div>
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Weight in sailing trim (inc. rig, sails and outboard motor) approx. 580lbs (263Kg)<br />
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Link: <a href="http://bursledonblog.blogspot.co.uk/2012/05/tricorn-dinghy.html">http://bursledonblog.blogspot.co.uk/2012/05/tricorn-dinghy.html</a></div>
Patrick Hayhttp://www.blogger.com/profile/05090255988359454330noreply@blogger.com42tag:blogger.com,1999:blog-1927278446954194780.post-84378005910727252312015-05-08T06:00:00.000+01:002015-05-08T08:32:52.751+01:00Cornish Cormorant - ToshThis is my own and favorite dinghy Tosh, built by the original Cornish Crabbers down in Rock across the Camel estuary from Padstow, in 1983.<br />
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<a href="http://4.bp.blogspot.com/-GAhuEj5dMgI/VUeex9ZUR7I/AAAAAAAAHWE/ByBaaKnfuoI/s1600/tosh1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="http://4.bp.blogspot.com/-GAhuEj5dMgI/VUeex9ZUR7I/AAAAAAAAHWE/ByBaaKnfuoI/s320/tosh1.jpg" width="244" /></a></div>
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Designed by Roger Dongray I like to think of her as very much a modern adaptation of the traditional America Beetle catboat. Modern designed foils, minimised wetted surface and a high aspect gaff sail all combine to give her good performance, but what makes her really special is she's just a joy to sail.<br />
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At 350lbs she's no light weight, but stable, forgiving just the thing for a family day sail and a picnic, when you can be sure no one is going to get frightened if it blows up and you won't loose the sandwiches overboard. When the wind pipes up she will lay hove to gently while I effortlessly pull in a reef. And in strong winds she will even give a Mirror dinghy a run for it's money <a href="http://bursledonblog.blogspot.co.uk/2014/09/barts-bash.html">as we did in Bart's Bash </a>last year.<br />
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<a href="http://2.bp.blogspot.com/-vo40YE1-PWE/VUehywVC9SI/AAAAAAAAHWY/ukgDHzponPI/s1600/corm.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="http://2.bp.blogspot.com/-vo40YE1-PWE/VUehywVC9SI/AAAAAAAAHWY/ukgDHzponPI/s320/corm.jpg" width="187" /></a></div>
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There's a great write up <a href="http://councill.home.mindspring.com/sbjournal/cormor/corm1.html">here </a>from the early 80's.<br />
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Shown here on her combination launch and road trailer, I keep trying to think about ways to improve her, but frankly Roger Dongray did such a good job there's not anything I'd alter. The un-stayed mast is easy to step even on my own, and I can have the sail laced on and be sailing in minutes.<br />
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One of the coolest things is being able to sail her backwards off the club slipway and past the dock when the wind is is the right direction, especially is there's an audience watching from the terrace.<br />
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<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com241tag:blogger.com,1999:blog-1927278446954194780.post-24001550309186826962015-04-28T19:54:00.001+01:002015-04-28T19:54:49.417+01:00Ingrid 38 - SpiritusWilliam Atkin's study on the Colin Archer type, the Ingrid 38 has featured on <a href="http://1001boats.blogspot.co.uk/2011/03/atkins-enduring-ingrid.html">1001 Boats previously</a> , and as one of my favorite cruising yachts I have no hesitation about a second post, which was prompted by an email from Russ and Carolyn Harper.<br />
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<a href="http://2.bp.blogspot.com/-s-vezmMVd24/VT_VrOcNeII/AAAAAAAAHVM/_puja9vzVPQ/s1600/DSC_1750.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-s-vezmMVd24/VT_VrOcNeII/AAAAAAAAHVM/_puja9vzVPQ/s1600/DSC_1750.JPG" height="210" width="320" /></a></div>
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In Russ's own words,<i> "You posted a couple of photos of our boat "Spiritus", which is an Ingrid 38. When you took the photos, we had just purchased her and she was still in very rough condition.
We have restored her fully and are now sailing her in Mexico. I would like to offer a couple of photos for your use of her in her current restored condition."</i><br />
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I think we all agree that Spiritus looks fine indeed and especially so under sail in such beautiful surroundings.<br />
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It's been a few weeks since I received the photo's at the time, Russ and Carolyn were heading to Barra de Navidad in Mexico, it's well worth visiting their <a href="http://ketchspiritus.com/">blog</a> for an account of their cruise.<br />
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Thanks for getting in touch and sharing your story with us.<br />
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<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com65tag:blogger.com,1999:blog-1927278446954194780.post-14092674978721018492014-12-28T18:36:00.000+00:002014-12-28T18:36:26.579+00:00Tidewater Cutter - BregoThe Tidewater is one of Maurice Griffiths designs, a cutter of 30 feet the original was mentioned in the famous journalist and designers book "Little ships & shoal waters".<br />
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The Tidewater is a classic Maurice Griffiths design with his signature shoal draft. The cabin roof is extended out to the full beam of the yacht and thus gives a volume in the cabin which one would not believe in a 30’ yacht. The cock-pit is deep, safe and very sheltered because the dog-house roof is extended aft to cover it. With her buoyant bows, 50% ballast ratio, full bilge and good freeboard this is a yacht which will sail relatively upright, she is a dry boat for her size even in a chop and her 4 ½ tons weight gives her a comfortable motion seldom found in modern designs of a similar size.<br />
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I received an email from Paul Calvert who clearly believes the Tidewater design is one of the best having owned Brego since 1995.<br />
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In Paul's words "She is, in my opinion, Maurice Griffiths best design. She sails very well, is well rigged with ample sail area and does well in light airs. She remains very balanced and reassuring when reefed down and sailed hard. She also steers herself hour after hour with no help from anyone (the Aries vane has only been on a year)".<br />
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"An extremely comfortable boat to live aboard and having a very good motion at sea.
Starting out at Walton on the Naze in Essex we have sailed the East Coast Rivers, then to Whitby, Peterhead, Inverness, Caledonian Canal. All over the West Coast of Scotland. Then Ireland's East and South Coasts until she is now in Valentia Island, Co Kerry."<br />
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For a boat cruising the often chilly UK, that extended doghouse is a great feature as is the clear deck space forward, ideal for working and anchoring.<br />
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<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com16tag:blogger.com,1999:blog-1927278446954194780.post-74531823565677312572014-09-14T11:33:00.000+01:002014-09-14T11:33:21.707+01:00Lafayette's frigate "Hermione"<div class="separator" style="clear: both; text-align: center;">
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This week, at Rochefort
in France, a replica of the 1778 frigate “Hermione” began her
sea trials. The Hermione was a typical light warship of her day
carrying an armament of 26 guns, each firing balls weighing 12
pounds, designed to pound enemy vessels to matchwood. 44 metres
long by 11 metres beam, she carried 1500 sq.m of canvas on her 3
masts.</div>
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What makes Hermione
more interesting historically than her 3 sisterships, or any other
French warship of her day? The fact that in March 1780 she left
Rochefort on a secret mission that was to culminate in Boston, US. On
board was a contingent of French troops led by the 23 year old
Marquis de Lafayette who had persuaded Louis XVI to send military and
financial support to General Washington in his campaign against the
British. He and his men arrived in Boston 38 days later.
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<a href="http://4.bp.blogspot.com/-MS04u4MKMas/VBQOZhIR6LI/AAAAAAAAFAs/LxxrtsXZ9mE/s1600/Hermione%2Bnight.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://4.bp.blogspot.com/-MS04u4MKMas/VBQOZhIR6LI/AAAAAAAAFAs/LxxrtsXZ9mE/s1600/Hermione%2Bnight.jpg" height="213" width="320" /></a></div>
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The United States has
never forgotten the debt owed in those most precarious days of
revolution to the extraordinary young French visionary, who not only
served as a Major General at Washington's side, but also won his
respect and friendship. “Nous voila, Lafayette!” announced
American Lieutenant Colonel Charles Stanton, on disembarking in
Boulogne in July 1917 with the first 200 American troops to set foot
in France in World War 1. The debt would be repaid by America's aid
in the victory over Germany and the liberation of eastern France.</div>
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<tr><td class="tr-caption" style="text-align: center;">Hermione under construction at Rochefort</td></tr>
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The replica Hermione
project dates back to 1997 when a group of enthusiasts came up with
the idea to reproduce the original 18<sup>th</sup> century frigate
using traditional ship building skills and techniques. The keel was
eventually laid with considerable ceremony on Independence Day, July
4, of that year. Since that date 3.7 million visitors have visited
the construction yard, in the historic 18<sup>th</sup> century
graving dock at the old arsenal in Rochefort, as the vessel has taken
shape. In 2012 the bare hull was floated and towed up river before
another huge crowd of fans.</div>
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Hermione will now
undergo sea trials whilst her young crew learn 18th century sailing
and seamanship skills climbing kilometres of rigging and handling
vast square sails. After calling in at Bordeaux she will return to
Rochefort for further fine tuning then in April 2015 set off across
the Atlantic; destination Norfolk, Boston, Baltimore and New York.
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<div class="western" style="margin-bottom: 0cm;">
Lafayette was more than
just a revolutionary – he was a genuine innovator in the field of
human rights. He supported the abolition of slavery even when it was
common in America, Europe and the West Indies, and even tried to
persuade his great friend and father figure, George Washington, to
ban slavery during his presidency. In 2002, an act of the U.S.
Congress made Lafayette only the sixth of seven honorary citizens of
the United States. He is buried in Paris under soil from the site of
the Revolutionary War Battle of Bunker Hill.
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Link: <a href="http://www.hermione.com/accueil/" target="_blank">Hermione Project Website</a></div>
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<br />Patrick Hayhttp://www.blogger.com/profile/05090255988359454330noreply@blogger.com11tag:blogger.com,1999:blog-1927278446954194780.post-71383013077860874112014-07-13T10:09:00.003+01:002014-07-13T10:09:46.343+01:00Whitehall BuildI received an interesting email and photo's from Bob the other day, about a Whitehall build, but let me tell it in Bob's own words.<br />
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"I have a boat I am finishing up it is a Whitehall type boat 18x5 ft. I am building it to row and sail. I saw the mould for sale on craigslist it was in my area so I went and looked at it was such a pretty boat I just had to build me one.<br />
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I have no history on the boat mould, the man I bought it from lived in No Name Key the Florida Keys, with no electric run to that island it is kinda rough and his family was going to move him to the mainland so they wanted to clean the yard up to sell the house. The old guy said a man that lived across the canal from him about fifteen yrs ago built the mould, made one boat, sailed it around for awhile. He was going to store the mould for the use of it to build him a boat he never did the mould sat in the bushes for years until I came along and bought it.<br />
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He told me the mould was made from a very old planked boat that could not be saved so they faired it and made the mould discarded the original.<br />
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Regards Bob"<br />
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Well she certainly looks nice, and that's a great looking workshop which on the assumption that Bob lives close to Florida might get a little hot in summer, but no issues with it being too cold to cure epoxy.<br />
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Looking forward to seeing the finished boat and thanks for sharing the story with is Bob.Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com10tag:blogger.com,1999:blog-1927278446954194780.post-74862321431179409882014-05-30T07:19:00.001+01:002014-06-03T20:05:00.612+01:00Cara 16Very few of these craft were built during the 1980's to a design by John Shuttleworth and built by Amber Boats. A classic looking gaff day boat with a semi modern underwater section which balances stability and a steel centre board.<br />
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Locally a member of the Old Gaffers Association sails this fine example "Miss Nighy" above.<br />
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Further afield I received an email from another Cara owner who sails "Carrots" in the Golf of Morbihan, below.<br />
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They might be few and far between but if a Cara 16 comes up for sale it would make a really nice day sailor.<br />
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<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com28tag:blogger.com,1999:blog-1927278446954194780.post-66692963426936085502014-02-03T19:59:00.001+00:002014-02-03T19:59:48.032+00:00Stevenson Projects "Weekender"<span style="background-color: white; font-family: arial, sans-serif; font-size: 13px;">This is an example of the Stevenson Projects "Weekender" built by Charlie Duerr of Jackson,</span><span style="background-color: white; font-family: arial, sans-serif; font-size: 13px;"> Wyoming, USA.</span><br />
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Charlie explains <i>"The boat isn't a tacking boat at all due to the small keel, but she really goes across the wind or running! I have spent the last 4 years Abusing her and testing her limits in WY, but have only turtled her once... During a crazy thunder storm. But, luckly she sails like a Dingy and rights like one too... Just stand on the keel and she comes right back up!"
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The weekender is described as a boat that borrows some good ideas from the golden age of working sail, as well as some new wrinkles from space-age materials and power systems. It's a project that combines the best of both worlds-the classic lines of the sea-wise sloops of the turn of the century-and the quick-to-build, lightweight, low maintenance of modern materials.<br />
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<a href="http://www.stevproj.com/IntroWkndrPg1.html">Weekender</a> is only one of many interesting pocket yachts and day sailors designed for DIY construction.<br />
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L.O.A.: 19'6"
L.O.D.: 16'
BEAM: 6'
DRAFT: 3' (1' w/RUDDER UP)
HULL WEIGHT: 550LBS
SAIL AREA: 120 SQ.FT
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<span style="background-color: white; font-family: arial, sans-serif; font-size: 13px;"><br /></span><span style="background-color: white; font-family: arial, sans-serif; font-size: 13px;">I had to look up Wyoming which is about as far from the sea as you can get in the United States, none the less Charlie has a great little boat and what some fantastic locations for sailing.</span><br />
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<span style="background-color: white; font-family: arial, sans-serif; font-size: 13px;">For more details about Charlie's boat please see the<a href="http://www.stevproj.com/CDWYWkndrPg.html"> Stevenson's Project pages</a> and thanks very much for sharing with us.</span>Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com9tag:blogger.com,1999:blog-1927278446954194780.post-49951791256844126972013-06-26T16:42:00.001+01:002013-06-26T16:42:30.916+01:00JoshuaPascal sent an email recently saying he was returning to Europe in his Joshua class yacht named Primadonna, from the photographs he sent me it looks like he has been cruising the Caribbean and frankly what better yacht to do it in?<br />
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Joshua was the famous 39 foot steel ketch commissioned by Bernard Moitessier in the 1960's and in which he entered the Golden Globe Around the world yacht race.<br />
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<iframe allowfullscreen="" frameborder="0" height="315" src="http://www.youtube.com/embed/0lqch14kuMc" width="560"></iframe><br />
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According to accounts Moitessier was leading the race, but rather than sail homeward from Cape Horn he continued to sail on around the world again towards Tahiti. the video above was taken at the 2012 Vendee Globe in Le Sables d'Olonne, Joshua is something of a French Maritime treasure.<br />
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Pascal's boat is built to the same design, in steel.<br />
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<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com16tag:blogger.com,1999:blog-1927278446954194780.post-66783940363012325852013-02-02T17:41:00.004+00:002013-02-06T19:10:43.252+00:00Cruising TugPeter Leenhouts of the Northwest School of Wooden Boatbuilding, Port Hadlock which is located on Washington State's Olympic Peninsula, northwest of Seattle wrote with some details of a cruising tug which was launched in August of 2012.<br />
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Tug boat derived pleasure boats are popular in the US but very rare in Europe, perhaps that comment will elicit a flood of emails from European owners, if so please send photos and details we'd live to feature more examples.<br />
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Back to the boat in question, it was designed by an American, H.C. Hanson in 1957 for the US Forest Service as a Scaler's Boat. Scalers determine the amount of board feet of lumber in each log cut by a timber crew.<br />
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<span style="text-align: start;">Three boats were built commercially in the mid-1950's to this design for the US Forest Service for use in the Pacific Northwest. Construction on this latest example began in 2010 and finished in 2012, with the school's classes of 2010, 2011 and 2012 all contributing to the build.</span></div>
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The tug is 26 feet long with a beam of about 7 feet, a draft of four feet and displacing around 4 tons.</div>
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Built as a cruising boat, the planking is aromatic port orford cedar from southern Oregon, over white oak frames. The cabin house sides are of mahogany. Power is supplied by a 39 hp Yanmar diesel engine.</div>
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Not surprisingly the tug was quickly sold to an owner, who based in Michigan will use her to enjoy the fresh water of Traverse Bay.<br />
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Thanks to the <a href="http://www.nwboatschool.org/">Northwest School of Wooden Boat Building</a>Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com12tag:blogger.com,1999:blog-1927278446954194780.post-45776465173256749502012-12-26T11:00:00.000+00:002012-12-26T11:00:04.004+00:00Wooden twin screw pleasure yachtAn update on the recent <a href="http://bursledonblog.blogspot.co.uk/2012/12/vagabond.html">Bursledon Blog post about motor yacht Vagabond</a>, <br />
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It was almost exactly a year ago that I spotted <a href="http://www.nationalhistoricships.org.uk/register/1560/vagabond">Vagabond</a> ashore in a local yard while I was out for my morning run, I could see she was rather special, but the crowded marina and weather didn't do any favours when it came to taking picture.<br />
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<a href="http://2.bp.blogspot.com/-yPHm0APBTzo/UNdJazRrbHI/AAAAAAAADvU/4c28LWovVF0/s1600/vag+2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="246" src="http://2.bp.blogspot.com/-yPHm0APBTzo/UNdJazRrbHI/AAAAAAAADvU/4c28LWovVF0/s320/vag+2.jpg" width="320" /></a></div>
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Several google searches later reveal that there is a VAGABOND on the Historic Ship register, described as a wooden twin screw pleasure yacht, built by Saunders-Roe Ltd. at Cowes in 1937.<br />
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She was registered at Cowes and her official number is 164825. She is made of teak on rock elm frames and has twin steering positions. She entered service on 3 May 1937. Prior to 1995, she was owned by Helen Jane Morris of 2 Cannon Hill Gardens, Shrivenham, Wiltshire and was extensively rebuilt in the 1990s with new beam shelves, deck beams, laid decks, s/s tanks etc. She currently has an internal combustion engine, with 104 kilowatts, made by the Gray Marine Motor Co.<br />
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Her hull was faired and repainted in 2006, the wheel house roof was epoxy sheathed and all points were addressed on a full survey.<br />
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<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com31tag:blogger.com,1999:blog-1927278446954194780.post-46868459901166636312012-10-31T19:48:00.001+00:002012-10-31T20:09:31.273+00:00Jay Benford Cruising Dory, BadgerIn 1978, Jay Benford expanded on his cruising experience in the 34 foot topsail ketch, <i>Sunrise, </i>to create<i> </i>a dory hulled cruising boat. There were naysayers then, as now, about the capacity of a sailing dory to weather off-shore conditions.<br />
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<a href="http://4.bp.blogspot.com/-K04Eqv6C_4U/UJF9F0HLY1I/AAAAAAAAG_w/DpEebW9SvPU/s1600/34dory-badger-profile-large.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="http://4.bp.blogspot.com/-K04Eqv6C_4U/UJF9F0HLY1I/AAAAAAAAG_w/DpEebW9SvPU/s320/34dory-badger-profile-large.gif" width="260" /></a></div>
<br />
Annie and Pete Hill made the <i>Badger</i> famous and proved Mr Benford's design by sailing their dory over 100,000 nautical miles. Since then, we find Benford <i>Badgers</i> being built everywhere. It is a cruising yacht designed for the home builder.<br />
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<br />
Annie, of course, loved her plywood dory and had this to say in her book <i>Voyaging on a Small Income</i>:<br />
<blockquote class="tr_bq">
<i>"Badger</i> can be built simply and for very little money. Sheathed in cloth and epoxy, she is easy to maintain and can be kept up to standard at very little expense - an essential prerequisite for a boat that is sailed on a small income." </blockquote>
The <i>Badger</i> was originally designed with a cutter sail rig, but most builders prefer a fully battened schooner junk configuration, which has been touted as possibly the best short-handed cruising rig ever devised. <br />
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<br />
In Ullapool, Scotland we find a recently launched <i>Badger</i> setting out for it's first cruise. <a href="http://junkdorybuild.blogspot.com/">Dan Johnson</a> is the happy builder of <i>Hester</i>. He and his wife <a href="http://starboardlocker.wordpress.com/">Charlotte Watters</a> have spent several years exploring northern Atlantic venues, so for their first cruise on <i>Hester</i>, will be heading south.<br />
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<br />
Dan, with occasional help from friends, built <i>Hester</i> in two years. An impressive schedule for readying an open-ocean cruiser and a testament to Annie's claim about simplicity of build, also to the commitment of the builder.<br />
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<br />
Dan and Charlotte have been impressed with the boat's handling, as documented in Dan's log:<br />
<br />
<blockquote class="tr_bq">
"...we had made it down to Oban where we left <i>Hestur</i> for a week. After that, Charlotte and I returned to sail north again back to Ullapool. Of course we were hit by five days of northeast winds (absolutely our direction of travel) This would really show us how Junks go to windward - they do."<br />
<br />
"Heading north we decided to go inside Mull then outside Skye taking in the Outer Hebridies. This proved to be a good plan as the Minch provides a great seaway for tacking against northerly winds! Heading west across the Minch towards Barra we experienced our first largish sea and strongish wind aboard <i>Hestur</i> - F6 with 10 foot crashers. She performed perfectly with nothing unexpected and we were broad reaching at 6+ knots with two panels up on the foresail and three in the main. Very easy sailing with no deck work - all reefing done from cockpit"<br />
<br />
"When sailing on the wind she will sail herself if you balance the sails - we often leave the helm quite literally for hours and hours, not even lashed. This surprises me as she is a fin keeler - I think it must be the substantial skeg arrangement."</blockquote>
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Being a <a href="http://dory-man.blogspot.com/search?q=mistral">dory sailor</a> myself, I find this account impressive and would like to offer congratulations to Dan and Charlotte. May they find many happy miles at sea!<br />
<br />
Thank you, John McIntyre and Chris Perkins of Ullapool for the photos of <i>Hester</i>.<br />
<br />
<i>Doryman</i><br />
<br />dorymanhttp://www.blogger.com/profile/16077373149267825091noreply@blogger.com485tag:blogger.com,1999:blog-1927278446954194780.post-25597908875278906292012-10-19T02:00:00.000+01:002012-11-14T19:31:21.180+00:00Sacré Cinquo! – is the 505 really French?<div class="separator" style="clear: both; text-align: center;">
<a href="http://1.bp.blogspot.com/-KNxcGpm3Gis/UIAZJiA1vWI/AAAAAAAAC7E/WguHsSqPbsw/s1600/505+planing.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="251" src="http://1.bp.blogspot.com/-KNxcGpm3Gis/UIAZJiA1vWI/AAAAAAAAC7E/WguHsSqPbsw/s400/505+planing.jpg" width="400" /></a></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
Amazingly the 505 dinghy,
still one of the most exciting performance boats in the world, is
close to celebrating its 60<sup>th</sup> birthday. Is it French or
British in its origins? It's a long story – but one that's worth
telling in the full version.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-Uh3aWdtdCQc/UIAZpzLGaVI/AAAAAAAAC7M/J2fpG0BStto/s1600/coronet.bmp" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="400" src="http://3.bp.blogspot.com/-Uh3aWdtdCQc/UIAZpzLGaVI/AAAAAAAAC7M/J2fpG0BStto/s400/coronet.bmp" width="308" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">John Westell's Coronet No. 1</td></tr>
</tbody></table>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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. </div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.
</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-FHgO8XITmrw/UIETOv9zSnI/AAAAAAAAC7c/a4Zc3o7OEbk/s1600/505+No+1.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="400" src="http://2.bp.blogspot.com/-FHgO8XITmrw/UIETOv9zSnI/AAAAAAAAC7c/a4Zc3o7OEbk/s400/505+No+1.jpg" width="300" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">This is said to be 505 No. 1 (probably K1). Notice the flat topped side tanks and transom mainsheet</td></tr>
</tbody></table>
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. </div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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!</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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!</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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. </div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://1.bp.blogspot.com/-UinPrbcPCdg/UIEUM9-hDzI/AAAAAAAAC7k/XrJThwDaVgc/s1600/505+no+8+rounded+tanks.JPG" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="300" src="http://1.bp.blogspot.com/-UinPrbcPCdg/UIEUM9-hDzI/AAAAAAAAC7k/XrJThwDaVgc/s400/505+no+8+rounded+tanks.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">505 No 8 (France) Note the rolled tanks and cutout transom</td></tr>
</tbody></table>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div>
</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div>
</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-_bHuY5swKXE/UIEU5TFDPvI/AAAAAAAAC7s/GZcGt7zvGuk/s1600/505+class+rules.gif" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="400" src="http://4.bp.blogspot.com/-_bHuY5swKXE/UIEU5TFDPvI/AAAAAAAAC7s/GZcGt7zvGuk/s400/505+class+rules.gif" width="280" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Notice the class burgee? It carries both the Coronet and Caneton insignia</td></tr>
</tbody></table>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div>
</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
<div>
</div>
<div lang="en-GB" style="margin-bottom: 0cm;">
<br /></div>
<div lang="en-GB" style="margin-bottom: 0cm;">
Some bullet points:</div>
<div>
</div>
<ul>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
Both the Coronet and 505
were designed from the start for a two man crew with a trapeze.</div>
</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
John Westell sailed the
Coronet in the IYRU La Baule trials and one of the 505s in the first
505 class regatta at Ouistreham.</div>
</li>
<li>The International 505 Association burgee still carries the Coronet and Caneton insignia in recognition of the origins of the class</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
More than 9000 boats to
the 505 design have now been registered</div>
</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
The magazine "Cahiers
du Yachting" donated the wood for the first boat</div>
</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
Daniel Mazo was the
photographer whose doorway in the Boulevard Saint-Martin had to be
“modified”</div>
</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
The 505 is known in France
as the “Cinquo”</div>
</li>
<li>The first 505 originally carried the Caneton sail insignia with the class number 1701</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
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.</div>
</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
Fairey Marine built more
than 200 hot-moulded wooden 505 hulls.</div>
</li>
<li><div lang="en-GB" style="margin-bottom: 0cm;">
The 505, with all its
spars, rigging and racing equipment, can be towed by a Citroen 2CV!</div>
</li>
</ul>
<br />
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<a href="http://3.bp.blogspot.com/-SRnVynVugOM/UIEZHwx4QBI/AAAAAAAAC78/vKAkysGcFQ0/s1600/505.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://3.bp.blogspot.com/-SRnVynVugOM/UIEZHwx4QBI/AAAAAAAAC78/vKAkysGcFQ0/s320/505.jpg" width="240" /></a></div>
International 505 Racing Dinghy, <i>"Le Roi du Dériveur
"</i><br />
<br />
Designer: John Westell<br />
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Length: 5.05 meters </div>
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Beam: 1.88 meters </div>
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Weight: 127.4 kilos </div>
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<br /></div>
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Sail Area:
</div>
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Main 12,30 sq. m. </div>
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Jib 4,94 sq. m </div>
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Spinnaker 27 sq. m. (originally 20 sq.m) </div>
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</div>
<br />Patrick Hayhttp://www.blogger.com/profile/05090255988359454330noreply@blogger.com12tag:blogger.com,1999:blog-1927278446954194780.post-10540890019166894212012-09-24T10:55:00.001+01:002012-09-25T08:53:57.128+01:00Aile - a pretty pre-war keelboat<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="http://4.bp.blogspot.com/-bYleF1vJHEE/UGAprN3wumI/AAAAAAAAC6E/MiDg1t3X5dk/s1600/modern+aile.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="212" src="http://4.bp.blogspot.com/-bYleF1vJHEE/UGAprN3wumI/AAAAAAAAC6E/MiDg1t3X5dk/s320/modern+aile.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A modern Aile in GRP, built by ACCF of Pont L'Abbe, Brittany </td></tr>
</tbody></table>
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The Aile is a one-design keelboat,
built originally by the Finnish Abö yard. It was adopted by the
Parisian yacht club, Cercle Nautique de Chatou (now the Yacht Club
Ile de France – YCIF) in 1936, when the club's previous one-design
keelboat racer proved to be unsuitable for the new waters to which
the club had moved.</div>
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<br /></div>
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The club committee had originally
intended to adopt the Star class, and to import as many as 100, but
on discovering that a rival Parisian yacht club, the Cercle de la
Voile de Paris, already had the French monopoly on this design, as
well as the sole rights to organise regattas for it, they moved
swiftly to look for an alternative.</div>
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<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-woxp4GFldCQ/UGAqbpUkYJI/AAAAAAAAC6M/R2ZXUhScqLg/s1600/early+restored+aile.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="198" src="http://3.bp.blogspot.com/-woxp4GFldCQ/UGAqbpUkYJI/AAAAAAAAC6M/R2ZXUhScqLg/s320/early+restored+aile.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Restored 1937 Aile "Aquarelle"</td></tr>
</tbody></table>
<div style="margin-bottom: 0cm;">
The Aile is, in the view of many, a far
better and prettier boat than the Star, which is notorious for its
ugly coffin-style hull, difficult handling, and ridiculously flimsy and unbalanced
looking rig. Within a few years the YCIF had 160 of its Aile class
based at Meulan on the Seine downstream of Paris, and there were
additional fleets at Ouistreham in Normandy as well as on France's
Mediterranean coast.</div>
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<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-Bfs8u3OhBMQ/UGAt6ElxgxI/AAAAAAAAC6k/I25QSNobTzY/s1600/Aile+%C3%A0+Mr+Glouchevitch+YCIF+en+ao%C3%BBt+1943+%5B1024x768%5D.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="241" src="http://3.bp.blogspot.com/-Bfs8u3OhBMQ/UGAt6ElxgxI/AAAAAAAAC6k/I25QSNobTzY/s320/Aile+%C3%A0+Mr+Glouchevitch+YCIF+en+ao%C3%BBt+1943+%5B1024x768%5D.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Aile sailing on the Seine (photo: YCIF archive) </td></tr>
</tbody></table>
<div style="margin-bottom: 0cm;">
A strange peculiarity of the original
Finnish built Aile was its hard chine construction in “Masonite”,
a type of hardboard made from processed woodchips, invented by an
American in the 1920s. The waste material from sawmills was boiled
and blasted under pressure into sheets which were then pressed to
form smooth flat boards. No glue or resin was used in the process,
and although Masonite had excellent mechanical qualities for many
construction and furnishing uses, it may have lacked somewhat in
resistance to long-term exposure to water – not an ideal
characteristic in a boat-building material. </div>
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<br /></div>
<div style="margin-bottom: 0cm;">
On the plus side,
however, it allowed the Aile to be constructed and sold in France at
a lower price than the Star, and no doubt this advantage, together
with the boat's good looks, excellent sailing performance and
reputation for ease of handling helped the class to grow rapidly.</div>
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<br /></div>
<div style="margin-bottom: 0cm;">
During the war the Luftwaffe bombed the
YCIF's storage sheds, thinking they were aircraft hangars, and many
of the boats were destroyed. Later, the Allied forces made the same
mistake and bombarded the ruins again, finishing off many more of the
boats. What had been one of France's most popular keelboat classes
was suddenly a casualty of war, and reduced to a fraction of its
former numbers.</div>
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<br /></div>
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<a href="http://3.bp.blogspot.com/-7OA8hx4DThY/UGAtW8DfhXI/AAAAAAAAC6c/vtdU4L9rZbM/s1600/diy+aile.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="145" src="http://3.bp.blogspot.com/-7OA8hx4DThY/UGAtW8DfhXI/AAAAAAAAC6c/vtdU4L9rZbM/s200/diy+aile.jpg" width="200" /></a></div>
<div style="margin-bottom: 0cm;">
Fortunately, after the war, the class
recovered some of its strength, and the class association published
plans for DIY home building in marine ply, although the 200kg keel,
with its fin of cast iron and lead bulb would obviously have to be
fabricated by professionals.</div>
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<br /></div>
<div style="margin-bottom: 0cm;">
Nowadays few of the original boats
survive, but you can find some pages dedicated to a restored 1937 boat
at the <a href="http://verguillon.free.fr/html/aile.htm" target="_blank">Association Verguillon site</a>. </div>
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<br /></div>
<div style="margin-bottom: 0cm;">
It is now possible to buy an Aile built
with a GRP hull, plywood deck, alloy mast and with lots of nice
varnished mahogany on show - or you could always build your own in
marine ply. Sail numbers are at over 300, and according to the class association 20 new boats are currently on order.</div>
<div style="margin-bottom: 0cm;">
<br /></div>
<br />
<h3>
<b>Aile class:</b></h3>
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<a href="http://2.bp.blogspot.com/-UnZuNd75qdo/UGAq-2NYG6I/AAAAAAAAC6U/zLYCO4u2duA/s1600/aile+plan+2.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="228" src="http://2.bp.blogspot.com/-UnZuNd75qdo/UGAq-2NYG6I/AAAAAAAAC6U/zLYCO4u2duA/s320/aile+plan+2.jpg" width="320" /></a></div>
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Designer: Iarl Linblöm (Finland)
</div>
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<br /></div>
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LOA: 7 m 10</div>
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LWL: 5 m 90</div>
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Beam: 1 m 58</div>
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Draft: 1 m 04</div>
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Hull weight: 450 kg exc. rig
</div>
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Ballast keel: 200 kg</div>
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<br /></div>
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Sail area (upwind) : 18.7m2</div>
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Spinnaker: 27m2
</div>
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<br /></div>
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<a href="http://4.bp.blogspot.com/-2yQF7p_Qc7I/UGFi-LoMK7I/AAAAAAAAC60/o0Ga_T5xpUU/s1600/aile+plan+3.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="228" src="http://4.bp.blogspot.com/-2yQF7p_Qc7I/UGFi-LoMK7I/AAAAAAAAC60/o0Ga_T5xpUU/s320/aile+plan+3.jpg" width="320" /></a></div>
Links and acknowledgements:</div>
<div style="margin-bottom: 0cm;">
<a href="https://sites.google.com/site/monotypeaile/caracteristiques" target="_blank">Aile Class Association (France)</a> (photo)</div>
<div style="margin-bottom: 0cm;">
<a href="http://verguillon.free.fr/html/aile.htm" target="_blank">Association Verguillon (restored Aile "Aquarelle")</a> (photo)</div>
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<a href="http://ycif.net/" target="_blank">YCIF</a> (photo)</div>
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<br /></div>
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<br /></div>
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<br />Patrick Hayhttp://www.blogger.com/profile/05090255988359454330noreply@blogger.com7tag:blogger.com,1999:blog-1927278446954194780.post-40495926898709699392012-07-22T18:12:00.001+01:002012-08-20T16:29:46.534+01:00The Columbia 43: a classic Tripp racer<br />
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<a href="http://4.bp.blogspot.com/-WtJDFthJI3s/UAwQCs1XxaI/AAAAAAAABAc/WtMYKlc_EE4/s1600/columbia_43_spin.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="http://4.bp.blogspot.com/-WtJDFthJI3s/UAwQCs1XxaI/AAAAAAAABAc/WtMYKlc_EE4/s400/columbia_43_spin.jpg" width="400" /></a></div>
The Columbia 43 is a big, muscular boat made for long ocean races. The boat is largely forgotten now because its birth coincided with the death of the rating rule it was designed to race under.<br />
<div>
<br /></div>
<div>
With a long, flush deck and a low gun-turret house, the boat is easily recognizable as coming from the drafting board of William H. Tripp, Jr., one of the great designers of the Cruising Club of America racing era. Trip designed the Columbia 43 as part of a suite of racing and cruising boats for Columbia Yachts that included two of the largest production boats of the 1960s, the Columbia 50 and the Columbia 57. In fact, the first model of the Columbia 43 had a Columbia 50's deck house.</div>
<div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="http://1.bp.blogspot.com/-MZ9kuRPwr9Q/UAwTz971FCI/AAAAAAAABA8/DQmlYK9Ek2M/s1600/col-43-n1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="271" src="http://1.bp.blogspot.com/-MZ9kuRPwr9Q/UAwTz971FCI/AAAAAAAABA8/DQmlYK9Ek2M/s400/col-43-n1.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px;">Columbia 43 hull number 1 with the deck house off a Columbia 50.</td></tr>
</tbody></table>
<span style="background-color: white;">The Columbia 43 is a fast boat. In its early years, a 43 finished</span><span style="background-color: white;"> first-in-class in the <a href="http://en.wikipedia.org/wiki/Transpacific_Yacht_Race">Transpac race</a> from San Pedro, Calif., to Honolulu, Hawaii. As the International Offshore Rating rule took over the racing scene, the Columbia 43 was left behind in favor of boats that would rate better under the new rule. With the popularity of sailboat racing under PHRF, the Columbia 43 is again a contender for the silver.</span></div>
<div>
<br /></div>
<div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="http://4.bp.blogspot.com/-5goC1V7MMMI/UAwS3fhexYI/AAAAAAAABA0/TWADYCVqEdg/s1600/Col-43-markIII-amrita.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="http://4.bp.blogspot.com/-5goC1V7MMMI/UAwS3fhexYI/AAAAAAAABA0/TWADYCVqEdg/s320/Col-43-markIII-amrita.jpg" width="245" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px;">A Mark III recognizable by her small rectangular ports.</td></tr>
</tbody></table>
Columbia also came out with a Mark III model that was even <span style="background-color: white;">more</span><span style="background-color: white;"> competitive as a racer. It had a keel with a shorter chord and lead ballast, a modified rudder, and six additional feet of mast height. Columbia also abandoned it's trademark long, low window on the side of the house for this model and substituted two, rectangular ports on each side giving it a mean, pillbox look.</span></div>
<div>
<br /></div>
<div>
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<a href="http://2.bp.blogspot.com/-oEy_Nob2D-8/UAwQnGQwQdI/AAAAAAAABAk/fwWkILQOScc/s1600/Col43.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="365" src="http://2.bp.blogspot.com/-oEy_Nob2D-8/UAwQnGQwQdI/AAAAAAAABAk/fwWkILQOScc/s400/Col43.jpg" width="400" /></a></div>
Tripp's name is synonymous with CCA racers that have centerboards, so, naturally, there is a centerboard version of the boat as well. It has an additional 1,300 pounds of ballast and a minimum draft two feet less than the keel version.<br />
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<a href="http://2.bp.blogspot.com/-W7J2pateWO8/UAwQ5EjJzbI/AAAAAAAABAs/1CVHOQnRfoo/s1600/columbia_43_drawing.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="http://2.bp.blogspot.com/-W7J2pateWO8/UAwQ5EjJzbI/AAAAAAAABAs/1CVHOQnRfoo/s400/columbia_43_drawing.jpg" width="198" /></a></div>
The boat was well laid out for racing with a galley to port and a U-shaped dinette to starboard, a step down takes you to the main saloon with facing settees that convert to four single bunks. Forward of that is a small head to starboard with a large standing chart table and a V-birth in the forepeak, The arrangement is somewhat less desirable as a cruising boat for a couple, but it is still workable. The boat also carried 50 gallons of fuel and 50 gallons of water, about half of what you would want on a cruising boat that size.<br />
<br /></div>
<div>
</div>
<span style="background-color: white;">Columbia built</span><span style="background-color: white;"> 153 of the 43s: about a third at its yard in Portsmouth, Va., and the rest in the Costa Mesa, Calif., yard. A smaller number (about six) of the Mark IIIs were built. The longevity of heavy fiberglass construction means most are still sailing.</span><br />
<br />
At least one Columbia 43 has circumnavigated the globe. Other boats ended up scattered across the world in the Mediterranean,Caribbean and the islands of the Pacific as well as in every coastal state. A 43 in Aruba takes out 22 passengers for day sails; a job it's done every day for more than 30 years under two generations of owners. The large deck and 10-foot cockpit comfortably <span style="background-color: white;">handles</span><span style="background-color: white;"> all 22 passengers. A tough boat indeed.</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="http://4.bp.blogspot.com/-dBzH6f8wABM/T_UHo5myleI/AAAAAAAABAQ/9yN66X7xTfU/s1600/Columbia43_resized_filtered.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="http://4.bp.blogspot.com/-dBzH6f8wABM/T_UHo5myleI/AAAAAAAABAQ/9yN66X7xTfU/s400/Columbia43_resized_filtered.jpg" width="366" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px;">Columbia 43 under sail on the Columbia River.</td></tr>
</tbody></table>
<div>
Here's the Columbia 43 by the numbers:<br />
<ul>
<li><span style="background-color: white;">Length: 43 feet 3 inches</span></li>
<li><span style="background-color: white;">Beam: 12 feet 4 inches</span></li>
<li><span style="background-color: white;">Draft: 6 feet 11 inches</span></li>
<li><span style="background-color: white;">Waterline Length: 32 feet 8 inches</span></li>
<li><span style="background-color: white;">Displacement: 22,200 pounds (one source says 18,900 pounds)</span></li>
<li><span style="background-color: white;">Ballast: 9,500 pounds</span></li>
<li><span style="background-color: white;">Sail Area: 806 square feet</span></li>
<li><span style="background-color: white;">Sail Area/Displacement: 18.24</span></li>
<li><span style="background-color: white;">Ballast/Displacement: 50.26 percent</span></li>
<li><span style="background-color: white;">Displacement/Length: 257.49</span></li>
<li><span style="background-color: white;">Theoretical Hull Speed: 7.5 knots </span></li>
<li><span style="background-color: white;">Vertical Clearance: 58 feet 4 inches</span></li>
<li><span style="background-color: white;">Built between 1969 and 1974</span></li>
<li><span style="background-color: white;">Number built: 153</span></li>
<li><span style="background-color: white;">PHRF number: 102 (Columbia 43 Mark III has a PHRF number of 96)</span></li>
</ul>
</div>
</div>
Unknownnoreply@blogger.com26tag:blogger.com,1999:blog-1927278446954194780.post-88727787632432286112012-07-05T05:30:00.002+01:002016-11-03T03:41:55.771+00:00Bill Tripp's fast and beautiful boats<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-nRaKaga_eZE/WBjV_2aKesI/AAAAAAAAClA/huf2-xrqCPU5nI5RmGdVjXGWOKWnOoM5ACEw/s1600/SVdancer.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="410" src="https://3.bp.blogspot.com/-nRaKaga_eZE/WBjV_2aKesI/AAAAAAAAClA/huf2-xrqCPU5nI5RmGdVjXGWOKWnOoM5ACEw/s640/SVdancer.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">Dancer is a Tripp-designed, 55-foot flush deck aluminum cutter built in 1965 by Abeking & Rasmussen.</td></tr>
</tbody></table>
<i>Copyright by Brandon Ford, 2016.</i><br />
<i><br /></i>
<i>Dear reader, I posted a profile of Bill Tripp Jr. a couple of years ago here. Since then I've learned so much more about this great designer that I decided to repeal and replace the original post. Hope you enjoy the update.</i><br />
<br />
In the last two decades of the Cruising Club of America (CCA) rating rule, William H. Tripp Jr. became known for winning and weatherly sailboats, including the Columbia 43.<br />
<br />
He also designed, what many sailors and yacht designers consider, some of the most beautiful boats ever built in fiberglass. They continue to captivate sailors and command high prices in the used boat market today. In 2014 <i>Cruising World Magazine's</i> readers and editors chose Tripp's Columbia 50 and Hinkley Bermuda 40 as two of the "<a href="http://www.cruisingworld.com/sailboats/40-best-sailboats">40 Best Sailboats Ever Made</a>."<br />
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</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://3.bp.blogspot.com/-9Btg5K0iebE/WBjZWdf1rUI/AAAAAAAAClQ/nTvVRiKYijoLShD3dG3fdgVQz4gSZsrQgCLcB/s1600/Hinckley-40.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="230" src="https://3.bp.blogspot.com/-9Btg5K0iebE/WBjZWdf1rUI/AAAAAAAAClQ/nTvVRiKYijoLShD3dG3fdgVQz4gSZsrQgCLcB/s640/Hinckley-40.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">The Hinkley Bermuda 40, designed by Tripp, had the longest production run in U.S. history. She is as seaworthy as she is beautiful.</td></tr>
</tbody></table>
Tripp was a self-taught designer who came up through the ranks working for other designers. He worked with Phil Rhodes and then Sparkman & Stevens before hanging out his own shingle.<br />
<br />
His designs were informed by many years of racing Star-class sailboats and other sailboats while growing up. The seaworthiness of his designs owes something to his experience serving in the Coast Guard during World War II. Trip was assigned to the Offshore Patrol out of Greenport, Long Island.<br />
<br />
"This very special branch of the service created some enduring legends ...with its all-weather, all-season operations on the lookout for subs approaching our shores in the early days of the war," wrote Bill Robinson in <i>The Great American Yacht Designers</i>.* "With conventional antisubmarine vessels in short supply, sailing yachts were used as lookout posts.... There was no better school for finding out how the hull of a sailing vessel acts in a sea, and Bill found the firsthand encounter a valuable experience."<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://4.bp.blogspot.com/-l6mtG6tF5Z4/WBlfQtqJOsI/AAAAAAAAClg/lr1-ic1geFwmHq2RfPLurJ2Jn5J4Ob0ZgCLcB/s1600/mercer_44_drawing.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="640" src="https://4.bp.blogspot.com/-l6mtG6tF5Z4/WBlfQtqJOsI/AAAAAAAAClg/lr1-ic1geFwmHq2RfPLurJ2Jn5J4Ob0ZgCLcB/s640/mercer_44_drawing.jpg" width="425" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px; text-align: center;">The Mercer 44 is one of Tripp's most enduring classics even though only 14 were built.</td></tr>
</tbody></table>
<br />
Tripp was a prolific designer. In addition to providing custom racing and cruising designs for many clients, he designed production boats for Seafarer, Hinckley, Pearson, Columbia and others. An early advocate of fiberglass, he became known for flush-deck race boats with his distinctive gun-turret dog houses.<br />
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As a teenager in the 1960s, Seattle-based yacht designer Bob Perry considered Tripp his favorite designer. "Tripp’s boats had a very distinctive look, with proud sweeping spoon bows, bold sheer springs, long concave counters terminating in almost vertical transoms, and sexy and svelte cabin trunks," Perry wrote in the November/December 2011 issue of <i>Good Old Boat Magazine</i>.** "You would never mistake a Tripp design for an S&S design. They just seemed to my young eye to have a strength and boldness, kind of an 'in your face' quality. Plus, his boats were consistent race winners."<br />
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Burgoo, the Tripp-designed <a href="http://sailboatdata.com/viewrecord.asp?class_id=1231">Pearson 37-foot Invicta</a> centerboard yawl, won the Bermuda race in 1964. At that time it was the smallest fiberglass boat to ever win the race. "[I]t had all the Tripp trademark design features and it was a very sexy-looking little boat," Perry wrote. "In fact, and I could be wrong, this may be the first Tripp design to have the “gun turret” cabin trunk."<br />
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<tr><td class="tr-caption" style="font-size: 12.8px;">Ondine, a 57-foot aluminum yawl designed by Tripp, is arguably the most successful racing yacht in history. </td></tr>
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In the same race, the Class A winner was another Tripp design, <i>Ondine</i>, a 57-foot aluminum yawl built in 1960 and owned by Sumner A "Huey" Long. <i>Ondine</i> was one of the most successful racing yachts in history, according to Robinson. "With her wide beam and low center of gravity, she was designed for great sail-carrying ability and passage performance and became one of the most successful yachts in history in this respect, under an owner eager to campaign her in all oceans of the world.... she placed on the prize list of over 60 percent of the contests she entered and garnered many top trophies," Robinson wrote.<br />
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"Bill was the first to put portlights in the topsides as well as opening ports in cockpit sides to improve air circulation and communication below," said Ted Jones,*** who worked with Tripp before becoming a boating magazine editor. "He popularized flush decks on small boats (Galaxy, Medalist, Invicta, Mercer 44), and set high standards in hull and rigging scantlings that have been proven over time. He designed boats to stay together under the most difficult circumstances. I cannot recall one of his designs ever being dismasted or suffering structural damage at sea."<br />
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<tr><td class="tr-caption" style="font-size: 12.8px; text-align: center;">Columbia President Dick Valdes and designer<br />
Bill Tripp look at plans circa 1965.</td></tr>
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By the mid-1960s, Columbia, America's leading builder of fiberglass yachts at the time, approached Tripp to design a fifty footer. He produced a true classic in the <a href="http://columbia50.weebly.com/">Columbia 50</a>. When the Columbia 50 was built in 1965 it was the largest production fiberglass boat ever built by a large margin. It was the first and maybe the best loved of the Columbia boats Tripp designed.<br />
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In the next six years, he produced thirteen Columbia yachts, including the Columbia 26 MkII, Columbia 34, Columbia 39, Columbia 43, Columbia 45, Columbia 50, and the Columbia 57. The boats are vintage Tripp, but with the innovation of fin keels and spade rudders.<br />
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The C-50 attracted a strong following and still has an active owners association. For years they raced as a one-design class in California, in addition to racing in handicap events. "The Columbia 50 was a big elegant-looking boat with the same bubble house and long flush deck (of many other Tripp designs)," Perry wrote. "It was a very good-looking boat and it was fast. Seattle’s racing scene was dominated for years by a Columbia 50 called Six Pack while the smallest class was dominated by a Columbia 26 called Miller’s High Life."<br />
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<tr><td class="tr-caption" style="font-size: 12.8px;">Grundoon, a Columbia 50, in the 2012 Newport-Bermuda Race.</td></tr>
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In 1969, Columbia was the world's largest fiberglass sailboat manufacturer and Tripp designed a 57 footer, which became the largest production fiberglass boat. It displayed several of Tripp's trademark features: an unusually-long and effective waterline, high-aspect ratio sail plan, dual-surface steering system with a keel-mounted trim tab as well as a balanced spade rudder aft. Speed was derived partially from an absolute minimum of wetted surface area, and from the high prismatic coefficient hull design.<br />
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<tr><td class="tr-caption" style="font-size: 12.8px;">Encore, a Columbia 43, on her way to winning her class in Transpac. She was eighth overall in the fleet that year.</td></tr>
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In the same year, Columbia came out with the 43, which was an immediate racing success. Columbia wanted a great race boat when it commissioned Tripp to design what became the Columbia 43. Specifically, the company bosses wanted a boat that could win the Transpac race, which starts in Long Beach, Calif., and ends in Honolulu, Hi. That's exactly what they got. In 1971, <i>Encore</i>, won her class in Transpac, and was eighth overall in the fleet.<br />
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The design also dominated other big yacht races, like in the Ocean Racing Class of the Newport to Ensenada Yacht Race. In 1970 it was the world's largest ocean race at the time with 539 boats competing. <em>Blue Norther</em>, Columbia 43 hull number seven, was the overall winner.<br />
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In 1971, the racing community adopted the International Offshore Rule (IOR). Tripp fought hard against the change, but designed a 30 and <a href="http://sailboatdata.com/viewrecord.asp?class_id=2848">52-foot</a> IOR boat for Columbia and was looking forward to developing more of his ideas on the new rule. A few months later, a drunk driver lost control of his car, hurtled over the divider on the Connecticut Turnpike and smashed into Tripp's Jaguar, killing him instantly. He was 51.<br />
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Tripp's legacy endures in his beautiful boats - many of which are still sailing today. His son, William H. Tripp, III is also a yacht designer with many large and beautiful yachts to his credit, including an update of his dad's famous Bermuda 40. <a href="https://www.youtube.com/watch?v=0zQp_P8O4Bo">Hinkley commissioned Tripp III</a> to design the <a href="http://sailingmagazine.net/article-1604-hinckley-bermuda-50-design-review.html">Bermuda 50</a>, which was launched in 2015.<br />
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<tr><td class="tr-caption" style="font-size: 12.8px;">The newest Hinkley sailboat is the Bermuda 50 designed by Bill Tripp III.</td></tr>
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Sources:<br />
*<i>The Great American Yacht Designers</i> by Bill Robinson, Alfred A. Knopf, 1974<br />
**<i>The Legacy of Bill Tripp</i> By Robert Perry, <i>Good Old Boat Magazine</i>, November/December 2011 pages 14-17<br />
*** <i>Bill Tripp's Boats</i> by Ted Jones, <i>Professional BoatBuilder</i>, February/March 2007, pages 56 - 77<br />
<span class="Apple-tab-span" style="white-space: pre;"> </span>Unknownnoreply@blogger.com22tag:blogger.com,1999:blog-1927278446954194780.post-72558593900526042192012-06-29T19:17:00.000+01:002012-06-29T19:17:40.194+01:00Fairey DucklingHugh Coryn wrote to say that he had recently acquired a Fairey Duckling, built 1962 still varnished complete with her original suit of Williams sails.
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Although still usable Hugh's intention is make whatever restoration is necessary to bring her back to as near original as possible.<br />
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In the post war years Fairey produced sailing dinghies utilising techniques that had been employed in the construction of wartime aircraft. Fairey Marine output included the Firefly, Albacore, Falcon, Swordfish, Jollyboat, Flying Fifteen, 505 and International 14's along with the much smaller Dinky and of course the Duckling which was designed by Uffa Fox.<br />
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The hot moulding process was an adaptation to post war boat building of the method originally developed by de Havillands in the 1930′s for “stressed skin” wooden aircraft production, using layers of agba sandwiched together with glue over a male mould and “cooked” in a large oven called an “autoclave” By using true mass-production techniques, Fairey Marine were able to turn out vast numbers of identical boats at an unprecedented quality and price.
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As you can see Hugh's boat is a Hamble native.<br />
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<br />Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com34tag:blogger.com,1999:blog-1927278446954194780.post-17150664540504962602012-06-09T15:56:00.003+01:002012-06-12T07:28:03.780+01:00Fairey AtalantaDecked out for the Royal Jubilee this <a href="http://sailboatdata.com/viewrecord.asp?class_id=101">Fairy Atalanta</a> has it's origin if not precisely in the Coronation year 1953 but is certainly a product of that post war period of English enthusiasm and innovation. <br />
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Fairey Marine applied hot moulded wooden construction developed in wartime, to production boat building, the technique enabled light weight and strong construction in the days before GRP became ubiquitous.<br />
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History recalls the Atalanta came about through the collaboration between Allen Vines a senior Fariey Marine executive and designer Uffa Fox, the Atalanta was conceived as a trailable shallow draft performance cruiser with the sea keeping capabilities and safety of a fin keel yacht.<br />
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There were three variants of the Atalanta, a 26ft (8.1m) hull with a slightly shorter cockpit and more headroom called the Titania (named after another Fairey flying boat), a larger version the Atalanta 31 (9.45m) and the Fulmar a 20ft(6.1m) version with a single lifting keel.
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In 1955, Fox designed a 24ft (7.32m) prototype based on some of the concepts demonstrated by Vines in a development of the company's Albacore and after extensive trials the first 26ft (7.92m) Atalanta class boats were launched in June 1956. By 1968, when production ceased, some 291 Atalanta variants had been built at Fairey’s Hamble Point yard.
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The Atlanta has a double berth cabin aft and a two-berth cabin, galley and heads forward. The self-draining cockpit has room for six, the unconventional but practical whipstaff tiller allows the maximum space to be utilised. Control lines, and halyards are handled from the cockpit and the headsails and anchor can be deployed by standing in the forehatch. The relatively modest rig and sail area needed to drive the lightweight hull make for easy sail handling as well as lower capital cost, with the additional benefit that the short mast is easily rigged or lowered for towing.
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Many of these craft are still sailing and there is an active <a href="http://atalantaowners.ning.com/">owners association</a> plus you can follow Atalanta owner and fellow <a href="http://faireyatalanta.blogspot.co.uk/">blogger Roy Woolley</a> for first hand insight.Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com8tag:blogger.com,1999:blog-1927278446954194780.post-58073002689102724772012-04-01T05:53:00.001+01:002012-04-01T06:14:47.973+01:00Brigand<span style="font-style: normal; ">We had an interesting letter from Francesco Tomei who describes himself as " proud italian owner of the wonderful Brigand 7,50 - Nonnopio."<br /><br /><a href="http://1.bp.blogspot.com/-FBSldMRpcI0/T27BgD_Y_lI/AAAAAAAAC2I/ZBsID1Ip8Os/s1600/LNI%2BPI%2B.%2BR.M.P.%2B22%2B03%2B09%2B228.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 214px; height: 320px;" src="http://1.bp.blogspot.com/-FBSldMRpcI0/T27BgD_Y_lI/AAAAAAAAC2I/ZBsID1Ip8Os/s320/LNI%2BPI%2B.%2BR.M.P.%2B22%2B03%2B09%2B228.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5723724933005639250" /></a><br /><br />The Brigand was built in Italy by C.I.M.A. shipyard during the 1970's to a design by Charles Nicholson of Camper & Nicholson. Other than several examples for sale Google failed to come up with any more information on the Brigand, it's an interesting connection as I believe that C&N also sold the 303 under license in Italy which was a Ron Holland designed IOR half tonner made infamous by the 1979 Fastnet disaster.<br /><br /><a href="http://3.bp.blogspot.com/-GLkESEpcKkc/T27Bfk-kQMI/AAAAAAAAC18/2oHu7uVb8M4/s1600/LNI%2BCR%2BFI%2B16%2B03%2B08%2B%252895%2529.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 214px; height: 320px;" src="http://3.bp.blogspot.com/-GLkESEpcKkc/T27Bfk-kQMI/AAAAAAAAC18/2oHu7uVb8M4/s320/LNI%2BCR%2BFI%2B16%2B03%2B08%2B%252895%2529.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5723724924680683714" /></a><br /><br />Francesco completely restored Nonnopio in 2006 at his yard in Viareggio, he writes <span style="font-style:italic;">"this amazing little jewel deserve to be on the list of your 1001 boats, and on a good ranking position too! In my opinion, looking at the designer, at the shape and at the marine qualities she could be on the same level of boats like Muscadet and Ecume de Mer."</span><br /><br /><a href="http://2.bp.blogspot.com/-zqtJJm5kFp0/T27Be5OSgoI/AAAAAAAAC1w/hm6ihvvLuSQ/s1600/Coppa%2BCarnevale%2B09.jpg%2B%2528125%2529.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 214px;" src="http://2.bp.blogspot.com/-zqtJJm5kFp0/T27Be5OSgoI/AAAAAAAAC1w/hm6ihvvLuSQ/s320/Coppa%2BCarnevale%2B09.jpg%2B%2528125%2529.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5723724912935469698" /></a><br /><br />He continues, "</span><i>these last 2 models are probably much more famous because in France, as well as in Great Britain there is a much deeper and bigger sailing tradition than in Italy.</i><br /><br /><span style="font-style: italic; ">Brigand really deservse your attention, because she still holds the market very well, as much as the sea itself, in the harbour of my city (Viareggio) there are at least 10 of theese boats, and much more in Italy, and in regatas she often wins against younger and bigger boats.... also in real time."<br /><br />"with friends or by myself, with any kind of weather She always took me home... ok, I've never faced an hurricane, but I've sailed from Calvi to Capraia Island in 7 hours and 30 minutes with a Mistral at 53 knots, and I've faced the Sea more than one time."</span><br /><br /><a href="http://3.bp.blogspot.com/-_JYCYFjhWAw/T27BebvBMvI/AAAAAAAAC1k/_T8nGMI8co0/s1600/P1050827.JPG" style="font-style: normal; "><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/-_JYCYFjhWAw/T27BebvBMvI/AAAAAAAAC1k/_T8nGMI8co0/s320/P1050827.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5723724905019683570" /></a><br /><br />Having sailed the Mediterranean and experienced the sudden force of the Tramontana, a wind similar to the Mistral in the south western parts of France and Spain I know that Francesco's description speaks of a good sea boat.<br /><br /><a href="http://4.bp.blogspot.com/-2b8qC2BEuTg/T27BdqEdnVI/AAAAAAAAC1Y/r4KmRTpeqjU/s1600/IM000371.JPG" style="font-style: normal; "><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 240px; height: 320px;" src="http://4.bp.blogspot.com/-2b8qC2BEuTg/T27BdqEdnVI/AAAAAAAAC1Y/r4KmRTpeqjU/s320/IM000371.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5723724891687853394" /></a><br /><br />Thanks to Francesco for bringing Brigand to our attention and providing insight about the boat. A Google search doesn't provide much information so if any readers know more about Brigand wed be delighted to hear from you.Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com4tag:blogger.com,1999:blog-1927278446954194780.post-24954018817252130312012-02-03T08:52:00.005+00:002012-02-03T16:13:51.737+00:00Swan 38 - The Definitive Cruiser/RacerReaders of novels are willing to believe the most outrageous and tortuous plots - in the case of my, as yet, unfinished novel it's about unethical journalism, civil service corruption and murderous politicians - but only if the small, familiar details are correct. Since the central character in the tale I am currently writing, has to sail through, and survive, a terrifyingly violent storm, and later prevail in a fight with one of the chief villains, while navigating the overfalls of a treacherous tiderace, in a wind-over-tide gale, (guess who goes overboard!) my choice of boat was an easy one. Just as James Bond would not be credible without his Walther pistol and his Aston Martin, my story's hero, so my theory goes, could not be sent into stormy waters in an inadequate boat. If the detail is wrong, the plot will sink without trace.<p><a href="http://2.bp.blogspot.com/-c0_9UgsSbX8/TylWLgdkMxI/AAAAAAAABrw/MQSszW9v53A/s1600/swan%2B38%2B1.jpg"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 351px; height: 384px;" src="http://2.bp.blogspot.com/-c0_9UgsSbX8/TylWLgdkMxI/AAAAAAAABrw/MQSszW9v53A/s400/swan%2B38%2B1.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5704185158733935378" /></a>The above, I hope, helps explain two things; why I have been too occupied to write here for a couple of months, and why I'm now writing about a Finnish boat instead of a French one.</p><p></p><p>The Swan 38 is one of my two or three favourite ever boats, and the only one I could choose for my fictional hero. If I wanted a boat I could trust to last me for the rest of my life, and to take me anywhere I desired to sail, the Sparkman and Stephens designed Swan 38 would be number one on my list. In terms of quality of build, design pedigree, strength, longevity and looks, this boat can stand comparison with any other yacht produced anywhere, at any time. But what makes the Swan 38 better, to my mind, than any other yacht of its size, is its ability to make open sea passages in all weathers, while keeping its crew comfortable, confident, and rested.</p>The design was commissioned from the legendary New York architects Sparkman and Stephens by the Finnish yachtbuilders Oy Nautor Ab in 1974. Nautor had already had considerable commercial success with a series of S&S designed Swans ranging from 36 to 65 ft LOA. The Swan 38 was designed as a more compact version of their outstandingly successful 1967 Swan 43 design, which had proved to be a fast boat at every level of racing competition, even winning a place in the 3 boat British Admiral's Cup team of 1969.<br /><p>At the time of its introduction, Nautor had recently undergone a change of management, but the new owners were as determined as the founder, Pekka Koskenkylä, to build yachts of the highest quality. The 38 is no exception. It's backbone is a massive stainless steel girder, solidly glassed into the bottom of the hull. This rigid base carries the loads of the mast and of the 7000lb keel and endows the GRP hull with enormous strength and stiffness. Most of the boats were built with a teak deck beautifully laid on top of the GRP top moulding. This deck, though lovely to look at, will inevitably need replacing one day at considerable cost, and for the keen racer, its weight must be considered unnecessary. But, if you're thinking of becoming the owner of a Swan, you will probably be prepared to put up with the extra expense, every quarter-century or so, in order to be able to walk those teak planks.</p><p><a href="http://3.bp.blogspot.com/-HBiXFA8Ifz4/TylWdh8pTqI/AAAAAAAABr8/BpGu8ROeV6w/s1600/swan%2B38%2B2_marina.jpg"><img style="float:right; margin:0 0 10px 10px;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/-HBiXFA8Ifz4/TylWdh8pTqI/AAAAAAAABr8/BpGu8ROeV6w/s400/swan%2B38%2B2_marina.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5704185468370374306" /></a>No doubt experts will correct me if I'm wrong, but I believe the 38 was the first of the Swans to sport the signature, low, slope-sided, coachroof wedge which seems to grow out of the deck and merge into the cockpit coaming, and which, for a time, became a characteristic feature of the marque, until it was copied by many other designers. This feature makes the decks appear wider and allows excellent forward visibility from the cockpit.</p><p>Down below the joinery is immaculately made and polished to a cabinetmaker's finish. The Swan 38 was considered a roomy yacht in its day, and although it can't now compare for spaciousness with modern yachts of similar overall length, the hull's deep sections and relatively substantial displacement give it plenty of volume, so storage space is generous and useful.</p><p>Unlike the larger 43 of the same era, the main saloon is abaft the through-deck mast, so the social space is unobstructed. There are good seagoing pilot berths outboard of the settee berths so that the off-watch crew can sleep securely in bad weather.</p><a href="http://4.bp.blogspot.com/-cQWVaUwdae4/TylW28YdEVI/AAAAAAAABsI/QBBqgaIQLOs/s1600/Swan%2B38%2B6%2Bsaloon.jpg"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/-cQWVaUwdae4/TylW28YdEVI/AAAAAAAABsI/QBBqgaIQLOs/s400/Swan%2B38%2B6%2Bsaloon.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5704185904963064146" /></a>The forward facing chart table to port allows the navigator to work on a large flat area, with bulkhead space for instruments, under-desk storage for charts, and, on some boats, a useful shelf for pilot books, without disturbing any resting crew. It is separated from the decent size galley opposite by the engine box and companionway steps. Behind the navigator there is a good size oilskin locker. <br /><br />Further aft there is a usefully private, if slightly cramped, aft cabin under the cockpit. It is reached by a short passage on the port side, and it offers a double berth for when you get lucky in harbour, as well as a single quarter berth to port. There's not much headroom here, but the space gives the owner or skipper some privacy, and allows him, or her, while lying in the starboard double berth, to communicate with the crew through an opening hatch to the saloon, or through a small opening port into the cockpit.<br /><p>Forward of the mast there is an adequately roomy WC/shower compartment to port with hanging locker and drawer space to starboard. Further forward still, the forecabin is dominated by bin stowage for the wardrobe of racing sails that a yacht of this type would have been expected to carry. Pipecots fold down over the bins when needed for harbour use. Many of the boats have now been adapted, for cruising or charter, by having this space converted into a proper cabin for two with a permanent 'V' berth.</p><p><a href="http://1.bp.blogspot.com/--q0pK3w6heM/TylXjlabUwI/AAAAAAAABsU/bCEppasHQrY/s1600/swan%2B38%2B3%2Bcockpit.jpg"><img style="float:right; margin:0 0 10px 10px;cursor:pointer; cursor:hand;width: 300px; height: 400px;" src="http://1.bp.blogspot.com/--q0pK3w6heM/TylXjlabUwI/AAAAAAAABsU/bCEppasHQrY/s400/swan%2B38%2B3%2Bcockpit.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5704186671891436290" /></a>The cockpit is comfortable but not overlarge, as in inshore racing situations most of the crew would be on deck, either perched on the weather rail or operating halyards, downhauls and winches grouped on a flat working area of the cabin roof abaft the mast. When racing or cruising offshore, only half the crew could be expected to be in the cockpit at once; the rest would be below for much of the time. There is a liferaft stowage locker to port, and a bridge deck which, together with a single shallow hatch slide, prevents water from a flooded cockpit entering the cabin.<br /></p><p> The Swan 38 is an easy boat to sail. Her wide decks enable rapid and safe crew movement for sailhandling and harbour manoeuvres, and the simple, single-spreader rig enables her to be sailed shorthanded. Being a pedigree S&S design, she handles beautifully on all points of sailing, especially to windward, when she can be trimmed to balance perfectly with just enough weather helm for feel. Like most IOR inspired yachts of her day she can sometimes be a handful when sailing fully-powered dead downwind. </p><p>Production of the Swan 38 ended in 1979 with 116 hulls built. Today most examples will have been fitted with headsail roller reefing gear and modern electronic navigation aids. The best examples will have been professionally maintained by a top quality yard and may have new teak decks and an upgraded modern diesel. If you want one you will probably have to spend £70-100,000, but this could turn out to be an excellent investment, as prices are unlikely ever to fall below today's. </p><p> </p><p style="margin-bottom: 0cm">The Swan 38, in my opinion, is the best cruiser/racer ever. She may not be as fast downwind in smooth water as a some other boats of her size. She may not be as roomy as most more modern 38 footers. She won't plane on a reach at 15 knots in a 12 knot breeze like some of today's ultra-lightweight scaled-up dinghies. She is, however, one of a very few great sailing boats that can win races, cross oceans, go weekend family cruising or shorthanded passage making and can be absolutely relied on to make ground to windward in gale force wind and heavy seas when your life depends on it. As a bonus, she is strongly built and finished to immaculate standards by Nautor of Finland, a marque which, for yachtsmen of my age, carries the same exclusive cachet and promise of quality, as the Rolls-Royce brand once did for motorists.</p><a href="http://2.bp.blogspot.com/-NEx9ZXt9W44/TylY0A1eiQI/AAAAAAAABsg/dksv_L340LY/s1600/swan38_profile2.jpg"><img style="float:right; margin:0 0 10px 10px;cursor:pointer; cursor:hand;width: 305px; height: 400px;" src="http://2.bp.blogspot.com/-NEx9ZXt9W44/TylY0A1eiQI/AAAAAAAABsg/dksv_L340LY/s400/swan38_profile2.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5704188053642184962" /></a><p><br /></p><p><br /></p><p> Swan 38<br /></p><br />Designer: Sparkman & Stephens<br />Builder: Oy Nautor Ab (now called Nautor's Swan)<br /><br />LOA 38'-0"<br />LWL 28'-9"<br />Beam 11'-7"<br />Draft 6'-4"<br />Displacement 16,120 lbs<br />Ballast 7,050 lbs<br />Sail Area 682 sq ft<br /><br />Acknowledgements:<br /><p>Thanks to James Bull of <a href="http://www.swanyachtcharter.co.uk/swan38.html">Swan Yacht Charter</a> for permission to use the images shown here. More photos and details of the Swan 38 "<em>Cimaroon</em>", available for charter, can be found at the <a href="http://www.swanyachtcharter.co.uk/swan38.html">Swan Yacht Charter website</a></p><p>Further links:<br /><a href="http://features.boats.com/boat-content/2003/07/swan-for-all-seasons/">Article at Boats.com<br /></a><a href="http://sparkmanstephens.blogspot.com/2011/09/swan-38-design-2167.html">Sparkman & Stephens</a> (to view drawings and plans) </p>Patrick Hayhttp://www.blogger.com/profile/05090255988359454330noreply@blogger.com8tag:blogger.com,1999:blog-1927278446954194780.post-71833580547369557232011-12-23T13:31:00.015+00:002011-12-24T13:07:02.853+00:00SlacktideHere’s something very different from Dave Zeiger of <a href="http://www.triloboats.com/aboutus.html">TriloBoats</a> which are a family of barge/scow hulls that have been adapted for fast and easy construction in plywood. Dave and his family have what might appear an alternative and enviable lifestyle living aboard their 26 foot Trilo - Slacktide among the islands of Southeast Alaska's Alexander Archipelago.<br /><br /><a href="http://4.bp.blogspot.com/-xbLoAMyGyAU/TvSDHblYPjI/AAAAAAAACmw/7kl7R2-PsAQ/s1600/164841_101723653237157_100001985674721_12352_6413533_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 240px; height: 320px;" src="http://4.bp.blogspot.com/-xbLoAMyGyAU/TvSDHblYPjI/AAAAAAAACmw/7kl7R2-PsAQ/s320/164841_101723653237157_100001985674721_12352_6413533_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316392962637362" /></a><br /><br />If you think of Dave and family in terms of <a href="http://en.wikipedia.org/wiki/Walden">Ralph Waldo Emerson</a> then perhaps Slacktide is analogous to Walden Pond. At 26' x 7' x 1' Slacktide is engine-free, a junk ketch-rigged sailing barge “not one of those curvaceous barge-babes, either, but a four-square and unrepentant box barge”<br /><br /><a href="http://3.bp.blogspot.com/-5aOxJiUpH8E/TvSDHRXLSnI/AAAAAAAACmk/eL7mhys1GZA/s1600/164820_101723369903852_100001985674721_12339_6415730_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://3.bp.blogspot.com/-5aOxJiUpH8E/TvSDHRXLSnI/AAAAAAAACmk/eL7mhys1GZA/s320/164820_101723369903852_100001985674721_12339_6415730_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316390218713714" /></a><br /><br />Slacktide is wind and human powered so sailing, sculling, drifting and idling are important pastimes. When the wind is fair and the tide a'rising, she will skim the shorelines or thread tiny passages between islets. When at anchor or waiting on the next tide Dave and family are afforded the perfect location from which to while away the day, drawing (boats from Dave, plants and animals from Anke), making music and exploring realms of the senses.<br /><br />Compared to many of the boats featured on 1001 Boats “Slacktide” might be described as plain or even odd, but that’s to miss the point and a long history of slab sided working boats such as the sharpie, scow and barge. Reference England’s east coast barge trade, square section barges of 80 to 90 feet carrying immense cargos of up to 100 tons under sail through the shoal rivers and right into the port of London, often crewed by just a skipper and mate speak of an efficiency and fitness for purpose. In her way Slacktide draws many parallels, her form is a direct consequence of her intended function and owners purpose.<br /><br /><a href="http://1.bp.blogspot.com/-61URO6l6aGk/TvSDHELuBmI/AAAAAAAACmc/6z3Ku1vDp9U/s1600/164585_101723419903847_100001985674721_12342_3287590_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/-61URO6l6aGk/TvSDHELuBmI/AAAAAAAACmc/6z3Ku1vDp9U/s320/164585_101723419903847_100001985674721_12342_3287590_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316386680997474" /></a><br /><br />That’s not to say that Dave’s aesthetic is constrained by straight lines functionality, as he comments on his blog,<br /><br /><i> “.. don't get me wrong! I love curvaceous beauties, gleaming golden in every lissom line! The glint of brass and stalwart patina of bronze. Makes my heart go pit-a-pat!”<br /><br />If I had a magic wand… sweet and curvy would suit me just fine. She'd be cold-moulded and dynel sheathed. Copper plated, from the boot-stripe down in strips hand-spilled and hammer fit by masters. She'd be tricked out with bronze hardware and copper running lights. Teak decks and resin plus gel-coat in lieu of paint. For easy maintenance, you know. A custom, welded stove would warm her, reminiscent of the old Shipmates, right down to the embossed anchors on the face.”<br /><br />But I think of our box barges as the Least Common Denominator in boats. They are, quite literally, the least possible effort you can expend and still have a capable cruiser. KISS, even by barge standards. By almost any performance criterion, it's uphill from there. They are the lowest of the low. The bottom of the barrel.<br /><br />But that's kind of empowering, don't you think? Look at how well they do... look at all the fun you can have on one! Their virtue is that their bang-for-the-buck ratio is through the roof. If any dreamboat is in reach, it's this kind, and it just gets better. And they do have sort of work-a-day good looks to them... don't they? Anyone?”</i><br /><br />The answer to which is “yes they do.”<br /><br /><a href="http://1.bp.blogspot.com/-dsVqkRSxvw4/TvSC-M7GUCI/AAAAAAAACmQ/iCvMFL4qJoE/s1600/164172_101723536570502_100001985674721_12346_8048406_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://1.bp.blogspot.com/-dsVqkRSxvw4/TvSC-M7GUCI/AAAAAAAACmQ/iCvMFL4qJoE/s320/164172_101723536570502_100001985674721_12346_8048406_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316234408382498" /></a><br /><br />For further proof point of Slacktide’s fitness for purpose we should perhaps look at Dave’s previous boats. The first was a 19 foot Phil Bolger built Micro called Zoon, despite her small size the family proved to themselves that such a sailboat, even a small one “might be a good place to live.”<br /><br />Zoon was followed by Luna, described as 31foot and “Bolgeresque” a slightly larger interpretation of Phil Boger’s Advanced Sharpie AS29.<br /><br /><a href="http://4.bp.blogspot.com/-I7xYdcTyZso/TvSC9w0WG8I/AAAAAAAACmE/kZyrs9m8pKU/s1600/164086_101723573237165_100001985674721_12349_4493873_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 288px; height: 216px;" src="http://4.bp.blogspot.com/-I7xYdcTyZso/TvSC9w0WG8I/AAAAAAAACmE/kZyrs9m8pKU/s320/164086_101723573237165_100001985674721_12349_4493873_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316226863864770" /></a><br /><br />With Luna sold and lessons learned, Dave and family used their unique experience when they embarked on the design and build of Slacktide, as the next generation vessel which incorporates several features ranging from unusual to outright experimental.<br /><br /><a href="http://2.bp.blogspot.com/-CfBnTDabbwc/TvSC9uBZ17I/AAAAAAAACl4/bXQj6EXFXfg/s1600/162907_101723596570496_100001985674721_12350_706828_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://2.bp.blogspot.com/-CfBnTDabbwc/TvSC9uBZ17I/AAAAAAAACl4/bXQj6EXFXfg/s320/162907_101723596570496_100001985674721_12350_706828_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316226113329074" /></a><br /><br />Sea trials were aimed to answer questions about the viability of the following:<br /><br />Slacktide is a box barge – while there are several examples of sailing box barges, few if any sail as general cruisers in anywhere near the range of conditions found in SE Alaska, in particular, could she make good in moderate gale conditions?<br /><br />The bottom is a trampoline structure, there are no internal stiffeners over the large and dead flat cabin sole (the inside of the hull). It's designed to flex. As a result the copper bottom plates were glued, not fastened to avoid barnacle-like nail-heads<br /><br />The large, side-windows are little more than a foot above the waterline.<br /><br />The low foredeck is just over two feet above the waterline in order to maximize the forward windows and allow good steering visibility from a sitting position, inside the cabin.<br /><br />Her centre boards are arranged on cable travellers to allow them to stow aft providing a clear and unrestricted view while at anchor.<br /><br />The mizzen mast is off-center – displaced over one foot to port.<br /><br />The junk topsail cut is unusual – inspired by Polynesian crab-claw rig.<br /><br />A SeaCycle ® Drive Unit has been fitted for windless propulsion – this is like an outboard, but with rotary pedals (like a bicyle's) in place of the motor<br /><br /><a href="http://4.bp.blogspot.com/-ir6oCI_CtJE/TvSC9XtYxLI/AAAAAAAACls/5h0v9_NIsKQ/s1600/162762_101723553237167_100001985674721_12348_8308086_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://4.bp.blogspot.com/-ir6oCI_CtJE/TvSC9XtYxLI/AAAAAAAACls/5h0v9_NIsKQ/s320/162762_101723553237167_100001985674721_12348_8308086_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316220123792562" /></a><br /><br />SLACKTIDE was intended for year-round, live-aboard cruising, since Dave and family have been living continuously aboard now, through two and a half seasons sailing about 428 nautical miles, they have had good opportunity to test her suitability. Details of those extended sea trials are available on <a href="http://www.triloboats.com/articles.html">their web site</a>, in the sense that Slacktide is a boat that gets you where you want to be, the photos suggest that she does the job well<br /><br /><a href="http://4.bp.blogspot.com/-nMQCIcmbV60/TvSC9KS1-lI/AAAAAAAAClg/M2qHlwtMUNk/s1600/162732_101723406570515_100001985674721_12341_2742594_n.jpg"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 240px;" src="http://4.bp.blogspot.com/-nMQCIcmbV60/TvSC9KS1-lI/AAAAAAAAClg/M2qHlwtMUNk/s320/162732_101723406570515_100001985674721_12341_2742594_n.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5689316216522799698" /></a><br /><br /><a href="http://www.facebook.com/media/set/?set=a.102585273150995.3780.100001985674721&type=1&l=8dc8bb071f"><span style="font-weight:bold;">Luna</span></a><br /><br /><a href="http://www.facebook.com/media/set/?set=a.101723246570531.2491.100001985674721&type=1&l=1410938f1b"></a><a href="http://www.blogger.com/post-edit.g?blogID=1927278446954194780&postID=7183358054736955723"><span style="font-weight:bold;">Slacktide</span></a><br /><br /><a href="http://triloboats.blogspot.com/"><span style="font-weight:bold;">Blog</span></a>Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com28tag:blogger.com,1999:blog-1927278446954194780.post-35588930517823535832011-12-18T06:43:00.001+00:002011-12-18T06:46:29.939+00:00Foxer DinghyMembers of the Hamble River Sailing Club Foxer Fleet can be seen sailing every weekend, out on the water all year around summer and winter alike.<br /><br /><a href="http://3.bp.blogspot.com/-bUgVLbCSRW0/Ttkg342IMZI/AAAAAAAACiU/7VRLENTJVAE/s1600/foxers%2B2.jpg" onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 251px;" src="http://3.bp.blogspot.com/-bUgVLbCSRW0/Ttkg342IMZI/AAAAAAAACiU/7VRLENTJVAE/s320/foxers%2B2.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5681608549428900242" /></a><br /><br />Designed by David Thomas (who also designed the Sigma 33) as a versatile sailing dinghy and yacht tender, the Foxer attracts some very experience helms and the fleet is characterised by close and competitive racing.<br /><br />Length: 3.25m (10' 8")<br />Sail Area (Mono): 6.3m² (68 sq ft)<br />Beam: 1.37m (4' 6")<br />Weight: 78 kg (172 lbs)<br /><br /><a href="http://1.bp.blogspot.com/-NfAnXJfTg_k/Ttkg3uAL7oI/AAAAAAAACiE/PK2rxU7vcUk/s1600/foxers%2B1.jpg" onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 229px;" src="http://1.bp.blogspot.com/-NfAnXJfTg_k/Ttkg3uAL7oI/AAAAAAAACiE/PK2rxU7vcUk/s320/foxers%2B1.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5681608546518298242" /></a><br /><br />The <a href="http://www.foxerdinghy.com/Foxer_Dinghy_Site_optimised/Welcome_to_Foxer.html">FOXER</a> is a boat you sail IN rather than on. The exceptional stability and simple to control rig means there is no need to perch on the sides or hang overboard when sailing to windward - helms aged 8 to 80 with any degree of physical fitness can sail within their limits, while enjoying outstanding sailing qualities and safety.<br /><br />The distinctive red, black and white Foxer sails have become and integral part of the Hamble weekend waterfront.Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com5tag:blogger.com,1999:blog-1927278446954194780.post-23210176808423276062011-12-14T09:17:00.001+00:002011-12-14T09:19:27.608+00:00Nicholson 48I’m not really a fan of centre cockpit yachts, but the exception proves the rule as they say. The first time we went aboard a Nicholson 48 was in Scotland Bay, Trinidad. Growler monkeys could be heard among the steep and thickly wooded shore as we rowed over to swap some books, our conversation led to an early evening beer and on to a dram from the ships supply of single malt.<br /><br /><a href="http://2.bp.blogspot.com/-07i2D1c28YE/TtuvK2ddpvI/AAAAAAAACjY/4FO7zhQAszE/s1600/nic%2B48.jpg" onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 320px; height: 195px;" src="http://2.bp.blogspot.com/-07i2D1c28YE/TtuvK2ddpvI/AAAAAAAACjY/4FO7zhQAszE/s320/nic%2B48.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5682327955810658034" /></a><br /><br />Our hosts proudly showed us around their boat and what we discovered was a strongly built and hugely practical long distance cruiser. Designed in the 1970’s for serious offshore cruising the Nicholson has a full, encapsulated keel, comfortable motion and well planned accommodation. With a sail area to displacement of 12.07 the Nic is perhaps a little under canvassed but the ketch rig, with everything in board, is easy to work with a small crew. The deep centre cockpit with permanent cover works equally well offering protection and security from the in the blazing Caribbean heat or the cold, wet waters of the Western Isles.<br /><br /><a href="http://4.bp.blogspot.com/-E8oj-n2XcEk/TtuvKpzY7UI/AAAAAAAACjM/xWJE7ZsiAEo/s1600/nicholson_48_drawing.jpg" onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 183px; height: 320px;" src="http://4.bp.blogspot.com/-E8oj-n2XcEk/TtuvKpzY7UI/AAAAAAAACjM/xWJE7ZsiAEo/s320/nicholson_48_drawing.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5682327952412962114" /></a><br /><br />Although the styling places the Nicholson firmly in the 1970s – touches such as the venetian blinds seen on many examples, the design has a timeless quality and an image which speaks of quality and fitness for purpose which has aged well.<br /><br />LOA 47' 6"<br />LWL 34' 3"<br />Beam 12'<br />Draft 7' or 5'5" (shoal draft version)<br />Displacement 31,300lbs<br />SA/Dis 12.07<br />Bal/Dis .32Bursledon Bloggerhttp://www.blogger.com/profile/14020592383830135476noreply@blogger.com1