Professional Documents
Culture Documents
Page 44
FEATURES
2 • WoodenBoat 131
DEPARTMENTS
5 Editor's Page
6 Letters
10 Calendar of Events
131 Boatbuilders
143 Classified
160 Index to Advertisers
July/August 1996 • 3
"BLEW MAX" Best in Show-Sail lor 1994 & 1995
Features/Events:
The Quick-and-Dirty Boatbuilding Contest,
Kids' Workshop, The Dinghy Workshop,
Marine Flea Market, Top-Quality Marine
Hardware and Accessories, Live Entertainment,
Great Louisiana Cooking, and Much More.
July/August 1996 • 5
LETTERS
Casting Bronze
Working in a boatshop requires certain considerations to ensure your
Dear Woodenboat,
safety and health. We want you to enjoy doing your own work, but urge
I read with interest the article entitled
you to exercise caution throughout the process. Before using a power or
"Casting Bronze" by Richard Furneaux
hand tool with which you are unfamiliar, consult operating instructions.
Remsen (WB No. 130). Your readers
Many materials found in boatshops are deadly and have long-term ill
may be interested in contacting the
effects; before using any toxic material, consult the Material Safety
American Foundryman's Society, Inc.,
Data Sheet for that substance. Above all, protect yourself from improper
505 State St., Des Plains, II. 60016-8399.
use that may lead to permanent injury or death.
They maintain an extensive library on
—Ed.
foundry processes. In addition, the AFS
can provide a list of foundries and
suppliers thoughout the United States include "molder" boots, which have should not be used in boatbuilding.
for those who need special or unusual elastic sides and are designed to be He is quoting figures used in the
castings. kicked off, and leather spats over the Schneider/Phillips study in which they
W.L. Tordoff molder boots. Molten metal has a way used maple blocks to test the glued-
Columbus, Ohio of getting into shoes, and laced boots up samples. In all instances, the poly-
would never come off fast enough. urethane glue f a i l e d before the
Dear WoodenBoat, David Johnson samples of glued-up material did.
Concerning your article, "Casting West Allis, Wisconsin Investigating the shear strength of
Bronze," in issue No. 130, I would like maple as opposed to other woods, I
to point out a safety problem in the Polyurethane Glues—Again, discovered t h a t maple has a much
photo on page 81 of the author skim- Again higher shear strength than does poly-
ming dross from the crucible. Mr. Dear Matt, urethane glue. However, most boats
Remsen is not wearing the proper In WoodenBoat No. 129, there is an are not made of maple, but rather
foot protection and could be seriously article by Prof. Richard Jagels entitled from woods such as Douglas-fir, cedar,
injured if the crucible tipped over or "Polyurethane Glues—Again," in which spruce, white pine, and others that
ran out. Proper foot protection would the author i m p l i e s t h a t t h i s glue are much softer and more resistant
6 • WoodenBoat 131
to degradation than maple. The shear use of a Block Island double-ended ships. Some people have an uncanny
strengths of these materials are much sailboat. I believe the person to whom a b i l i t y to combine perception,
less than the shear strength of poly- you make reference is Fred Benson, imagination, and research to make
urethane glue and, therefore, will not who has been an island fixture since clear sense w i t h economy. John
break at the glue line under applied 1902. On April 14, 1996, Mr. Benson— Gardner, for instance, had it.
stress. Rather, the wood will break farmer, fisherman, educator, coach, Stephens has it, too. It's awfully
long before the glue line will part. historian, and skilled boatbuilder— rare. I noticed it in the very first
The above information was never celebrated his 101st birthday. paragraphs, in which he so deftly puts
covered in the article and has left many Although I have not listened to the us, first, in the setting, and second,
people with the wrong impression. I tapes, I am sure that anyone who does in the past, when it was so hard to
have found polyurethane glue to be will find Fred's discussion and com- traverse. But then, third, finer yet, he
extremely strong and easy to use in ments as i n s i g h t f u l and engaging as replicates the "discovery" of the
boat and a i r c r a f t wooden-structure Fred himself. It is great to know that water route through the Adirondacks.
fabrication. I have found it to set up someone had the foresight to record A small point, but typical of his
better than epoxy at low temperatures such discussions so we might preserve imaginative grasp that gives life to
without any loss of strength. them for generations to come. the entire article.
Dick Harrington Mark Bracci Mason Smith
Hancock, New Hampshire Block Island, Rhode Island Long Lake, New York
July/August 1996 • 7
LETTERS
fart, I consider teak-deck care one have to do is w a i l , and the only tool it breasted monstrous Floatabago
of my specialties. The use of ply- you need at this point is a pencil. The wakes with aplomb.
wood under a new teak deck must surface will dry quickly; any areas Then, in "Letters," there was Robert
he made with the utmost care, hut t h a t don't dry are leaks or, at least, Douglas's argument against plywood
if used correctly plywood g r e a t l y p o t e n t i a l leaks. Mark all of these subdecks, referring to my article on
increases the s t r u c t u r a l s t a b i l i t y of spots, and make local repairs later. I COPPERHEAD's new deck a couple of
one of the most p o t e n t i a l l y weak use this procedure on all of my deck issues ago (WB No. 127).
areas of boat construction. jobs, and have found it very effective, I agree that plywood subdecks of
The vastly improved q u a l i t y of Gordon E. Reed old often left much to be desired. Oil-
today's high-end plywood has almost Bath, Maine based bedding compounds tended to
e l i m i n a t e d t h e old stereotypes dry out, letting water migrate under
about the material. This, coupled Adirondack Guideboats and overlays to cause rot and the hard-
with the use of epoxies and modern Plywood for Decks Redux to-trace leaks Douglas complained
single-part adhesives, has eliminated Dear M a t t . about. And, overlays set in b r i t t l e
all (he excuses for not using plywood Wow, what a great issue! WB No. 130 polyester resins, which are prone to
in all of the old taboo areas, such as put me on the couch and wouldn't cracking, often brought the same
underlayments. let me up u n t i l I'd read nearly the results.
I will share with your readers one whole thing. But modern flexible "goos" have
of my trade secrets. There is, in fact, Plywood came to mind right away, changed all t h a t . Newer bedding
a way to find leaks in teak decks, s t a r t i n g w i t h the Adirondack guide- compounds, like 3M 5200, however,
whether they are laid directly on t h e boat on the cover. The most enjoyable come with their own drawbacks. Let's
deckbeams or not. In order for t h i s boat I've ever rowed (and I've rowed assume COPPERHEAD survives another
method to work correctly, the deck lots of boats) was a cold-molded ply- 30 or 40 years and then needs major
must be of raw teak; it must not be wood Saranac Laker. Shells are clearly deck repairs. They'll likely be tough
treated with any oil or other dressing. faster, but for multiple uses, that Laker to make because the pieces will be so
Lightly mist the entire deck surface was by f a r the sweetest thing to row. well stuck together.
with water u n t i l it is evenly wet. (I do Though developed for more placid COPPERHEAD's plywood, I'd wager,
this on a sunny day, as it makes the waters, i t was safe and dry in San will still be like-new in four decades,
process go a lot faster.) Now, all you Francisco Bay's notorious chop, and due to modern adhesives and t h e
8 • WoodenBoat 131
LETTERS
several coats of p e n e t r a t i n g epoxy thoughtful, and well-balanced article part of the authenticity of the people
with which each piece was sealed had great character, and by including who built them, and it nourishes us.
prior to installation. Of course, if the i t , you have dramatically increased This same authenticity is in Peter
deck is punctured, lor a new bit of deck my opinion of WoodenBoat and its Spectre's article, and on the faces of
hardware, say, and the holes are not staff. the men and women about whom it
well sealed before the fastenings are We live in a barren age. In the most was written. What a contrast from the
installed, there could be problems. densely populated cities that have TV images that dance on the walls of
But, then maybe not. You pointed ever existed, we are alone. We hunger the darkened rooms in which we sit
out that some badly neglected plywood for any real expression of the human alone, our companions by our side.
110s and '210s remain sound after 50 spirit, but we are fed only mindless Jim Conner
years. Add to that testimonial my old sound bites. I t is t h i s hunger that via e-mail
MOM'S WORRY, a 10' plywood pram draws us to fine boats. In them we find
I designed and built 42 years ago and
greatly abused. That boat has been
blocked up, standing on its transom
and leaning up against my folk's
house, for decades, and the plywood
is still sound. It was built of regular
old A-C-grade exterior f i r plywood
Stick With System Three;
with voids in it and painted with
porch enamel, much of which has
peeled off. But the boat is still usable.
We Wrote The Book
Brooks Townes
Sausalito, California On Epoxy
The Carpenter's Boat Shop
Dear WoodenBoat,
I realize that this letter will be one of
many about your article on The Right now, when brushes, measuring cups,
Carpenter's Boat Shop, and I hope you
all there, and especially Peter Spectre,
you order a $10 fillers, a roller cover, squee-
will accept my thanks lor an excellent Trial K i t from gee and gloves. Stuff that
and inspiring piece of writing. Peter's System Three, will give you a hands-on
honesty about his own attitudes, com- you'll also receive understanding of how
bined with his effort to tell the truth The Epoxy Book.
about this community, really lifted my our products work
spirits! Those of us who are Christians Free. together.
get so tired of the stereotypes por- It's so packed with Just send us
trayed on TV shows, in print media, information on how to the coupon below or
and in political speeches. It is not only- get your project done, you
refreshing, but encouraging to see
call our order desk at 1-800-
people who are making the effort to
won't be able to put it down. 333-5514 and use your credit card.
put their faith into practice and who Like which products to use where. If you call before noon Pacific Time,
are recognized as such by those How-to tips. Stuff you just won't find your kit and book will be on their way
around them. out at your local hardware store. to you the same day. It's that kind of
I am an electronic engineer and a
wannabe boatbuilder, and I read
So for only ten bucks you'll get service that makes our customers stick
WoodenBoat just to keep the dream The Epoxy Book, plus 12 ounces of with System Three.
alive. Articles like this keep more than resin and hardener, fiberglass cloth.
one dream going in me, and I thank
you very much.
Dave Telling
Carson City, Nevada
Dear Editors,
Thank you for publishing "Round
Our Skiff Be God's Aboutness: The
Carpenter's Boat Shop." It look courage
to include an article with religious
themes in a magazine about boats,
and I want to commend you for your
excellent judgment. This sensitive,
July/August 1996 • 9
CALENDAR OF EVENTS Compiled by Jenny Bennett
19 MacKenzie Rendezvous 26-27 Bluenose Class 50th-Anniversary
Newport, Rhode Island. Animal gathering Celebration
of MacKenzie bass boats. (Steven M. Halifax, Nova Scotia. A reception in
Purdy, 860-535-8016) the Maritime Museum of the Atlantic,
and small Olympic-course races in
20 Crocker Memorial Race
front of A r m d a l e Yacht Club. (Paul
July Conrod,902-421-8297)
Thirtieth-anniversary race honoring
12-14 Atlantic Coast Sea Kayak Symposium yacht designer Samuel Sturgis 26-28 Antique and Classic Boat Show
Castine, Maine. Held at the Maine Skaneateles, New York. Organized by
Crocker. ( J o h n Lind, 508-283-0442;
Maritime Academy and sponsored by Jerry Jodice, 508-526- 1075) the Finger Lakes Chapter of the
L.L. Bean. (800-341- 4341, ext. 6666) ACBS. (Susan Buehler, 315-622-1700
20 Essex Maritime Festival
13-14 Antique and Classic Boat Festival day. 315-834-6303 evenings)
Essex, New York. From 10:00 a.m.
Boston, Massachusetts. (Pat Wells, to 10:00 p.m. ( B i l l James. Essex 27 Antique and Classic Boat Show
617-666-8530) Maritime Festival. P.O. Box 301,
13-14 350th Anniversary Celebration Essex, NY 12(136; 518-903-7504) Sponsored by the New England
New London, Connecticut. Friendship
20-21 Toms River Wooden Boat Festival
Chapter of the ACBS. (Philip
sloop and catboat regatta w i t h Spencer, 603-569-5038)
Toms River, New Jersey. About 80
gigantic fireworks display. (Holt antique and classic boats take part. 23-25 Friendship Day
Vibber, 5 Soljer Dr., Waterford, CT ( B i l l Birdsall, 609-387-5680) Friendship, Maine. Organized and
06385; 860-442-7376) hosted by the Friendship Sloop
22-28 Marblehead Race Week
14 Small Boat Regatta Society. (Bob Monk, 617-272-9658)
Marblehead, Massachusetts. (Joan
Newport, Rhode Island. Fifth annual Thayer. P.O. Box 624, Marblehead, 27 Sixtieth Anniversary Celebration of
regatta w i t h over 50 one-design small MA 01945; 617-631-2084) Penobscot Marine Museum
boats including S-boats, catboats, and Searsport, Maine. (207-548-2529)
more. (Sherry Marx, Museum of 23-25 Friendship Sloop Days Annual
Yachting, Kort Adams State Park, Homecoming 27-28 Grand Lake Stream Folk Art Festival
Newport, R] 02840; 401-847-1018) Rockland, Maine. Organized and Grand Lake Stream, Maine. Featuring
hosted by the Friendship Sloop a display of world-renowned canoe
18-20 Rowathon Society. (Bob Monk. 617-272-9658) building. ( K a t h y Cressey,
Petpeswick, Nova Scotia. Row from 207-796-5027)
Dartmouth or DeBaie's Cove to 25-29 Wooden Canoe Heritage Association
Assembly
Petpeswick Yacht Club, a distance of August
Paul Smiths, New York. Adirondack
25 miles. (Karl L. Richardson, The
paddling, canoe-building, and main-
Lighthouse, DeBaie's Cove, RR 1, 1-4 Antique Boat Show
tenance workshops, and more. T h e
Lake Charlotte, NS, B0J 1Y0, Clayton, New York. The 32nd annual
Canada) WCHA Marketing Group. 2890 show hosted by The A n t i q u e Boat
H u l l s v i l l e Rd.. Oswego. NY 13827)
September 6 ~ 7 ~ 8, 1996
THE WOODEN BOAT FOUNDATION
IN PORT TOWNSEND
HISTORIC WASHINGTON SEAPORT
An educational, historical and cultural event
honoring the heritage and evolution of wooden boats.
Over 100 Boats on Display
Exhibits - Seminars - Workshops ~ Boat Shop Tours
Live Music - Rowing - Food Village
- Northwest Schooner Cup -
~ Activities for Children and Families -
CONTACT
THE WOODEN BOAT FOUNDATION
380 JEFFERSON STREET,
PORT TOWNSEND, WA 08368
360-385-4742
10 • WoodenBoat 131
Museum of Clayton; "Old Boats, 10 Antique and Classic Boat
New Friends." (750 Mary St., Clayton, Show
NY 13624; 315-686-4104) Essex, New York. Hosted by
3 Antique and Classic Boat Show the Lake Champlain
Naples, Maine. Third annual show Chapter of the ACBS.
and rendezvous hosted by the (Myndy Woodruff,
New England Chapter of the ACBS. Waitsfield, VT 05673;
(Grosvenor Newcombe, 207-787-3927) 802-496-3730; Todd
Burley, Essex Shipyard;
3 Eggemoggin Reach Regatta 518-963-8840)
Rockport, Maine. After three years
at WoodenBoat, ERR moves to the 14 Contemporary Ship Model
west side of Penobscot Bay; "new Making
waters, new challenges." (Taylor Searsport, Maine. Lecture by
Allen, Rockport Marine, Inc., P.O. Bob Hammer of
Box 203, Rockport, MF. 04856; Bluejacket Shipcrafters at
207-236-9651) 7 p.m. in the Douglas and
3 Squam Lake Wooden Boat Parade Margaret Carver Memorial
and Picnic Gallery. (Penobscot Marine
Holderness, New Hampshire. (Owl Museum, 207-548-2529)
Brook Boatworks, Rte. 3, Holderness, 15-18 Antique Raceboat Regatta
NH 03245; 603-968-3828) Clayton, New York. Hosted
4 Wooden Boat Rendezvous by The Antique Boat
Coventry, Connecticut. At the Lakeside Museum of Clayton. (750
Cafe, Coventry Lake. ( J a y Morgan, Mary St., Clayton, NY
860-742-6597) 13624; 315-686-4104)
4-10 Optimist National Championship 16-18 Antique and Classic Boat
Rochester, New York. (Bill Farmer, 3991 Show
St. Paul Blvd., Rochester, NY 14617) Kingston, New York. Twelfth
annual show hosted by the
9-10 Penobscot Marine Museum's Benefit Hudson River Chapter of
Auction the ACBS at the Hudson Maine (Governor Angus King has proclaimed July
Searsport, Maine. Friday is preview River Maritime Museum. 1996 "Maine Windjammer" month in honor of the
and bidder registration day, 2-6 p.m.; (Gregg Smith, RR 1 Box industry's 60th anniversary. Many special celebrations
Saturday is the luncheon and auction;
12-5 p.m. (207-548-2529)
350, Browns Pond Rd., are planned. For information, call the Maine
Stratsburg, NY 12580; Windjammer Association, 800-807-9463.
914-876-2608)
July/August 1996 • 11
CALENDAR OF EVENTS
16-18 Seventy-Fifth-Anniversary Beetle Cat 24-25 Herreshoff Rendezvous '96 31-September 2 Gloucester Schooner
Regatta Bristol, Rhode Island. W i l l i n c l u d e Festival
South Dartmouth, Massachusetts. racing for Herreshoff-designed Gloucester, Massachusetts. The 12th
Championship racing and other sailboats, and educational seminars. annual festival celebrating the classic
events to celebrate the 75th birthday (Michael J. Pesare, Herreshoff f i s h i n g schooner's contribution to
of the Beetle Cat; hosted by the New Marine Museum; 401-253-5000) Gloucester's history. (M. Costello,
England Beetle Cat Boat Association 24-25 Maritime Bluenose Championships Cape Ann Chamber of Commerce,
and t h e New Bedford Yacht Club. Halifax, Nova Scotia. F i f t i e t h annual 33 Commercial St., Gloucester, MA
(NEBCBA Treasurer. Edwin H o w e l l , class championships. (Paul Conrod. 01930; 508-283-1601)
23 Stratford Rd., Seekonk, MA 02771) 902-421-8297)
20 & 27 Lighthouse Overnights 30-September 1 Classic Yacht Regatta
September
St. Michaels, Maryland. Experience the Newport, Rhode Island. Over 100 14 Auction '96
life of a lighthouse keeper—for chil- classic wooden yachts built between St. Michaels, Maryland. Special
dren and adults. (Chesapeake Bay the late 1880s and 1955. Hosted by selection at the Ship's Chandlery.
M a r i t i m e M u s e u m , P.O. Box 636, the Museum of Yachting. (Sherry (Chesapeake Bay M a r i t i m e Museum,
M i l l St., St. Michaels. M D 21663; Marx. 401-847-1018) P.O. Box 636, Mill St.. St. Michaels,
410-745-29l6)
MD 21663; 410-745-2916)
July
12-14 Wooden Antique and Classic Boat
Show
Fond du Lac, Wisconsin. A family-
oriented, non-competitive, casual
gathering of "Woodie Enthusiasts."
at Fond du Lac Yacht Club in
Lakeside Park OD Lake Winnebago.
(800-937-9123)
13 Antique and Classic Boat Show
Akron, Ohio. Hosted In the North
Coast Ohio Chapter of the ACBS at
Turkey Foot Lake. (Richard Baratha,
216-963-0877)
13 Antique and Classic Boat Show
and Run
Fox Lake, Illinois. Hosted by the
Chain-o-Lakes ACBS at the Capo's
Cove Restaurant. Fox Lake. (Gary
Barker, 708-587-7781;
dr.norot@ix. netcom.com)
13 Classic Boat Rendezvous
Grand Haven, Michigan. Classic
sailing, motor, and rowing boats in
And we're certified by Lloyd's of London to prove it. all stages of restoration at the City
Municipal Marina. (Mark Perkins.
If you want only the best—head world that is Lloyd's certified for 616-335-5733)
for Harbor. Our exclusive line of pleasure craft and small craft—and 13-14 Wooden Boat Cruise
Grand Rapids, Minnesota. Third
Shelmarine® plywoods are made to the only Okoume certified with a animal Deer Lake cruise w i t h side
British Standard 1088... and all four moderately durable rating. trip to Rainy Lake. Kettle Falls.
are Lloyd's-certified for marine craft If you want your boat to last a (Denny Smith. 218-246-8868; or
use. lifetime—use only the very best. Dick Thompson. 2 1 8 - 3 2 7 - 1 5 1 2 )
Okoume, Sipo, Sapelli and Khaya Shelmarine® plywood by 15-17 Great Lakes Wooden Sailboat
Shelman Swiss Hellenic. Regatta/Rendezvous
give you a choice of exceptionally Sandusky, Ohio. Races, awards,
durable and versatile plywoods. Plus Imported exclusively by "Bristol Fashion" judging, organized
we offer the only Okoume in the Harbor Sales Company. by the Great Lakes Wooden Sailboat
Society. ( R u t h i e Goetz, 31538 Center
Ridge Rd., Westlake, OH 44145;
216-871-8194)
12 • WoodenBoat 131
CALENDAR OF EVENTS
(Three Lakes Information Bureau, sponsored by the Southwest 13-14 Woodenboat Festival
Inc.. 715-546-3344 or 800-972-6103) Chapter of the ACBS. ( J o h n Harvey San Diego, California. Over 50 boats
27-28 Wooden Boat Weekend 800-262-8990) will be displayed at Koehler Kraft,
Newcastle, Ontario "Wooden boat Shelter Island Drive. San Diego. (Jim
enthusiasts...discuss the special Nocolitti, Kona Kai Plaza Las Glorias
features of wood, the requirements Resort and Marina, 1551 Shelter
for care, maintenance, and restora- Island Dr., San Diego, CA 92106;
tion." (Al Wilson, 905-987-5251; 619-222-1191)
Peter M c Q u e e n . 905-725-0254) 14-20 Summer Youth Symposium
July "Tall Ship"
August 13 On-the-Water Wooden Boat Show
Port Townsend, Washington. Go to sea
on the 101' schooner ADVENTURESS.
9-September 22 Toronto Harbour in Art Portland, Oregon. Hosted by the
(Wooden Boat Foundation, #2 Point
Toronto, Ontario. Special e x h i b i t at Columbia-Willamette Chapter of
Hudson. Port Townsend, WA 98368;
the Marine Museum in E x h i b i t i o n the ACBS. (John F. Wilson, 19
360-385-3628)
Place. (416-392-1765) Tanglewood Dr.. Lake Oswego, OR
97035: 503-636-5928) 21 Sea Chantey Festival
10 Green Lake Wooden Boat Show San Diego, California. Co-hosted by
Green Lake, Wisconsin. Show t i m e ' s
are 10:30 a.m. to 2:30 p.m. w i t h a
parade to follow. Trophies ate
awarded in live classes. (Chris
Merigold. P.O. Box 45. Green Lake.
WI 54941; 414-294-3725)
10 Classics on Parade
Toledo, Ohio. Organized by the
Michigan Chapter of the ACBS.
(Ken Metzger. 119-878-0115)
10 Wallaceburg Antique Motor & Boat
Outing
Wallaceburg, Ontario. Includes displays
of over 350 antique boats, cars, fire
trucks, motorcycles. and tractors.
Sanctioned under the Michigan
Chapter of the ACBS. (Norm Miller.
519-627-5593 after 5 p.m.)
23-25 Antique and Classic Wooden Boat
Regatta Caulking Guide
Buckeye Lake, Ohio. Sixteenth annual From surface and seam preparation, to priming, to caulk-
regatta f e a t u r i n g "chicken and rib ing, to sanding, this guide takes you step-by-step through the
barbecue, and jazz entertainment."
(Dave Kiser, 614-861-5169 days, or caulking process. The Caulking Guide is appropriate for new construction or
614-861-3018 evenings) older boat repair and restoration, and includes a handy quantity estimator, and infor-
24-25 St. Clair Regatta mation on Detco sealants, coatings, adhesives, and application tools.
St. Clair, Michigan. Hosted by the
Michigan Chapter of the ACBS. Sterling Linear Polyurethane Coating Guide
(Althea Beattie, 810-765-4314) Sterling polyurethane coatings provide a tough, durable finish with high gloss and
excellent color retention. These two-part coatings can be applied on almost all prop-
September erly prepared surfaces, including gel-coat, oil base paint and enamels, wood, metals,
13-15 ACBS North American Sail & Power and composites. This 12-page guide offers complete product descriptions and
Meet detailed application instructions.
Cedar Point, Ohio. (Les Demaline,
216-871-9513) Detco's Crystal Varnish
DETCO'S CRYSTAL VARNISH, a unique blend of the best classic and contempo-
rary ingredients, has set a new trend in varnish performance. Tung oil, for its old-
world feel and luster, phenolic resin for hardness and clarity, have been carefully
combined with new age ultraviolet absorbers and stabilizers. The result is DET-
Ongoing through August 2 CO'S CRYSTAL. Quick cure, fast build, even flow, the gloss lasts and lasts, resist-
Junior Sailing Program ing crazing and cracking better than all the others. And it's just plain easy to apply.
Beaufort, North Carolina. Light two- DETCO'S CRYSTAL, an investment in beauty and protection, can be applied on
week sessions. (North Carolina
Maritime Museum, 919-728-7317) all woods and existing finishes for that enviable crystal image.
September
7-8 Antique and Classic Boat Show
Irving, Texas. Judged event
July/August 1996 • 13
CALENDAR OF EVENTS
Folk Heritage of San Diego and the August 24-26 Small Boat Rendezvous
San Diego Maritime Museum. (1300 Lake Pend Oreille, Idaho. Acamp/boat
N . Harbor Dr., San Diego, CA 92101: 3 Pull 'n' Be Damned Regatta gathering with the "un-organized
019-234-9153) Anacortes, Washington. "All types of northwest section of Inter M o u n t a i n
21-27 Summer Youth Symposium hand-launched rowing and sailing Small Boats...a small-boat dream!"
"Maritime Challenge 2" craft are welcome, and a wildly (SASE to Bob Simmons, P.O. Box 2010,
Port Townsend, Washington. Set sail for diverse racing schedule is planned" Sandpoint. ID 8 3 8 6 4 )
Canadian waters aboard the longboat at the 18th a n n u a l regatta hosted In 30-September 1 Classic Boat Festival
TOWNSEND. (Wooden Boat the Old Anacortes Rowing & Sailing Victoria, British Columbia.
Foundation, as above) Society (OAKS). (OARS, c/o Flounder "Features well-maintained vessels of
KM Boat. 1019 Third St., Anacortes. traditional plank-on-frame construc-
26-29 King's Cup Longboat Competition WA 98221; 300-293-2309)
Sooke, British Columbia. Graduates of tion built prior to December 31, 1955."
1990 and previous-years a l u m n i 3-4 Mayor's Cup Schooner Race V i c t o r i a Real Estate Board Classic
demonstrate maritime skills and Port Townsend, Washington. N o r t h - Boat Festival. 3035 Nanaimo St.,
teamwork abilities. (Wooden Boat west schooners race in Port Victoria, BC. V8T 4W2. Canada;
Foundation, as above) Townsend Bay. (Rob Iverson. (604-385-7766)
300-3S5-5814) 31 -September 1 Pacific Northwest Matthews
Owners Rendezvous
Gig Harbor, Washington. (Randy
Mueller. 206-858-6529)
31-September 1 Chickenship Regatta
San Francisco, California. (Master
Mariners Benevolent Association, 95
Red Rock Way, M207, San Francisco,
CA 94131)
September
6-8 Wooden Boat Festival
Port Townsend, Washington. One of
the Northwest's largest gatherings of
wooden boats. (Wooden Boat
Foundation. 3 6 0 - 3 8 5 - 3 6 2 8 )
July
13-20 Brest 96
Brest-Douarnenez, France. Boats from
30 nations. (Brest 90, B.P. 1990,
29209 Brest Codex, France; +33 98 00
90 90; fax +33 98 00 90 90)
17-20 Hopsjodagene
Melandsjo, Hitra, Norway. "Conn Days"
f e s t i v a l on the mid-Norwegian coast.
(Hopsjostiftelsen, Melandsjo 7250,
Hitra, Norway: tel. +47 72-44-50-90)
18-21 Cutty Sark Tall Ships
St. Petersburg, Russia. (15a Kosaya
L i n i a , St. Petersburg 199020. Russia;
+ 7 812 2180708; fax 7 812 2170082)
20-21 Thames Traditional Boat Rally
Henley-on-Thames, England. (Guy
Cook, O The Furrows, Walton-on-
Thames, Surrey KT 12 3JQ, England;
+44 1932 231305)
23-25 International Veteranenregatta
Laboe, Kiel Fjord, Germany..
W. Horns, Freundeskreis Klassische
Yachten. +49 431 76277)
28-August 4 Round-Island Yawl Race
August
3-4 Falmouth Classics 1996
Falmouth, Cornwall, England. More
t h a n 300 classic boats, from dinghies
to yachts. (Falmouth Classics '90,
Falmouth. Cornwall TR11 5TA,
England)
Gougeon Brothers, Inc., P.O. Box 908, Dept. 70. Bay City, Ml 48707. 517-684-7286
14 • WoodenBoat 131
FO'C'S'LE
American
Practical Naviguesser
by David Kasanof
July/August 1996 • 17
ON THE WATERFRONT
July/August 1996 • 19
ON THE WATERFRONT
20 • WoodenBoat 131
ON THE WATERFRONT
July/August 1996 • 21
ON THE WATERFRONT
What he calls feeble modern with this would be to diminish her role.
substitutes like "length on deck" In truth, Betsy is the key to keeping every-
should be eliminated. thing sorted out and under control. She
Roy Terwilliger is tired of deserves the WoodenBoat Medal of
media people, myself included, Honor with Oak Leaf Cluster.
who habitually leave the "Boat"
out of the New England Beetle
Cat Boat Association. "The boat
built by Beetle, Inc., is a cat boat,"
J ohn Lammerts van Bueren is putting
together a database and history of
the I n t e r n a t i o n a l Eight-Meter class. He
writes Terwilliger. wishes to hear from anyone who owns,
George Boucher has had it with has ever owned, or has information on
"handcrafted" in advertisements. an Eight-Meter. He is also interested in
"Who says so?" he asks, "and what old photographs, articles, regatta reports,
is wrong with handmade?" drawings, etc. John Lammerts van Bueren,
Robert Slaven doesn't like Gasthuisstraat 4, 4161 CC Heukelum,
"boater," as it reminds him of Holland; +39 345-619788.
a hat, and would happily settle In Orlando, Florida, in the 1950s and
f o r "waterman." "boatman," or '60s, James Lawrence b u i l t a series of
"sailor." plywood-on-mahogany boats, 12' skiffs
And Brooks Townes pointed to 24'cruisers, called the Lawrence Line.
out that right in the middle of my Mr. Lawrence is up there in years now,
denunciation of cliches, I used and his son would like to find one of those
one myself—"Take a long walk boats, restore it, and present it to bis lather
Long lean, handsome—an International Eight- off a short pier"—proving once in recognition of his accomplishments.
Meter. One of our readers is seeking to track down again t h a t when it comes to Anybody know of a suitable candidate?
each and ever one. messing about in boats, it always James S. Lawrence, Jr., 3412 S. Lake
helps to take everything with a Butler Blvd., Windermere, EL 34786;
time. He also thinks double points must grain of salt. 407-876-1951.
be awarded at editorial meetings if the
word is accompanied by the qualifier
"exquisite."
Designer Iain Oughtred would like
A ll of this, by the way, should be proof
enough that a significant number of
communications f i n d their way through
I n our Good News/Bad News Depart-
ment, the cradle-boat shaggy-dog tale
that has been running virtually uninter-
to see "length overall" used properly. here. To say that Betsy Powell helps me rupted in this space since 1983 is over.
22 • WoodenBoat 131
ON THE WATERFRONT
30th Annual
Mayor's Cup Race
For All Schooners & Classic Yachts
September 1 9 - 2 1 1996
New York Harbor
Sponsored by
THE CHASE MANHATTAN BANK
WORLD YACHT
EVENT INFORMATION: (212) 748-8774
RACE INFORMATION: (212) 748-8738
24 • WoodenBoat 1 3 1
ON THE WATERFRONT
America. This is a database of 1,745 boats $7.50 from the Publications Department Museum has opened in Cambridge,
belonging to 36 institutions and is well- of Mystic Seaport, address above. Maryland, in the extensively renovated
nigh indispensable to small-craft historians Chesapeake Bay Maritime Museum old Maryland National Bank building.
and others who take the subject seriously. has finished a computerized catalog of "Mister J i m " Richardson, as f a i t h f u l
It is available for $10 from the MSCA, their lines drawings c o l l e c t i o n , which readers of this magazine know, was one
c/o Mystic Seaport Museum, P.O. Box includes plans of traditional Bay craft, of the most distinguished Chesapeake
6000, Mystic, CT 06355; 860-572-0711. the work of Ralph Wiley and Lowndes Bay ship- and boatbuilders of this century
Another recommended new publica- Johnson, and many drawings by Howard (see WB Nos. 24 and 65), and therefore the
tion from the MSCA is their Transactions, I. Chapelle. Chesapeake Bay Maritime museum is devoted to the preservation
an annual journal about s m a l l - c r a f t Museum, Mill St., St. Michaels, MD 21663; of the heritage of shipbuilders, with
studies. The first issue contains papers by- 410-745-2916. displays, models, and information about
John Gardner, Ben Fuller, Dick Wagner, Correspondent Lila Line reports that wooden boat building, and artifacts.
Mike Alford, and others. It is available for the new James B. Richardson Maritime Donations of historical materials and
July/August 1996 • 25
ON THE WATERFRONT
memorabilia to that end will be accepted service, or giving it away for pleasure strong skin boat renaissance here, and
with gratitude, as will financial contribu- use. It means taking a chainsaw to it. As we have recently established the Saint
tions and member ships. Information a result, the coble fleet along the north- Paul Island Igyagilix (paddling) Club. We
from John White, Director, James B. east coast of England, with centuries of publish a newsletter and would like to
Richardson Maritime Museum, 1306 tradition, is being fed to the fire. It's bad interact with the skin boat renaissance
Glasgow St., Cambridge, MD 21613; enough for the fishermen, but the boat- around the country and the world." Marc
410-228-3323. builders are out of business, too; the Daniels, Saint Paul Island Iqyagilix Club,
If you follow marine art and antiques reputed last of the lot, Steve Cook on the P.O. Box 14, Saint Paul, AK 99660.
in a serious way, you simply must subscribe- River Esk near Whitby, Yorkshire, says, "I Further proof that a skin boat renais-
to Maine Antique Digest, which is seriously used to be paid to build them, but now sance is underway is evidenced by:
misnamed, as it is neither a digest nor I get paid to destroy them. It's madness." The Skin Boat Journal, published by the
confined to Maine. A fat, multisectioned, If you agree with Cook's assessment, International Skin Kayak Association, 274
monthly newspaper with lots of nautical you might wish to write to the Ministry Welch Lane. Anacortes, WA 98221.
coverage, it reports on the auctions and of Agriculture, Fisheries, and Food, A Skin Boat Festival to be held August
fairs around the country, and contains Whitehall Place, London SW1A 2HH, 24-25, 1996, at Bowman Bay in the
enough advertisements to keep you enter- England. If that doesn't work, try the- Deception Pass State Park, Washington.
tained for hours. Maine Antique Digest, Prime Minister (No. 10 Downing Street, For information, call 360-299-0804.
P.O. Box 1429 Waldoboro, ME 04572; London) or Her Majesty the Queen The Umiak Adventure School, whose
800-752-8521; $37/year. (Buckingham Palace, London). course catalog is a wondrous crass-cultural
If the latter, the proper salutation is stew—spirituality (Yoga Immersion),
We have over 3,000 items tor mavens of maritime lore; Books of all kinds,
the Hornblower, and the Aubrey-Maturin series, Pacific Legacy, Great
American Ships. Shanties from the Seven Seas,, Ships models for children and
adults, 20 different nautical calendars, Childrens toys. Audio cassettes,
Video tapes. Clothing, Postcards, Posters, Art and much more.
Call or Write for Our Catalog
Please include $2.00 for overseas delivery
2905 Hyde Street Pier, San Francisco, CA 94109
Call <415)775-BOOK
MAPS • CARDS • MODELS • CHILDREN'S BOOKS •
MARITIME BOOKS & GIFTS
26 • WoodenBoat 131
ON THE WATERFRONT
July/August 1996 • 27
PROJECT PROFILE
28 • WoodenBoat 131
The flat-bottomed, double-ended boat was planked in 1¼"
pine. The bottom boards were splined and bedded in Sikaflex.
Spiling the shape for the chine are, clockwise from the fore-
ground: Outdoor Program director Jonathan Van Campen, At stem and stern and planks overlap and are shaped by
Scott Jones, instructor Bob Elliott, and Sean O'Connell. hand. The original boat was protected in this vulnerable
The project was funded, in part, by The Hadwen Outdoor spot fry a heavy steel plate, and the St. Lawrence
Education Endowment. University boats will almost certainly be following the
same practice. The planks are ¾" pine cut and scarfed
from 20' stock. Each plank has one scarf. The hood
ends and garboards were bedded in 3M 5200.
And that was when Jonathan went Jonathan to local museums such as it remains beamy for most of its length,
to Lowell's Boat Shop in Amesbury, the St. Lawrence County Historical so has good carrying capacity. For us it
Massachusetts, as a volunteer in the Society in Canton, The Antique Boat was perfect."
summer of 1994, and met boatbuilder Museum in Clayton, New York, and However, for a building team with
Bob Elliott. Upper Canada Village in Ontario. But limited funds and less experience, the
"Lowell's was great for me. I talked it was The Adirondack Museum in original boat's construction was not
to Bob and other visionaries there, Blue Mountain Lake, New York, that ideal. Jonathan again consulted Bob
about my ideas, and very q u i c k l y provided the answer: the Ausable River Elliott, who suggested that he could
two things happened: I was firmly jam Boat. rework the scantlings to allow for lap-
persuaded that the canoe was the "For some time,"Jonathan explains, strake construction.
wrong boat, and I became obsessed "I'd been drawn to the Maine logging And so the plot was laid. The
with the idea of having the students bateaux, but I wanted a New York log- Adirondack Museum provided the
build a boat themselves." ging bateau. When I saw the Ausable boat's dimensions; Bob Elliott agreed
Bob suggested that if Jonathan River Jam Boat at The Adirondack to come up to Canton lor two weeks at
wanted to focus on a historical boat Museum, I realized that I'd found just the end of October 1995 to instruct a
from the St. Lawrence River system, that. group of students in the b u i l d i n g
the obvious choice would be some "The museum's Jam Boat is 23'6" process; and, at the beginning of the
form of bateau—simple to build, long with a 5'3" beam, very heavily fall semester, Jonathan found a garage-
functional, and "so varied in size, shape, built with 1¼ "-thick butted planks, and on campus which could be used as a
and construction," says Jonathan with steel splines. The type was originally building shop.
a grin, "that we could have built just used in the Ausable region of the
about anything and it would have
been 'historically correct.' "
The search for the right boat led
northeast Adirondacks, for logging
and tourism. It has a wide, flat bottom
which gives it good initial stability, and
J onathan Van Campen is an enthu-
siastic and resourceful man who,
even when relaxing over a cup of
July/August 1996 • 29
coffee, seems to he bursting with Even w i t h all the components in
energy. "It would have been so easy to place, the project was not without its
offer the project as part of a physical problems. No academic credits were
education class, but St. Lawrence to be gained by t a k i n g part in the
doesn't have any phys ed require- building course, and the students still
ments. So, I had to create a program had to attend classes (most of which
for as little money as possible, and conflicted with Bob Elliott's schedule).
fit it into an already-overtaxed student Jonathan, knowing how important
schedule. But, in my experience, most was commitment to the boat, but also
people consider what's not possible, recognizing that he couldn't expect
whereas I think you have to work on anyone to just cut classes, made it a
what you need and want to get done. stipulation that students would only
That way, previously unseen solutions come to the "shop" when they had at
tend to present themselves." least two hours to spare, but that any
The garage, like most garages, had of them could, indeed should, come
an uneven concrete floor, no work- as often as they liked. It proved to be
bench, and was not long enough for a satisfactory solution: The first St.
the construction of a 23'6" boat. So, Lawrence University Ausable River
David Waugh checks the bevel on the between the beginning of September Jam Boat was built, launched, and
second plank. The white oak ribs are and the end of October, Jonathan rowed within two weeks. The second
through-bolted to the floors, which are built a temporary wood-frame and boat, built in the same garage, by the
bedded in Sikaflex. The rib-floor angle plastic extension to the building, same five students, but without the
is constant for the length of the boat. constructed a 20' workbench along guidance of Bob Elliott, was launched
The 12"-wide planks were copper riveted one wall, made a temporary wooden in May.
at the laps, and, in way of the frames, floor (out of staging more typically
were fastened with bronze ring nails. In
the background (behind instructor Bob
Elliott) is Steve O'Brien.
used in the University's graduation
ceremony), gathered all the materials
that would be needed, and signed up
T he evening before Jonathan and
I shared bagels and coffee, he
introduced me to the five students
five students to the course. who had built the boat with Bob Elliott.
30 • WoodenBoat 131
PROJECT PROFILE
Initially shy and q u i e t , they seemed had built a cedar-strip canoe, and
almost at a loss to know what to talk also had studied boatbuilding in
about, but as the conversation slowly high school. "But," he said, "this was
turned toward the boat and the build- a different type of boatbuilding, this
ing project, they became animated and was history; it was fun."
full of enthusiasm. The word "history" sparked instant
They were an eclectic group. They reaction from his four friends, and
were Peter Brown from Buffalo, New there was a sudden moment of every-
York, a sophomore majoring in Biology; one talking at once. The tone was one
David Waugh from Princeton, New- of excitement, of endless possibility;
Jersey, a freshman majoring in Geology; they were enthusiastically bouncing
Sean "Okie" O'Connell, from Clifton ideas off one another, off me.... And
Park, New York, a sophomore major- out of the confusion came the mes-
ing in English; Steve O'Brien from sage: You can learn more than just
Brownville, New York, a sophomore boatbuilding from building a boat;
majoring in Fine Arts; and Scott Jones you can learn about yourself, about
from Exeter, New Hampshire, a senior your fellows, about your environment,
majoring in Environmental Studies and, if you want academics... to quote
and Computer Science. The common Steve O'Brien, "You build a boat and
thread that bound them was the boats By the middle of the second week the boat you get the lot: history, math, art,
they had just built and the lessons wax moved out of the garage to be coated environmental studies.... You could
and experiences they had taken from (inside) with a mixture of turpentine, offer boatbuilding as a part of any
the project. Before building the first linseed oil, and pine tar. Later the out- one of those courses, and everyone
Ausable River Jam Boat, none of them side of the hull would be painted. would learn about their thing. But,
had had a great deal of boatbuilding you know, they'd learn so much more
experience (although Peter, Steve, and learn some woodworking and be besides."
Scott had all done some cedar-strip shown how to properly use tools.
building), and all of them had looked Of all the guys, Scott had had the Jenny Bennett is WoodenBoat's managing
on the course as an opportunity to most boatbuilding experience: He editor.
July/August 1996 • 31
A Tale of Two Sonders
by Art Paine
FIMA, Sonder No. 126. and BIBLOT II, Sonder No. 125, sailing on the Starnbergersee, Germany.
The two boats were built to the same rule, but when seen side by side (above and faring), it is the
differences that catch the eye.
32 • WoodenBoat 131
isolationism as a foreign policy, our industrial might system feudally structured, and many resources funneled
steadily grew, promising the ability to field a mighty navy into expanding m i l i t a r y might, her upper classes just
if ever the chips were down. But by the late 1800s, with weren't on the scale that could produce tea barons like
potential enemies far over the horizon, our navy was largely Sir Thomas Lipton or America's textile and railroad
ignored "on paper." We tipped our hand at nautical moguls. If Germany wanted international yachting, it
excellence, predominantly through the sport of yachting. needed smaller boats.
It would soon enough become painfully clear that
the Republic of Germany had its own justifications for
naval leadership. However, prior to Kaiser Wilhelm II's
ascendancy, Germany was not a maritime nation; her
commercial and military histories were mostly landlocked.
The Baltic could have made her a major sea-trader, but
A t Wilhelm's urging, officials of the Kiel Yacht Club
n 1898 proposed the ideal boat, an open or
development class limited in size (under 40')
and "inexpensive" (strictly limited to less than $1,224
in turn-of-the-century dollars—roughly equivalent to
relations with other nations surrounding that inland sea $100,000 today). These Sonder or "special" boats offered
were seldom friendly enough to encourage trade. By the up the same criteria that were beginning to be sought
late 1800s Germany was expansionist, and had a class of overseas: They would be affordable to the average German
merchant folk and armorers who could certainly have industrial leader; they could be owned, campaigned, and
afforded boating, but even at play their interests remained crewed without hired help. They would also require a
rooted to the land. Kaiser Wilhelm II, whose grandmother higher ratio of expertise over brute strength, and thus
was Queen Victoria and uncle the Prince of Wales, had become better instruments for training "afterguard" leader-
grown up with yachting, summering at Osborne House ship skills. In contrast to the boats that attended Cowes
on the Isle of Wight, England, and participating in many Week, the Sonder hull length was about the minimum
"Cowes Weeks." He could not ignore the irrepressible that would interest anyone considering themselves to be
might of the Queen's Home Fleet, berthed across the Solent aristocratic. Because of their relatively small size, Senders
at Portsmouth. Wilhelm recognized the importance of could be transported transatlantic as deck cargo in order
merchant fleets and sea power long before he acceded to test the mettle of the world's other emerging super-
the throne of Imperial Germany in 1888. But he must power, America. The remaining parameters of the Sonder
also have known that his emergent republic hadn't the rule, after cost and length, were: total sail area limited to
grist from which to glean a strong navy. 550 sq ft; the sum of waterline length, maximum beam,
Kaiser Wilhelm could only look on with envy as the and maximum draft to total less than 32'; minimum
Yanks and the Brits ruled the seas not only with their displacement to top 4,035 lbs; boats to be single-planked,
efficient navies, but also with spectacular yachting with a minimum planking thickness of 5/8".
achievements. In particular limelight were the AMERICA'S At the same time there was similar frustration in
Cup and, after Nat Herreshoff formulated the rule for America among amateur sailors regarding the pretentious
the New York Yacht Club in 1903, Universal Rule racers. and majestic scale of yachting. In the vanguard was the
Even without the eventuality of naval warfare to consider, prestigious New York Yacht Club, located in the city, and
the emperor did not like playing third fiddle one damn the Ida Lewis Yacht Club at Newport, Rhode Island, and
bit! Besides, for many years a succession of his sailing a small coterie of much less prosperous pretenders.
yachts, named METEOR, were largely designed, built, and Chief among the latter was the Eastern Yacht Club of
professionally captained by Britons—surely a chagrin to Marblehead, Massachusetts, which was loaded with sailing
the young emperor. talent but hardly with the economic clout of the New York
Wilhelm II began to promote yachting in a major way Yacht Club. Eastern's club chairman of 1902, Henry
at the few German yacht clubs. He declared from the Howard, proposed that racing in smaller boats be done
podium at the Kaiserliche Yacht Club that he wished there in a class wherein the basic size, weight, and sail area were
to be a similar level of interest in "Kiel Week" as in Britain's limited but parochial variations might still be tried.
famed "Cowes Week." He encouraged sailing classes at The Sonder development rule had already intrigued
that club in particular, with an emphasis upon structure sailors in the U.S. who had latched on to the idea while
and discipline as well as technique. For two decades he participating at Kiel—they'd probably even helped with
badgered and coerced the Reichstag to place increasing suggestions for the rule. Commodore Howard encouraged
emphasis upon a naval fleet. Americans to select the Sonder boat as the premier
Because Germany's empire was limited, her mercantile racing class. It was an instant success among "gentlemen"
July/August 1996 • 33
sailors at the major East Coast clubs, and designers had club by proposing international amateur racing in small
a field day taking the deceptively simple rule and trying craft—the venue being Kiel or Marblehead on alternating
to produce a winner. The type became truly international, summers. Corresponding over the winter through
and the upper classes of most of Europe's nations met in diplomatic channels, he suggested that the Kaiser select
America over several summers for Sonderklasse regattas. the class of yacht, and to nobody's surprise the Sonder
Because of the particularly open nature of the rule, was chosen.
boat speed varied greatly according to conditions. From 1906 onward, although selection trials were
European boats, especially the German ones, were short always held, the majority of American contestants were
(around 30' overall), narrow, deep, and heavy. All had a drawn from Boston's leading families, and their boats
flat cut to their gaff-headed sails. Americans experimented were specially adapted to Marblehead's light airs. Their
with near minimum weight, extreme scow shapes, warped German rivals were shaped for the much more blustery
bottoms that allowed long overhangs, and much fuller- conditions near Kiel. This factor and local knowledge
cut sails. The competition to produce a radical winning apparently meant a lot—between 1906 and 1910 each
design became so fierce that ideas conceived over the- country invariably triumphed in its own waters. And then
winter were set in frame just as the crocuses emerged from the Wizard of Bristol got in on the act.
melting snow, and launched only days before the high Nathanael Herreshoff had drawn one Sonder, ALARM,
season. Kaiser Wilhelm II and his brother Prince Henry in 1909, and between January and April of 1910 was
shared ownership of one of the first boats built to the commissioned to design two more, PEG and TOBOGGAN.
rule, named SAMOA I I I , which raced several times on Each of these went to less than competitive owners and
Long Island Sound and on Boston's North Shore. were never outstanding performers. But, during that
Eastern Yacht Club's Henry Howard had met the same winter of 1910, a group of Eastern Yacht Club
Kaiser, probably during social festivities, and in 1906, members commissioned Nat Herreshoff to design and
aware of the emerging German interest in yachting, he build BIBELOT. For this Sonder, Herreshoff would
seized an opportunity to enhance the prestige of his amalgamate the best features of the light-air scow type
34 • WoodenBoat 131
while incorporating firm bilges and useful overhangs for American effort to beat the Germans in their own waters—
heavier air, and ballast was concentrated deep in the fin and the Kaiser was solidly set back on his heels! His
keel. The Herreshoff yard was by then producing winners reaction was to buy the boat after the racing ended, party
at almost every attempt, thus B1BELOT was considered in order to inspect and emulate its design and construction,
the most serious candidate to wrest the Sonder trophy and partly just to add another competitive boat to the
from Germany's grasp. The boat employed Herreshoffs Kaiserliche Yacht Club fleet. The boat was instantly put
lightweight scantling scheme: She had many thin ribs, 5/8" to use in their rigorous naval training program and was
mahogany planks, and nearly full-length longitudinal still winning races a dozen years later. (Unfortunately,
bulkheads on either side of the cockpit (rather than flat the famous BIBELOT was destroyed in the early years of
bronze diagonal strapping), to help hold the boat's shape. World War II by an Allied bomb.)
BIBELOT almost faded into obscurity. In the spring of Before another series in Germany came due, attempts
1911, the U.S. had about 18 highly competitive Sonders, to successfully solve "the riddle of the Sonders" were
and an elimination series was held off Marion, dwarfed by the assassination of Archduke Ferdinand, the
Massachusetts, to select three boats for competition in inextricable web of treaties and secret alliances, and the
Kiel. BIBELOT barely squeaked through the trials in a morass of the Great War.
special elimination race, earning the third and last team
slot by virtue of a single point in the score, an overlapped
victory secured by a few scant feet!
By the time the boat arrived in Kiel, however, a meta-
morphosis had occurred. Perhaps it was the result of
drying out on the overseas voyage, altered tuning, or new
T he Bavarian Yacht Club, on the shores of the
pristine Starnbergersee in what was once the
separate principality of Bavaria, is the very essence
of aristocratic refinement. To this day, the commodore-
ship of the club is reserved for the head of the Bavarian
sails; and most likely the new skipper, Charles Francis royal family—the family crest adorns the club's burgee.
Adams, deserves a lot of the credit. BIBELOT won all three The club's boathouse itself is ancient, timber-framed,
races at Kiel in the summer of 1912, becoming the first originally built to shelter the royal family's "hunting
July/August 1996 • 35
vessel," a multi-oared galleon which must have seemed around 1938 and 1939, and there are even rumors that
like overkill to the ducks of the lake. Spit, polish, crystal, a few were purposely sunk and ballasted-down in water-
blazers-and-ties, and impeccable manners are the orders ways, to be refloated after hostilities ended. It is estimated
of the day. that a total of about 600 Sonders were built, and about
Like many recreational preserves in Germany, the 50 are still sailing, most having been restored since the
Starnbergersee is very carefully managed to retain its end of the war.
natural beauty. Despite the fact that the small city of If Sonder boats were zesty sailors on the calm ocean
Starnberg hugs its shores, there is virtually no pollution. waters of Marblehead and the windblown chop of Kiel,
The waters abound in fish. Motorboating is strictly limited. they proved to be even better suited to lake sailing. After
In short, with cool breezes wafting down from the Alpine all, these boats could be aptly described as inland lake
passes that are mirrored on its face, the lake's a great scows with a keel. Besides this, they were beautiful to look
place for sailing. at. Nearly all were finished bright, and the combination
After the end of the "War to end Wars," many of the of tremendous rigs and a reasonably light m i n i m u m
Sonder boats that were left undamaged from conflict in weight guaranteed that their construction had to be
the industrialized North found their way to the partitioned intricate and workmanlike. Despite the fact that they have
principalities in the shadow of the Alps. Many famed to be carefully managed like the fine antiques that they
German yachtsmen, like Manfred Curry the sailing aero- are, even the older boats perform as well as many of the
dynamicist, commissioned Sonder designs and raced on composite plastic non-Sonder wonders that flit about the
the Starnbergersee and nearby lakes. (The Sender's sail subalpine lakes today.
area rules allowed for significant variations in rig. Some In 1990, after years of admiration, Munich-based inter-
boats were cat-rigged, others sloop-rigged with both gaff national entrepreneur and Bavarian Yacht Club member
and marconi mainsails. Manfred's boat not only sported Dr. Roman Hummelt decided the Sonder was the boat
a wing-like mainsail but its keel foil was asymmetric because for him. All the restorable boats were already sailing or
the prevailing winds on the lake marie the upwind leg undergoing careful repair, so Hummelt entertained the
much favored on starboard tack!) notion of having a boat built from scratch.
The Sonderklasse never regained popularity in the- Despite the presence of many Sonders, the hunt for a
West—strained postwar relations with Great Britain and set of plans proved frustrating—nearly 60 years had passed
America, as well as a worldwide depression, assured that. since the last of the designs had been drafted. Hummelt
But along the Baltic shores the class increased its ranks wanted a pretty and a fast boat, and given that he'd build
between the wars. Anticipating the ravages of another new, he decided to replicate a historically significant
war, several Sonders were shipped to Austria and Bavaria Sonder. His search proved fruitless until, on a business
trip to the United States, he met Ben Fuller, then curator
at Mystic Seaport Museum.
As is Ben's way with anyone who expresses a love of
boats, Roman found an instant friend and ally. Fuller
knew enough of the Sonder history to suggest that Dr.
Hummelt drive up to see Halsey Herreshoff and inspect
the model collection being assembled for the Herreshoff
Museum in Bristol, Rhode Island. Before he left, Hummelt
asked Ben if he knew of any American outfit that would
be willing to build him a Sonder. Because Fuller had close
contacts with the Rockport Apprenticeshop and was in
fact contemplating a leadership role in it, he made a
strong case for personally overseeing construction at the
school.
A few days later, under the gaze of Nathanael
Herreshoffs grandson Halsey, Roman Hummelt first laid
eyes on the half model of BIBELOT. Not only was this boat
historically significant—the first American boat to skunk
the Germans at home—she was a Herreshoff and, above
all, everything in the shape of her hull and keel indicated
that she would go like the Blitzkrieg.
36 • WoodenBoat 131
NEW JERSEY, he had become a follower of Zen which
encouraged him to keep his own counsel, pay homage
to no man, and live for himself. Steve Barnes and the
United States Navy were diametrically opposed in their
philosophical viewpoints, and the Navy decided that
one with his presence and authority, armed with such
unmilitary ideas, represented a loose cannon on deck.
Steve was probably saved by the fact that he is so darn
likable. In the end he was wished "good luck," and
obtained an honorable discharge. He attended the
University of Illinois for a couple years, got married, and
dreamed a lot. He was still floundering when his wife
asked him what he'd do if he had all the options in the
world. He told her he'd study naval architecture. With
the unbridled optimism provided by the heady mixture
of love, faith, and youth, she encouraged him to try it.
The admissions officer at MIT was quite clear about
his high school grades—they wouldn't cut it. But Barnes
had shown genius in every aptitude test he'd ever taken,
military or civilian. He was told that if he could achieve
700-plus scores on three SAT achievement tests, then they'd
talk—but two of the tests had to be physics and math.
After a few months of study and the completion of the
tests (his third being biology), much to his own amazement,
Steve Barnes became a naval architecture student at MIT.
He thrived on the mathematics, and shone at anything
having to do with boat design. He coded and reorganized
many of the plans in MIT's Hart Nautical Museum. After
graduation, years of work in, aboard, and pertaining to BIBELOT II is nearly identical to the Herreshoff
boats were interspersed with such character-building design of 1910. The exception is her keel, which
careers as offshore fishing and commercial clamming, was redesigned by Steve Barnes to a more perfect
before Steve finally decided to dedicate his life to education. airfoil section.
It would require someone with the dynamism of Steve
Barnes to grasp a baton from the likes of Lance Lee. Lee
is a sufficiently legendary figure that it hardly warrants opted out, the talent search focused on Ben Fuller and
repeating how he influenced the whole concept of Steve Barnes. In the end both were enticed to work
apprenticeship teaching (see WB Nos. 4 and 90). By 1991 together to structure a solid technical and liberal-arts
his Rockport Apprenticeshop had built many a fine boat program. Ben's role was to be a peripatetic one, but Steve's
and provided valuable lifestyle lessons to a generation of compelling vision, which eventually moved the small
students. But the directors of the school wanted to take- school to the status of a college offering an associate's
off in more comprehensive directions, and, when Lee degree, was both ambitious and inspirational.
July/August 1996 • 37
BIBELOT II sailing in Eggemoggin Reach, Maine, shortly after her rudder repair. Epoxy technology
is not visually evident, but was welcome whenever she punched into a head sea. Epoxy represents
a tremendous improvement to these scow-shaped hulls, which, in their earlier incarnation, were
famous for shaking the caulking right out of their seams in choppy conditions.
Steve Barnes had been at the Rockport Apprenticeshop on the racing aspects, he made minor changes to the keel,
only a couple of months when Ben, wrapping up his cockpit layout, longitudinal bulkheads, running rigging,
position at Mystic, met with Dr. Hummelt. One evening, and generally made significant mechanical improvements
over the phone, Ben asked Steve, "How'd you like to build throughout the boat. The forward portion of the keel
a Sonder boat?" Ever positive, Steve didn't hesitate before deadwood was faired to a NACA foil section (of course,
he replied, "The school would love build one!" Then NACA data didn't exist in 1910—they were still building
he added, "What is it?" airplane wings like sails back then). And plywood (also
untried in the original BIBELOT'S time) was used in the
38 • WoodenBoat 131
problem he couldn't solve—he merely had to devise a varnished kingplank. Steve Barnes was in his element,
"graduate-level" course of studies, staff it, and ensure that devising clever new construction details at the last minute,
a boat could be built by the launching date in the contract and instructor Todd French not only made them fit and
that he had every intention of signing! look perfect, but he also used them to tutor his students.
Fortunately, a masterful teacher/boatbuilder was to They grasped how to do it, how the vectors triangulated,
emerge at the critical time. Todd French had been an and, indeed, why such a stringent standard of work-
instructor at The Landing School of Kennebunkport, manship really mattered in a boat built to a reasonable
Maine (see WB No. 42). He'd studied boats and worked budget. In this regard French was the perfect spokesman
with Bud McIntosh (see WB No. 120) before and after for The Artisans College (which received authority to
apprenticing, and built a nice little sloop to Bud's design. grant degrees after the two Sonder boats were launched)—
He worked for a couple years at a sawmill and built he has that inborn sense of value regarding excellence
furniture and timber-frame houses, and built boats with for its own sake that is the hallmark of a great craftsman.
Paul Rollins of York, Maine. His final project at The Landing But he's not Superman, and about three months into
School had been the construction of a reproduction of construction, when the frame was set up, most interior
N.G. Herreshoffs Alerion. This experience, which had parts and the keel had been prefabricated, spars just
included close interaction with the staff and Herreshoff gotten out, and planking only begun, it didn't look as
material at MIT, made Todd a tailor-fit for the BIBELOT if the boat could be done in time to be shipped to
job. Todd, Ben Fuller, the absentee Roman Hummelt, and Germany for a full summer of racing. More help came in
five or six second-year students meshed wonderfully in the the person of John England, a project manager and crafts-
new and challenging endeavor. man who was liberated by the breakup of Renaissance
Yachts in nearby Thomaston, Maine. John had been
July/August 1996 • 39
In skeletal form, FIMA's shape
is stunning—"a very flat,
firm-bilged upgrade of
BIBELOT II"
to fit, and Todd found himself pitted against a master. and engineered for strength by Steve Barnes—there wasn't
John smiled good-naturedly as he gradually outpaced a wasted ounce, and evident in the hull was an almost
Todd, occasionally tossing out a hint gleaned from years aeronautical insistence that individual elements be only
of this sort of work. Within a couple of weeks BIBELOT II marginally stronger than needed. The levels of excite-
was ready to turn over for decking, right back on schedule. ment and concern mounted daily as completion and
The rest of BIBELOT II's construction story can be launching date approached. Steve was particularly wor-
succinctly told: Here was not only a close replica, but an ried about the rig—a sliding gunter configuration of this
incredibly intricate piece of artwork. Each piece of wood size, stressed this high, hadn't been built in wood. Certain
or metal had been carefully calculated for light weight angles, such as the aft staying base of the shrouds, or even
the ultra-short spreaders demanded by the sailmaker,
caused many a sleepless night. A few last-minute glitches
caused Dr. Hummelt to change his plans and opt for sea
trials in Maine—specifically, after a satisfactorily formal
launching party, to take on the hundred-boat fleet at the
Eggemoggin Reach Regatta of 1993.
BIBELOT II floated spot-on her lines, which is no small
accomplishment when you have seven or more feet of over-
hang both bow and stern. Champagne flowed, there was
tremendous conviviality among Ben Fuller, who initiated
the project; Steve Barnes, the interpretive designer after
Herreshoff; Todd French and John England, who did the
lion's share of building; and the graduating class, who
crammed half a lifetime's skill improvement into the form
of one exquisite artifact. But nobody knew how she would
sail.
Steve was still computing finite element analyses in his
mind, and entreated the proud owner and his formally
attired German crew to take it easy on the rig. After the
launching party, they took off around the lighthouse, set
everything including a spinnaker whose sail area nearly
tripled the upwind spread, and came back boasting of
having planed through Camden Harbor. After adjusting
the mast position in Steve's cleverly contrived partner slot
and rail-maststep, and tightening up the rudder heel to
eliminate vibration above 9 knots, the boat began its
racing career.
In the Regatta Feeder Race, from Camden to Brooklin,
BIBELOT II ghosted ahead of all entrants, including the
astounded crew of the restored J-boat SHAMROCK V.
FIMA's "elegant combination maststep/keel Eventually the race was called for light air, but her point
support...distributes strain over a wide area of had been made. The next day's ERR again saw BIBELOT
the lower hull. " II out front, battling with a trimaran and the J-class scratch
40 • WoodenBoat 131
Steve Barnes, the man behind the
drafting board and the workbench that
led to the construction of both FIMA and
BIBELOT II. Note the "aluminized leaf"
in the name painted on the transom.
boat when a lobster pot tore off the rudder. She finished expressed his reservations about the old design. In many
by using sails to steer, limping to the end of the course ways it represented a more conservative approach than
but still a respectable seventh overall. She was repaired BIBELOT regarding speed, yet Dr. Wood wanted a
and shipped to Germany garlanded with laurels. potential winner. Steve was sure he could improve the
boat in both safety and speed if he could start from a
July/August 1996 • 41
FIMA had to be designed to fit
a standard container in
which to be shipped to
Germany. She was loaded
(with barely an inch to spare
all around) in the spring of
1994. The mast was "sectioned
with a long and intricate
locking-scarf joint about
mid-length, so that it could be
quickly re-assembled.... "
marvelous sailboat devices to be counted. He calculated underdeck jib furler, and a box-full of color-coded running
precisely the downflooding heel angles and created a rigging. All this took place at a dock in full view of the
narrower cockpit with a coaming that would make FIMA club's patio. It must have been a pleasant diversion for
much less touchy in a knockdown—of course the boat the dinner crowd—the latest in nearly a hundred years'
also had the owner-specified watertight bulkheads. As tradition of exquisite wooden sailing machines was being
if there aren't enough considerations in a design as assembled before their eyes.
advanced as this, an extra factor arose. The whole boat There came a point one evening when the boxes were
would have to be designed to fit into a standard container empty, the sails were bent on, and the "do list" was whittled
for shipping overseas. In fact, even the mast was precisely- down to nonessentials. Todd realized it first. He looked
sectioned with a long and intricate locking-scarf joint up; there was fine, clear air, and the fields and hills stood
about mid-length, so that it could be quickly and easily out in dusk's muted tones. He recognized the feeling—
reassembled upon arrival in Germany. The boat went there was the fear that such an intricately conceived and
through the container's entry portal with about an inch crafted machine might have a flaw. It could crash on
clearance on all four sides. In order to see that all went its first flight. But it was in its intended element now,
back together properly, French went to Germany and and before Dr. Wood had recognized that a special mile-
waited with Dr. Wood for the precious container to arrive. stone was about to arrive, Todd took a moment to soak
up the glow of achievement. Against the subdued back-
42 • WoodenBoat 131
THE GULF COAST
WOODEN BOAT
RENDEZVOUS
October 11-13, 1996
Biloxi, Mississippi
Join us as we applaud historic, antique,
Presented in partnership by Maritime &, Seafood Industry Museum, City of Biloxi, Biloxi Yacht Club,
and the Mississippi Gulf Coast Convention & Visitors Bureau & The Harrison County Board of Supervisors
Interview by Matthew P. Murphy
44 • WoodenBoat 131
I started with this boat February 17, 1947, and I worked
for Mr. Milbank until he passed away on March 24,
1972. I got the job when John Newcomb, a friend of
mine from the '30s, told me there was an opening for the
captain's position on the Milbank commuter JEM. John
I'd come back with my feet soaking wet from the dew on
the grass. There was only one radio on the boat, and it
was in the captain's room, and he had a porthole right
in back of the wheelhouse. If you'd go to listen to the ball-
game, he'd close the port. Mean old guy, wasn't he?
was steward on the boat. I worked on that boat from October 1, 1930 to May
I had first gone yachting after I wrote a letter to the 1932. There was a Depression then, and we came north
captain of the VIATOR in September 1930. She was a 106' as far as City Island, New York. Then we got orders from
Mathis houseboat owned by Maitland Alexander. The the boss that there would be just a skeleton crew on the
boat had been in Castine, Maine, where I grew up, and boat. I was fortunate; I went from one boat right to
there was going to be an opening on October 1, 1930. The another. I got a job on a boat called the MASCOT. She was
captain sent a letter back saying, if I was still interested, 140' and belonged to Henry Plant. I was getting $85 a
to be in Camden [Maine] on October 1. So I went down month when I worked for Alexander; when I went to the
there, and he told me there was a sailor's job open—and new job I got $65. I was combination sailor and port
if I got the job, I was going to take care of the particular launchman. I was on her the better part of 16 months.
side. Well, I didn't know what the particular side was then, Then, during the war, I went in the Merchant Marine.
but I do now: It's the starboard side. But I only got $45 as an able seaman, so I kept going
I would get up in the morning and eat breakfast. After downhill instead of up.
breakfast, I would chamois my side; then I went aft and I was assigned to the Liberty Ship GEORGE BERKELEY
worked my way forward polishing brass. in Baltimore, Maryland. I made a long trip: The ship
The first day on the job, the captain said, "When you departed on October 19, 1944 with 60 tons of cargo. I
get up forward, I want you to tell me how many pieces of went from Baltimore to Corpus Christi, Corpus Cristi to
brass you find." Galveston, Galveston to Key West, Key West to Norfolk,
So, when I got back to him, I said, "There's 85." Norfolk to Gibraltar, Gibraltar to Suez, Suez to Aden,
And he said, "You didn't crawl underneath that seat Aden to Bombay, then in ballast to Colombo and down
back there; there's one more; there's 86. The brass has to Fremantle and Sydney where we loaded cargo for the
to be cleaned every day. But when we're in the shipyard Philippines. At Finch Haven, New Guinea, there was the
and the owner isn't around, you do that type of work only largest pile of supplies I'd ever seen; we were supplying
on Saturday." for the invasion of Japan. Harry Truman put a stop to
We wore blues in the morning, and in the afternoon that. I got off the ship August 10, 1945, and the war was
we'd change over to whites. I call 'em go-to-hell clothes— over then.
getting dolled up all the time. It's much better now than I went to upgrade school and got an endorsement for
what it was. You felt like a prisoner before. pilotage: Stapleton to Execution Rock, and Stapleton to
When the boat was being used, we scrubbed the decks Yonkers. That covers the East River and upper New York
once a month with marble dust and cleaned the hull sides Bay down to Staten Island. Those were the qualifications
with pumice—we didn't use any soap. It was a lot of work. for Hell Gate pilot. There were only four Hell Gate pilots
There were nine of us on the crew: a captain, the mate, at that time. But there were no jobs, so I went to work as
two sailors, cook, engineer, a messman, and the rest in captain of JEM.
the steward's department. When the owner was on board, The boat was in Cos Cob, Connecticut; that meant I
we weren't allowed any liberty. had to travel 52 miles each way. My salary was $618 per
A lot of guys changed jobs then. We had 22 crew month. Subsistence was $1.50 per day—50 cents for the
changes when we lay at anchor in East Harbor on Fishers Whitestone Bridge and $1 for gas and lunch. I left the
Island one summer. Nobody'd stay. You couldn't go ashore; house at 6:00 a.m. each day and returned home after dark
there were no liberties. But I would go ashore to get the each night, which meant a long day.
paper every morning. I had to walk across the golf course; This schedule was hard on the family life. When I got
July/August 1996 • 45
married in 1937, one of the stipulations my wife, Margaret, The boat had engine telegraphs originally. The engineer
made was that I would give up the water. And I promised had to use both hands to pull her in and out of gear, and
her f a i t h f u l l y that I would. But I never did. I tried—I he had to be on the ball. I would be on the telegraphs,
worked at Electric Boat in Groton for a while—but I wanted and the engineer would have to answer. I might ring full
to get back. I've never been unemployed; I was always ahead, and then full astern because we were getting too
able to provide for the family. But I was away a lot. I never close to someone. Another commuter, APHRODITE (see
took the kids to the beach in the summertime; I was even WB No. 126), had a pair of 1,200-hp Packards; they burned
gone some holidays. I feel bad, in a way, that I did that, 100-octane gas. The boat came in to Fishers Island one
but too late now, I guess. It's been a steady job, that's for day from Watch Hill, and the engineer came out of the
sure. engineroom with his suitcase and quit the job. He didn't
Mr. Milbank would arrive in the morning, and bing, like the noise.
bang, boom! he didn't want to be late. He'd have break- JEM's original engines were air starting. You pumped
fast on the boat. We'd high-tail it to the city. There were the gas in by hand, and when they got started you were
a lot of boats racing down the East River, and they'd see supposed to switch over to the electric fuel pump. If you
who could beat the other—there was Walter Chrysler, forgot to switch that pump off when you shut 'em down,
Pratt, and all the rest of 'em. they'd flood the engineroom with gasoline. My brother
Mr. M i l b a n k commuted five days per week; it was was on a boat called SAZARAC, and that happened, and
usually an hour and fifteen minutes from his home in he went down to help the engineer clean up the gas.
Connecticut to 26th Street—the New York Yacht Club— They forgot to kill the board, and when the Frigidaire
where all the boats rafted up right next to Bellevue switched on, she blew up; it lifted the house right off. He
Hospital. Then the chauffeur came and picked him up. and the engineer got burned pretty bad. JEM's old engines
We reversed the thing in the afternoon, when he went were triple ignition—one plug was on a distributor; the
back home. We took gasoline every day; we used a lot of other two were on magnetos. They made sure that them
gas; they had a tank on the property in Connecticut. Then, cylinders fired!
after we took gas, the boat went out to the mooring and They were big engines; they came into this little room
then did the same thing the next day. On the weekends here [a stateroom forward of the engineroom was added
we went up the Sound to Sag Harbor. The Milbanks lived when the boat was repowered in 1952, because the new,
in the city in the winter. smaller engines freed up so much space]. We're still
swinging the original Monel shafts, and we still have the
original Monel window screens from 1930; I put those
away when we make long runs.
Mr. Milbank was sick the last seven years of his life, and
I was more or less a companion to him then. I'd stay at
the house all the time, and I'd be on call every night. I
shaved him every day. I was putting in long hours then—
I was maintaining the boat, too. Every day I took him out
on a boat ride, whether it was raining or shining.
A lot of people lost their shirts during the Depression;
I understand Mr. Milbank made money. He was a brilliant
fellow. He had a photographic mind; I couldn't tell him
something he wouldn't tell me three years later. When
I stayed with him, I had to read him the stock market
quotations—52 different stocks—every morning when
he had his breakfast.
46 • WoodenBoat 131
Mr. Milbank didn't attend many events in JEM, but he did, as here, like to view the Harvard-Yale rowing
races every June on Connecticut's Thames River. In this photo, JEM has apparently got underway on
short notice, as a crewman is scrambling to get the flags down.
them. With engines as old as they are, you can expect any- built in the '30s by Fairfield Boat Works. He kept these
thing at any time. boats at his private boatyard on his property in Watch
Mr. Lauder, the cook, and I took JESSICA to Florida, Hill, Rhode Island.
arriving in Fort Lauderdale on October 14, 1972. I My wife and I came north each summer to Rhode
commuted home to New York once a month from Florida Island from 1977 to 1986—1986 was the last year, because
during the winter and summer until 1974. My wife and I Mr. Lauder passed away the day after Christmas that year.
sold our house in City Island after that, and bought a He was 76 years old.
house in Boynton Beach, Florida. I'll be there 22 years Mrs. Lauder told me to take JESSICA home. I said, "I'm
this November 4. sorry, I live on a canal, I can't get it up there." And besides,
I took care of seven boats belonging to Mr. Lauder. the lawyers for the estate told me that it could not be done
They were GIPSY, a 1935 Nevins-built 45'powerboat; because it wasn't in writing. I wouldn't have had it very
ISABEL, a 32' 1912 Herreshoff open launch; a 26' Indian long, anyway; I would have got rid of it quick. How could
Harbor club launch built in 1897; a 32' steam launch I afford a boat this size? So the boat, along with all the
built in 1912 in Kingston, Ontario; SPRAY, a home-made others, was given to Mystic Seaport. Ted Valpey, Jr., bought
speedboat built by Mr. Lauder during his school years in her from Mystic Seaport, and I came along with the sale.
1927; a 1910 catboat, Crosby built; and an 18' knockabout This was on April 24, 1987.
July/August 1996 • 47
Winnipesaukee in New Hampshire and stayed in a cottage
owned by Mr. Valpey. I worked on boats that he owned
there: a small tug, a GarWood, and a small wooden
hydroplane. In early August, my wife and I spent a three-
day weekend as guests on the Valpey's Grand Banks motor-
yacht cruising around Penobscot Bay. It was a wonderful
weekend; it was very thoughtful of them to invite us. It
broke up the stay in the cottage.
On Friday night, September 21, 1990, I received a call
from my daughter Christine stating that her mother had
started coughing and had to go to the hospital. I got
everything ready and left early Saturday morning and
arrived at the hospital at 3:30 p.m. I saw my wife, but all
she said was "I love you and I need a new heart valve." It
was a very sad weekend for me because she passed away
on Sunday the 23rd, just before noon. It left me devas-
JESSICA was originally powered by two 500-hp Winton tated. She meant so much to me.
gasoline engines. She was repowered in 1947 with a pair of I stayed in Florida most of that winter, and then went
Graymarine 6-71s, and again in 1952 with her current to Chesapeake, Virginia, in the early spring to get JESSICA
GM 6-110 diesels. Her original speed as a commuter was ready for the season—and for an event called "Commuters
30 knots; in her present configuration her lop speed is 15 knots. "91." This event was to commemorate the routes of the
commuters in the '20s and '30s. It was a busy season. We
started at Mystic, then went to New York, back to Mystic,
48 • WoodenBoat 131
Text and photographs
by Edward Prados
50 • WoodenBoat 131
the Arabian Peninsula and isolated by Arabia's vast Empty- builders pace themselves carefully in the Tihamah's searing
Quarter, the lofty Haraz Mountains, and a succession of climate, where temperatures can top 120° Fahrenheit.
traditionalist rulers known as Imams, Yemen remained an Sitting in the shade of a hull, they continually switch tasks.
enigma to the West until well into the 20th century. In the space of one hour, a builder might fit a plank for
Historically, Yemeni kingdoms such as Saba, Hadhramaut, one vessel, trim a plank for another, start on a floor, and
and Himyar were incense suppliers and commercial sharpen a chisel or two. Frequent tea breaks are called
intermediaries between Europe and the Orient. Later, during the morning's labor, which continues unmercifully
Yemen became the famed source of Mocha coffee. into the heat of midday. Caterers on motorcycles or push-
Nevertheless, in the 20th century, Yemen emerged as one ing laden wheelbarrows through the sand supply hot tea
of the world's least-developed nations. Only recently, with and snacks such as kane, a dry berry, directly from
some limited infusion of international aid in the 1970s Khawkhah's suq (market) to its boatyard. Before lunch,
and Hunt Oil's discovery of petroleum in 1984, has Yemen's builders may quietly retreat for prayer; devout Muslims
economic development accelerated. pray five times daily, facing the direction of Islam's holiest
Yemen's key boatbuilding centers—Luhayyah, Khawbah, city, Mecca, Saudi Arabia.
Hudaydah, Katabah, and Khawkhah—are located along While Yemeni builders do use power tools, manual tools
the country's Red Sea coastal plain, the Tihamah. The continue to dominate the industry. Feet serve as vises, and
equatorial Tihamah is a backwater of Yemen, where chisels, hand saws, bar-clamps (but no C-clamps), bow
traditional crafts such as pottery, basketry, and weaving drills, adzes, and planes easily outnumber electric drills,
thrive. chainsaws, and hand-held Makita power planers. Builders
At Khawkhah, Yemen's newest and largest boatbuilding easily maintain hand-powered tools—new handles can be
center and the focus of this article, I observed more than 60 fashioned, adze blades can be welded, and chisels can be
wooden boats under construction. Khawkhah's builders, quickly sharpened. Power tools, by contrast, often require
working in tribally based yards, range from five-year- specialized replacement parts that are extremely difficult
old boys earnestly grasping drills to men over 60 doggedly to obtain. Although power drills are common, I saw just as
hacking away at large frames. Dressed in plastic sandals, many bow drills in use. The operators play the instruments
colorful skirts, loose shirts, and headdresses, the Yemeni like violins, striking a careful balance between placing too
July/August 1996 • 51
much pressure on the b i t and s p i n n i n g it uselessly in the teeth. As the builders chew qat, they pass around their
hole with too little pressure. water pipe from which they smoke a charcoal concoction;
Work starts at six or seven a.m. Around one or two the pipe is often a homemade contraption fashioned from
o'clock, the builders lay down their tools and break for an old coffee can and green, imported garden hose.
lunch. They wash the grit off their hands in a dirty, shared Spitting out seeds, plucking leaves, and stuffing them
bucket, crouch in the sand, and begin to eat with a whis- into their mouths, the builders become quite animated:
pered "bismallah" ("in the name of Allah"). A typical Qat is a mild stimulant, sometimes classified as a narcotic.
lunch consists of futir dukhin, a coarse, gray bread that they Discussions, in Arabic, range freely from shop talk, to
communally grind into a mash with their hands as they mix politics, to religion, to questions about America. After-
in sugar and butter. Fresh fish served with bisbas, a reddish wards, with cheeks swelling, builders return to work
sauce made from spicy chili peppers, is usually the main around four o'clock, as the midday heat begins to abate.
course. They finish around six o'clock, returning to their homes
Following lunch, builders indulge in a few hours of and families.
y
chewing Yemen's drug of choice: qat. Qat chewing has
pervaded Yemeni society—men, women, and children all emeni builders construct two types of vessels: the
chew, many of them daily. They munch the plant's leaves, huri and the sanbuq. The huri is a transom-sterned
gradually accumulating a bulge between the cheek and craft: the sanbuq is larger and double-ended. Both
52 • WoodenBoat 131
are round bottomed. Huns range from 3 to 20 meters 1 asked them. "It's all up here," they said, pointing to their
(about 10-65') in overall length, sanbuqs from 15 to 26 heads. The lines on page 51, therefore, are unique. Tihamese
meters (about 49-85'). The sanbuq's bow rides lower builders build by eye, and need few resources to create a 15-
t h a n its stern, in contrast to t h e hurt's high, wave-slicing meter boat: some hand tools, bent crooks of indigenous
bow. The sanbuq is also constructed more heavily and wood, imported planking timber, and a piece of moderately
sturdily than the huri, although both vessels, with their level, unoccupied ground. Most measurements are relative,
thick, hand-sawn frames, may be considered "heavily built" although I did see in occasional use both metric and English
by contemporary Western standards. The sanbuq is rulers, which, in "Yemenese," are divided into "hinches."
designed to withstand the rigors of the open sea, and larger Builders may also use body dimensions such as cubits (the
models make long-distance voyages to the Malabar ports length from one's elbow to fingertips, or, about 18"), the
of India and Lamu on the East African coast. By contrast, system supposedly employed to construct Noah's Ark. Most
maritime historian Sir Alan Moore, speaking of huris, said, building occurs in the open, although some builders in
"They all seem to leak." Today, engines usually propel Luhayyah and Katabah work under palm-frond or corru-
huris and sanbuqs, although some still carry auxiliary sails. gated aluminum roofs. In spite of such apparent short-
A huri mounts one or two outboard engines on its tran- comings, Carsten Niebuhr, an 18th-century explorer of
som. A single inboard diesel engine powers the sanbuq. Arabia, conceded: "The timber of those vessels is more
Plans? Lifting? Half models? The Yemenis laughed when closely joined than one would at first imagine."
July/August 1996 • 53
the husks of coconuts. Fastenings soon
replace the clamps; in turn, frames
and larger, drilled fastenings replace
these splints and temporary fastenings.
The permanent fastenings, typically
iron nails, are not clenched immedi-
ately, and their rusted points protrude
menacingly. If a buyer wishes for the
best, he specifies copper clench nails,
which are about eight times more
expensive than iron; local blacksmiths
fashion both varieties. The nails are
available in various sizes; most for
sanbuqs are 10cm (about 4") in
length, twice as long as those used in
a typical huri.
Before attaching the keel, the
builders fit a bottom board to the gap
between the garboard strakes; the
board's edge bevel is determined by
trial and error.
54 • WoodenBoat 131
also chiseled out at this time and
replaced by graving pieces. The work-
ers then cut off the protruding ends
of the planks and attach a false stem.
A rubrail is attached to the top, out-
board edge of the sheerstrake. Huris
are generally open boats, although
some may have small forward and
after decks.
July/August 1996 • 55
Construction of a sanbuq, the other double-ended motorized sanbuqs, for the huri. Screw-propelled sanbuqs,
vessel type built in Yemen, begins with creates a bearing for the propeller however, unlike the outboard-engine-
the laying of the keel. Spirit levels are shaft. powered huris, use rudders. These
occasionally used to help assure that Later stages in sanbuq construction are built at the yard, and are mounted
the keel is resting level; nevertheless, approximate steps in huri construc- by means of locally-fashioned gudgeons
builders will always insist that the eye tion. Three or four permanent molds and pintles. Huris in Hudaydah and
is better. The stem and sternpost are are erected, and planking proceeds Katabah are built similarly to sanbuqs
set up next and are through-fastened from garboard to sheer; framing is (keel first), although, being outboard-
to the keel. A samakah, a structural accomplished concurrently. Finishing powered, huris lack the samakah.
member added to the aft end of all details are the same for the sanbuq as —EP
ooden boat building in Yemen is an ancient supplant wooden vessels on the Red Sea, quickly destroying
trade, yet presently it is neither static nor a prospering, traditional industry. Wooden boat building
endangered. Within the past century there in Yemen, flourishing today, may be gone tomorrow.
have been significant changes in Yemeni craft: Designs have The Fulbright Committee and the Leigh Douglas Memorial Foundation
been altered and simplified, the boats are now outfitted provided funding for this research. Richard Mannesto and Sabrina
with modern diesel or outboard engines, wood usage has Faber, two members of East Carolina University's Program in Maritime
evolved, and boatbuilding centers such as Mocha have History and Nautical Archaeology, assisted in all phases of the project.
declined, while others, such as Khawkhah, have risen to Regis B. Milter of the Center for Wood Anatomy Research, U.S. Forest
regional prominence. The need for boats has increased in Products Laboratory, identified wood specimens from Yemen. Greg
Yemen, because seafood has gained popularity; and cargo Rossel, a Maine-based boatbuilder and writer, gave the author advice
transport, both legal and illegal, has grown to meet the on lines-taking techniques and reviewed this article. Joe Youcha of the
demands of Yemen's expanding economy. Alexandria Seaport Foundation encouraged the author and offered
invaluable advice. The Yemen Centre for Research and Studies granted
Yemen's builders, however, cannot continue to offer a research permission for the project. Thanks are also due to the Yemen
wooden product that is cheaper than, and yet comparable Hunt Oil Company for its evacuation assistance from Yemen during its
to, synthetic hulls for an indefinite period. Furthermore, civil war (May-July 1994).
it is unlikely that wooden boat building will continue on a
Edward Prados is a graduate of East Carolina University's Program in
reduced scale, as it has in the West for aesthetic, creative, Maritime History and Nautical Archaeology, and WoodenBoat School's
and nostalgic reasons. Yemen is a developing nation, and Fundamentals of Boatbuilding course. In 1993-94, he was awarded
its government, in a fit of modernization, might very well a Fulbright Grant to Yemen, where he conducted an archaeological
promote the construction or importation of non-wood project and, when time permitted, escaped to the Tihamah to learn more
craft (which happened in Saudi Arabia). It is possible that about Yemen's boatbuilders. Currently, he is employed as a researcher
fiberglass huris and other types of imported craft may by the United States Navy Memorial Foundation, in Washington, D. C.
56 • WoodenBoat 131
Shifting gears in a gaff cutter
by Pauline Carr
Drawings by Kathy Bray, after originals by Tim Carr
58 • WoodenBoat 131
day by motoring in less than eight
knots of breeze, the easily controlled
large gaff mainsail and the crowning
glory of a big topsail mean progress
can nearly always be maintained.
Controllable mainsail? You raise a
skeptical eyebrow, perhaps, thinking
of the gaff scything wildly aloft. But
this can be prevented; there are three
keys.
First, twin topping lifts should be
used to contain and control the gaff
when hoisting and lowering. They
should be led far enough forward
along the boom to overlap the gaff
end adequately; they also serve as a
simple form of lazyjacks.
Second, in a seaway or in choppy
conditions, a rubber snubber boom
vang takes much of the snatch out
of the whole rig. CURLEW's cheap
and cheerful version is a discarded
tire inner tube folded across the
boom and bowsed down tight onto a
padeye on the lee side deck just inside
the toerail and abaft the shrouds. A
handy billy purchase leads back to a
free winch. This simple system makes
a dramatic and soothing difference—
without it, we might have shaken our-
selves to bits years ago.
And last, but far from least, comes
the big topsail made of light cloth
(3.8 oz) setting up high where the
air is clear, strong, and not fitful. The sail is permanently bent onto All this is easier on a topsail with-
Once the sail fills, it effectively vangs its spars (see diagram next page). The out a jackyard, but still we find that
the gaff and takes the mainsail out topsail yard is 16'6", made of Douglas- the second spar obediently follows
with it so that 170 sq ft or so of top- fir, and hollowed and tapered. It has the topsail yard aloft. The sheet is
sail can make 400 sq ft of drooping, an internal luff groove, so the sail's attached with a rolling hitch (and a
listless mainsail come alive. tack and luff can be adjusted, by couple of extra half-hitches for good
Since CURLEW acquired her means of a tack line that leads to the measure) to a predetermined point
generous jackyard topsail, there has deck, to suit the wind speed—just like approximately midway along the
seldom been an occasion when the luff of a jib. The jackyard is a 10' jackyard to achieve the best sheeting
vangs from the end of the gaff would hollow spruce club that extends the angle. The sheet leads from the jack-
have been worthwhile, although clew out beyond the end of the gaff. yard through a sheave on the gaff
they were previously a part of her To hoist the topsail, the halyard is end, along the gaff, through a block
inventory and theoretically were attached to a point 10' down along the at the throat, and down the mast to a
another way of controlling the rig. spar, where a special fitting was built cleat on the boom at the gooseneck. It
She carries two topsails, but only into the yard, leaving the luff groove is pulled hand-tight and occasionally
one—the BIG one—really justifies its clear. From there the halyard runs adjusted for sail draft. The slack of the
deck stowage space. through a sheave at the masthead and sheet is kept short while the topsail is
This must be about edition number back around to the after side of the going up to prevent lassoing the end
five after 26 years of refinement; mast, through an eyebolt about 6' of the gaff—and the ensuing blushes
edition six is on the drawing board. down from the truck. On deck, the and curses. Our next jackyard will be
"Men looked aloft, swore at them, end of the halyard is led through a built with a groove akin to that of its
gloried in them, fiddled with them, bull's-eye on the heel of the topsail larger brother.
vowed to be rid of them, and then yard. When the topsail is hoisted, it is It is best to hoist the sail with the
ordered bigger ones." Perhaps the controlled at two points as it slides, hor- boat head-to-wind, or on a close-
men who "vowed to be rid of them" izontally at first, past the mainsail and hauled point of sail. Despite the
belonged to an earlier era of fidded into clear air. Then the bull's-eye on rather complicated description, it is
topmasts and maybe J-class propor- the heel of the yard comes snug up to not a difficult operation; Tim usually
tions, because all our "fiddling" has the eyebolt on the mast, in the same manages it on his own. Since the
been pleasant and productive. manner as hoisting a burgee staff. topsail is never in use when the
July/August 1996 • 59
mainsail is reefed—in fact, striking
it might be referred to as the first
reef—we can use the empty reefing
winches on the mast to tighten the
halyard so that the yard is very firmly
N o sooner had I passed Tim
his breakfast cereal, and his
concentration had momen-
tarily lapsed, than a wicked little eddy
blew the tophamper of golden flakes
outhauled along the 10' bowsprit
prior to hoisting. Tim cast off the
topsail halyard and sheet and pulled
the sail down by its tackline, the
weight of the spars helping it to
held vertical, and then adjust the clean out of the bowl like a shower swoosh down onto the deck. Then
tackline. of confetti. CURLEW heeled suddenly, together we dropped the mainsail
Since this sail always has to be and inshore smoking winds began to entirely, for by this time the wind had
hoisted and set from the same side, it obliterate the details of the 10-miles- hit us in earnest and our leisurely sail
lies across the peak halyard's wire span distant coast. There was a mad scram- quickly became a mission to shift
on one tack. Performance doesn't ble to reduce sail. CURLEW from overdrive to first gear,
seem to be affected by this, nor has Tim rounded her up and hove- without stopping in the intermediate
chafe been a problem. Happily, this to while I cast off the genoa halyard gears.
ensemble comes down relatively and jibstay outhaul, bringing the CURLEW's lowest gear is storm
easily, too, which leads us to the 400-sq-ft light sail into a manageable trysail with a storm jib set in place
second part of this tale and back to bundle on the foredeck. The jibs are of the staysail on the inner forestay.
CURLEW ghosting gently toward always set hanked onto a flexible stay Some people just have reefs in the
the Tasmanian coast. of 7 x 19 stainless-steel wire which is staysail, but it seems a pity to punish
it so in really heavy winds. In addi-
tion, CURLEW's storm jib has over-
sized piston hanks for strength and
ease of operation. The staysail is
115 sq ft, the storm jib—or "mighty
mouse"—a laughable 35 sq ft. But,
in our current predicament there
wasn't much to laugh about, and
there was a clear case for using the
other "Giant killer"—the 100-sq-ft
trysail—too.
That gaff rig has some disadvan-
tages was mentioned earlier, and now
we come to the biggest one. Because
there is no track on the mast (other-
wise a bonus), it is not easy to have
the trysail bent on and ready to hoist
in advance of severe weather. So the
mainsail must be dropped first, and
both halyards taken off it and put
onto the gaff trysail. Gaff trysail!
Now you might really roll your eyes
in horror. But, an earlier Bermudian
version failed to keep CURLEW's head
up into the wind, so we had to revert
to the pilot-cutter type.
The boomless sail is laced to a 7'
gaff that has simple hardwood jaws.
It is brought out from the fo'c's'le,
taken aft and onto the deck (it can
live on deck when likely to be used
more often—as in high latitudes).
The halyards are connected; the sheets,
which are already attached, are led
through quarter blocks. Lacing the
luff in high winds would not be
practical, so the gaff and three other
lower points have sets of parrel beads
that are fastened to the sail, prior
to hoisting, by simple toggles and
eyes. The oversized hardwood beads
encourage smooth hoisting. Last, an
adjustable tackline leads to a reefing
winch on the mast for tensioning (see
diagram, opposite page).
60 • WoodenBoat 131
bronze replacement; these give a
better lead. The bending of the old
horse remains a cautionary demon-
stration of the power generated by
that small sail.)
A pale patch of sand between kelp
streamers gave good holding as the
anchor and all its scope rattled out.
Our sore, salty eyes took little pleasure
from the amazing scenery all around,
and as soon as it seemed reasonably
safe that CURLEW wouldn't drag,
we climbed over the soggy sails on
the cabin sole and crashed into our
forward bunk. After a couple of sleep-
less nights followed by this traumatic
morning, we were soon dead to the
world.
In the early evening the harsh, acrid
smell of smoke woke us. Although the
hurricane-force winds had abated
somewhat, they had fanned a large,
destructive bush fire and the whole
bay shoreline was an inferno. Red
rivulets of flame licked around the
huge granite boulder cliffs and
glowed through the swirling gray
veil. The low sun was a dull, crimson
wound in a darkened, oppressive sky,
and burnt flakes of flying vegeta-
tion peppered CURLEW with soot.
The local fishermen told us
later that they had never seen
so strong a wind on the east
coast—Force 12 was recorded
at Maatsuyker Lighthouse to the
south, and Force 11 at Eddystone
Point Light 70 miles north of us. It
was quite an introduction to Van
Diemen's Land and, when followed
by such fierce fire, led Tim to specu-
late: "What will the next burst of
With the mainsail well secured and forward, and our eyes burned with the Tasmanian hospitality come in the
bowsed down into the boom gallows, salt. The spume-laden wind seemed form of, flood or earthquake?"
the genoa and staysail thrown below, to take our breath away. At last the It was still a hard beat to Hobart,
and the topsail rolled around its hard-won headland came abeam, but sailing with two or three reefs pulled
spars and slid into a sail-cover sleeve, now our work was really cut out for down the entire way, but CURLEW
it was time for CURLEW to try to close us, as the narrow entrance opened reached the historic city without any
the high coast. Wineglass Bay was the up. From either side, williwaws came further natural disaster, and then the
nearest refuge—15 closehauled miles bansheeing down and laid us flat warm and unforgettable nature of a
away. The downwind alternative was repeatedly and unpredictably, with true Tasmanian welcome was shown
New Zealand's South Island—almost CURLEW coming upright between to us. With the season of summer
a thousand miles away! onslaughts and quivering like a regattas just beginning and an array
shaken rat in a terrier's jaws. of turn-of-the-century classic wooden
This might have been time to put boats to gladden our eyes, it was time
July/August 1996 • 61
SimplyMadePatterns-
CardStockandaLittleTape
by Peter H. Spectre
Photos by Douglas Hayward
62 • WoodenBoat 131
to redraw the joggled edge and saw it out again. Since
the inner edge of the frame won't have been sawn yet,
you'll have plenty of stock to work with.
This method works even if only a few pieces of the old
frame remain in the boat, because the rough pattern,
made from poster board, has enough body to span the
breaks. It also works in the new construction of a hull
that is planked first and framed afterwards, where there
frame and, with a carpenter's or planker's bevel, measure is no existing frame to hold up the rough pattern. Simply
the bevel where it meets the planking. tack or tape blocks of wood to the inside of the planking
Lay the paper pattern on the frame stock, and trace along the line of the frame, and then tape the rough
off the joggled edge—you can move the pattern around pattern to the blocks. After you get used to this technique—
to find the best grain on the frame stock (Photo 4). Then and it's impossible not to; it is virtually an idiot's game—
go over your marks with a straightedge to clean up any it can be used in all sorts of situations involving irregular
small irregularities caused by taping together all those shapes, such as knees, breasthooks, thwarts, bulkheads,
bits of paper. etc. To make a pattern for a bulkhead, for example, make
Set your bandsaw to the bevel taken off the old frame, up the rough pattern with thin, cheap plywood or
saw out the joggled edge of the new frame, and try it in Masonite, then tape card stock to the edges. If the bulk-
the boat (Photo 5). If you're good with the saw, it should head is too big for that, construct the rough pattern from
fit exactly. If not, make the necessary adjustments with a thin pieces of plywood hot-melt-glued or nailed together—
sharp chisel or a rasp. anything that will almost fill the space. The card stock
Now use the old frame as a pattern to obtain the inside will do the rest.
shape of the new frame, fair up the line, and saw it out. Yes, I used a lot of poster board, index cards, and
Smooth up with a spokeshave and sandpaper. masking tape to reframe my boat, but, not counting the
Though it is tempting to save time by sawing out both few times I sawed the frame bevels backwards, every one
sides of the new frame at once, it is best to do it in two of those new frames fit perfectly the first time out.
steps. Sometimes there are tensions in the wood that are
released when you make the first cut, and the frame will Peter H. Spectre lives in Camden, Maine, and is nearing the end of his
go out of whack. If that should happen, use your pattern Thames skiff restoration.
July/August 1996 • 63
"It was a bright summer morning, with a fine S.S.W. breeze. Approaching
from the west was a magnificent three-masted clipper ship.... Heeling over like
a yacht, she passed close to windward of FOAM. She had double topsails, and
single topgallantsails. Between her masts was a crowd of
staysails, and on her bowsprit a full set of staysails and
jibs.... She was probably one of the old tea clippers.... That
day we counted nine deep-water ships bound up Channel.
Having been held up by a spell of easterly breezes, they
were crowding on all they could to make the most of a
fair wind."
The date was June 7, 1888; the writer was then 19
years old but was to mature to become one of the greatest
small-boat sailors ever. He was...
Claud Worth
Eye Surgeon,
Victorian Gentleman,
Yachtsman
Text by Brian M. Fagan
Illustrations by Christine Thery
64 • WoodenBoat 131
Claud's first boat.
Frank Cowper wrote Sailing Tours,3 the first cruising guide Worth was undeterred. In those days, someone aspiring
to British waters, and extolled a sport where one must to sail for his own pleasure could only learn in the school
"never wish to get anywhere in particular." And then there of hard knocks, among fishermen and working sailors. He
was Claud Worth, the greatest of all these great seamen, gained expertise among artisans and fishing boat skippers
a brilliant eye surgeon, but a quiet, modest man with a who had learned from their fathers before them. Worth's
self-deprecating sense of humor who combined a busy philosophies of caution and common sense came from
life as a physician with a tough life afloat in all weathers. working boats. So did his sailing technology, which was
simple and often a matter of ingenious improvisation.
July/August 1996 • 65
While there, they socialized with the friendly owner of a voyage even today—and it was on this cruise that he came
neighboring yacht, who, unlike most other people, encour- up with the famous "Worth's chain pawl," a ratchet-like
aged young Worth and his companions to carry on sail- device fitted in FOAM's open hawsepipe which prevented
ing down the English Channel. Their mentor was none the chain from running out accidentally or running back
other than R.T. McMuIlen, eccentric stockbroker and bril- while being hauled in. Generations of cruising yachts
liant small-boat sailor, aboard his yawl ORION. McMullen's carried Worth pawls, which came recommended by many
cruises epitomized everything Worth wanted—hard sail- sailing authorities of the day, such as the East Coast yachts-
ing, interesting places, congenial company—and the man Francis B. Cooke, whose primers on sailing were
younger man took to small-boat sailing with a passion. bibles for small boat sailors of the 1920s to 1950s.
IANTHE proved a remarkable success, and Worth turned In 1890, Worth and his friends acquired another cutter,
out to be a superb practical sailor, blending common FOAM II, which they cruised widely from the Thames.
sense, ambition, and a love for hard work at sea. The They were, by now, expert improvisers and invented many
humble converted lifeboat took them as far west as the new systems and pieces of equipment. One ingenious
Helford River in Cornwall, still a favorite destination for device involved the lowering of a 70-lb pig of lead ballast
Channel sailors today. down the anchor line to prevent snubbing. At the time
Then, one day, the three friends were exploring a creek of the first experiments, FOAM II was lying to a manila
near Portsmouth on the South Coast, when they came warp, but Worth subsequently made up a large shackle-
across a "nice-looking cutter with a broom at her mast- like traveler, with which he would send three 40-lb pigs
head" laid up in the mud. They boarded her, liked what down chain. He used this trick for more than 30 years
they saw, and bought her the same day. When they hauled and would swear by its efficiency in a gale.
her and scraped the bottom, they found some suspiciously
soft spots. "But we passed the scraper lightly over these,
and resolutely shut our eyes to all disturbing possibilities."
The 33' FOAM was a straight-stemmed, gaff cutter long
past her prime. With her immense bowsprit and heavy
gear, she was a handful, especially when entering harbor.
W orth's sailing exploits were even more remark-
ible when it is remembered that, at the same
time, he was training as an eye doctor and devel-
oping a busy practice in London's Harley Street, still a
fashionable neighborhood for wealthy physicians today.
Green was in charge, and Worth did the deck work. "For Worth was a brilliant eye surgeon, specializing in children's
the navigation and for deciding where we should go...I eyesight. He developed a treatment for the squint, wrote
was solely responsible," Worth wrote in Yacht Navigation standard textbooks on the subject, and created instru-
and Voyaging. 4 ments for measuring and diagnosing the condition, which
FOAM was ripe and coming to the end of her days, but were used all over the world in their day. Nevertheless,
Worth was driven by a compulsion to sail anything he he managed to buy his first TERN, "a 6½ ton cutter of
could lay his hands on rather than nothing at all, and took rather old fashioned type," in 1893. He also found the
"appalling risks from crazy boats and inadequate gear." time to circumnavigate Britain, to explore the western
FOAM took him to southern Ireland in 1888—a demanding coast of France in 1895, and to visit Holland and Germany
the following year.
4
Yacht Navigation, by Claud Worth. London: J.D. Potter, 1927.
66 • WoodenBoat 131
TERN I in a storm.
All of this passagemaking was achieved without any jibs," which represented the pinnacle of 19th-century
form of auxiliary power, working in and out of small "unimprovable perfection."5 Deck work was dangerous,
commercial fishing villages which had no facilities for vis- even in a moderate breeze, when the crew had to go aloft
iting pleasure boats. Worth used available charts, talked to remove a topmast fid, or reef the bowsprit soaked to
to fishermen everywhere he went, and would even sound the skin. Hard work and the heaviest of low-tech gear
anchorages and harbors for himself. His accounts of sail- were givens.
ing into small harbors are breathtaking in their under- Worth worked day and night while on passage, and
statement, but raised little comment in their day—there his gaff-rigged cruising boats were hard on both helms-
were no options, no one had auxiliary engines. man and crew. In September 1896, he encountered a
Worth himself laid out some of the rules he had mighty equinoctial gale in Lyme Bay off England's South
learned along the way. For example: "In sailing up a Coast. First he hove to, a favorite maneuver for Worth,
channel with a beam wind, if there seems a danger of especially before entering port. The wind strengthened
the vessel carrying her way so far as to go ashore on the still more, and the yacht would not lie to any longer. He
weather side, set up the weather topping lift, settle the rigged a sea anchor and warp on deck, then lowered the
throat of the mainsail down a little and drop the peak throat halyard, so the gaff was almost parallel to the mast.
before shooting up into the wind," he adjured in Yacht Then he wrestled the boom amidships and dropped the
Navigation and Voyaging. peak, the sail flogging heavily and threatening to throw
He was a cautious man, an expert at playing tides, him overboard. As the boat gathered sternway, Worth
and a sailor who would not hesitate to anchor off until paid out a 240' drogue line, and lowered the main boom
conditions were perfect for harbor entry. His brakes were to the deck, the jib having blown itself to rags. Exhausted,
his anchors and a drogue over the stern, while warps, he slept on the cabin floor until the wind moderated
heaving lines, and fenders were always ranged on deck and he could get underway with a triple-reefed main and
ready for instant use. He would carry his mainsail into reefed staysail. A lesser sailor would have been reduced
an artificial harbor, sometimes sending out ropes in a to a quivering wreck. As it was, he calmly sailed on to his
dinghy or coming alongside a convenient piling so he home port in the Solent, calling the experience "very
could warp TERN in to a convenient berth. Worth was a heavy work."
firm believer in self-reliance, in independence from the Worth believed in learning seamanship the hard way,
shore. He refused to allow longshoremen aboard, "where through a form of rigorous apprenticeship sailing with
they can do no good and may do damage with their others. After two or three seasons, you could graduate
boots." to your own boat, first in sheltered water, then on the
open sea. He had no doubt as to the qualities needed.
V
ictorian and Edwardian small-yacht sailors shipped "A skipper," he once wrote, "needs nerve, coolness, and
out in a variety of cutters and yawls, but almost all endurance, this endurance being a mental rather than a
were gaff rigged and many of them were beastly to physical quality." Everything revolved around technical
manage. One turn-of-the-century owner, Henry Reynolds,
wrote of "outrageously long bowsprits, towering top- 5
Taken from a contemporary log extract republished in the Cruising
masts, squareheaded gaff topsails, and huge low-cut Association Bulletin, 1983, p. 14.
July/August 1996 • 67
IANTHE II off England's south coast.
competence, experience, and common sense. One can rubbing it down with pumice stone and water until every-
only marvel at the stamina and toughness of our fore- thing was absolutely smooth. Then came the application
bears. As Henry Reynolds wrote: "It was a happy day when of two coats of gray lead undercoat, one of dull black,
some defiant iconoclast broke through the trammels of and a glossy coat of "black, a little blue, boiled oil, and
established custom and fitted his yacht with a stump varnish." All this was done without rollers or power tools,
bowsprit and a diminutive jib." Today, we have it even and many of the ingredients would send modern-day
easier with lightweight diesels, jiffy reefing, and roller environmentalists berserk!
furling. There were no marine stores or yacht paint manu-
Worth's self-reliance extended as far as maintenance— facturers in Worth's early days. He used the simple
unusual behavior in those days of paid hands and technology employed by workboats and fishermen, to
gentlemen-yachtsmen. He thought nothing of donning remarkable effect. For example, the first TERN had a raw-
overalls and walking ashore in paint-stained clothes. He hide mainsheet made of a "Chilean lasso," which was an
once gleefully related an occasion when, thus clad, he excellent shock absorber in heavy swells or when jibing.
had been glimpsed ashore by one of his young patients— The square sennet sheet was made up from 16 small
the girl's mother hustled her daughter away from the rawhide thongs cut spirally from an ox hide to make
inappropriately attired, almost unrecognizable Harley long pieces extending the length of the rope. The only
Street physician. maintenance required was an occasional wipe with a
In 1895, TERN was hauled to have her topsides stripped greasy rag. TERN had Egyptian cotton sails, like other
to bare wood, and Worth enlisted the assistance of Tom yachts of her day, which were tanned using methods
Page, "a painter of nearly eighty years of age." Page unchanged for centuries: Boil a mixture of oil and
delighted in supervising gentlemen, telling them to write beeswax, then add Venetian ocher and "light purple
everything down, as he would not live forever. His meth- brown ocher," boil for five minutes, then allow to cool.
ods make interesting reading: A paint stripper made of Add paraffin. (I have used a somewhat similar mixture,
a mixture of caustic soda and starch, stirred in lime and without the dyes of course, to waterproof my redwood
boiling water, was applied overnight. The gentlemen then decks at home!) Lay your sails on a "clean floor or a clean
scraped and scrubbed the paint under their elderly men- shingle beach," brush the mixture in the sails, and hang
tor's eagle eye. Once the hull was ready for treatment, them up to dry, a process that takes about two weeks.
Page would mix a filler of linseed oil, turpentine, and Worth recommended tanning older sails, or when the
gold size, which he combined with white lead powder, crew had little time for routine maintenance. In his day,
whiting, and lamp black to make a thick cream. Worth tanned sails also had the advantage that they never became
painted this paste on the topsides, and then spent hours stiff in wet weather.
68 • WoodenBoat 131
B y 1902, the pressures of medical practice were such
that Worth had to reduce his time afloat. By all
accounts, he was a workaholic, working full-bore,
day and night, with precious little time for more than
weekend sailing. (He said in one of his books that he
ketch built by William Fife. At last they found time for some
longer cruises—in 1908 they sailed around Britain in stages.
By now Worth had gotten married, and his wife,
invariably referred to as "Mrs. Worth 7 ," accompanied
them. She was an accomplished sailor, "able to hand,
would be bored if he did nothing but sail.) He had entered reef, steer, and splice." But Worth nevertheless now
into a good and friendly partnership with Devereaux compromised and fitted a 2½-hp Seal paraffin auxiliary,
Marshall, another eye surgeon. Together they purchased soon known to everyone on board as "the little smell." It
LADYE EILMA—an overcanvased, low-freeboard, 33' was seldom mentioned in polite company. "Every sailor-
cutter. They found her devilish to handle, sold her, and man will naturally feel that the presence of that motor
acquired a 7-ton cutter named IANTHE II. Worth had requires some explanation," he remarked apologetically
made the acquaintance of H.J. Hanson, a retired grain in his book Yacht Cruising.8 Like everything else Worth did,
merchant and one of the 1908 founders of the Cruising his reasons were entirely pragmatic. The busy doctors
Association, a small-boat sailing organization formed to had to return to work on time, even if it was calm. "Of
combat the persistent overcharging habits of local boat- course, we had no use for the motor when there was any
men around the coast. Worth was one of the founding wind," he added. The tiny Seal moved MAUD along at
members of this democratic club, which is now the largest 3 knots.
organization of its kind in Europe.6 A 9½-ton yawl renamed TERN II came next, and in her
Hanson sailed regularly with Worth and Marshall, but Worth explored the west coast of France during 1912. But he
complained bitterly of the bachelor diet, which consisted had more ambitious plans, and at last commissioned the
of salt beef and sea biscuits, with a bottle of whisky thrown building of his own dream ship from the Whitstable
in. Hanson was a gourmet cook—no one complained Shipping Company in 1913. She was launched as TERN III
about his contributions to the galley. in May 1914, as the clouds of World War I gathered over
Ultimately, Worth and Marshall sold IANTHE II to Europe.
Hanson, and in 1906 purchased MAUD, a canoe-sterned At 53' overall, TERN III was much larger than any of
6 The Cruising Association today has thousands of members, all of 7 Mrs. Worth was mentioned in Claud Worth's obituary in The Times
whom have access to the Association's vast nautical library. The Cruising (London, England), June 24,1936. Her maiden name was Janet Ritchie,
Association, CA. House, No. 1 Northey St., Limehouse, London E14 8BT, and she and Claud were married for over 30 years.
England. Tel. +44 (0) 171 537 2828. 8
Yacht Cruising, by Claud Worth. London: J.D. Potter, 1910.
July/August 1996 • 69
Claud's last boat.
70 • WoodenBoat 131
northern Spain, and again circumnavigating Britain in 1921. previous yacht, 62' overall, with 18 tons of external and
Mrs. Worth was aboard for many of these cruises. We are internal ballast. Worth must have driven the builders crazy,
told that she always took the helm when entering port— for he was an exacting client, insisting that his demanding
an understated tribute to her sailing abilities. She must specifications be followed to the letter. A Sistership was
have been a tough woman, for the diet aboard Worth's built at the same time for another customer, and Worth
yachts was basic to say the least, and was a reflection of grew to regret this, for he became obsessed with the notion
his determination to be independent of the land. Of that the other yacht was getting the better materials. But
course, he purchased fresh food whenever possible, but the resulting TERN IV was a triumph of the British yacht
there was no refrigeration. Worth claimed, probably with builder's art—a gaff yawl with a mainsail of 1,000 sq ft
reason, that such spartan fare as salted beef served with and a superb mahogany paneled interior, with gimbaled
boiled vegetables, was better tasting than the canned table and stove. And, of course, Mrs. Worth had her own
foods of the day. His other galley staples included bacon private cabin with a large bed and adjacent dressing
and eggs, sea biscuits in soldered tins, "Californian dried room. Unusually for the time, Worth paid considerable
prunes and canned peaches," pasta and rice, and four attention to interior ventilation, channeling air through
or five pounds of potatoes per person per week. Bovril the bilges to keep the boat well aired. A lifetime of open-
and Marmite9, those standards of English school lunches, water experience went into the rig and deck layout. Worth
were essentials. The diet may have been simple, but was believed in open, uncluttered decks, but designed a small
ample for feeding hungry, active people working heavy deckhouse, which enabled him to keep a good lookout
gear under rough conditions. in complete shelter during bad or cold weather. TERN IV
In 1922, Mrs. Worth finally put her foot down: no longer was also the first of his yachts to have wheel steering.
would she rough it—she wanted a new yacht with a private TERN IV suited Worth to perfection. He sailed her
cabin. After "much discussion," the dream yacht was sold summer and winter, using a reduced, sloop rig of flax
and a larger, TERN IV, was commissioned in 1923 from sails in winter, under which he claimed she turned to wind-
Philip and Son of Dartmouth, in southwest Devon. ward like a dinghy. He took her on a three-week cruise
Basically, the new TERN was a stretched version of the across the Bay of Biscay to Finisterre and Vigo in 1925,
relishing her ability to cover long distances with a small
crew and little effort, taking the weather as it came her
9 Bovril, a beef yeast extract, and Marmite, a vegetable yeast extract, way.
are still popular in Britain, and are eaten as spreads, as flavoring in
cooking, or as the basis for a nourishing broth. Both products are a Claud Worth's ultimate cruise, his celebrated "Voyage
good source of vitamins, are often included in expeditionary supplies, to Atlantis," came in 1926. It was an ambitious passage to
and are always found in the author's galley. the Azores and back, and he was accompanied by his
July/August 1996 • 71
son Tom, one of Tom's school friends,
and two paid hands. They reached
the islands in 11 easy days, hut the
return passage was a wild ride, with
TERN proving her exceptional met-
tle in rough seas and strong winds.
She logged over 200 miles for five con-
secutive days, in spite of breaking her
boom in a vicious squall five days out
of the Azores. Worth calmly sheeted
the sail inboard, shackled the mizzen
halyard to the end of the broken
boom to take its weight, lowered the
jumbled mess, and lashed everything
to the lee rail. Then he set TERN's
square sail, while the crew removed
the broken boom, rolled up the main
to the first reefpoints, and prepared
Claud Worth at the chart table.
year drawing up the lines and specifi- for offshore work. So, he retained to sleep up to five guests, and two
cations for construction and equip- the cutter headsails and added a paid hands were accommodated
ment, working "mostly between five small mizzen (mast 6"in diameter!) forward in their own teak-lined
and eight in the morning." aft of the rudderpost. With roller- cabin. There were two toilets, a sub-
Philip and Son of Dartmouth, reefing main and a large suit of sail, stantial galley forward according to
Devon, took 14 months to build the TERN IV could take any weather she the custom of the day, and three
yacht, partly because Worth insisted encountered. sleeping cabins. Mrs. Worth had her
on rigid adherence to his specifica- The accommodations and deck own cabin with a bed 3'6" wide and
tions and the finest materials. And layout were to equally high standards, an adjoining dressing room. Worth's
what materials! The garboards and with space set aside for a 24-hp cabin was large enough to enable him
broadstrakes were from 2" American Gleniffer paraffin motor—"rather to navigate in privacy. The spacious
elm, the remaining planking from more than we require." The open saloon with its mahogany paneling
1¾" Rangoon teak. At 36" centers, deck layout was easy to work, but boasted a gimbaled table and an
the double oak frames were spaced Worth added a small deckhouse, anthracite stove. No expense was
closer than Lloyd's specifications, the which enabled him to keep watch spared to make TERN IV the ultimate
deck was fashioned from tapered sheltered from the elements if need in powerful, seagoing, cruising yachts,
teak planks. Originally, Worth had be. He even fitted a removable teak capable of sailing anywhere in the
designed TERN IV as a cutter, but the box for his beloved earthenware jars world. Her equipment reflected her
main boom would have been too long of salted beef. TERN IV was designed owner's lifetime of experience in all
72 • WoodenBoat 131
it for setting if need be. Despite the accident, the yacht
continued to average 9 knots. She covered the 1,416-mile
passage from the Azores to the Lizard, Cornwall, in 7 days,
13 hours, and 40 minutes, a remarkable time by any
standards. Even in the roughest weather, the crew enjoyed
C laud Worth was a giant among small-boat sailors,
one of the founders of family cruising as we know
it today. His career spanned the tumultuous years
when the Victorian panoply of steam launches, oared gigs,
and J-boats gave way to easily handled Bermudian rigs,
an evening concert from a portable gramophone set on and the small sloops and cutters immortalized by Harrison
the gimbaled cabin table. Butler, Maurice Griffiths, and other yacht designers of
But, alas, years of chronic overwork were taking their the 1920s and 1930s. They, in turn, yielded to the mass-
toll, and Worth's health was failing. In 1927, his doctor produced fleets of today. But, without men like Worth,
advised him to give up deepwater sailing and to retire, small-boat seamanship might well have died just as work-
thereby depriving Worth of the chance to fulfill his ing sail was soon to vanish from European coasts.
ultimate ambition—to sail TERN IV across the Atlantic Brian Fagan has sailed in most of Claud Worth's favorite sailing
to the West Indies and back. He retired to a large house grounds. He has written several books on cruising under sail, including
on the banks of the Helford River, Cornwall, where he two cruising guides to California waters.
contented himself with daysailing and planting hundreds Limited-edition prints of the etchings illustrating this article can be
of fir trees. He died peacefully in June 1936, leaving an bought direct from the artist. Please contact Christine Thery, Cuinne
extraordinary legacy of seamanship and cruising lore Aoibhinn, Carry Dorrigan, Schull, West Cork, Ireland; tel.: +353 28
behind him. 28747; fax: +353 28 28573.
July/August 1996 • 73
74 • WoodenBoat 131
or 25 years, John Lockwood has paddled stitch-and-glue kayaks of his own devising on
F expeditions. Now, he has designed the Osprey Triple to carry his family with him into the
wilderness. This 20' multi-chined kayak is easy to build, and (at 64 lbs) it weighs 30 lbs less
than most plastic double kayaks.
The Osprey Triple shown in the photos is being assembled from a kit. Builders who are starting
from scratch should begin with Step No. 1. Builders working with kits should jump aboard at Step No.6.
Sources for large-scale plans and kits are given on page 79.
July/August 1996 • 75
batten against the nails in the concave
sections. When faired, mark the curve
with a pencil. Don't use battens to
draw the bow or stern stem on the
keel panel. Instead, use the full-sized
patterns given on the plans. Draw all
the panels before you begin cutting.
Cut out the panels carefully with
a sabersaw. Smooth the edges with a
plane, rasp, or sanding block. Make
sure the curves are fair.
Now, flip the panels over and use
them as a template for cutting the
other side. Make sure you have a right
and a left side.
4 Cut out the cockpit coamings. Cut Cut the inner coaming from ¾"- 6 Lay out parts. If you are working
the upper cockpit "lip" from 4mm thick plywood, ¾" wide. Again, leave from a kit, lay out the 36 wooden hull
marine plywood. Mark the inside ¾" additional length at the ends for parts, matching the labels. If you are
edge of the cockpit using the mil-sized trimming to fit. starting from scratch, organize the
pattern shown in the plans. The pieces you made in steps 1 through 5.
upper coaming is l½" wide, so scribe 5 Make the back straps. From 1/8"
the outside edge 1½" from the inside high-density plastic, cut three pieces, 7 Snap chalklines (kit only). Now,
curve. Extend the curves an addi- 26½ x 6½ ". Trim off the upper cor- mark six straight chalklines on the
tional ¾" at both ends. You will need ners. Pad each strap with a 12 x 6½" floor or table. Align each full-length
the extra length to trim the coamings piece of closed-cell foam. Machine- panel by placing the bow tip on the
to fit at the deck ridge. screw a padeye to the center seat back. chalkline; place a weight on it to hold
76 • WoodenBoat 131
9 Bevel the sheer. Take a coarse wood
rasp, sanding block, or a small block
plane and bevel the sheer edges of
panels 4 and 5—where the deck meets
the side—to a 45° angle. Bevel the
butt-plate side of the panel, through
the two inner plies. Leave the third,
outer ply of the marine mahogany
plywood intact.
July/August 1996 • 77
12 Add planks 2, 3, and 4. Drill a hole
at each end and in the middle of the
second plank, and wire it loosely in
place. Using the predrilled holes on the
keel plank as a guide, drill matching
holes along the second plank. Loosely
wire in place. Follow the same process
for plank 2 on the other side. Once
both sides are wired in place, start at
11 Stitch the keel. Lay out the two the center seam and use pliers to
keel planks, butt plates facing up. tighten all the wires. Drill and wire
Align seams and insert wires from planks 3 and 4 the same way as plank 14 Attach spacers. The frames not
below (elevating the planks on boxes 2. Check all seam alignments. Sight only control the sectional shape of
makes this easy). Twist the wires by down the bow and stern stems; they the hull, they also control the amount
hand on the inside. At the bow and should both be straight. of rocker in the keel (crucial in the
stern, where the hull is narrow, tighten performance of a kayak). Screw the
the wires on the outside. 13 Stitch and glue the frames. Wire rectangular spacers onto the tempo-
When the entire keel is wired, panels 2, 3, and 4 firmly to the tem- rary frames. This makes each frame
insert the three temporary frames and porary frames. Make sure the panels the correct height.
wire them in place. They will push snug tightly against them. Run a hot- Turn the hull upside down, resting
down and spread the keel panels. melt glue gun along the frame edges. on the spacers, on a level floor. In the
Tools and Supplies • Sabersaw • One bronze boat snap; two ¼-20 x
• Hand saw • Drawing battens ¾" stainless-steel truss-head
• Six sheets of 4 x 8', 4mm BS-1088 bolts with Nylock center nuts to
• Wood rasp
marine-grade Okoume plywood match
• Pair of diagonal wire snips
• Half sheet of ¾" marine-grade • Two #8 x ¾" stainless-steel wood
• Pliers screws
plywood
• Small hand or power drill • Two #8-32 x ½ " stainless-steel
• 3 gallons epoxy
• Ten 2" C-clamps (20 is better) flat-head machine screws with
• 4 cups wood flour
• Two quick-grip clamps hex nuts
• One plastic squeegee (4 x 6")
• Razor knife • Three Therm-a-Rest Sport Seats
• Two plastic dental syringes with Velcro
• Hot-melt glue gun and glue sticks
• Four pairs disposable latex gloves • ½" closed-cell foam for back strap
• Sanding block or electric palm
sander • Six 14-oz measuring cups pads, 12 x 21"
• 1 pint acetone and a scalable glass • Four 4 -oz measuring cups • Three pairs Keeper's adjustable
jar (to clean tools, not hands) • Six stirring sticks footbraces with six stainless-
• Two 2 " natural-bristle brushes • One roll 8 ½-oz, 1½ " x 50 yds steel truss-head bolts and
fiberglass tape O-ring seals
• Ten 2 " disposable foam brushes
• 22 yds x 38 " of 6 oz fiberglass • High-density seatback plastic,
• 7 " paint roller and 8+ disposable 1/8 x 26 x 19 ½"
1/8" foam covers cloth (flat weave, treated for
use with epoxy) • Deck rigging
• Six disposable paint tray liners
• 150 yds 20-gauge stovepipe wire • Fourteen nylon 3/8" padeyes
• ¾ " strapping (packaging) tape
• Seat hardware • 32 ' UV-resistant shock cord
• One roll masking tape
• Two 3/8" nylon padeyes • Rudder assembly with all lines and
• Sandpaper (80-120 grit) fastenings
78 • WoodenBoat 131
tip to stern tip. This creates a "sacri-
ficial" layer of fiberglass to take the
abrasion of beach landings. Let the
epoxy harden overnight.
July/August 1996 • 79
Building a SailRig
for Kayaks
or Canoes
Text and photos
by Chris Kulczycki
80 • WoodenBoat 131
July/August 1996 • 81
construction, it should be easy to find the plans. Before you begin laying out the bottom of the amas should be just
in most parts of the country. The aka the mold, consider that the akas kissing the water.
brackets and leeboard brackets are shown in the plans are designed for The aka mold is made on two layers
cut from common aluminum angle Chesapeake Light Craft's kayaks. of ¾" plywood. Cut and screw these
(or channel section) which can be They will fit on many other boats as together to make the 18" x 10' base.
purchased from a welding or metal well, but it would be prudent to mea- Draw the akas full size on the plywood,
fabrication shop. While you're at the sure your boat and adjust the akas' use one edge of the jig as a baseline,
metal shop, order the aluminum tube curves if necessary. Remember that and mark it off in 1' intervals. Measure
you'll need for the mast. The stainless- when the loaded boat is floating level, up from the baseline and drive a brad
steel hardware can be obtained from
any large marine fastening company,
and the sailing hardware is available
at any chandlery.
The SailRig is held together with
epoxy that you'll use as glue to hold
parts together, as adhesive when
applying fiberglass, as a coating to
protect and waterproof bare wood,
and as a gap-filler and fairing com-
pound. Use only high-quality marine
epoxy;
82 • WoodenBoat 131
Leave the akas on the mold for at least An electric planer makes fast work of
Clamping the strips onto the mold can 48 hours; if they are removed too soon, cleaning up the "squeeze-out" (excess
be a two-person job. the epoxy might fail. glue) on the akas.
at each of the offsets shown on the aka. Laminate two additional layers plans. Make a mark at each station
plans (or at your adjusted offsets). of wood to the top and bottom of the (that is, every foot) along the base of
Use a batten pressed against the brads forward aka to form the "bulge" at the blank. Measure up with a car-
to draw a fair curve connecting the the leeboard bracket. Shape this penter's square, and mark the posi-
points. Cut 2 "-thick blocks from a bulge as shown on Sheet 3 of the tion of the sheer and keel line at each
length of 2 x 4, and screw and glue plans. Round over the corners of the station. Drive a small brad at each
them to the base to form the outline akas with a router or plane, but don't measurement point. Hold a batten
of the bottom edge of the aka. Now round over the area that will fit into against the brads and draw a fair
the mold is ready, and the akas can the ama sockets or the area that rests curve connecting the points. Use the
be laminated. on the kayak's deck. Repeat all this to full-sized templates (supplied with the
Rip 16 strips (¼" x 1½" 10') from make the second aka. large-scale plans) to draw the ends of
your 2 x 10' fir board. Mix up about the panel, or scale them from Sheet 2
a pint of epoxy and thicken it with Making the Amas on page 81.
wood flour or silica to the consistency Start by cutting four 8" x 8' blanks Stack all four blanks and cut out
of jam. Spread epoxy on eight of the from 3mm plywood. On one of the the panels at the same time to ensure
strips. Allow the epoxy to sit on the blanks mark out a hull panel as shown that they are identical. Use a saber-
wood for a few minutes, and then on the ama hull layout diagram in the saw or trim saw to cut about 1/16" out-
apply more to any areas that seem
dry. Be sure to spread epoxy on both Mark the keel and
sides of the six inner strips. Stack sheer on the ama
the strips and wrap the stack in a panels using the
length of plastic sheet. Lay the stack offsets in the plans.
on the mold and, starting in the
center, clamp the strips to the mold.
Don't over-tighten the clamps; close
the gaps between the strips, but do
not squeeze all the glue out of the
joint.
Allow the epoxy to cure for 48
hours, then remove it from the jig.
Use an electric planer, belt sander, or
block plane to clean off the excess
epoxy and smooth the sides of the
July/August 1996 • 83
Cut out the panels just proud of your pencil line.
Drive a small brad at each measurement point;
then spring a batten to ensure a fair curve.
84 • WoodenBoat 131
Wire the ama panda together with short twists of
copper wire, but don't tighten the wires until you've Lay a strip of fiberglass tape over the fillet and wet out the tape,
spread the hull at the sheer. with unthickened epoxy. Also, mat all the wood inside the amas.
Press the wires flat against the plywood, then spread a fillet of
When the epoxy has hardened, flip the hulls over, snip off the
thickened epoxy over the joint.
wires, and 'glass the outside seam.
the wood with a screwdriver point. remove any epoxy that's dripped fit in your amas perfectly. Using the
Now you're ready to glue the panels through, and "round" the joint over. cardboard templates, cut the bulk-
together. Cover the outside joint with fiberglass heads out from 6mm plywood. Cut the
Mix some epoxy and thicken it to tape, and saturate it and the entire top and bottom socket pieces from
the consistency of peanut butter. exterior of the hull with unthickened solid fir, and cut the end piece for the
Spread a fillet of this along the keel epoxy. Allow to cure. sockets from 12mm plywood (you can
line inside the hulls just covering the simply glue together two layers of the
tie wires. Also glue together the sheer Installing Bulkheads and 6mm plywood).
clamp bevels at the bow and stern. Ama Sockets Assembling the sockets and bulk-
Lay a strip of 3" fiberglass tape over Pull the amas together to their final heads is tricky; it's best to join them
the still-wet fillet. Saturate the 'glass beam of 9¼", and hold them at that temporarily with brads or long staples
tape and all the wood inside the hulls width with a clamp. Mark the positions and then to clamp or wedge them
with unthickened epoxy. Be careful of the deckbeams and bulkheads. into the amas for a trial fit. Because
to brush out any dry spots or air bub- Glue in the deckbeam as shown in the there are so many parts that must be
bles under the tape. plans. Make cardboard templates of perfectly aligned, I recommend that
When the epoxy inside the hulls the four bulkheads shown on Sheet 2 you also temporarily assemble the
has cured, turn the hulls over and (page 81) and check their fit. It will amas and akas to check that every-
snip off the tie wires flush with the probably take a bit of trimming to thing fits. This is best done on a large,
plywood. Sand the outside joint to adjust the shape of the templates to level floor; but, if necessary, it can be
July/August 1996 • 85
accomplished on a flat lawn or drive- Fit the four 6mm
way by shimming up the amas to plywood bulk-
make everything level. heads into each
You'll probably need to plane hull. It takes some
down the ends of the akas so they fit time to get a nice
snugly in their sockets. Check that the fit; the bulkheads
amas tilt outward about 6° (see plans should Jit snugly,
Sheet 1); check also that the distance but they should
between the tips of the port bow and not deform the
starboard stern is the same as the hull skins.
distance between the starboard bow
and port stern. When you're sure that
everything is properly aligned, mark
the final positions of the bulkheads
and sockets. Disassemble the sockets,
then glue them into place between The akas should
the bulkheads. Using large fillets of fit tightly between
thickened epoxy, glue the bulk- the bulkheads. If
head/socket units into the hulls. you've planed the
Allow to cure overnight. akas, you may
need to adjust
Installing the Decks their position.
Mark the deck panels by holding the
plywood sheet on the hull and tracing
the hull's shape onto it. Cut the deck
out about ½" too large. Seal the
underside of the deck with two coats
of unthickened epoxy.
Lay the decks on the amas for a
trial fit. You'll notice that they don't
lie squarely on the sheer clamps.
Plane the tops of the sheer clamps so
that they match the radius of the
deck. You can do this by eye, but
using a template with the same curve
as the underside of the deck makes
it easier. Because the radius of the
underside of the deck measures the
same as the radius of the top of the
deckbeam, you can make this tem-
plate by tracing the deckbeam's top
radius onto a piece of cardboard and
cutting it out. Hold the template
across the hull on the sheer clamps,
and you'll be able to judge exactly
how much wood needs to be planed
off. Check the fit and alignment of the amas, akas, and sockets before gluing the sockets
When you're satisfied with the into place. The small blocks clamped inside the hulls temporarily hold the bulkheads
deck's fit, spread thickened epoxy in place but allow for easy adjustment.
on the sheer clamps, deckbeams, and
top of the bulkheads. Hold the deck
down with bronze ring nails or with Epoxy fillets permanently join
(temporary) sheet-metal screws driven the bulkheads to the hulls.
into the sheer clamps every 4". Notice that the akas are still
After the epoxy has cured, trim off in the sockets to ensure proper
the overhanging lip of the deck. Cut alignment.
out the aka sockets with a router
and/or a sabersaw, but be careful not
to cut into the bulkheads or hull. If
you used sheet-metal screws to hold
down the deck, remove them now
and fill the holes with thickened
epoxy.
86 • WoodenBoat 131
The decks should be oversize when installed. Using this little tool will
ensure that each nail or screw is driven into the center of the sheer clamp.
These sheet-metal screws will be removed when the epoxy After cutting the aluminum brackets, clean them up with a
cures. file.
Making and Installing the the distance between the bottom bow of each ama is about 1" higher
Aka Mounts of the akas and your boat's gunwale. than its stern. Mark and drill the
You'll cut the aluminum leeboard Make additional mounts if you plan mounting holes in both the brackets
brackets and aka mounts from 4" to use the rig on more than one boat. and in your boat.
aluminum angle (or channel). Alu- Drill holes for the U-bolts, and Reinforce the mounting area
minum is soft enough to be cut with mount the brackets on the akas. inside your hull. Glue in either a ½"-
many woodworking tools; a sabersaw, Assemble the amas and akas, then thick wooden backing plate or three
table saw, or bandsaw fitted with a position the unit on your kayak or layers of fiberglass cloth extending
non-ferrous metal-cutting blade will canoe. On kayaks, the after aka should several inches around the mounting
do the job, as will a hacksaw and a bit be just abaft the cockpit coaming. On holes. When the epoxy has cured,
of elbow grease. Cut out the aka canoes, the after aka should be about re-drill the mounting holes. Mount
mounts shown on Sheet 3 of the 6" behind the solo paddling position. the amas with ¼ " stainless-steel
plans, but adjust their "rise" to fit The akas should be mounted so the machine screws, washers, and wing
July/August 1996 • 87
Spend some time shaping your leeboard, and you'll be rewarded with
good windward performance.
88 • WoodenBoat 131
The fairleads and cleats are installed on the forward aka
facing the cockpit.
MATERIALS
• Two sheets 4' x 8' x 3mm okoume
marine plywood
• One-half sheet 6mm marine-grade
plywood
• ½" x ½" x 36' spruce, fir, or pine The maststep is the last piece to be installed; check the mast for
rake and plumb (athwartships) before gluing in the step.
• ¾" x 8 " x 6' clear fir
• ¼" x 1½" x 170' fir or spruce
(in 10'lengths) on the amas. These buckles prevent disposable brush lightly over the wet
• ½ lb 14-gauge, ¾" bronze ring the amas from slipping off the akas. surface; this will pop air bubbles left
nails, or short sheet-metal screws If your boat doesn't have a rudder, by the roller and will smooth out runs.
• 50'of 3" fiberglass tape fit a commercially made sea-kayak Some brands of epoxy leave a film,
• One gallon epoxy resin and rudder intended for a double kayak. called amine blush, while curing
hardener I'd recommend a sail area of 32-45 which prevents varnish and paint
• Thickening powder for epoxy sq ft. A fully battened 32-sq-ft sail per- from drying. Allow the epoxy to fully
forms well in about 7 knots to 18 cure, then wash the surface with soap
• One quart marine varnish and/or
paint knots of wind, but a conventional sail and water to remove the blush. Sand
will need to be larger to provide the the amas and akas with 120-, through
• Four 1" Fastex-type side release
same drive. My favorite sails are sewn 220-grit sandpaper. Fill any low spots
buckles
by Mark Balogh of Balogh Sail with epoxy or fairing putty. The best
• Two 4 " plastic cleats Designs (BSD, RR 1 Box 131-C, Red finish for the amas' decks, the lee-
• Three plastic fairleads Oak, VA 23964). Alternatives include board, and the akas is four to six coats
• 5/16 x ¾" stainless-steel carriage bolt adapting a sail from a racing dinghy, of marine varnish.
• 5/16" wing nut, knob, or adjusting having one made by a sailmaker, or Here are a few SailRig sailing hints:
lever sewing your own. Having tried mak- Short-chord, fully battened sails, such
• Four 1½" inside diameter stainless- ing my own sails, I doubt most of us as BSD sails, stall easily, so telltales
steel U-bolts and nuts could do a satisfactory job unless we are essential for staying in the groove.
• Eight #10 x 1" oval-head stainless- used the services of a kit-sail company Sea kayak rudders also stall easily;
steel screws such as Sailrite (305 W. VanBuren St., adjust the leeboard so the boat is well
Columbia City, IN 46725). balanced, and steer gently. Like most
• Eight #10 finish washers
Because crew weight is such a large multihulls, the SailRigged kayak tacks
• Six #10 x 2" machine screws with percentage of the boat's total weight, slowly; if the boat won't tack at all, the
nuts, washers, and lock washers
consider a larger sail if you are heavy leeboard is probably too far down.
• Small sheet block or if you intend to camp out of the boat. Finally, if the lee ama is driven under-
• 50' of ¼" Dacron braided line water by the force of the wind, reef
• 5' of 1" nylon webbing Finishing down.
Materials for the aka laminating jig: Prior to painting or varnishing, apply
two coats of unthickened epoxy to the Chris Kulczycki (founder of Chesapeake Light
• One 8' 2 x 4 Craft) designs, builds, and paddles kayaks.
outside of the amas and akas. This
• One 4' x 8' x ¾ " plywood (any grade) will fill the weave of the 'glass tape on He is also an accomplished big-boat sailor.
• 3 "screws the amas and improve the abrasion Large-scale plans, kits, sails, and masts for the
• Plastic sheet or plastic painter's resistance and durability of the wood. SailRig are available from Chesapeake Light
drop cloth The best tool for this job is a foam Craft, 1805 Charge Ave., Annapolis, MD 21401;
roller. Run the bristle tips of a clean 410-267-0137.
July/August 1996 • 89
WOOD TECHNOLOGY
July/August 1996 • 91
WOOD TECHNOLOGY
can cause tension failure on the inside they should be dense, stable, and
of the hull. decay- and marine borer-resistant.
Although "glass/epoxy combina- Very few, if any, woods meet all of
tions are more "ductile" than wood, these requirements. But chemical
they are also more brittle. I use the and physical treatments of the wood
word ductile in quotes because it can provide these properties. Such
is actually more a combination of treatments are currently available
"brittle and plastic" (from the two but expensive. However, since only a
different components) than the true relatively thin skin of this modified
ductility seen in steel, which has stiff- wood is needed, the added cost for
ness but can be pounded into a new the entire boat might be only a small
shape. Pounding on 'glass/epoxy percentage. Currently, a version of
surfaces does not make the new shape the above illustrated construction is
ductile, but, rather, yields brittle being tested for small bridges and
failure. In fact, under pounding wharf decks in Maine.*
(impact) loads, wood proves to be Since the structures are only
more "ductile" than most polymer/ loaded from one direction, the beams
resin combinations—the reverse of are asymmetrical. But, the success or
the situation with static loads. failure of these prototypes may pro-
vide useful insight for future boat-
So What? This wood composite would retain building methods.
Taking into consideration the above the aesthetics of wood as well as the Richard Jagels is professor afforest biology at
material properties, the ideal mono- superior strength/weight ratio of the University of Maine, Orono. Please send
coque hull design might be a five- wood versus steel. It gains some of correspondence for Dr. Jagels to the care of
layer system with a lightweight wood the ductile properties of steel with- WoodenBoat.
core (cedar, for example) sandwiched out sacrificing the superior elastic
between thin polymer/resin layers, properties of wood.
* Research being conducted under the
and this, in turn, sheathed with mod- Since the outer layers of wood will direction of Habib Dagher, Associate
erately dense, dimensionally stable, be exposed to abrasion, moisture, Professor, Dept, of Civil Engineering,
decay-resistant wood outer layers. marine borers, and decay fungi, University of Maine, Orono, ME 04469.
92 • WoodenBoat 131
W o o d e n B o a t is pleased to join the following camaraderie of wooden boat sailing, racing, and
racing series as sponsors of their 1996 great parties, we urge you to contact the follow-
events. If you are interested in the beauty and ing event organizers for further information.
PACIFIC ATLANTIC
NORTHWEST Classic Regatta Series, Georgia McDonald, Yacht
Systems/Rivali, P.O. Box 71, Marion, MA 02738,
Wooden Yacht Racing Association (WYRA), Frank (508) 758-4488.
Schattauer, 6010 Seaview Ave. NW, Seattle, WA
98107, (206)783-2400
Sponsored by:
July 6
Ed Clark Race (WA)
Vernon Velez, The Center for Wooden Boats, (206) 385-
BOAT.
August 22
Vancouver Wooden Boat Show
Regatta (BC)
Jan Bellamy, (604) 688-9622 or Bruce McDougall, (604) July 26-27
684-2628.'
September 1
Emperor's Cup (MA)
Gary Gregory, (617) 577-8222 or Kim Falcey, (617) 639-
VREB Classic (BC) 0029.
Terry Moore, (604) 381-3185.
October 5 August 3
Alexander Bishop Regatta (WA) ERR (ME)
Tom Dyer, (206)285-1706. Taylor Alien, Rockport Marine, (207)236-9651.
July/August 1996 • 93
THE WOODENBOAT STORE
Rigger's Bag
This tool bag won't mar your boat surfaces.
It's ringed with 30 outside pockets and
open in the center to hold larger tools.
Size: 18 L x 10 H x 6½" W
#840-003 Ship Wt. 2 lbs $35.95
NEW! Howda Seat
Portable, comfortable back support for on-
deck in a canoe, or at the beach. Wood
slats, dark green canvas trim.
#840-009 Ship Wt. 4 lbs $39.95
Parachute Bag
Stash your hardware here. Six pockets to
keep everything organized. Made of heavy-
duty canvas. 10" diameter, 4½" high.
#840-005 Ship Wt. 1 lb $19.95
Weather Radio
Receive NOAA weather forecasts. A must
before each venture on the water.
Size: 5 x 3 x 1 1/8"
#820-001 Ship Wt. 1 lb $28.00
Builder's Apron
Protect your clothing while keeping
tools/fastenings at hand, with our heavy-
weight cotton-duck apron. Lots of pockets,
tool loops, and quick-release buckles.
#550-003 Ship Wt. 1 lb $21.95
Boat Hook Kit
We supply the bronze hook and instruc-
tions, you craft the handle, Grafting a beau-
tiful, traditional boat hook that will stand
upright in case it goes overboard.
#690-001 Ship Wt. 1 ½ lbs $19.95
Mini Weathervanes
Catboat and Schooner copper verdigris
weathervanes will add a nice touch to your
window, and perhaps your overall outlook.
705-000 (specify) Ship Wt. 1/2 lb $15.00
Oar Leather Kit
We provide enough leather to cover a pair
of oars, plus the thread, tacks and instruc-
tions. #690-004 Ship Wt. 1 lb $15.95
Tote Bag
Stuff everything here (7 x 17 x 16" high).
Heavy-duty natural canvas/green trim.
#840-002 Ship Wt. 2 lbs $24.95
Builder's Nameplate
A beautiful cast-bronze plate for your
favorite craft. Measures 3 ½ x 1 ¼ x 1/8"
#852-002 Ship Wt. 1/2 lb $16.95
Nantucket Sounder
A sounding lead updated in bronze. The
hollowed bronze star in the end can be
Matted Prints
filled with vaseline, grease, even peanut Meticulously drawn by Kathy Bray, these
classic images are carefully printed in full
butter, to determine the bottom's surface.
Complete Sounder: (line, lead, bag)
color. 16 x 20" including mat.
Rozinante, Concordia Yawl,
#690-002 Ship Wt. 5 lbs $52.00
Herreshoff 12 ½, Catboat, (specify image)
Sounder Only:
#690-003 Ship Wt. 3 ½ lbs $34.00 #702-000 Ship Wt. 3 lbs $29.00 each
OFFERS TOOLS, GIFTS, AND GEAR.
NEW! Japanese Handsaw
This saw operates on the pull rather than
the push stroke. Cross-cut on one edge, rip
teeth on the other. Try it. You'll discover a
better way to work. 9½" Made, 23" overall
length, with rattan-wrapped handle.
#835-005 Ship Wt. 1 ½ lbs $24.95
Extra blade #835-005 Ship Wt. 0 lbs $13.95
Power Bead Caulking Gun
Caulk a continuous bead without wearing
out your hand in the process. Chuck your
cordless or a/c drill to the ¼" gear shaft,
clamp on the drill, and blast those seams.
#825-001 Ship Wt. 2 lbs $49.00
Burgees
Now in Navy or White, with embroidered
logo. 18 x 22", and made of lightweight
nylon to fly in the breeze (specify color).
#810-000 Ship Wt 0 lbs $16.95
Belaying Pin
Ideal for small craft. Beautifully shaped and
made from rock maple. Diameter: ½" shaft,
and 1¼" handle. Length 8".
#606-007 Ship Wt. 1/2 lb $9.95
Namel Var Brushes
Simply the best brushes for varnishing.
Ship Wt 1/2 lb each (specify size)
1½" $16.95 1½": $19.95 2": $23.95
2½";$28.95 3": $34.95
NEW! Buoy Bell
Nice tones to help keep those sea sounds
alive when you are on shore. 12" high,
rugged; tone of the Camden Reach bell.
#870-003 Ship Wt. 7 lbs $39.95
NEW! All-Natural Lubricant
Ballistol lubricates metal, waterproofs
leather, brightens teak, and all without
harming the environment. 7.3 oz (no
fluorocarbons) spray or 16.9 oz liquid.
Spray #834-002 Ship Wt. 1 lb $6.50
Liquid -834-003 Ship Wt. 1½ lbs $11.50
No-Rust Wrench
Made of 400 series high-tensile stainless
steel (serious stuff), this 7" adjustable
wrench is an ideal on-board tool.
#835-002 Ship Wt. 1/2 lb $38.50
Lanyard: #835-003 Ship Wt. O lbs $3.00
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Visual glossaries of either a runabout or a
sloop/yawl. $11.95 each, Ship Wt. 1 lb
Runabout: #710-011 2 6 x 2 3 "
Sailboat: #710-008 17 ½ x 26"
ProPrep Scrapers
Designed to reduce 'chatter' (the blade bouncing over the surface) these are comfortable to
grip and well balanced to reduce fatigue. Cutlery-grade stainless steel blades come in a To Order Call Toil-Free
variety of shapes to match your work. Kit: includes large & small handle, four blades 1-800-273-SHIP (7447)
( #101, #102, #208, #209). #832-001 Ship Wt. 1/2 lb $29.95 Advanced Kit: large &
small handle, plus all eight blades shown. #832-002 Ship Wt. 1 lb $54.95 Write: The WoodenBoat Store
Extra Blades: (specify #) $7.95 Extra Handles: (Specify size) Ship Wt. O lbs $7.95 PO Box 78, Brooklin, Maine 04616
24-Hour Fax: 207-359-8920
Email: wbstore@woodenboat.com
Internet: www.woodenboat.com
Turn the page
for our latest books!
BEST-SELLING BOOKS FROM WOODENBOAT.
The WoodenBoat Series
Painting & Varnishing
Series Editor, Peter H. Spectre
Twenty-four articles from WoodenBoat magazine tied
together by long-time contributing editor, Peter
Spectre. Subjects include stripping old paint, dealing
with mildew, scrapers, water-based clear coatings,
antifouling paints, paintbrush care, mast protection,
quick tips to springtime varnishing and painting, hot
weather varnishing, linear polyurethanes, and more.
This book and 10 Wooden Boats You Can Build are the
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July/August 1996 • 97
WOODENBOAT REVIEW
a second base lets you mount the vise on a saw horse when practical terms: If you clamp a 2 x 4 in the vise and attempt
working away from the bench. Another useful option is to saw through it 6" from the jaws, the older vise will hold,
a base that can be lowered flush with the bench top. while the newer ones will rotate and bind the saw.
So much for the good news. This is truly a great design, WoodenBoat School bought six of these vises on my
but design is not everything, and this tool is typical of so recommendation; within three years, all were sold or
many others on the market today. It is what I call a kit: All given away because students and staff were disappointed
the parts are there, yet it does not necessarily function well in their performance. There are a few other things which
when delivered. Each year, many manufacturers deliver a are not as well done on the new vises as on the old ones,
little less quality than they did the year before. Subtle and while these are not nearly as important as the lack
things are left out, usually in the finishing stages. Castings of resistance to rotation, they are indicators of the atti-
of hand planes have coarse grinding marks left in; lead tude that caused the major problem. First, the original
screw threads of augers are too rough to pull the bit into vises had a round knob on the ends of the screw handle;
the work; wood handles have finishes that a craftsman the new tools instead have a squashed-flat portion at the
using them would be embarrassed to put on his own work; end which is not as comfortable in the hand. Second, the
some tools are so bad they hardly function at all. clamp screw nut, a prominent feature on the side of the
The Versa-Vise manufacturer has not been immune vise, used to have a nice finish, as it was faced with a lathe
to this disease of letting an otherwise excellent product tool. The 1996 model features plated hacksaw marks.
slip onto the market in less-than-desirable functional Third, on this newest vise, one of the machined surfaces
configuration and unsatisfactorily finished for want of that guide the movable jaw was ground to an unaccept-
more care in the last stages of construction. The principal ably large clearance. Fourth, the circlip holding the screw
problem with this tool is that the friction that stops the vise in the movable jaw has a smaller outside diameter than
from swiveling when the jaws are tightened is too weak. in the original. This is not a problem unless you need to
Since this is the feature that makes the vise so useful, it replace the screw. (A nice feature offered by the manu-
is a pretty serious problem. I have had the opportunity facturer is replacement parts and instructions for their
to test the holding power of 15 of these vises: my 25- installation.) When I tried to remove the screw, the cir-
year-old model, made by an earlier manufacturer; the 12 clip expanded, jammed, and made removal very difficult.
I purchased about 10 years ago; plus one last year, and Should you buy a Versa-Vise? Unless you are willing to
the 1996 model I received from the manufacturer for put in an hour and a half or so of fitting time, as explained
this review. The only vise with acceptable holding power in the Sidebar, I will have to say no. But that bothers me,
was the one manufactured 25 years ago. because I really believe a woodworker is missing some-
In order to measure the problem to be sure I wasn't being thing by not owning this tool. So I will end this with a plea
overly critical, I tested each vise by clamping in it a piece to Gaydash Industries: Please take the time necessary to
of wood extending out 1' from the center of rotation. I correct the several small things that have begun to lower
applied a 20-lb clamping pressure—measured by a spring the quality of your product. Do this, and your customers
scale—to the handle. I then pulled on the end of the piece will sell your vises for you.
of wood, tangent to the circle of vise rotation, using the The price of the basic Vena-Vise is $91.95, plus S & H. Accessories,
same spring scale applied to the piece of wood clamped in such as a clamp-on base and special tilt adapter, are available. Order
the jaws. The force applied before the vise started to move from Gaydash Industries, 3640 Tabs Dr., Uniontown, OH 44685;
I called the "rotation resistance." The original vise had a tel. 216-896-4811; fax 216-896-0338.
resistance of 16 lbs, while the newer tools were close to Harry Bryan designs and builds boats in St. George, New Brunswick.
each other, averaging about 5 lbs. To put this difference in He also teaches at WoodenBoat School.
clean up the stud; simply pull the of the grinding compound a couple
Tuning the Versa-Vise cloth back and forth around the stud. more times, then wipe away all traces
Put a little oil on anything that By the careful application of a of it.
moves against something else. This large half-round file, you can also The small bit of filing you did on
should include the screw threads, the increase the area of contact of the the lock lever will cause the jaws to
top of the movable jaw casting where lock lever that presses against the base go out of alignment. (The movable
it extends through the body of the stud. Blacken the contact surface of jaw will probably be low.) Tighten the
vise, and the bottom of this casting the lock lever with a felt-tipped set-screw under the lock lever to bring
where it rubs on the adjusting screw marker; this way, when you set the vise the jaws even with each other. The lit-
of the lock lever. on its stud and lightly tighten the erature that comes with the vise says
Keep the base stud and the inside screw and then rotate the vise, the that this screw will vary the pressure.
areas of the vise contacted by this stud black marking will be rubbed off In fact, this has no effect on clamp-
free of any form of lubrication. where you need to file. Aim for a con- ing pressure or resistance to rotation;
The stud of the vise's base and the tact area of at least ¼ x ½ ". its sole function is jaw alignment.
bore in the vise where the stud fits Now, smear a bit of valve grinding You should not have had to do the
need to be smoothed so more metal- compound (available from your auto above work, but the result is that you
to-metal contact is achieved; the resul- supply store) on the base stud, and have ready for a lifetime of use the
tant increase of friction will improve work the vise around and around best all-around woodworking vise I
the vise's rotation resistance. Use a while lightly tightening and loosen- know of.
2 "-wide strip of fine emery cloth to ing the screw. Repeat the application —HB
98 • WoodenBoat 131
WOODENBOAT REVIEW
The 3M
Marine Hookit
Fairing Board
System
Reviewed by Greg Rossel
July/August 1996 • 99
WOODENBOAT REVIEW
Tidecraft: The
Boats of South
Carolina,
Georgia and
Northeastern
Florida
Reviewed by Peter H. Spectre
Tidecraft: The Boats of South Carolina, Georgia and
Northeastern Florida, 1550-1950, by William C.
Fleetwood, Jr. WBG Marine Press, P.O. Box 178,
Tybee Island, GA 31328. 355 pp, illus., bibliography,
index, 1995 (2nd edition), $47.50. Also available
from the WoodenBoat Store, 1-800-273-7447.
JAMESTOWN DISTRIBUTORS
Suppliers to Builders, Boatyards ana Boat Owners worldwide
editor sent me down to the art department to gain an types of traditional boats, but not many. Howard Chapelle
appreciation of how books were designed and to learn had done the best he could do and then some; Marion
the basic elements of typography. Brewington had stuck his oar in; John Gardner was getting
"Art department!" "Book design!" "Typography!" I was revved up. The real work, however, was yet to come. Our
astounded. During all those years with my nose in books, great good fortune, even though most of the pioneers
I had only paid attention to the words, not their physical are now dead, is that it continues to this day. The new
representations. It had never occurred to me that the edition of Tidecraft, by William C. Fleetwood, Jr., is a case
shape of the letter "A," for example, differed from one in point.
book to another, that the choice of which shape to be Tidecraft is a big, thick book about a short stretch of
used was made consciously, and that the designer, who coast, from South Carolina to northeastern Florida. In
claimed to be an artist, had very good reasons for it. What my atlas it doesn't look like much, but in reality it is a
a revelation! There were types of type! tangle of islands, inlets, rivers, creeks, backwaters, and
And just about the time I had stumbled across that marshes. It is tidewater territory, the product of low-lying
evidence of diversity, I discovered as well that there were terrain, the sort of region that in the old days, in the
different types of boats. It was an interesting year. absence of roads and bridges, required watercraft for
Don't get me wrong. I was dumb, but not that dumb. work and basic transportation, or it could never have
All along I had known there were rowboats and sailboats been settled.
and powerboats, and that among those types there were There are many definitions of the term "traditional boat,"
subtypes. But having grown up in a small corner of but the classical one is that a boat is traditional if it was
New England, I had had no idea that a flat-bottomed skiff designed and built for a particular purpose in a particular
in, say, Harwich, Massachusetts, differed from one on location, and if it evolved over time as its purpose evolved.
the Sassafras River of the Eastern Shore of Maryland. I Using that definition, the coastline described in Tidecraft
had to move to the Chesapeake Bay for my first job in is traditional-boat heaven; for several centuries it was
publishing to find that out. rotten with craft peculiar to the territory, that were never
I never did get much interested in the differences static, that were always developing to meet the need of
between Helvetica Light and Caslon Old Style, but the the moment.
differences among the types of traditional small craft— There was a time when everyone who lived on the
now there was something I could get enthusiastic about. southeast coast knew all about these boats, because they
I soon discovered that there were books on types and sub- were common, everyday appliances. They were used for
RESTORATION SUBJECTS:
Herreshoff S Boat
Chris Craft Runabout
Peapod Rowing Boat
tailored to your unique needs It is doubtful if any dugouts such as the old plantation boats
were built after the [Civil] war, though some earlier boats
and at reasonable premiums might still have been in use. Bateaux and various types of
ships' boats were more easily built or otherwise acquired than
the large dugout, and most of the post-war canoes appear
to have been under 20 feet in length, made for personal
use in hunting and fishing. Although some were finely crafted
and shaped, many more were rough, serviceable craft to suit
the exigency at hand. To inland folk, the canoes were simply
that, canoes; but to the Gullah [a term for coastal rural
peoples supposed to be from Angola], the canoes were
"Trus-me-Gawds," a title that fits the smaller ones well, even
today's versions. The dugouts' main virtues of economy,
simplicity, and longevity caused them to be built in areas
where the cost of plank and fastenings was prohibitive for
people of low income. A dugout could be left in brackish
1-800-959-3047 water indefinitely without damage and needed little, if any,
maintenance.
Post Office Box 188 Tidecraft is nicely laid out and admirably illustrated
Mystic, Connecticut 06355 with sketches, maps, plans, and photographs. Some of
Peter H. Spectre is a contributing editor to WoodenBoat. $24. per year (6 issues) Try a sample issue
Outside of the U.S.: for $6.25 U.S. funds
$32 (U.S. funds) in the U.S. and Canada,
$9 U.S. overseas
AUDIO RECEIVED
Vikings of the Sunrise, by Stephen Scott and the Bowed
Y o u see, protecting your valuable
Piano Ensemble. New Albion Records, 584 Castro #525,
San Francisco, CA 94114. 55:49 min. "Fantasy on the asset is up to you.
Polynesian Starpath Navigators"; New Age music with an
Oceanic theme ("The Great Ocean of Kiwa," Mar But we can help.
Pacifico,"etc.).
A Fast
Cruising Sloop
Design by Joel White
Commentary by Maynard Bray
Particulars
LOA 62'2"
LWL 45'11"
Beam 11'8"
Draft 8'0"
Sail area 1,200 sq ft
Displacement 26,370 lbs
Prismatic coef. 0.53
Disp/Length 122
Wetted surface 473 sq ft
SA/WS 2.53
SA/Disp 22
Ballast/Disp 46%
Ballast keel casting 12,100 lbs
He writes to Joel White, who soon boat (see next page) is about the same The designer and client agree, too,
responds with a proposal based on length (56') and shape but has 28% not to count on a rule-beating genoa
his son Steve's VORTEX. Both the more sail area, a 4 " deeper and 2,000 lbs for speed, but to figure on using a
designer and the client like simplicity, heavier ballast keel, and 6 " more beam. working jib. In fact, they agree to
performance, and good looks—so The numbers confirm that she'll be ignore rating rules altogether and
they go back and forth, letter after fast. The sail area/displacement ratio come up with a boat that will be
letter, fine-tuning the proposal until (SA/D) is 22, compared to 16.36 for fast, beautiful, and simple to sail. The
it satisfies them. Both parties agree VORTEX, and the plots of stability at thrill will come from boat-for-boat
she'll be fast in all conditions. VORTEX various wind velocities and angles of racing and from getting the first-
has proven to be just about unbeatable heel suggest she'll stand up to her to-finish gun from the committee
except in light air, and the proposed rig within reason. boat.
living quarters and completely con- seems to me counterproductive. It will Since there'd never be a reason
tained in its own sound-proofed space, limit your cruising grounds to some for going way aft while under sail,
which very effectively cuts down on extent, and probably reduce the I'd be inclined to eliminate the stern
the noise and smell. Its intake air resale value of the boat. It will also pulpit and try using that area to carry
comes in through the ingenious have structural consequences, and the my tender when I didn't want to tow
Dorade-type vents in the after ends keelbolt arrangement will have to be it. That tender would, of course, be
of the coamings. You get access to redesigned. In a heavy grounding, a Nutshell Pram—never, never an
the engine by opening the big hatch something that happens to the best inflatable!
in the cockpit sole, and so long as of us, the very deep modern keels with Below deck, I'd make the door open-
you're not taking solid water over narrow chord configuration and small ings rectangular and have the doors,
the coamings while you're trying to footprint landing on the hull often the bulkheads, and the berth fronts
work on the engine, that big hatch cause severe hull damage because the of raised-panel construction—or at
has lots of merit. impact forces are concentrated in such least made to look like raised panels.
Two doubles? Those comfortable- a small area. You will notice on the There'd be a bare teak cabin sole and
looking berths, one in the forward construction plan that the after end countertop. Otherwise, except for var-
stateroom to port, and the other an of the fin lands on a heavy structural nished edge trim, ladder, cabin sides,
enlarged quarter berth to starboard, bulkhead and at the after end of the and cabin table, she'd be painted satin-
are not what you find in most boats, bronze keel frame. This is done finish, off-white. Cushions would be
although they'd be great for two deliberately, in an attempt to minimize darkish green corduroy.
couples cruising. Not so good for an damage in a bad grounding." For the exterior colors, she'd have
all-male race to Bermuda, even if Sounds like good reasoning to me. light tan, Dynel-covered deck and
the pilot berth and the convertible cabintop, and a mast of the same color.
settee (another double berth) are
brought into play. But this boat was
never intended to be an ocean racer;
W ould I want a boat like this? I
sure would, but I'd make a
few minor changes to suit my whim
Although the topsides (including the
transom) would look lovely black,
they'd soak up enough heat that
she'll be a two-couples cruiser, a and fancy. Starting forward, I'd give there'd be a risk of the veneers com-
'round-the-buoys day racer, and, most her a handsome cast-bronze stem- ing unstuck, so a light, green-gray
of all, simply a grand daysailer that's head fitting that would encompass will have to do, along with a single,
easy to get underway, and delightful the chocks and support the always- wide, dark red boottop, and black
to sail after the mooring is dropped. ugly-as-sin anchor roller assembly bottom. Cabin sides, including the
Is she strong? You bet! The fin (which would be removable). The edge trim, and both faces of the
attaches to the hull through a big covestripe would be routed into the coamings would be of varnished
bronze weldment that spreads the upper hull, which I'd make a little teak, while the coaming tops would
load so there's no critical weak link. thicker to allow for the depth of the be left bare.
It's the same construction that Joel groove, and her name would be The systems would be few and
used for his 74' ketch design. That carved into the transom. Both would simple. But, for singlehanding and
boat, DRAGONERA, was hammered by be gilded with genuine gold leaf. Her for long runs, an autopilot would
a Gulf Stream storm on her maiden toerail would be of varnished teak be great, and with an 8' draft, a
voyage from Newport to Bermuda, and set in from the hull about 1/8" fathometer would come in handy.
and she has cruised extensively since, (which is one of the options already- Finally, the sails. They'd be of off-
with not a trace of weakness or failure. shown on the drawing). There'd be white Dacron, as lightweight and
But boats that are strong can also be a folding gallows near the aft end soft as practical for easy furling, and
light; this one's hull is light enough of the doghouse in which to secure would have parallel seams and nar-
so that almost half her displacement the boom. The boom would be of row panels. Convincing a sailmaker
is in her ballast keel. Her vertical varnished spruce, made hollow for to build a less-than-bulletproof sail
center of gravity is almost 2' below the reefing lines. I'd pay particular takes some effort, but I believe the
the waterline, due both to the light- attention to the cockpit's appearance end result would be worth it. For
but-strong hull and the lightweight and use a fair amount of wood trim running rigging, white Dacron, either
carbon-fiber mast. The tanks, batteries, so the area avoided a bathtub appear- three-strand or braided—no colored
and engine are located down low as ance and became beautiful to look stuff!
well, which helps achieve this low at—important because the cockpit is Had I the money, I'd already have
center of gravity. always in the foreground while sail- one of these slippery sloops on order.
Here's just one example of Joel's ing or sitting. The steering wheel would If I didn't quite have enough for the
design philosophy, as he expressed be turned-spoke traditional, with an 62-footer, I'd go with the 56' VOR-
it when asked about his keel design: outer wooden rim, and every block TEX variant. As it is, I hope what I've
"I have tried to make your design a on the boat would be either wood- said gets some reader fired up.
high-performance sailing racer/cruiser or bronze-shelled. In fact, there'd be-
without going to extremes. I dislike absolutely no stainless showing any- Maynard Bray is a contributing editor for
extreme boats because I find they where, if possible, meaning that the WoodenBoat magazine.
often have limited usefulness under winches and tracks, stanchions, and Plans from Joel White, Brooklin Boat Yard,
varying conditions. Going to a 9' draft pulpit would be bronze. Brooklin, ME 04616.
Excellent Design!
Sailrite keeps abreast of software
changes to ensure that you receive the latest
in sail cuts including those for gaff headed
and sprit rigged sails. A plotting/cutting
system eliminates time consuming lofting
and cutting errors. Computer generated
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construction. The placement of batten
pockets, reef points, draft stripes is also
computer plotted when applicable.
Your job—baste, sew and save. Or sit
back and let us produce a finished sail for
your boat.
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Sailrite uses sail fabrics produced by
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and tanbark Dacrons, as well as high tech The mainsail kits quoted here are in white 4 oz. dacron
laminates are in stock. Quotes include using the designer's plans. Delivery to your area is
complete material listings. additional. Finished prices available upon request.
Bolger Gypsy $170 Glen L 8 Ball $145 Sailrite
A Beautiful Sail! Nutshell Pram $130 El Toro (class) $165 305 W VanBuren St.
Build it yourself and learn more about Whisp $190 DN Ice Boat (class) $340 Columbia City, IN 46725
sail performance or let us do it. Either way, Shellback Dinghy $160 Optimist Pram (class) $155
the sail will look and perform as well as Catspaw Dinghy $180 Daisy Skiff (12.5 ft) $190
ORDER Tollfree 800-348-2769
any. Illustrated here are sail designs for the FAX 219-244-4184
Bolger Micro $425* Sailing Canoe $260* Phone 219-244-6715
Bolger Gypsy, the Nutshell Pram and the ('main & mizzen) (16' MacGregor --- *main & mizzen)
Stephen Redmond Whisp. FREE Catalog of Sailmaking and Canvas Supplies
John Rothert fashioned this 27' dugout canoe to the specifications of a native
canoe recovered near Jamestown, Virginia, and believed to have been built circa
1630. According to the builder, the new canoe (seen here in the foreground) "has
logged" hundreds of miles on the James River during the annual Batteau Festival.
You can reach John at the Courthouse Tavern, P.O. Box 73, Powhatan, VA 23139.
John Larkin, of Moscow, Idaho, built this 12' 8" double-paddle canoe
to Pete Culler's plans. Although the drawings call for lapstrake con-
struction, John decided to strip-build his canoe. The first-time
builder was surprised by the slow pace of laying up strips, but he
seems justifiably pleased with the results. Plans from George B. Kelly,
20 Lookout Lane, Hyannis, MA 02601.
Kevin Halcrow sends word that Lakeland Wooden Boats has just
launched two traditional daysailers. The 16'9" OYSTER (with tanbark
sails) went together from John Leather's plans. Her planking is solid
mahogany, Iain Oughtred designed the 11'6" PTARMIGAN, and she
was built with plywood strakes and epoxy. Lakeland Wooden Boats,
2 Ghyll Brow, Brigsteer Rd., Kendal, Cumbria, LA9 5DZ, England.
Olav Stadt Wang found this 22' Norwegian sjark rotting in a bog.
He and Mary Nivison asked boatbuilder Harder Hansen to restore
the old coastal fishing boat. Hansen replaced all but two of the frames,
replanked the entire hull, and installed a Sabb semi-diesel. The
handsome results of his labor can be seen at 8310 Kabelvag, Norway.
Crispin Blyth of York, England, found this Dragon in the NOA Marine has just completed a major rebuild of the 1971, 63'
mud somewhere in Scotland. He spent the better part of Trumpy cruising houseboat ABSOLUTE (ex-GALPO). Work included
seven years thoroughly restoring the boat, which had replacing the keel from amidships forward, 40 inner and outer
been built in Cowes in 1947. The slippery 29'6" sloop bottom planks, 16 floor timbers, 29 frames, strut blocks, and one
is now owned and sailed by Marc Feigen, 56 Sill Lane, transom plank. The entire bottom was refastened. NOA Marine, Inc.,
Old Lyme, CT 06371. 13030 Gandy Blvd. North, St. Petersburg, FL 33702.
P.O. BOX 9
TOWN CREEK
OXFORD, MD 21654
410-226-5416
I
t's Saturday morning. Thank God the week is and cut into my secret cove. Gliding slowly up a
over: the bank credited our deposits to some- shallow marsh channel, I watch for great blue
one else's account; a supplier shipped our heron, osprey, and deer. Soon even my 4-inch
order to North Dakota; the computer ate draft is too much and I sit in silence before turn-
our mailing list; and everyone at the shop has a ing for home. An hour of steady aerobic paddling
cold. So I grab my PFD and paddle, put my brings me back to the beach.
kayak on my shoulder (it only weighs 34 pounds),
and walk down to the community beach. Some folks think our company sells kayaks, but
I know that what we really sell is sanity. It
Soon I'm carving turns through the moored comes in a kit that anyone with a little wood-
boats at 5 knots, letting the frustration ebb. working skill can assemble in an enjoyable
Weekend cruisers are just climbing aboard; it'll week or two. We sell 12 models; most cost
be hours before they're underway. They gaze under $600 and include everything you'll need
wistfully as my mahogany rocket blasts by. I turn to build some of the lightest, fastest, prettiest
up the shoreline, punching through a steep chop, wooden kayaks afloat.
BOAT KITS-PLANS-PATTERNS.
Builders' supplies. World's largest
complete line, 45th year. 250 designs,
6—70'. Includes new International
Designs. Plywood, fiberglass, steel.
Save 50%. Powerboats - cruisers, run-
abouts, hydroplanes, tunnel hulls,
NOW AVAILABLE AGAIN, THE FULL houseboats, duckboats, canoes/strip-
LINE OF REDMOND small craft plans pers, kayaks, dinghies. Sailboats - day-
from T. Miliano, sole distributor; includ- sailers, trailer-sailers, multihulls. Discover
ing Whisp, a classic fine-lined, high- no-dryrot epoxy boatbuilding. Complete
performance, ultralight 68-lb, 16' catalog $3 (airmail $5). Book - Amateur
rowing and sailing skiff. Uses only Boatbuilding- plywood, fiberglass, wood
three sheets of plywood. Featured in epoxy, steel, $6. Free supplies catalog
WoodenBoat and Small Boat Journal. - fiberglass, paints, foam, bronze/stain-
Easy to build; over 4,000 amateurs less fasteners, epoxy resins and glues,
have ordered plans: $35. Or try one of cable steering, and more. Discount
the other Redmond skiffs featured in prices. CLARKCRAFT, 1642 Aqualane,
Ultralight Boatbuilding. Bluegill, 16' Tonawanda, NY 14150.
9', 10', 11', and 14' TUG DESIGNS. utility and outboard sailing skiff: $36. (same kit builds different lengths)
Detailed building plans. Plywood, nail- Flapjack, 14' sailing/rowing skiff: $34.
Tetra, 10' rowing/sailing dinghy: $33. PIROGUE KIT, $42.50, includes plans,
and-tape. Gas, electric, diesel. Infor- precut cypress stems and ribs. Pond
mation: $5 (US). BERKELEY ENGI- Skiff catalog and photos: $5. T. Miliano,
P.O. Box 35177, Sarasota, FL 34242- boat kit, $79.95, includes plans, pre-
NEERING, 1640A Reche Rd., Fallbrook, cut plywood transoms and seat units.
CA 92028. 619-723-8234. 5177.
Simply add plywood, screws, glue, etc.
Price includes shipping. UNCLE
PLANS FROM ARCH DAVIS DESIGN.
CEDAR-STRIP, small craft designs for JOHN'S, 5229 Choupique Rd., Sulphur,
26' plywood lobsterboat, Jack Tar
amateur boatbuilders. Catalog, $5. LA 70663. Visa/MC call 318-527-9696. (above). Workboat and cruiser mod-
C O M P U M A R I N E , Box 7565-WB, els. Info package $7, plans $107. Jiffy
Everett, WA 98201-0565. 22 cabin skiff, info $6, plans $90. 9'7"
ATKIN ILLUSTRATED CATALOG. Jiffy skiff, info $4, plans $35. All first
Providing three generations with practical, described in National Fisherman. ACE
well-proven designs. Over 200 designs 14' sailboat, info $5, plans $60. P.O.
previously published in Motor Boating. Box 119-W, Morrill, ME 04952. Phone
Famed Atkin double-enders, traditional 207-342-4055. Visa/MC welcome.
offshore and coastal cruising yachts, row-
ing/sailing dinghies, utilities, and house- OLD BOAT PLANS, from old maga-
boats. $8 U.S., $10 Canada, $13 overseas zines. Big list, $4. E.G. Ragsdale,
airmail. PAYMENT U.S. DOLLARS P.O. Box 153, Florence, OR 97439.
PAYABLE THROUGH A U.S. BANK. 541-997-7818. Online: http://www.by-
ATKIN & CO., P.O. Box 3005WB, lhe-sea.com.
QUALITY DESIGNS in taped-seam Noroton, CT 06820.
plywood. Oar, power, and sail. 10-26'.
Catalog $3. TRACY O'BRIEN MARINE
DESIGN, 156 Bunker Creek Rd., BUILD THE ORIGINAL BEAR MOUN-
Chehalis, WA 98532. 360-748-4089. TAIN CANOE. Ted Moores, co-author
Visa/MC. CanoeCraft, has been helping people
realize their wooden canoe dreams
since 1972. Full-sized canoe and kayak
plans with illustrated shop notes. Info,
$3. BEAR MOUNTAIN BOAT SHOP,
Box 368, Lakefield, ON, K0L 2H0,
Canada. 705-652-1461. E-mail: bear- L O . A . . . . . . . . 1 6 ' 3 " POWER . . 5-10 HP
BEAM . . . . . . . . 7 ' 7 " PLYWOOD
INBOARD SPORT RUNABOUT, 15' mountain@ptbo.igs.net. HEAD ROOM 6' 5" TRAILERABLE
GREAT READ! Row The Inside Passage OUT-OF-PRINT BOOKS: All maritime
with Pete and Nancy Ashenfelter. $12 subjects. Send for latest catalog. W. 10.5 oz DACRON MAIN, mizzen, jib for
ppd. 3915 "N" Ave., Anacortes, WA Wiegand & Co., Box 563W, Glaston- 33' Herreshoff Meadowlark. New.
98221. bury, CT 06033. $1,000 or best offer. MO, 417-466-4282.
HERRESHOFF/HAVEN 12 ½, Bristol
Bronze makes over 40 items for the
12 ½, such as bronze (nickel silver)
5/8" sail track illustrated above. For
catalog, send $4 to: BRISTOL BRONZE,
P.O. Box 101, Tiverton, RI 02878.
401-625-5224.
STAR No. 1039, BUILT 1934 by Parkman, 18'AMESBURY SEA SKIFF, 1986. 35- T R A D I T I O N A L SMALL CRAFT.
New York. Complete and original, hp, 1989 Force. Electric, 6-hp Johnson. Pulling: Chamberlain gunning dory,
deck in fine condition. Includes orig- Trailer, accessories. $5,600. MA, Chamberlain dory-skiff, carvel and
inal wood spars, sails, jib pole, mast, and 617-387-4158. lapstrake peapods, West rowers, lapstrake
boom. Cast-iron keel. With cradle and lenders. Compare these boats in our
trailer. $2,500. Contact Henry Breed, 17' WHITEHALL, LAPSTRAKE cedar tryout pond! Power (mostly project
NY, 212-223-2508. on oak, b u i l t 1995 by Rockport boats): Emmons power-dory, Cape
Apprenticeshop, John Gardner design. Cod dory, fantail launch, Chris-Crafts
1930 CHRIS-CRAFT TRIPLE COCK- Mast step, rudder, three rowing posi- 1920s-1940s, Yellow Jacket inboard.
PIT racing runabout. Completely tions, two pairs oars, trailer. Excellent 26'CHRIS-CRAFT Constellation, 1964. Sail: Beetles, Alpha-dory, Shellback
restored. Prize winner. 454 Crusader for crew of three or four. $6,900. ME, Always fresh water, under roof. Single dinghy, Leathers daysailer. Maine
350-hp engine. Always stored inside. 207-725-4762. screw, 785 hours. Pictures, equipment Coast Boathouse, U.S. Rte. 1, Northport,
Restoration documented. $65,000. list gladly m a i l e d . $10,000, w i l l ME 04849. 207-338-0100.
MA, 508-456-3316. pay s h i p p i n g up to $1,000. N H ,
603-225-5299.
1952 GREAVETTE Disappearing-
Propeller boat, Dispro, 18'. Completely 18' OLD TOWN CANOE, 1910 Charles
restored. Award-winning condition. River model. Recanvased and var-
Custom trailer. Water ready. ON, nished. Over 90% original wood.
Canada, 613-822-0848. $2,500. MA, 508-252-3522.
GET ON OUR MAILING LIST. Classic
mahogany speedboats. Color photos. RIVA INTERCEPTOR, 1959, LOA
What are you looking for? Call Mitch— 19'6". Restored 1990. New Crusader 1962 LYMAN, 20'6". Excellent con-
1956 23'Continental MCL $15,000; 220 hp. New trailer. Must sell, $25,500. dition. Spotless bilge. Newly refin-
1939 19' Chris-Craft Custom $22,000; Located Miami, FL, 305-361-7624. ished. Folding top. New cushions. 60
1940 19'Chris-Craft Custom $38,000; hours use on rebuilt Fireball V-8; hard-
1939 20' GarWood Sedan $25,000; ened valves. In family 26 years on
1957 17'Chris-Craft Sportsman $5,000; lake George. Video available. $10,850.
1948 20' Chris-Craft Custom $22,000; NJ, 908-459-4831 or NY, 518-644-5491.
1946 CLASSIC CHRIS-CRAFT 10'dou- 1929 22' Chris-Craft Triple $20,000;
ble-cabin cruiser with Hying bridge. 1950 18' Chris-Craft Riviera $11,500; 1952 30' "HARMONY," CUSTOM designed,
White seams on mahogany deck. Fully 16' Chris-Craft Riviera $10,000; 1947 17' custom built by Bjerregaard, 1986.
restored, mini condition, winner of Chris-Craft Barrelback $24,500; 1950 4,000 lbs. Sleeps four. Tandem-axle
many awards. $75,000 (CDN). ON, 22' Chris-Craft Sedan, ML, $14,500; trailer. Very fast. See "Launchings,"
Canada, 613-748-6044. 1940 22' Chris-Craft Sportsman $9,000; WoodenBoat No. 76. $10,000 or best
1955 21 ' Chris-Craft Capri MBL, 25' LAURENT GILES ENGLISH offer. IL, 847-362-1483.
28' HERRESHOFF ROZINANTE, $12,500; 1950 20'Chris-Craft Riviera "VERTUE" SLOOP, 1958. Teak on
under construction. Hardware per- $6,000; 1957 19'Capri boat $13,500; 1937 oak. Copper riveted. Lead keel.
sonally handmade by I..F. Herreshoff. 17' Chris-Craft Deluxe $10,900; 1952 Displacement 5 tons. 6'2" headroom.
J.T.'s C h a n d l e r y , N e w p o r t , R I , 19' racing runabout $22,000. We buy 1987 Northern Lights diesel. 18-hp,
401-846-7256. boats. Mitch LaPointe, 3824 Sunset 6 knots. Loran. Cruising equipped.
Dr., Spring Park, MN 55384. Delivery Sleeps four. Excellent condition and
FOR SALE, 1959-60 CHRIS-CRAFT U.S./Europe/Canada. 612-471-8687, top maintenance. Indoor storage.
MOTORYACHT, 55'. Extended hard- mornings. $19,500. Mattapoisett Boatyard, MA,
top. Heat, air, icemaker. Whaler and 508-758-3812.
motor. Twin diesels, low hours. Refast- 37' MAHOGANY/OAK LUDERS Six-
ened 1995, excellent. Selling due to Meter, "Circe," 1937. Hull splined and RIVA SUPER AQUARAMA, two-year
ill h e a l t h . A s k i n g $55,000. MD, epoxied, lead keel, bronze bolts, complete restoration. Twin 375-hp
410-682-3754 or 410-391-6482. Harken fittings. Needs TLC. $5,000 Lying Chrysler freshwater-cooled engines.
Lake Ontario, Canada, 519-647-3551. Complete with factory cradle, tri-axle
trailer. Second owner for 22 years.
25' LYMAN, 1963. Flaired-hull design. Call, NY 212-582-7575, 10:00 a.m.-5:00
455 V-8 power, 15 x 13c prop. Teak p.m., weekdays. 33' KETCH, SHOAL DRAFT. Atomic-
windshield and trim from 1975. $6,000 4. Head, galley, C.G. kit, sleeps four.
firm. OH, 216-835-7376. Three sails. Good vessel, very sound.
NY, 516-589-1684.
1973 MANSON 34' EXPRESS CRUISER.
One of Manson's better models. All 1959 CHRIST-CRAFT 32' SEDAN. Twin
mahogany and oak construction. Twin 175-hp engines. Galley, head. Excellent
250-hp engines. Excellent, original condition. $20,000. NE, 402-887-4168.
condition, well maintained. With many
extras. One owner. Asking $15,500. 23' FRIENDSHIP SLOOP, strip-built
Call, MA, 413-782-2506; 413-567-8772 mahogany, bronze, epoxy, lead bal-
1938 RHODES CUTTER, 38' x 10' x 5'. for details. 1962, 18' LYMAN RUNABOUT. last. Sitka, Dacron, s/s. Diesel. Excellent
Completely restored structurally. Lapstrake hull and mahogany decks. condition. $9,500. NY, 516-298-4985.
Mahogany/oak/bronze. Bright Sitka Professionally restored 1994. 100-hp
mast. Heavy s/s rigging. New main, Volvo I/O. Original tandem trailer, 38' TROJAN DOUBLE CABIN, 1970.
genoa. Excellent sailing. Must see! many extras. Trailerable classic! $10,900. Twin 300s, 850 hours. Loaded. Newly
Reduced to $45,000 NY, 516-928-2194. OH, 513-489-3510. painted, decor updated. Rear deck
enclosed. $39,000 or best offer. IL,
NEW 11 ' CATBOAT, WITTHOLZ, COLLECTOR'S ITEM! 30' WICKS 708-966-0391.
DESIGNED, built by Rock Hall Boat Cabin Cruiser, 1929. Completely
Shop. Just-so looks. A wonderful sailer. restored. $13,000 or best offer. Located 1966, 17 ½' CENTURY RESORTER.
Has the interior space of a much larger Virginia. FL, 904-273-0577. 220-hp Graymarine. Refinished 1994.
boat. lapstrake, epoxy-saturated hull. Trailer, bimini, cover. $6,500. Bob
Careful attention to detail, handsome 15' PEAPOD, BUILT MID-1970S as CHRISCRAFT, DODGE, and HACKER- Forbes, FL, 352-343-0476.
brightwork, Sitka spruce spars and tender for schooner 'Victory Chimes." CRAFT runabouts and utilities for
custom-built oars. Complete with Fully refurbished 1995-96 with new sale, restored and unrestored. Complete LYMAN 18' ISLANDER. Extensive
Dacron sail. WoodenBoat Plan No. rig, new sail. Rows and sails beauti- traditional restoration services by R. Scott overhaul including Graymarine six.
50. $4,800. Contact Rock Hall Boat fully. Strong, seaworthy classic. $3,800. MacKercher, 925 Industrial Park Dr., Immaculate condition. $7,500. Located
Shop, P.O. Box 185, Burgess, VA 22432. ME', 207-230-0499, days; 207-763-3620, Whitehall, MI 49461. 616-893-8187. B a t h , M a i n e . 207-371-2339 or
804-453-5574. evenings. Send SASE for current listings. 207-371-2210.
39', 1961 S.S. CROCKER, DESIGN HERRESHOFF 12½. Mahogany on 22' CAPE COD SR (Burgess Shamrock)
No. 313. Center-cockpit ketch. Quality- oak. Complete restoration by profes- keel/centerboard sloop. Large cock-
built by Reed in Maine, cedar on oak. sional yard in 1994. $16,500. MA, pit daysailer. Excellent. $3,000. NY,
New 120-hp Lehman. Spring fresh- 508-283-4154. 516-734-7409.
ening up being completed. Sleeps
seven. Tall-rig cruising capabilities. F. TODD WARNER'S Bristol Classics
Last owner for 15 years, but sadly, dif- complete sales/exceptional restora-
ferent interests and shortage of crew tions. Exclusive offerings, 30 plus rare
necessitate offering of "Samantha" and unusual classic speedboats and
for sale to an enthusiastic new owner. launches. Constantly changing inven-
$55,000. Call William Bowman, VA, tory. We buy wooden boats world-
804-232-7718 or 804-231-3899. 38' FESSENDEN SPORTFISHERMAN, wide; shipping. F. Todd Warner, 2511
PINTAIL 37', CANOE-STERNED, built 1953. Cedar on oak. New house Highway 7, Excelsior, MN 55331.
center-cockpit, masthead sloop, 1965. and flying bridge, 1992. New decks, 612-470-7851; fax 612-474-9609.
White cedar on oak. WEST epoxied and 1994. Teak cockpit. 6-71 Detroit.
repowered with Yanmar diesel in 1990. Electronics and more. $25,000. MA,
Finished bright. 1996 survey. Ready 508-745-8062.
to go! $25,000 (CDN). $17,000 (US).
Want offers. Sarnia, ON, Canada, 32' INTERNATIONAL 500, WAL-
519-864-4417. STED built, Denmark, 1960. Proven
race cruiser with extensive inventory.
34' HINCKLEY SOU'WESTER SLOOP, Diesel. Beautifully maintained. Cape
1949. Mahogany on oak Refastened 1988. Cod. $27,900. MA, 508-430-2376.
Atomic-4 overhauled 1990. $17,500 or 1916 HERRESHOFF, 48', MAHOGANY
best offer. NH, 603-642-5610. and longleaf yellow pine. Perkins 6- 38'JOHN ALDEN TWIN SCREW
354 diesel, single screw. Good hull, power cruiser. A lobster yacht by 1990s ALDEN MALABAR II SCHOONER, 51'
THIRTY MAHOGANYRUNABOUTS, needs good home, excellent project. definition. Built Simms Bros, of Bos- LOA x 41'6" LOD x ll'8"x 6'6". CA.
all vintage boats, no reproductions. Asking $21,000. FL, 954-327-9819. ton in 1935. Isuzu C-240 diesels. Morse built, 1931. 135-hp Perkins
At one location, Boyd's Boatyard, P.O. Mahogany/oak. Substantial repairs diesel. 10 year renovation/upgrade
Box 9, Canton, CT 06019. Please send 1929 WOODEN BOAT, 18'. Cedar with over the years. Nice paint/varnish at complete. Clean survey. larger trade?
SASE for list. 1951 Chris-Craft 19' oak ribs. Peterborough Canoe Co. time of my purchase, June 1993. By $49,500. Seattle, Washington. CO,
Holiday, $8,500, ready to go. Delivery Admiral serial no. 7266. Needs repair. June 1996 I'll have $45,000 plus into 303-447-9600.
and overseas packing available. Offers. BC, Canada, 604-635-5205. repairs/upgrades. Layout is very orig-
860-693-4811. inal with stainless galley, icebox, diesel 25' CHEOYLEE Frisco Flyer, 1961.
stove, manual water. New head Riveted teak on ipol. Good. Inboard.
system, electric panel, inverter- $3,000. NY, 516-734-7409.
28' CHRIS-CRAFT SEA SKIFF, 1964. charger, exhausts. Ready for cosmet-
Lapstrake plywood on oak. Awlgrip ics again. Asking $35,000. Seattle, WA,
hardtop, decks, sheer. Rebuilt FWC 206-547-5779.
"F" engine. Includes head, VHF, Loran,
depthsounder. Outstanding family NORWALK ISLANDS SHARPIE 29',
boat, great with small children. Bruce Kirby design, professionally
$13,900. Call, ME, 207-725-2614 for built. Awlgrip finish. Yamaha 9.9.
detailed information. Launched April 1992. Recent survey 83' GOUDY STEVENS. A beautiful,
26' FOLKBOAT, fiberglass over lap- available. SC, 803-779-6465, John. rugged, spacious, and comfortable
29' DRAGON, BUILT DENMARK, 1957. strake, teak deck. All new interior. motoryacht. 1992 refit included all
Extra sails, spinnakers, certifica- VHF, Autohelm, Loran. Third over- new equipment, machinery, and wiring
tions, trailer. $7,800. Upstate NY, all, first in class, WoodenBoat Show resulting in a classic-styled vessel with
518-677-8057. Regatta. $9,995. MA, 508-533-7910. state-of-the-art performance, depend-
ability, comfort, and safety. Offered
16' SWAMPSCOTT DORY, built 1978, by a highly motivated seller. For details
restored 1995 at Lowell's. Two sprit-rigged contact owner's agent: Kevin Merrigan
spars. Two rowing positions. New at Northrop and Johnson, 1901 S.E.
trailer. $4,000. MA, 617-868-7753. 4th Ave., Fort Lauderdale, FL 33316.
954-522-3344, fax 954-522-9500.
17' DAYSAILER, 1981. Cedar on oak
"GREY DAWN," 1930, 46' DAWN frames, mahogany seats and trim. 24' 16' MELONSEED, LAPSTRAKE CEDAR
CRUISER. Cedar hull. Original mast, mainsail, and jib. Equipment ON OAK, white oak coaming and
mahogany interior. Twin diesel, live- included. With 1989 Shoreline galva- trim bright. Large, cotton, vertical
aboard. A charming classic. $32,000. nized trailer. $4,000. NJ, 609-822-9195. panel, spritsail rig. Oars and full equip-
NC, 919-638-8585, ext. 4. ment. Summer/winter covers. New
1955, 18'SHEPHERD, 135 Graymarine, trailer. A traditional craft. Great heavy-
35' HINCKLEY PILOT. Complete utility runabout Refinished, rechromed, weather singlehander, but takes four.
inventory for coastal sailing. Hull good condition. $8,000 NY, 315-343-2232 Built Maine 1993, like new. Beach
refastened then cold molded. Deck or 315-482-9204. Haven, New Jersey. $6,000. PA,
and interior need restoring. $10,000. "ROMARIN," HILLYARD, 12-ton, 215-981-4308, days; 610-688-4446,
NC, 919-362-8240. 1938, 36' ketch. Liveaboard and cruise evenings.
for $26,000. Pitch-pine planks, oak
1957 CHRIS-CRAFT COMMANDER. frames, copper rivets. No leaks. External
Twin 318 Chryslers. House and hull engine. Will deliver anywhere. Lying
sound. Very restorable classic. Most Fort Lauderdale, FL, 941-524-1823.
original outfit intact. $10,000. New
Orleans, LA, 601-872-2846. BOATS FOR SALE: 28', 1938 Tumlaren
sloop, structurally sound, needs cosmetics,
17' KENNEBEC wood/canvas canoe. $4,350; 27', 1957 Chris-Craft semi- 1970 BAYHEAD (LAST HUBERT
Recently restored. New canvas and enclosed cruiser, T-105s, nice classic, JOHNSON) 36'day boat. One owner.
varnish. Best offer. FL, 305-872-1148. 30' DUTCH-BUILT SIREN SLOOP, $16,500; 19', 1959 Lyman runabout, new 800 hours repowered twin 360-hp
1959. 4'6" draft. Mahogany on oak. Crusader V-6, excellent condition, Chrysler. Solid mahogany hull and
19'WOODEN SAILING DORY, 1979. Sitka mast. Sleeps four plus. Major $3,850. Have other cruisers and run- cabin trim. Teak deck/cockpit Oak ribs
Centerboard, spritsail rig. $2,900 or best restoration, 1996. Custom bow/stern abouts including a superb 26' Lyman every 8"; oak stem/stern. Inspect at
offer. Located Bass River, Cape Cod, pulpits. Many custom features. Atomic- Cruisette. Moes Marine, Vermilion, Henderson Harbor, New York. Owner,
MA, 617-937-6900. 4. Steel cradle. $23,000. MI, 313-393-8830. OH, 216-967-4221. 315-474-7566.
154 • WoodenBoat 131
CLASSIFIED
HAVEN 12 ½, LAUNCHED 1992. Gaff 42' MATTHEWS SEDAN MOTOR- 32', 1966 CHRIS-CRAFT SEA SKIFF,
rig. Yellow cedar planking, white oak YACHT, 1958. Show condition in flying-bridge sportfisherman. T350s
frames. Mahogany transom, trim, and out. All factory options, all rebuilt. Loaded, radar, radios. New
seats. Teak floorboards. Custom-cast papers. Winter covered. Exceptional steering shafts. Refrigeration, water, gal-
bronze fittings. Fresh paint, varnish. See yacht. Serious only. Detroit, Port ley, head. Additional fuel. Custom
"Launchings," WoodenBoat No. 114. Huron area. $39,500. ON, Canada, teak interiors. Freshwater. Must see. Asking
With trailer, $15,000 ID, 208-344-2449, 519-332-8323. $26,000. IL, 847-639-7222.
mornings, Bill.
43' EGG HARBOR, 1967. Two state- 14' PENN VAN PHANTOM, 1945,
rooms. 671 GM diesels. New bridge 17', 1991 CUSTOM REPLICA OF THE Hull No. 68. Collector's item, museum
enclosure, radar, Loran, 8-kw Northern CLASSIC T.N. Simmons Sea Skiff. quality, only one in existence. New
Lights generator. Refastened 1993. Stunning, epoxied-mahogany hull, restoration. NY, 607-844-4165.
1,200-lb davit. Never fished. Second custom-built shelter cabin and con-
owner. Shed-kept in winter. Mint vertible top. A handsome headturner OLD TOWN 1922, 16', double-ended
c o n d i t i o n . Asking $50,000. NY, in any harbor. Complete with 33-hp rowing canoe. New restoration, A-A
516-842-4358. Evinrude outboard and trailer. $7,500. grade. Good history. Asking $3,200.
1958 CHRIS-CRAFT, V-8. All original, NY, 315-361-5415 or 315-685-9795. NY. 607-844-4165.
v e r y good c o n d i t i o n . H u l l No.
OVAO-17-024. Mahogany. $7,800. IL, 1961, 26' TOLLYCRAFT. Freshwater
815-727-4362. cruising. Original chrome. Low hours
on Ford 215-hp. Major refit 1985.
1935 POUILLOT-DESIGNED Club Some upgrades. Excellent condition.
sloop, 30'. With trailer and sails. Includes trailer. $17,500 (CDN). BC,
Fully restored in 1991. Beautiful lines. Canada, 604-962-9059.
Boyne City, Michigan. Best offer. CO,
970-925-2772. 22' CUSTOM POCKET CRUISER. DESIGNED FOR OCEAN PASSAGE.
Marine plywood hull, cedar decks, 63' custom Hargrave, 1971. 671s, gen-
53' MATTHEWS FLUSH-DECK, bronze fastened, epoxy sealed. 15-hp erator, under 1,000 hours. Stunning inte-
1967 model, updated in 1995. 8V71 Honda o/b, galvanized trailer. $5,250. rior cabinetry. Ideal if budget's low
Detroits, 1,400 hours. $130,000. CRUISING SCHOONER, 60 LOA, MD, 410-267-0464. and your dreams envision a beauti-
Completely restored. IN, 812-853-9882 50' LOD, 1974. Superb teak con- fully-designed and executed yacht.
or 812-853-7659. struction, trunnel fastened, hull and Some hull restoration necessary.
deck stainless strapping. Split, articulated Asking, fraction replacement cost,
yardarms. Squaresails and topsails $68,000. MI, 616-894-8870.
easily set from deck on jackstays. Sleeps
eight. Extensive equipment, sail inven- 32' YAWL, WINSLOW DESIGN, 1923,
tory. Efficient, seakindly passagemaker; hull No. 143. Gaff rig. Inboard, gas. 44'
many 200-NM days. San Diego, California. 1937 ELCO 30' MARINETTE. FWC
with bowsprit and bumkin. 7 ½ tons dis-
Contact Vince at 619-225-0588. Chrysler 318. Fully equipped. Good
placement. RI, 401-725-5400, days;
condition. $15,000. South Portland,
401-246-0059, after 6:00 p.m.
13' PETE CULLER SAILING SKIFF. ME, 207-799-1813.
CONCORDIA 31 "SECRET." Concordia Cedar planked. Sprit rig, oars and HERRESHOFF H-28, 1966, KETCH.
locks. Trailer, new lights and bear- 14' WHITEHALL, 1981. Restored,
Co., 1967. Extensively restored 1990 to Mahogany on oak. Autopilot, roller
ings. $850 CT, 860-528-2107, Dave, days 1992, Lowell's Boat Shop. Mahogany
show-winning, original standards. furling, Loran, 12-V cooler. Dodger.
only. and oak on spruce. Bronze fastened
Phoenix award, Newport 1990. Best Bronze hardware, mahogany decks.
throughout New mooring cover, trailer.
Restoration, Sail, WoodenBoat Show Storage trailer. Needs restoration.
Mint Asking $4,000 ME, 207-439-9910.
1992. Too much to list. Call for details. Sound boat $5,900. NY, 315-946-6323.
$45,000, serious inquiries please. ME,
1931, 26' HUTCHINSON GUIDE-
207-865-9888. 45' NEW YORK 32, 1936. Mahogany.
BOAT, "Hustle." Forward cockpit.
Diesel. Aluminum spar. Many extras.
Six-passenger, oversized, aft cockpit.
16' TORPEDO, 1948. Art-deco-style, fin- Must sell, best offer. Call for infor-
V-stern. Wrap-around f r o n t and
ished shell, traditional construction. mation. MI, 616-949-8870.
rear windshields. Unique. $19,500.
50 mph plus. Unique, beautiful. $9,000 1932, 76' CRUISING CLASSIC. Twin
671s. Pilothouse, three staterooms,
NH, 603-224-6242; 603-293-2268,
(US). ON, Canada, 613-692-6069. 30' PARECE SEA MASTER, 1958,
summers.
1995 remodeled galley. Mahogany cruiser. 318 FWC Chrysler inboard.
interior. Perfect cruising vessel or live- Head, galley, sleeps four. Electronics.
aboard. Formerly owned by John Excellent condition. $12,500. MA,
Wayne. $300,000. Brochure on request. 508-669-6669.
CA, 714-643-9126.
17 ½,' 1960 CRUISERS INC., lapstrake,
TWO CHRIS-CRAFT CLASSICS. 1948 clinker built. Little-Dude trailer. 60-
Chris-Craft 22' Sportsman. Second 40' LAWLEY YAWL. Centerboard hp Evinrude. Original owner. $1,800.
1934 MARBLEHEAD CRUISER, 35'. owner, meticulous care, covered well. design with double-planked hull. NY, 516-368-3426.
Built Biddeford, Maine. Eight-year Runs/looks fantastic. $18,500. 1929 Three-cylinder Volvo diesel. Not mint,
restoration. Straight-8 Chrysler marine Chris-Craft 24' triple-cockpit. OMC-351 but well cared for. $20,000. N H ,
engine (machine shop rebuilt). Sound inboard. $29,500. MI, 616-947-0208, 617-471-2181.
wood. Super trailer. Asking $15,000. KY, days; 616-256-7184, evenings.
502-492-8603. 1964 CENTURY CORONADO Gull
16' GARWOOD SPEEDSTER, NEW Wing, trailer, $7,500. Mailing list of
17'6" CULLER SLOOP, 1967. Good to 1993. 60 mph. 120 hours. The ulti- boats available. Great River Boat Works
excellent condition, stored inside. mate ride. $29,900 (US). ON, Canada, (boat building, restoration, and bro-
New jib, unused. Concordia built. 613-692-6069. kerage), 84 West Water St, St Paul, MN
$4,500 or will trade for new, 55-hp, 55107. 612-292-9365, 800-420-9365.
commercial, Evinrude outboard. CT, 42', 1956 MATTHEWS DCFB STOCK
860-528-2107, Dave, days only. CABIN CRUISER, project boat, in SETH PERSSON CUSTOM-BUILT
building. Two Chrysler 318s, one Dunham and Timken, 40 x 11 x 6'.
CIRCA 1916, 14' 8" FULLY RESTORED rebuilt, other runs fine. 7-kw Kohler gen- Double-planked bronze floors, cen-
Old Town canvas canoe with two caned erator, rebuilt Complete with everything terboard trunk. Centerboard, 10'. "GOBLIN," GAFF-RIGGED CRUIS-
seats. Wooden ribs in great condition. needed for restoration, including P r o f u r l , Aries. Excellent live- ING SLOOP, 23'x 22'6"x 9'5" x 3'6",
Green canvas. A great canoe for a building! $10,000 or best offer as is. Call aboard/cruiser, fast, able. $25,000 centerboard up. Handsome, com-
pond or lake. $5,000 or best offer. RI, soon, price goes up as work is done. ME (US). "Foxfire." Fax, Trinidad, fortable, and able. A good boat $29,000
401-278-5237. 207-963-2279. 809-634-4376. Roger Taylor, RI, 401-348-9277.
35' LAWLEY WEEKENDER SLOOP, NEW WOODEN LAPSTRAKE ROW- 38' HERRESHOFF R-boat, R-42. Spars,
1938. Refastened 1981, repowered BOATS: 14' Whitehall, $3,500 (CDN); two sets sails, 4-cyl Graymarine. Cradle.
1995. 6'3" headroom throughout. 10' Lawton yacht tender, $2,500 (CDN). Injury halts project. $8,000 or best
Loran, depthsounder, knotmeter, VHF. For information, phone/fax, BC, offer. NJ, 908-280-1372.
Teak decks. Recent survey, docu- Canada, 604-743-5203.
mented. $29,500. MA, 617-595-4015, 16 ½' NEW HAVEN SHARPIE REPLICA,
days; 617-631-7026, evenings. 1948 BALTZER VOYAGEUR JR., 28'. 1900s, open sailboat with 125-sq-ft
60-hp diesel. Restored fiberglassed Marconi rig. Beautiful oak trim. New
1951 LYMAN 19'. 6-cyl Chevy. Needs deck, cabintop. Water ready. $6,500. MA, 2-hp Johnson. Galvanized trailer. Must
restoration, hull sound. $1,000 or 617-337-9121. sell, bought airplane. NJ, 908-530-2179,
best offer. MA, 508-465-9237. Dale.
1963,18' THOMPSON SEA COASTER. ADIRONDACK GUIDEBOAT, 13'6". RIVA 1960 TRITONE 26', hull No.
1983 Suzuki o/b. Refinished 1994. Douglas-fir plank-on-frame epoxied 125. 250-hp, FWC Crusaders, new
Bimini, trailer, cover. $4,000. Bob with 'glass in, epoxy outside. Hand- 1995. Much restored FL, 941-463-8887.
Forbes, FL, 352-343-0476. caned seats, oars, yoke. $2,500. VT,
802-453-5315. 18' LYMAN ISLANDER, 1954. 60-hp
1946 BLANCHARD SENIOR 26' Graymarine just rebuilt. Side-steer.
SLOOP. Total restoration. Built Lake 100% original, excellent condition.
Union, Seattle. Three new sails, 4-hp Boathouse stored, in fresh water since
o/b, Harken gear. Perfect condition. new, never trailered. $4,500. NH,
Lying Port Townsend. Asking $8,500. 603-875-8900, days; 603-875-5096,
Call WA, 360-385-6917. evenings.
33' TEAK DOUBLE-ENDER, GAFF- NY55 42' MATTHEWS DCFB. T/V-8
RIGGED CUTTER, 1951. Constructed Chryslers, generator, upper and lower
in Shetland Isles, Scotland by Sir David stations. Sleeps six. Two heads, one
Howarth. Westerbeke 4-107 diesel, with fully enclosed shower. Spacious
Monitor self-steering gear, mainsail saloon galley down. Synchro, autopi-
by Gambell & Hunter, and more. lot, Loran, depthfinder, VHF, hailer.
Sleeps five. Strong, proven, sea-kindly Dyer sailing dink with o/b. Fiberglass
boat; recently completed voyage to decks, upgrades, detailed interior.
Bermuda and Caribbean. Owned by for- Spare engines, more. Yard maintained
mer editor of WoodenBoat, restored 20 years. Only three owners. Finest
by two of Maine's best yards. $30,000. cruising yacht of her vintage. A
SC, 803-559-2271. must-see, mint condition. Asking
CLASSIC RIVAS. New Aquarama $62,000. NY, 516-744-4249.
Special $370,000. Fully restored Rivas:
Aquarama Special $275,000; Aquarama 1963 CHRIS-CRAFT Sea Skiff Series,
$140,000; Olympic $59,000. Video of 35'. Twin 400s. Custom built for owner 37' CLASSIC BEAUTY, STONING-
Carlo Riva at his Wooden Riva Event of Niagara Mohawk. Hull and keel TON MOTORSAILER, 1955, Scheel
available for $25.95. Nick Mango, MA, completely rebuilt. Always fresh water. designed. Sloop rigged, mahogany
617-631-2146. Located Alexander Bay, Ontario, planked, recently bronze refastened.
Canada. $25,000 or best offer. NY, Hercules 85-hp diesel, excellent run-
16', 1946 OLD TOWN SQUARE STERN. 518-370-0652. ning order. Original cotton sails and
CLASSIC 1930 CHRIS-CRAFT 20' Professionally restored 1993. New spars in good shape. Restored to
triple-cockpit runabout. Very rare. stern, new deck, and new canvas. 1931, 40' ELCO MOTORYACHT. 80- 65-70%. All new electricals; alternator,
Fully restored. Inside storage year Trailer, 4-hp Johnson o/b, and canvas hp diesel. In Florida boatyard, sub- circuit breaker, and starting motor.
round. New marine power 350 ARS cover included. Garage stored since stantial rebuilding complete, more Ill health, must sacrifice, $13,750 or
engine. $35,000. Located Sag Harbor, restoration. $5,000. MA, 508-540-9297, to do. I'm in Seattle, must sell, $7,500 best offer. MD, 301-846-4518, days;
New York. CA, 310-471-7423. Bill, evenings and weekends. or best offer. WA, 206-780-2922. 301-829-0928, evenings.