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Sender Boats
Capt. Thombs: Fifty Years with JESSICA
Claud Worth: Victorian Yachtsman
Build a Triple Kayak
Boatbuilding in Yemen
JULY/AUGUST 1996
NUMBER 131
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WoodenBoat
Number 131
July/August 1996
Page 44
FEATURES
Page 58
32 A Tale of Two Sonders
Art Paine
The resurrection of a turn-of-the-century
development class
44 Capt. Raymond
Matthew P. Murphy
Thombs
Fifty years with JESSICA
50 Huris, Sanbuqs, and the
Edward Prados
Boatbuilders of Yemen
Desert boatbuilding in the Middle East
58 From Tops'1 to Trys'l
Pauline Carr
Shifting gears in a gaff cutter
62 Simply Made Patterns
Peter H. Spectre
From card stock and a little tape
64 Claud Worth
Brian Fagan
Eye Surgeon, Victorian Gentleman,
Yachtsman
74 Building the Osprey
John Lockwood and
Triple Kayak, Part 1
FreidaFenn
Take the family with you
Page 74
2
•
WoodenBoat 131
80 Building a SailRig
For kayaks or canoes
Chris Kulczycki
DEPARTMENTS
5 Editor's Page
6 Letters
10 Calendar of Events
17 Fo'c's'le
David Kasanof
American Practical Naviguesser
19 On the Waterfront
Peter H. Spectre
28 Project Profile
Jenny Bennett
Building an Ausable River
Jam Boat at St. Lawrence University
91 Wood Technology
Wooden Boats with Early
Warning Systems
Richard Jagels
97 The WoodenBoat Review
•The Versa-Vise
•3M Marine Hookit Fairing
Boards
• Tidecraft
Reviewed by:
Harry Bryan
Greg Rossel
Peter H. Spectre
Page 50
106 Designs
A Fast Cruising Sloop
Maynard Bray
READER SERVICES
111 Launchings
...and Relaunchings
Mike O'Brien
100 Books Received
104 How to Reach Us
116 Boatbrokers
120 Kits and Plans
131 Boatbuilders
143 Classified
160 Index to Advertisers
The Artisans College, of Rockport, Maine, sails
in Eggemoggin Reach shortly after her July 1994
launching. Page 32. Photo fry Benjamin Mendlowitz
Page 64
July/August
1996
• 3
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EDITOR'S PAGE
was recently hanging a new transom on a 1928 Alden-designed
knockabout I've been slowly rebuilding, with lots of help, for the
past four years. The transom is curved and raked, and its edges are
mitered to the hood ends of the hull planking. The job had kept me up
many nights trying to walk through it in my head because, frankly, I'd
never attempted something so complex.
In conjunction with a local expert, I finally saw the whole process in
my mind, and embarked on laminating a curved blank for the transom.
The original knee was intact, so the transom's rake was established. But,
the transom I was replacing was poorly fit in the first place. And, the hull
having been recently replanked, there were many new hood ends running
past the new transom's intended position; its final resting place was
not well established on the boat, and marking that became the biggest
challenge of the job. I spent a few hours experimenting, but each pass
with one of my cobbled-together, over-wrought marking devices would
produce a slightly different line. The stern of the boat began to look like
a New England road map.
Then I thought of the boatbuilders of Yemen (see article by Edward
Prados beginning on page 50), and I remembered the photos on pages
52 and 53 in which a builder uses two types of khurmah, crude-looking
marking devices, to scribe plank edges or to mark the finished thickness
of frames. The tools are so primitive, yet so functional, that the photo of
the plank-marking khurmah held me spellbound when I first saw it. This
khurmah consists of nothing more than a stick partially split lengthwise,
with a whipping to prevent further splitting. An appropriately sized stone
jammed between the two legs holds them apart, so it functions much like
pencil dividers. Sliding the stone up or down adjusts the spread of the
"khurmah points." (Rather than a lead pencil, battery acid marks the
tool's passage over the raw stock.) I imagined that builder's predecessors,
2,000 years ago, tackling the same problem with the same solution (sans
battery acid).
I trashed all the successive iterations of my failed marking tool, painted
over the bogus lines at the stern of the boat, and started fresh. Two drywall screws, two 6" straight-edged strips of plywood, and one ½" section
of a pencil later, I had a tool that, when run along the projected curve and
rake of the transom, produced a very confident line on the boat. The tool
looked something like a latter-day khurmah. Its pencil was held in place
by friction between the two strips of plywood, and the location of incline was adjusted by loosening a drywall screw, moving the pencil, and
re-tightening. The principle was the same as the Yemeni tool, and it was
certainly inspired by my association with that article.
I've occasionally heard comments that articles like the one on Yemeni
boatbuilders have no practical application for the WoodenBoat readership,
and are just an esoteric curiosity. But, to the contrary, this article shows me
that many of the problems we re-solve today have, in fact, been solved for
thousands of years.
July/August
1996
• 5
LETTERS
Casting Bronze
Dear Woodenboat,
I read with interest the article entitled
"Casting Bronze" by Richard Furneaux
Remsen (WB No. 130). Your readers
may be interested in contacting the
American Foundryman's Society, Inc.,
505 State St., Des Plains, II. 60016-8399.
They maintain an extensive library on
foundry processes. In addition, the AFS
can provide a list of foundries and
suppliers thoughout the United States
for those who need special or unusual
castings.
W.L. Tordoff
Columbus, Ohio
Dear WoodenBoat,
Concerning your article, "Casting
Bronze," in issue No. 130, I would like
to point out a safety problem in the
Working in a boatshop requires certain considerations to ensure your
safety and health. We want you to enjoy doing your own work, but urge
you to exercise caution throughout the process. Before using a power or
hand tool with which you are unfamiliar, consult operating instructions.
Many materials found in boatshops are deadly and have long-term ill
effects; before using any toxic material, consult the Material Safety
Data Sheet for that substance. Above all, protect yourself from improper
use that may lead to permanent injury or death.
—Ed.
include "molder" boots, which have
elastic sides and are designed to be
kicked off, and leather spats over the
molder boots. Molten metal has a way
of getting into shoes, and laced boots
would never come off fast enough.
David Johnson
West Allis, Wisconsin
Polyurethane Glues—Again,
Again
photo on page 81 of the author skimming dross from the crucible. Mr.
Remsen is not wearing the proper
foot protection and could be seriously
injured if the crucible tipped over or
In WoodenBoat No. 129, there is an
article by Prof. Richard Jagels entitled
"Polyurethane Glues—Again," in which
ran out. Proper foot protection would
the author i m p l i e s t h a t t h i s glue
6
•
WoodenBoat 131
Dear Matt,
should not be used in boatbuilding.
He is quoting figures used in the
Schneider/Phillips study in which they
used maple blocks to test the gluedup samples. In all instances, the polyurethane glue f a i l e d before the
samples of glued-up material did.
Investigating the shear strength of
maple as opposed to other woods, I
discovered t h a t maple has a much
higher shear strength than does polyurethane glue. However, most boats
are not made of maple, but rather
from woods such as Douglas-fir, cedar,
spruce, white pine, and others that
are much softer and more resistant
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
you make reference is Fred Benson,
who has been an island fixture since
a b i l i t y to combine perception,
imagination, and research to make
less than the shear strength of polyurethane glue and, therefore, will not
break at the glue line under applied
stress. Rather, the wood will break
long before the glue line will part.
The above information was never
covered in the article and has left many
people with the wrong impression. I
have found polyurethane glue to be
extremely strong and easy to use in
boat and a i r c r a f t wooden-structure
fabrication. I have found it to set up
better than epoxy at low temperatures
without any loss of strength.
Dick Harrington
Hancock, New Hampshire
Block Island Boatbuilder
Dear WoodenBoat.
In your March/April issue (WB No.
129) you make mention of the Library
of Congress Archive of Folk Culture.
One of the audio tapes you refer to
as narrated by Fred Benson contains
a discussion of the construction and
1902. On April 14, 1996, Mr. Benson—
farmer, fisherman, educator, coach,
clear sense w i t h economy. John
Gardner, for instance, had it.
Stephens has it, too. It's awfully
historian, and skilled boatbuilder—
rare. I noticed it in the very first
celebrated his 101st birthday.
Although I have not listened to the
paragraphs, in which he so deftly puts
us, first, in the setting, and second,
tapes, I am sure that anyone who does
will find Fred's discussion and comments as i n s i g h t f u l and engaging as
Fred himself. It is great to know that
in the past, when it was so hard to
traverse. But then, third, finer yet, he
replicates the "discovery" of the
someone had the foresight to record
such discussions so we might preserve
them for generations to come.
Mark Bracci
Block Island, Rhode Island
Adirondack Guideboats
water route through the Adirondacks.
A small point, but typical of his
imaginative grasp that gives life to
the entire article.
Mason Smith
Long Lake, New York
Plywood for Decks Redux
Dear Matt,
Dear Editors,
I've just finished reading Robert
Stephens's piece on the Adirondack
I feel compelled to comment on the
letter sent by Robert S. Douglas on the
guideboat. This is simply a marvel of
saying things well and saying all the
use of plywood as a decking material.
I have personally repaired, serviced,
right things and p u t t i n g them all,
freshly, in understandable relation-
or replaced teak decks on several
yachts from 44' to 80' in length. In
July/August
1996
• 7
LETTERS
fart, I consider teak-deck care one
of my specialties. The use of plywood under a new teak deck must
he made with the utmost care, hut
if used correctly plywood g r e a t l y
increases the s t r u c t u r a l s t a b i l i t y of
one of the most p o t e n t i a l l y weak
areas of boat construction.
The vastly improved q u a l i t y of
today's high-end plywood has almost
e l i m i n a t e d t h e old stereotypes
about the material. This, coupled
with the use of epoxies and modern
single-part adhesives, has eliminated
all (he excuses for not using plywood
in all of the old taboo areas, such as
underlayments.
I will share with your readers one
of my trade secrets. There is, in fact,
a way to find leaks in teak decks,
whether they are laid directly on t h e
deckbeams or not. In order for t h i s
method to work correctly, the deck
must be of raw teak; it must not be
treated with any oil or other dressing.
Lightly mist the entire deck surface
with water u n t i l it is evenly wet. (I do
this on a sunny day, as it makes the
process go a lot faster.) Now, all you
8 • WoodenBoat 131
have to do is w a i l , and the only tool
you need at this point is a pencil. The
surface will dry quickly; any areas
t h a t don't dry are leaks or, at least,
p o t e n t i a l leaks. Mark all of these
spots, and make local repairs later. I
use this procedure on all of my deck
jobs, and have found it very effective,
Gordon E. Reed
Bath, Maine
Adirondack Guideboats and
Plywood for Decks Redux
Dear M a t t .
Wow, what a great issue! WB No. 130
put me on the couch and wouldn't
let me up u n t i l I'd read nearly the
whole thing.
Plywood came to mind right away,
s t a r t i n g w i t h the Adirondack guideboat on the cover. The most enjoyable
boat I've ever rowed (and I've rowed
lots of boats) was a cold-molded plywood Saranac Laker. Shells are clearly
faster, but for multiple uses, that Laker
was by f a r the sweetest thing to row.
Though developed for more placid
waters, i t was safe and dry in San
Francisco Bay's notorious chop, and
it breasted monstrous Floatabago
wakes with aplomb.
Then, in "Letters," there was Robert
Douglas's argument against plywood
subdecks, referring to my article on
COPPERHEAD's new deck a couple of
issues ago (WB No. 127).
I agree that plywood subdecks of
old often left much to be desired. Oilbased bedding compounds tended to
dry out, letting water migrate under
overlays to cause rot and the hardto-trace leaks Douglas complained
about. And, overlays set in b r i t t l e
polyester resins, which are prone to
cracking, often brought the same
results.
But modern flexible "goos" have
changed all t h a t . Newer bedding
compounds, like 3M 5200, however,
come with their own drawbacks. Let's
assume COPPERHEAD survives another
30 or 40 years and then needs major
deck repairs. They'll likely be tough
to make because the pieces will be so
well stuck together.
COPPERHEAD's plywood, I'd wager,
will still be like-new in four decades,
due to modern adhesives and t h e
LETTERS
several coats of p e n e t r a t i n g epoxy
with which each piece was sealed
prior to installation. Of course, if the
deck is punctured, lor a new bit of deck
hardware, say, and the holes are not
well sealed before the fastenings are
installed, there could be problems.
But, then maybe not. You pointed
out that some badly neglected plywood
110s and '210s remain sound after 50
years. Add to that testimonial my old
MOM'S WORRY, a 10' plywood pram
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
with voids in it and painted with
porch enamel, much of which has
peeled off. But the boat is still usable.
Brooks Townes
Sausalito, California
thoughtful, and well-balanced article
had great character, and by including
i t , you have dramatically increased
my opinion of WoodenBoat and its
staff.
We live in a barren age. In the most
densely populated cities that have
ever existed, we are alone. We hunger
for any real expression of the human
spirit, but we are fed only mindless
sound bites. I t is t h i s hunger that
draws us to fine boats. In them we find
part of the authenticity of the people
who built them, and it nourishes us.
This same authenticity is in Peter
Spectre's article, and on the faces of
the men and women about whom it
was written. What a contrast from the
TV images that dance on the walls of
the darkened rooms in which we sit
alone, our companions by our side.
Jim Conner
via e-mail
Stick With System Three;
We Wrote The Book
On Epoxy
The Carpenter's Boat Shop
Dear WoodenBoat,
I realize that this letter will be one of
many about your article on The
Carpenter's Boat Shop, and I hope you
all there, and especially Peter Spectre,
will accept my thanks lor an excellent
and inspiring piece of writing. Peter's
honesty about his own attitudes, combined with his effort to tell the truth
about this community, really lifted my
spirits! Those of us who are Christians
get so tired of the stereotypes portrayed on TV shows, in print media,
and in political speeches. It is not onlyrefreshing, but encouraging to see
people who are making the effort to
put their faith into practice and who
are recognized as such by those
around them.
I am an electronic engineer and a
wannabe boatbuilder, and I read
WoodenBoat just to keep the dream
alive. Articles like this keep more than
one dream going in me, and I thank
you very much.
Dave Telling
Carson City, Nevada
Right now, when
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with System Three.
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
19 MacKenzie Rendezvous
Newport, Rhode Island. Animal gathering
of MacKenzie bass boats. (Steven M.
Purdy, 860-535-8016)
20 Crocker Memorial Race
July
Thirtieth-anniversary race honoring
yacht designer Samuel Sturgis
12-14 Atlantic Coast Sea Kayak Symposium
Castine, Maine. Held at the Maine
Maritime Academy and sponsored by
L.L. Bean. (800-341- 4341, ext. 6666)
Crocker. ( J o h n Lind, 508-283-0442;
Jerry Jodice, 508-526- 1075)
20 Essex Maritime Festival
13-14 Antique and Classic Boat Festival
Boston, Massachusetts. (Pat Wells,
617-666-8530)
13-14 350th Anniversary Celebration
New London, Connecticut. Friendship
sloop and catboat regatta w i t h
gigantic fireworks display. (Holt
Vibber, 5 Soljer Dr., Waterford, CT
06385; 860-442-7376)
14 Small Boat Regatta
Newport, Rhode Island. Fifth annual
regatta w i t h over 50 one-design small
boats including S-boats, catboats, and
more. (Sherry Marx, Museum of
Yachting, Kort Adams State Park,
Newport, R] 02840; 401-847-1018)
18-20 Rowathon
Petpeswick, Nova Scotia. Row from
Dartmouth or DeBaie's Cove to
Petpeswick Yacht Club, a distance of
25 miles. (Karl L. Richardson, The
Lighthouse, DeBaie's Cove, RR 1,
Lake Charlotte, NS, B0J 1Y0,
Canada)
Essex, New York. From 10:00 a.m.
to 10:00 p.m. ( B i l l James. Essex
Maritime Festival. P.O. Box 301,
Essex, NY 12(136; 518-903-7504)
20-21 Toms River Wooden Boat Festival
Toms River, New Jersey. About 80
antique and classic boats take part.
( B i l l Birdsall, 609-387-5680)
22-28 Marblehead Race Week
Marblehead, Massachusetts. (Joan
Thayer. P.O. Box 624, Marblehead,
MA 01945; 617-631-2084)
23-25 Friendship Sloop Days Annual
Homecoming
Rockland, Maine. Organized and
hosted by the Friendship Sloop
Society. (Bob Monk. 617-272-9658)
25-29 Wooden Canoe Heritage Association
Assembly
Paul Smiths, New York. Adirondack
paddling, canoe-building, and maintenance workshops, and more. T h e
WCHA Marketing Group. 2890
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
Compiled by Jenny Bennett
26-27 Bluenose Class 50th-Anniversary
Celebration
Halifax, Nova Scotia. A reception in
the Maritime Museum of the Atlantic,
and small Olympic-course races in
front of A r m d a l e Yacht Club. (Paul
Conrod,902-421-8297)
26-28 Antique and Classic Boat Show
Skaneateles, New York. Organized by
the Finger Lakes Chapter of the
ACBS. (Susan Buehler, 315-622-1700
day. 315-834-6303 evenings)
27 Antique and Classic Boat Show
Sponsored by the New England
Chapter of the ACBS. (Philip
Spencer, 603-569-5038)
23-25 Friendship Day
Friendship, Maine. Organized and
hosted by the Friendship Sloop
Society. (Bob Monk, 617-272-9658)
27 Sixtieth Anniversary Celebration of
Penobscot Marine Museum
Searsport, Maine. (207-548-2529)
27-28 Grand Lake Stream Folk Art Festival
Grand Lake Stream, Maine. Featuring
a display of world-renowned canoe
building. ( K a t h y Cressey,
207-796-5027)
August
1-4 Antique Boat Show
Clayton, New York. The 32nd annual
show hosted by The A n t i q u e Boat
Museum of Clayton; "Old Boats,
New Friends." (750 Mary St., Clayton,
NY 13624; 315-686-4104)
3 Antique and Classic Boat Show
Naples, Maine. Third annual show
and rendezvous hosted by the
New England Chapter of the ACBS.
(Grosvenor Newcombe, 207-787-3927)
3 Eggemoggin Reach Regatta
Rockport, Maine. After three years
at WoodenBoat, ERR moves to the
west side of Penobscot Bay; "new
waters, new challenges." (Taylor
Allen, Rockport Marine, Inc., P.O.
Box 203, Rockport, MF. 04856;
207-236-9651)
3 Squam Lake Wooden Boat Parade
and Picnic
Holderness, New Hampshire. (Owl
Brook Boatworks, Rte. 3, Holderness,
NH 03245; 603-968-3828)
4 Wooden Boat Rendezvous
Coventry, Connecticut. At the Lakeside
Cafe, Coventry Lake. ( J a y Morgan,
860-742-6597)
4-10 Optimist National Championship
Rochester, New York. (Bill Farmer, 3991
St. Paul Blvd., Rochester, NY 14617)
9-10 Penobscot Marine Museum's Benefit
Auction
Searsport, Maine. Friday is preview
and bidder registration day, 2-6 p.m.;
Saturday is the luncheon and auction;
12-5 p.m. (207-548-2529)
10 Antique and Classic Boat
Show
Essex, New York. Hosted by
the Lake Champlain
Chapter of the ACBS.
(Myndy Woodruff,
Waitsfield, VT 05673;
802-496-3730; Todd
Burley, Essex Shipyard;
518-963-8840)
14 Contemporary Ship Model
Making
Searsport, Maine. Lecture by
Bob Hammer of
Bluejacket Shipcrafters at
7 p.m. in the Douglas and
Margaret Carver Memorial
Gallery. (Penobscot Marine
Museum, 207-548-2529)
15-18 Antique Raceboat Regatta
Clayton, New York. Hosted
by The Antique Boat
Museum of Clayton. (750
Mary St., Clayton, NY
13624; 315-686-4104)
16-18 Antique and Classic Boat
Show
Kingston, New York. Twelfth
annual show hosted by the
Hudson River Chapter of
the ACBS at the Hudson
River Maritime Museum.
(Gregg Smith, RR 1 Box
350, Browns Pond Rd.,
Stratsburg, NY 12580;
914-876-2608)
Maine (Governor Angus King has proclaimed July
1996 "Maine Windjammer" month in honor of the
industry's 60th anniversary. Many special celebrations
are planned. For information, call the Maine
Windjammer Association, 800-807-9463.
July/August 1996
•
11
CALENDAR OF EVENTS
16-18 Seventy-Fifth-Anniversary Beetle Cat
Regatta
South Dartmouth, Massachusetts.
Championship racing and other
events to celebrate the 75th birthday
of the Beetle Cat; hosted by the New
England Beetle Cat Boat Association
and t h e New Bedford Yacht Club.
(NEBCBA Treasurer. Edwin H o w e l l ,
23 Stratford Rd., Seekonk, MA 02771)
20 & 27 Lighthouse Overnights
St. Michaels, Maryland. Experience the
life of a lighthouse keeper—for children and adults. (Chesapeake Bay
M a r i t i m e M u s e u m , P.O. Box 636,
M i l l St., St. Michaels. M D 21663;
410-745-29l6)
24-25 Herreshoff Rendezvous '96
Bristol, Rhode Island. W i l l i n c l u d e
racing for Herreshoff-designed
sailboats, and educational seminars.
(Michael J. Pesare, Herreshoff
Marine Museum; 401-253-5000)
24-25 Maritime Bluenose Championships
Halifax, Nova Scotia. F i f t i e t h annual
class championships. (Paul Conrod.
902-421-8297)
30-September 1 Classic Yacht Regatta
Newport, Rhode Island. Over 100
classic wooden yachts built between
the late 1880s and 1955. Hosted by
the Museum of Yachting. (Sherry
Marx. 401-847-1018)
31-September 2 Gloucester Schooner
Festival
Gloucester, Massachusetts. The 12th
annual festival celebrating the classic
f i s h i n g schooner's contribution to
Gloucester's history. (M. Costello,
Cape Ann Chamber of Commerce,
33 Commercial St., Gloucester, MA
01930; 508-283-1601)
September
14 Auction '96
St. Michaels, Maryland. Special
selection at the Ship's Chandlery.
(Chesapeake Bay M a r i t i m e Museum,
P.O. Box 636, Mill St.. St. Michaels,
MD 21663; 410-745-2916)
July
12-14 Wooden Antique and Classic Boat
Show
Fond du Lac, Wisconsin. A familyoriented, 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)
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NORTH AMERICAN DISTRIBUTORS
West Wind Hardwoods, Inc.
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800-667-2275
Merritt Marine Supply. Inc.
Pompano Beach. FL
800-375-2628
12
•
WoodenBoat 131
Flounder Bay Boat Lumber
Anacortes, WA
800-228-4691
Windsor Building Supplies
Surrey. BC. Canada
604-581-4661
Maine Coast Lumber
York ME
800-899-1664
Kelly Wright Hardwoods, Inc.
Placentia. CA
800-422-4800
Hardwood Lumber Co., Inc.
Houston. TX 77007
713-862-6628
13 Classic Boat Rendezvous
Grand Haven, Michigan. Classic
sailing, motor, and rowing boats in
all stages of restoration at the City
Municipal Marina. (Mark Perkins.
616-335-5733)
13-14 Wooden Boat Cruise
Grand Rapids, Minnesota. Third
animal Deer Lake cruise w i t h side
trip to Rainy Lake. Kettle Falls.
(Denny Smith. 218-246-8868; or
Dick Thompson. 2 1 8 - 3 2 7 - 1 5 1 2 )
15-17 Great Lakes Wooden Sailboat
Regatta/Rendezvous
Sandusky, Ohio. Races, awards,
"Bristol Fashion" judging, organized
by the Great Lakes Wooden Sailboat
Society. ( R u t h i e Goetz, 31538 Center
Ridge Rd., Westlake, OH 44145;
216-871-8194)
20 Clear Lake Antique & Classic
Wooden Boat Rendezvous
Clear Lake, Iowa. Non-judged wooden
boat show and swap meet at City
Beach. (Royce Humphreys, 1334
Dolen Place. Iowa City, IA 52246;
319-351-3954)
27-28 Lakes Cruise & In-Water Wooden
Boat Show
Three Lakes, Wisconsin. Including the
People's Choice Trophy Show—for
both inboard and outboard boats—
held on Sunday at the Pine Isle piers.
CALENDAR OF EVENTS
(Three Lakes Information Bureau,
Inc.. 715-546-3344 or 800-972-6103)
27-28 Wooden Boat Weekend
Newcastle, Ontario "Wooden boat
enthusiasts...discuss the special
features of wood, the requirements
for care, maintenance, and restoration." (Al Wilson, 905-987-5251;
Peter M c Q u e e n . 905-725-0254)
August
9-September 22 Toronto Harbour in Art
Toronto, Ontario. Special e x h i b i t at
the Marine Museum in E x h i b i t i o n
Place. (416-392-1765)
10 Green Lake Wooden Boat Show
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)
sponsored by the Southwest
Chapter of the ACBS. ( J o h n Harvey
800-262-8990)
13-14 Woodenboat Festival
San Diego, California. Over 50 boats
will be displayed at Koehler Kraft,
Shelter Island Drive. San Diego. (Jim
Nocolitti, Kona Kai Plaza Las Glorias
Resort and Marina, 1551 Shelter
Island Dr., San Diego, CA 92106;
619-222-1191)
14-20 Summer Youth Symposium
"Tall Ship"
July
13 On-the-Water Wooden Boat Show
Portland, Oregon. Hosted by the
Columbia-Willamette Chapter of
the ACBS. (John F. Wilson, 19
Tanglewood Dr.. Lake Oswego, OR
97035: 503-636-5928)
Port Townsend, Washington. Go to sea
on the 101' schooner ADVENTURESS.
(Wooden Boat Foundation, #2 Point
Hudson. Port Townsend, WA 98368;
360-385-3628)
21 Sea Chantey Festival
San Diego, California. Co-hosted by
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
Buckeye Lake, Ohio. Sixteenth annual
regatta f e a t u r i n g "chicken and rib
barbecue, and jazz entertainment."
(Dave Kiser, 614-861-5169 days, or
614-861-3018 evenings)
24-25 St. Clair Regatta
St. Clair, Michigan. Hosted by the
Michigan Chapter of the ACBS.
(Althea Beattie, 810-765-4314)
September
13-15 ACBS North American Sail & Power
Meet
Cedar Point, Ohio. (Les Demaline,
216-871-9513)
Ongoing through August 2
Junior Sailing Program
Beaufort, North Carolina. Light twoweek sessions. (North Carolina
Maritime Museum, 919-728-7317)
July
19-21 Antique and Classic Boat Show and
Rendezvous
Guntersville, Alabama. Seventh a n n u a l
rendezvous hosted by the Dixieland
Chapter o f t he ACBS. (Dale or
Donna McPherson, 2568 Lakemont
Cir., Morristown. TN 37814;
423-581-7300)
Caulking Guide
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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
San Diego Maritime Museum. (1300
N . Harbor Dr., San Diego, CA 92101:
019-234-9153)
21-27 Summer Youth Symposium
"Maritime Challenge 2"
Port Townsend, Washington. Set sail for
Canadian waters aboard the longboat
TOWNSEND. (Wooden Boat
Foundation, as above)
26-29 King's Cup Longboat Competition
Sooke, British Columbia. Graduates of
1990 and previous-years a l u m n i
demonstrate maritime skills and
teamwork abilities. (Wooden Boat
Foundation, as above)
August
3 Pull 'n' Be Damned Regatta
Anacortes, Washington. "All types of
hand-launched rowing and sailing
craft are welcome, and a wildly
diverse racing schedule is planned"
at the 18th a n n u a l regatta hosted In
the Old Anacortes Rowing & Sailing
Society (OAKS). (OARS, c/o Flounder
KM Boat. 1019 Third St., Anacortes.
WA 98221; 300-293-2309)
3-4 Mayor's Cup Schooner Race
Port Townsend, Washington. N o r t h west schooners race in Port
Townsend Bay. (Rob Iverson.
300-3S5-5814)
24-26 Small Boat Rendezvous
Lake Pend Oreille, Idaho. Acamp/boat
gathering with the "un-organized
northwest section of Inter M o u n t a i n
Small Boats...a small-boat dream!"
(SASE to Bob Simmons, P.O. Box 2010,
Sandpoint. ID 8 3 8 6 4 )
30-September 1 Classic Boat Festival
Victoria, British Columbia.
"Features well-maintained vessels of
traditional plank-on-frame construction built prior to December 31, 1955."
V i c t o r i a Real Estate Board Classic
Boat Festival. 3035 Nanaimo St.,
Victoria, BC. V8T 4W2. Canada;
(604-385-7766)
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-onThames, 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
( M a r t i n i q u e Promotion Bureau. 444
Madison Ave., New York. NY 10022;
800-391-4909; e-mail:
[email protected])
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
T
here is so much claptrap written
about the navigation of sailing
vessels that I would like to take this
opportunity to contribute to it.
Navigation is like just about everything else: There are more ways to do
it wrong than to do it right. And that
goes in spades for deep-draft old
wooden boats, I can tell you. For these
craft, even things that are right can
be wrong a good part of the time.
A certain skipper (I forbear to
to things like
chimneys and water
towers. Height alone doesn't
explain it, f o r many lighthouses
are plenty tall. However, I've never
seen a lighthouse as easy to pick
out at n i g h t as your gardenvariety Buick dealer; I believe
that the folks who design
Certainly there is
historical precedent for
parts of New England
coming adrift. A certain old
Nantucket schooner captain
was in the habit of lasting the
sediment brought up by the leads-
one of those awful New England fogs.
navigational aides deliberately make matters difficult
in order to maintain the
(OK..., it was me, and I wasn't confused; I just didn't know whether I was
off Rhode Island or Massachusetts.)
panache of sailing. If it
were made too easy, heck,
anyone could do it. As a
So I did what you're not supposed to
matter of fact, lots more people could
do it if they would just learn to use
man as they were returning from the
non-nautical sources of data.
like a gourmet passing judgment on
As in the case of my f o l l o w i n g
the lug, even relying on such quasinautical aids as land structures has
its pitfalls. Church steeples, for
his truffles, he would spit and call out
a course for home. (An English sea
mention names) became confused in
do. 1 followed someone who looked
as if he knew what he was doing—a
tug pulling a deeply laden barge. He
has plenty of draft, thought I. If he can
go there, I can go there. This looked to
me like one of those times when what
is generally wrong might actually be
right. Wrong. Soon, the tug, the barge,
and I, went crunch, in that order.
"Damn fool," I thought. "I'm new
to this neck of the woods, but this guyshould have known better." Four
hours later, when I was vertical while
lying on deck, the tug skipper cleared
up my lack of comprehension.
Through the bullhorn, he said (his
instance, may be noted on the chart,
but watch out—things are never as
simple as they seem.
I was once approaching Montauk
Point under conditions of reduced
competence when I spied a church
steeple where there should not have
been one. I luffed up and dove frantically into my chart. No, I should not
have been seeing church steeples. Yes,
voice trembling with the effort not to
there is Montauk Light, and what in
laugh), "I see you've come to dig
shale, too, eh Cap?"
I still think the admonition not
to follow someone else when you're
nautically "challenged" is not necessarily correct, but in the future I
shall try to raise my intended guide
on Channel 16 and question him
closely as to his mission.
Nonstandard methods of navigation can be much more reliable than
the pluperfect Hell is going on here?!
going by the book. I have often wondered why so-called navigational aids
are so damned hard to find compared
What was going on was a tug
pulling a barge upon which was a
church steeple—no church, just the
steeple. I am sure that the S.O.B. with
the gravel barge must moonlight as a
church steeple transporter. I am upset
that there is no day or night signal for
"I am lowing a church steeple." I shall
never gel over the feeling that some
pan of Montauk containing a church
had broken loose and floated out into
the eastern reaches of Long Island
Sound.
Grand Banks. Savoring the bottom
captain once made a habit of biting
down on the bits of gravel that he
recovered from the tallow of his deepsea lead. When a journalist visitor
asked him why, he said, "If I can bust
'em, we be east of Dogger Banks,
otherwise we be west.")
At the start of one voyage, the
Nantucket skipper's crew decided to
play a prank on the old man and to
see whether there was anything in
this strange gustatory navigational
tactic. Before departure, the mate
hid a bit of Nantucket soil in his seabag, and when the lead was recovered
on the vessel's return, he slyly pressed
a bit of the soil into the tallow before
handing it to the skipper. The skipper
tasted it, wrinkled his brow, and
called out to the crew, "Say your
prayers, lads, for Nantucket has sunk
and we be right over Ma Nickerson's
henyard!"
Whether you believe this story or
not, my sermon amounts to this:
There are more weird ways to navigate
than are dreamt of in Bowditch.
July/August 1996
•
17
ON THE WATERFRONT
I
n this space a couple of issues ago I
project has been resolved responsibly.
reported on the 1851 clipper SNOW
From what we have heard, San Francisco's
exhibit should be a smasher. When the
SNOW SQUALL's book is finished, the
insights gained from the project will be
readily available."
SQUALL, w h i c h had been l y i n g as a
by Peter H. Spectre
• Bone Yard Boats
• The Smoking Gun
• Cradle Boats Goodbye
and
• May It Please Your
Majesty
T
ake a tour of any boatyard—I'm
speaking here of genuine boatyards,
those left over from the Golden Era, not
the modern, sanitized boat parks staffed
by attendants in sequined jumpsuits—
and you'll find at least one, usually more,
semi-comatose boat waiting for hell to
freeze over. The owner has given up and
wants to sell, but the asking price is so
little it doesn't pay to advertise. In some
cases, the owner has walked away from
the mess, leaving the problem to the yard
owner, who wants to sell the boat to cover
the yard bill, but for him. too. the cost of
advertising could easily equal the selling
price of the boat. This boat is a goner, a
candidate for the landfill.
Not necessarily so, says Ginger Martus,
who has established Bone Yard Boats, a
biannual newsletter/matching service.
Sellers love it, because the listing itself is
free; Ginger only asks for a finder's fee
based on the last two digits of the year
the boat was built; 1950, $50, payable only
if the boat sells. Buyers love it, too, because
the newsletter puts them in touch with
interesting, sometimes restorable boats at
rock-bottom, albeit as-is prices; photos of
some boats are included. A few examples
from the Spring 1996 issue:
1968 Chris-Craft, 26', no engine, good
hull, $800
1929 Elco, 26', $350
1935 Albert Strange design, 25', $1,000
1982 catboat, 12 ½', includes rig, $0
Bone Yard Boats, $8/year (two issues),
sample issue $4, from Nautical Stars,
P.O. Box 2065, Vincentown, NJ 08088;
609-859-2370.
hulk in the Falkland Islands since 1864.
SNOW SQUALL was the last remaining
American clipper ship of the hundreds
built in the mid-19th century. She doesn't
show up in the "Knots Per Hour" section
of Carl Cutler's landmark 500 Sailing Ship
Records of American Built Ships (Marine
Historical Association; i.e., Mystic Seaport
Museum), but Cutler does report (in Greyhounds of the Sea) that she beat the much
larger flyer ROMANCE OF THE SEAS in an
1859 pickup race from Shanghai to NewYork.
A few years ago a group of maritime
preservationists removed the bow section
of the SNOW SQUALL and shipped it to the
Spring Point Museum in South Portland,
Maine, where it was to be preserved. Without the resources to conserve the section
adequately, the museum recently gave
away three portions of the bow: one to the
Maine Maritime Museum in Bath, Maine;
one to South Street Seaport in New York
City; and one to San Francisco Maritime
National Historical Park. In WB No. 129
I made a few disingenuous remarks about
the fate of the SNOW SQUALL; Nicholas
Dean. Project Historian, and Dr. David
C. Switzer, Project Director, respond:
"Your view of the resolution of the
SNOW SQUALL Project notwithstanding,
we are not in the least ashamed of our role
in the recovery of the bow, even though
things turned out quite differently from
what was anticipated. As in any project,
with the benefit of hindsight we could
make a list of things which should have
been done differently, though many
decisions had to be made 8,000 miles
from home without the luxury of time for
extensive mulling-over.
"We made a preliminary survey in
1982, just before the Anglo-Argentine
confict. Damage to the bow sustained
during the conflict turned the 1983
expedition into a rescue operation rather
than the planned further survey.
"Had we confined subsequent recovery
efforts just to above-water bow elements,
life subsequently would have been simpler
and less expensive. However, recovery of
all we could get at offered the opportunity
for analysis of wood types and construction
details, and the preparation of measured
drawings and photographs, which are now
T
he query about John Masefield's
poem "Sea Fever" in WB No. 129
brought on a deluge of letters, telephone
calls, and faxes from around the world.
As you may recall, the question was, is it
"I must go down to the seas again..." or
is it "I must down to the seas again..."?
Some books, including Masefield's own
works, have it one way; others have it the
other way. The responses and my notes
fill a fat file folder. Here are a few excerpts:
"You have to be British to be familiar
with the use of 'must'; 'I must away' is a notuncommon expression."—Keith Robinson,
Mount Royal, Quebec, Canada.
"Even Masefield's illustrious predecessors like Willy Shakespeare were wont to
drop their 'go's, especially in conjunction
with 'must,' as did other English poets
with lines such as 'I must away, ere break
of day.'"—Martyn J. Clark, Victoria, B.C.,
Canada.
" 'I must down' is an instance of ellipsis,
which may be defined as the deliberate
omission of a word which is not absolutely
necessary for the sense of a phrase or
sentence to be conveyed."—Duncan
Antonio, Moray, Scotland.
"By dropping the word 'go,' Masefield
achieves two things: firstly, he lifts Inc-
analyzed and documented, and now
line from a merely mechanical statement
of intent up to a more mystical plane;
and, secondly, by making 'go' redundant
he is already moving toward his aim of
freeing himself of unnecessary baggage."
—George Boucher, Flateby, Norway.
"I am not a poet or a literary expert,
but I agree with you that reading the first
line as 'I must go' sounds much better."
—Dean Gross, Moorestown, New Jersey.
"Masefield, I believe, intended to omit
the verb, because he wished to write the
line in trochaic meter instead of the more
common iambic type. If you recite the
words aloud, stressing the first syllabic
instead of the second, you will discover a
power and majesty that is lost when the
piece is read as you are used to hearing
it: I must down to the seas a-gain, to the
lone-ly sea and the sky."—Fred Bennett,
Harrisburg, Pennsylvania.
Most of our respondents sided with
the "go"-less version with, as you can see,
varying explanations. At first it seemed I
would be losing my argument with Kathy
Brandes, who brought the matter to my
shared among lour museums, we feel the
attention in the first place. But then one
in the HABS/HAER archives in Washington.
None of this would have been possible in
the field.
"With the SNOW SQUALL thoroughly
July/August 1996 • 19
ON THE WATERFRONT
The reproduction of the fishing schooner ROBERTSON II in frame on the harborfront in
Victoria, British Columbia.
day came a package from boat designer
Iain Oughtred, now living in Scotland,
with this note:
"I don't know where Masefield's 'go'
went, but yon may be interested in the
enclosed tape recording of the man
himself."
Just as in the Watergate affair, a tape
turned out to be the Smoking Gun.
The voice is thin and wavery—
Masefield was an old man in 1962 when
the recording was made—the diction is a
strange cross between recitation and song,
but there it is, John Masefield himself,
reading "Sea Fever," and every stanza
begins "I must go down to the seas again."
"Your estimation of John Masefield's
profound and magnificent poetic spirit
may remain undiminished," writes Iain,
"or maybe, like mine, will go up several
notches. I had just returned this (ape to
the library, and rushed back for it again.
Only on hearing it for the third time did
I really appreciate the quality of the man's
work." John Masefield Reading Sea Fever,
Cargoes, and Other Poems, Caedman
Cassette GDI. 51147, 1962, Caedman
Records, Inc., 50.5 Eighth Ave., New York,
NY 10018.
...But....
This discussion would be less t h a n
complete if I did not mention that there
is a theory in the literary community that
Masefield originally wrote "Sea Fever"
w i t h o u t "go" and l a t e r bowed to the
pressure of his publishers to insert the
word. Ivan F.. Hills of Kinnelon, New
Jersey, addresses this matter:
"June Dwyer, in her biography, John
Masefield, says 'he altered his style' and
'allowed the emendation.' No date is
given. There was no 'go' in my high
school days (1940-44), so I figure the
wimps got to him late in life."
20
•
WoodenBoat 131
M
ichael K. Davis of Floating the
Apple, the grassroots organization
that is doing its best to yank the citizens
of New York City off their duffs and into
rowboats—the city, after all, is surrounded
by water—writes:
"The sixth of our 25' gigs came off
the strongback this winter and will be
launched in June. Our next boat is a
break with our gig-building tradition. Don
Betts and a small class are getting started
on a 15' traditional New York Whitehall.
They will be using some of Mike McEvoy's
innovations for making the construction
of such a boat less difficult for novice boatbuilders.
"I hope you will keep your Fingers
crossed for us this spring as we face the
challenge of obtaining riverfront spaceon Manhattan, a few blocks from our
42nd Street shop. We need i t to house the
growing fleet this summer and for our
planned community boating center."
Live in New York and wish you were
on the water? Interested in boatbuilding?
Support Floating the Apple, 400 West
43rd St., 32R, New York, NY 10036,
212-564-5412.
One of the pair of
18' four-oared ship's
yards built for the
Russian Navy and
recently donated to
the Nautical Heritage
Society of Monterey,
California, by the
Admiral Nevelskoi
Maritime Academy,
Vladivostok, Russia.
The Lawley Boat Owners Association
is c o m p i l i n g the f i r s t seven issues of
Lawley Built, t h e i r newsletter, i n t o a
single volume entitled The Archives of
the LBOA. Contents include the history
of George Lawley & Son, restoration
information and advice, sources of Lawley
documents, reminiscences of life at the
Lawley yard, including those by John
Gardner, a register of surviving Lawley
yachts and tenders, and much, much
more. The Archives of the LBOA, $17, from
LBOA, P.O. Box 242, Gloucester, MA
01931; 508-281-4440.
Michael Vanderpost asked me to remind
you that the Canadian Canoe Museum
opened t h i s spring in Peterborough,
Ontario, w i t h a collection of over 500
watercraft from around the world. Cedarstrip, wood-and-canvas, birchbark, and
dugout canoes, plus more; only (wo hours
from the U.S border crossing at the east
end of Lake Ontario.
Speaking of birchbark canoes, reader
Dick Starrett sent us a clipping from the
Boothbay (Maine) Register about Eric
Graves, most recently an employee of
Hodgdon Yachts, who has set up shop in
Edgecomb, Maine (207-882-6908) to
build bark canoes in the t r a d i t i o n a l
manner for customers who appreciate
such craft.
S.A.L.T.S.—the Sail and Life Training
Society, headquartered in Victoria, British
Columbia—is one of those organizations
that cinches up the belt and gets tilings
done. As of early 1996. their reproduction
of the Fishing schooner ROBERTSON II
was all framed out and ready for planking.
When the job is finished, S.A.L.T.S. will
be sailing the vessel around the world on
a 22-month voyage. Visitors arc always
welcome at the construction site on the
inner harbor of Victoria. S.A.L.T.S., Box
5014, Victoria, BC, V8R 6N3, Canada:
604-383-6811.
The North Carolina Maritime Museum
has taken an option to purchase a 36acre site on Town Creek in Beaufort.
The property, at one time home to a fish
meal company, has 1,800' of deepwater
frontage and seems ideal for a maritime
i n s t i t u t i o n whose main f a c i l i t y u n t i l
ON THE WATERFRONT
now has been landlocked. A campaign
is currently underway to raise the
funds to exercise the option, and your
contributions will be most welcome.
North Carolina Maritime Museum,
315 Front St., Beaufort, NC 28516;
919-728-7317.
The Admiral Nevelskoi Maritime
Academy, Vladivostok, Russia, has given
two Russian yawlboats to the Nautical
Heritage Society of Monterey, California,
which operates the S/V CALIFORNIAN.
The NHS will use the yawlboats as the
focus for their new exhibit, "The Russian
Exploration of California. 1806-1848,"
which will be traveling to 14 California
ports this summer. NHS, 1 Custom House
Plaza, Monterey, CA 93940.
The Texas Historical Commission
claims to have discovered the French
explorer La Salle's 65' barque longue BELLE,
which was lost in 1686 in Matagorda Bay
on the Cult Coast. Archaeologists are
planning to build a cofferdam around the
vessel, pump out the water, and examine
the remains with a line-tooth comb. Texas
Historical Commission, P.O. Box 12276.
Austin, TX 78711.
The 70'steamboat MINNEHAHA. which
was salvaged from Lake Minnetonka in
1980, has been restored and put back in
service. The vessel was built in 1906 to
connect with a trolley car line from
Minneapolis, Minnesota, to Excelsior on
the lake. Information from the Minnesota
Transportation Museum, 26120 Birch
Bluff Rd., Excelsior, MN 55331; 612470-1770.
D
iscuss proper nautical terminology
in public, as I did in the last lew issues
of this magazine, and rail about cliches.
as I also did, and a number of people will
jump into the tray, as they have.
Several readers pointed out that the
term for lofty ships that I promised
would never appear here again was in fact
introduced by John Masefield himself in
the above-mentioned poem "Sea Fever,"
and therefore Shaun O'Roark and I
should quit bellyaching.
Several more readers indicated that
"sailing ship" is not a viable alternative,
since there are lots of sailing craft that are
not ship-rigged. A more preferable word
might be sailing vessel.
Capt. Richard Bailey of HMS ROSE,
based in Bridgeport, Connecticut, prefers
the term for sailing vessels that will never
appear here again. "Large traditional
sailing vessels have enough trouble with
the 20th-century PR machine," he writes.
"Why deprive them of a good handle that
works?"
Boatbuilder Michael Porter opined that
the main editorial criterion at WoodenBoat
must be the presence of the word "craftsmanship" in an article, because it seems
to be floating around these pages all the
July/August
1996
• 21
ON THE WATERFRONT
What he calls feeble modern
substitutes like "length on deck"
should be eliminated.
Roy Terwilliger is tired of
media people, myself included,
who habitually leave the "Boat"
out of the New England Beetle
Cat Boat Association. "The boat
built by Beetle, Inc., is a cat boat,"
writes Terwilliger.
George Boucher has had it with
"handcrafted" in advertisements.
"Who says so?" he asks, "and what
is wrong with handmade?"
Robert Slaven doesn't like
"boater," as it reminds him of
a hat, and would happily settle
f o r "waterman." "boatman," or
time. He also thinks double points must
be awarded at editorial meetings if the
word is accompanied by the qualifier
"exquisite."
Designer Iain Oughtred would like
to see "length overall" used properly.
22
•
WoodenBoat 131
A
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
wishes to hear from anyone who owns,
has ever owned, or has information on
an Eight-Meter. He is also interested in
And Brooks Townes pointed
out that right in the middle of my
denunciation of cliches, I used
one myself—"Take a long walk
off a short pier"—proving once
again t h a t when it comes to
messing about in boats, it always
helps to take everything with a
old photographs, articles, regatta reports,
drawings, etc. John Lammerts van Bueren,
Gasthuisstraat 4, 4161 CC Heukelum,
Holland; +39 345-619788.
In Orlando, Florida, in the 1950s and
'60s, James Lawrence b u i l t a series of
plywood-on-mahogany boats, 12' skiffs
to 24'cruisers, called the Lawrence Line.
Mr. Lawrence is up there in years now,
and his son would like to find one of those
boats, restore it, and present it to bis lather
in recognition of his accomplishments.
Anybody know of a suitable candidate?
James S. Lawrence, Jr., 3412 S. Lake
Butler Blvd., Windermere, EL 34786;
grain of salt.
407-876-1951.
"sailor."
Long lean, handsome—an International EightMeter. One of our readers is seeking to track down
each and ever one.
with this would be to diminish her role.
In truth, Betsy is the key to keeping everything sorted out and under control. She
deserves the WoodenBoat Medal of
Honor with Oak Leaf Cluster.
ll of this, by the way, should be proof
enough that a significant number of
communications f i n d their way through
here. To say that Betsy Powell helps me
I
n our Good News/Bad News Department, the cradle-boat shaggy-dog tale
that has been running virtually uninterrupted in this space since 1983 is over.
ON THE WATERFRONT
Did you hear that, Jenny, Blythe, Dan?
Kaput, finished, out of here. done. No
more photographs of dimpled, pinkcheeked babies sailing the hounding
main in their cradle boats. [Oh, give me a
break. As soon as he has grandchildren, he'll
be at it again.—Typesetter]
What brought that on? Let's just say
there have been certain threats.
Of course, when I have grandchildren....
That's the bad news. The good news
is that we'll be exploring new territory,
that is, boats used as something other than
boats. We've already fooled around a bit
with boats as playground equipment, and
I'd like to carry that forward with your
help; and there are boats as furniture; and
then there is the old standby, boats as
planters; and there are any number of
iconographic representations scattered
about hither and yon. I'll lead off with a
lovely little lapstrake number in front of
the Barley Mow Inn on the Thames in
England, photographed back in October
1986. The rest is up to you.
Photographs and commentary to "On
the Waterfront," WoodenBoat, P.O. Box
78, Brooklin, ME 0461(5.
By the way, Jerome K. Jerome fans
should be interested to know that the
aforementioned Barley Mow has a Three
Men In a Boat (To Say Nothing of the Dog)
theme. Each of the four upstairs rooms
An artfully
arranged rowboat
outside the Barley
Mow Inn by the
Thames, Clifton
Hampton,
England.
under the thatched roof is named after a
character in the book: George, Harris,
'J," and Montmorency (the dog). If you
should be so fortunate as to take up
residence for a while, remember to keep
your head down in the bar—the ceiling
beams are rather low— and watch out
for the local beer, it's serious stuff. The
Barley Mow, Clifton Hampton, Berkshire,
England.
he Broadside, the newsletter of the USS
Constitution Shipwright Guild, never
fails to provide excellent advice. The April
1996 issue contains a synopsis of a talk on
painting given to the club by Erik A.R.
T
Ronnberg, Jr. (see WB No. 121). In one
page I learned more about painting to
scale than anything I have ever read anywhere else. An example: When scribing
a solid hull to simulate planking, apply
several coats of gesso to the surface first
to keep the scribing tool from running
off with the grain. The Broadside, Robert
D. Laslocky, Editor, USS Constitution
Shipwright Guild, 16a Mayberry Dr.,
Westborough, MA 01581.
Another tidbit from the Guild: The
New England Model Engineering Society
is a new club for those interested in the
mechanical end of things. Contact Ron
Ginger at 508-877-8217.
ON THE WATERFRONT
Meanwhile, the Nautical Research
Guild is in the process of selling up a Ship
Model Builder's Assistance Network.
When the net is in place, members will be
able to use it to get their questions about
research, plans, techniques, sources of
supply, and more answered. The Guild is
the publisher of the excellent Nautical
Research Journal, which puts its competitors
in the shade. Information and membership from the Nautical Research Guild,
19 Pleasant St., Everett, MA 02149.
The Quarterdeck near Chattanooga,
Tennessee, is a mail-order model center
specializing in both wooden boat models
and radio control. They carry a range of
kits, including the Dumas line, and offer
a scratch-building service to your specifications. At the moment, for example, they
are building a barrel-back speedboat
designed around a customer's ¼-scale
supercharged V8 engine. Gus Veness, The
Quarterdeck, P.O. Box 1423, Hixson, TN
37343; 423-842-4991.
Craig O'Donnell wants to make
models of WW II-era landing craft,
including the LCVP (Landing Craft
Vehicles and Personnel) and its smaller
kin, and is looking for construction
drawings, offsets, or patterns. Can anyone help him out, or point him in the
right direction? Craig O'Donnell, P.O.
Box 232, Betterton, Ml) 21610.
A
ccording to correspondent MikeLaVecchia, the first Wooden Boat
Gathering was held in Burlington,
Vermont, on Lake C h a m p l a i n , last
October. Approximately 15 boats participated, from a Hinckley Sou'wester to
three locally built skin-on-frame canoes.
Plans are underway for a repeat event
this summer. Information from Mike
LaVecchia, Burton Snowboards, 80
Industrial Parkway, Burlington, VT 05401.
Mike, who lives aboard a 1938 Yankee
30, does plenty of sailing, but w i t h a
balanced view. "Sailing is more than
being out on the lake with the sails full,"
he writes. "It is also hanging out in shipyards, working on boats, reading old
sailing stories, and relaxing on the dock
watching the seagulls fly by. It's all sailing.
If it's sunny and warm, you'll find me
down by the water. Boat or no boat—I'm
sailing."
R
on Waldron recently asked the U.S.
Postal Service why they hadn't issued
a stamp to commemorate the 100th
anniversary of the start of Joshua Slocum's
First-ever solo circumnavigation of the
world. He received a polite letter back
indicating that such a stamp had been
considered but rejected. (They were
probably distracted at the time by the
impending decision about whether the
SOUTH STREET SEAPORT MUSEUM
NEW YORK
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
Presley stamp should show the old Elvis
or the Las Vegas version.) But it's not too
late to propagandize the USPS about the
100th anniversary of Slocum's return,
which will be in 1998. Send your cards,
letters, and telegrams to James C. Tolbert
Jr., Manager, Stamp Development, USPS,
475 L'Enfant Plaza S.W., Washington, DC
20260. Don't take "no" for an answer.
I'm usually reluctant to put a nautical
videotape into my VCR, because, with the
exception of a precious few I can count
on one hand, they're about as exciting as
the local bus stop at 2 a.m. Stitch and Glue
Boatbuilding from Glen-l., however, is a
cut above the crowd—that is, if you areinterested in that type of construction.
Tons of detail, lots of examples, almost
every base covered. Glen-L Marine
Designs, 9152 Rosecrans Ave., Bellflower,
CA 90706; 310-630-6258. Their monster
176-page catalog is $5.
If you have children, two gangbuster
videos I highly recommend are Let's Go
See the Big Ships (Blue Beetle Productions,
201 S. Main St.. Fort Atkinson, WI 53538),
and All About Boats (Pint Size Productions,
P.O. Box 81412, Mobile, AL 36689). Both
make me wish VCR technology had been
around when I was a lad.
The Museum Small Craft Association
has published a new second edition of their
Union List of Museum Small Craft in North
ON THE WATERFRONT
The new James B. Richardson Maritime
Museum, named for "Mister Jim"
Richardson (left), is housed in the old
National Rank in Cambridge, Mankind
(below). The bugeye JENNY NORMAN at
"Mister Jim's" boatyard in 1981 (right).
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 wellnigh indispensable to small-craft historians
and others who take the subject seriously.
It is available for $10 from the MSCA,
c/o Mystic Seaport Museum, P.O. Box
6000, Mystic, CT 06355; 860-572-0711.
Another recommended new publication from the MSCA is their Transactions,
an annual journal about s m a l l - c r a f t
studies. The first issue contains papers byJohn Gardner, Ben Fuller, Dick Wagner,
Mike Alford, and others. It is available for
of Mystic Seaport, address above.
Chesapeake Bay Maritime Museum
has finished a computerized catalog of
their lines drawings c o l l e c t i o n , which
includes plans of traditional Bay craft,
the work of Ralph Wiley and Lowndes
Johnson, and many drawings by Howard
I. Chapelle. Chesapeake Bay Maritime
Museum, Mill St., St. Michaels, MD 21663;
Maryland, in the extensively renovated
old Maryland National Bank building.
"Mister J i m " Richardson, as f a i t h f u l
readers of this magazine know, was one
of the most distinguished Chesapeake
Bay ship- and boatbuilders of this century
(see WB Nos. 24 and 65), and therefore the
museum is devoted to the preservation
of the heritage of shipbuilders, with
displays, models, and information about
wooden boat building, and artifacts.
Donations of historical materials and
410-745-2916.
Correspondent Lila Line reports that
the new James B. Richardson Maritime
July/August 1996
•
25
ON THE WATERFRONT
memorabilia to that end will be accepted
with gratitude, as will financial contributions and member ships. Information
from John White, Director, James B.
Richardson Maritime Museum, 1306
Glasgow St., Cambridge, MD 21613;
410-228-3323.
If you follow marine art and antiques
in a serious way, you simply must subscribeto Maine Antique Digest, which is seriously
misnamed, as it is neither a digest nor
confined to Maine. A fat, multisectioned,
monthly newspaper with lots of nautical
coverage, it reports on the auctions and
fairs around the country, and contains
enough advertisements to keep you entertained for hours. Maine Antique Digest,
P.O. Box 1429 Waldoboro, ME 04572;
800-752-8521; $37/year.
I
n our Bureaucracy-Gone-Wild Dept.,
John Shore of Hampshire, England,
sent us a recent newspaper clipping
with a story that's enough to drive even
the mildest traditional boat nut to the
barricades. It seems that the European
Union bureaucrats are forcing England
to reduce its fishing fleet by 19%. The
English bureaucrats have responded by
offering fishermen compensation f o r
decommissioning their boats. According
to regs, "decommissioning" does not
mean laying up a boat, or selling it out of
service, or giving it away for pleasure
use. It means taking a chainsaw to it. As
a result, the coble fleet along the northeast coast of England, with centuries of
tradition, is being fed to the fire. It's bad
enough for the fishermen, but the boatbuilders are out of business, too; the
reputed last of the lot, Steve Cook on the
River Esk near Whitby, Yorkshire, says, "I
used to be paid to build them, but now
I get paid to destroy them. It's madness."
If you agree with Cook's assessment,
you might wish to write to the Ministry
of Agriculture, Fisheries, and Food,
Whitehall Place, London SW1A 2HH,
England. If that doesn't work, try thePrime Minister (No. 10 Downing Street,
London) or Her Majesty the Queen
(Buckingham Palace, London).
If the latter, the proper salutation is
"Madam, may it please Your Majesty," and
the proper close is "I remain, Madam,
Your Majesty's most humble servant." But
you may be too ripped to be so polite.
Whatever, tell her Uncle Pete sent you.
She'll understand.
M
arc Daniels writes from Saint Paul,
Alaska:
"I have been here since last spring,
building baidarkas, or iqyan in the Aleut
language, and restoring a 43' baidar, or
nigalax, with this community. There is a
Next time you visit Fisherman's Wharf, navigate yourself to
The Maritime Store
Purveyors of Maritime Literature, Art, & Memorabilia
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
strong skin boat renaissance here, and
we have recently established the Saint
Paul Island Igyagilix (paddling) Club. We
publish a newsletter and would like to
interact with the skin boat renaissance
around the country and the world." Marc
Daniels, Saint Paul Island Iqyagilix Club,
P.O. Box 14, Saint Paul, AK 99660.
Further proof that a skin boat renaissance is underway is evidenced by:
The Skin Boat Journal, published by the
International Skin Kayak Association, 274
Welch Lane. Anacortes, WA 98221.
A Skin Boat Festival to be held August
24-25, 1996, at Bowman Bay in the
Deception Pass State Park, Washington.
For information, call 360-299-0804.
The Umiak Adventure School, whose
course catalog is a wondrous crass-cultural
stew—spirituality (Yoga Immersion),
boats (Introduction to Sea Kayaking),
New Age science (Island Ethnobotany),
meditation (Sing to the Rhythms), whoknows-what (Wild Goose Qi Gong), and
more. Umiak Adventure School, 274
Welch Lane, Anacortes, WA 98221;
360-299-0804.
C
apt. David L.Jackson, boatbuilder
and surveyor, notes that the crew that
takes care of the historic ship collection in
San Francisco uses borax to slow rot in the
ships. "Bob Neuerberg in Anacortes," writes
ON THE WATERFRONT
Jackson, "has also been using borax for
30 years to kill mildew on his 34'wooden
ketch. He makes a saturated solution of
half borax and half salt and then dilutes it
slightly for use in a bug sprayer. He found
that if he skipped the dilution, the sprayer
would become clogged.
"What gives? Does borax really work,
and why? Are there any precautions we
need to be aware of?" Capt. David L.
Jackson, Pacific Rim Marine Surveyors,
909 3rd St., Anacortes, WA 98221; 360293-4528. If yon write, please send a copyto WoodenBoat; we'd like to know, too.
Further to our discussion in previous
issues of the u n a v a i l a b i l i t y of Arabol
(an adhesive used in conjunction with
cloth for waterproofing decks, cabinhouses, mast boots, etc.), reader Adrian
Fieldhouse of St. Thomas, U.S. Virgin
Islands, reports that he has used Childers's
Chil-Seal CP-5OA as a substitute on the
deck of a 120' brigantine. Fieldhouse
ordered his supply from Thorp Insulation
in California (213-775-8271 or 310-834-
5933) and found them to be friendly and
helpful.
"If anyone would like some hints on
using Arabol," writes Fieldhouse, "or to
learn by some of our mistakes, I can be
contacted at Yard Arm Marine in St.
For further information and a schedule
of classes: The Arques School, P.O. Box
2010, Sausalito CA 94966; 415-331-7134.
D
avid Keith, Our Man in Nova Scotia,
writes:
"This year, 1996, is significant for
by gentrifying the place.
"Near the end of his life, Arques
established a foundation to 'preserve and
foster the art and craft of building small
boats' and endowed it with enough money
to allow the new school to rival the best
wooden boat lovers in Nova Scotia. It is
75 years since the launching of the famous
schooner BLUENOSE, which went on to be
a racing champion. Also, it is 50 years since
the founding of the Bluenose One-Design
Class. These 23' sloops were designed by
William Roue, who had also designed the
schooner whose name they borrowed. The
first boat in the class, now refurbished to
pristine condition, is on display at the
Maritime Museum of the Atlantic in
Halifax. Also 50 years ago, the first of
David Stevens's S-boats designed to the
old Universal Rule, was launched. Though
the Stevens S-boats deserve classic status,
they were never built in the numbers of,
nor were they as widely known as the
famous S-boats built by Nathanael G.
Herreshoff.
"Last February, I attended the Halifax
International Boat Show. As this is The
Year of the Wooden Boat in Nova Scotia,
the show took wood seriously; there was
more wood in evidence than all the
previous Halifax shows I have attended.
Here are a lew highlights:
"An adult education class from the Nova
Scotia Community College in Dartmouth
was building a Crosby-designed Snipe.
Proceeds from the sale of the boat were
going to the Maritime Museum, whose
nearby display included a Sambro flat and
boat schools anywhere. The directors and
a Northwest Arm rowing gig. And near
principal instructors are Simon Watts,
familiar to WoodenBoat readers by his
writings and his teaching of boatbuilding
all over the country (see WB Nos. 88, 98,
and 115), and Bob Darr, sailor, boatbuilder, and founder of The Center for
Wood Arts in Marin County, California."
them. Ken Lamb was building a 15'5" stripplanked catboat to a design by Wiles Yacht
Design. In addition the Small Wooden Boat
Association of Nova Scotia was building
a Windsprint daysailer designed by Phil
Bolger; there is a growing number of this
class in Nova Scotia.
Thomas by fax, 809-494-4744."
T
he schooner HARVEY GAMAGE is no
longer affiliated with S.A.I.L, Inc.,
of Bath, Maine, which is currently under
governmental investigation for alleged
financial improprieties. The vessel will
continue her sailing educational mission
of recent years but now under the aegis of
the new Schooner HARVEY GAMAGE
Foundation, Inc., P.O. Box 60, Francestown. NH 03043; 603-547-2702.
Brooks Townes reports on the new
Arques School of traditional boatbuilding
in Sausalito, California:
"The school is the fulfillment of the
wishes of the late Donlon Arques, who
owned a big chunk of a WW II shipyard.
Arques, who died in 1993, was a good
friend to boat builders, restorers, commercial fishermen, engine mechanics, and
dreamers. He rented them space on the
Sausalito waterfront for very reasonable
rates when he could have made a bundle
"Clarence Heisler & Son of Indian
Point, Mahone Bay, had a big exhibit,
where they were building a lapstrake
outboard runabout. You may recall that
in a previous issue I said things were
slow on the South Shore of Nova Scotia,
but I had failed to lake into consideration
the work of the Heislers. A year or so back
they did an extensive restoration of the
schooner AIRLIE. They are now refitting
a 32' Cape Island-style pleasure cruiser,
and repairing an Ohlson 35 sloop and a
26' yawl to an S.S. Crocker design. Cecil
Heisler, the 'Son' of the company, builds
in a style that is well described as 'traditional wood...traditionally excellent.'
"The supporters of BLUENOSE II were
there, as were those of the BLUENOSE
PRIDE syndicate. The latter has recentlysigned a corporate sponsor, and a design
team has been put together.
"There were plenty of other wooden
boat builders at the Halifax show, as well
as other organizations keeping traditional
boats and boatbuilding alive.
"By the time you read this, the Indian
Point boatshop of Raymond Creery, a
graduate and former employee of The
Landing School in Kennebunkport, Maine,
should be busy. Mr. Creery is renting
the shop to Nelson Cutler and me for the
construction of a Ted Brewer-designed
Grand Banks 22. Mr. Cutler, recently
retired, is taking on the building; I will
be the new owner. This is the second boat
to this design for me (it's a long story,
folks), and much anticipated."
A
nd finally: how to decide whether or
not you should accept a position in
the crew of a sailing yacht making a long
ocean passage—from Max Ebb's column
in San Francisco's sailing sheet Latitude
38:
"Imagine you're going to be locked in
a bathroom for two weeks with six or eight
people."
July/August 1996
•
27
PROJECT PROFILE
"More Than Just Boatbuilding"
Building the Ausable River Jam Boat
at St. Lawrence University
by Jenny Bennett
Photos by
Christopher Morrow
"I
f you're living in the North
Country, you have to make an
effort to use the area—it's too easy to
sit around wishing you were someplace else, somewhere more cosmopolitan." Jonathan Van Campen
pauses to take a bite from his bagel.
"But there's a lot here: The river systems are wonderful, the Adirondacks
are 15 miles to the south of us, the
St. Lawrence is only 20 miles north;
and there's so much history—J. Henry
Rushton built his canoes here in
Canton." The front door of the Bagel
Depot opens, its bell interrupting the
flow of words and the train of thought,
and Jonathan Van Campen falls silent.
There is t r u t h in what he says.
There are indeed things to do not far
from Canton, New York, home of
St. Lawrence University since 1856. But
the road from the Canadian border
to the small red-brick town takes you
through flat, open, agricultural land
with wide, uncompromising vistas
punctuated only by scattered farmhouses. For the freshman student who
has no background in canoeing (one
of the most popular local sports), and
no previous interest in the "great outdoors," the prospect of four years
"stuck in the North Country" must be
daunting in the extreme.
To address this problem, in 1992
St. Lawrence University established
the Outdoor Program, and appointed
graduating Jonathan Van Campen as
its director in 1993. Jonathan had
majored in Biology and Environmental
Studies, but his heart was in education
and boats. In his new position, he
28
•
WoodenBoat 131
Students and teachers ignore the rain to take the Ausable River Jam Boat out for its
maiden row. From the stern are: Jonathan Van dampen, David Waugh, Peter
Brown, Scott Jones, Sean O'Connell, Steve O'Brien, and Rob Elliott. As was typical
of the original jam boats of the 1800s and early 1900s, the S.L.U. boat has been
built for rowing, and, with its shallow draft and pronounced rocker, the crew found
that it performed well under four oars, For additional (though not traditional)
power, Jonathan Van Campen and Bob Elliott designed a small standing lugsail
that may be used for gentle downwind sailing. A steering oar will be used.
was given a budget and l i t t l e else. He
set about organizing canoe trips for
students, w i t h other students being
trained as guides. "From the beginning,
I wanted to introduce a large boat
into the program so that I could run
history and experiential summer
programs. I thought of a 36' voyageur
canoe in which we could follow one
of the old fur-trading routes, and study
the area and its history. It would be a
way of finding out why we are where
we are...why Canton exists. But I found
that a canoe like that costs between
$7,000 and $10,000, and at t h a t time
my budget wouldn't even stretch to
buying new paddles for the canoes we
already had! Plus, I started to realize
that a 36'canoe wouldn't be ideal—
historically it was right, but transporting it to and from the water would
be a hassle."
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 foreground: Outdoor Program director Jonathan Van Campen,
Scott Jones, instructor Bob Elliott, and Sean O'Connell.
The project was funded, in part, by The Hadwen Outdoor
Education Endowment.
And that was when Jonathan went
to Lowell's Boat Shop in Amesbury,
Massachusetts, as a volunteer in the
summer of 1994, and met boatbuilder
Bob Elliott.
At stem and stern and planks overlap and are shaped by
hand. The original boat was protected in this vulnerable
spot fry a heavy steel plate, and the St. Lawrence
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.
Jonathan to local museums such as
the St. Lawrence County Historical
Society in Canton, The Antique Boat
it remains beamy for most of its length,
so has good carrying capacity. For us it
was perfect."
Museum in Clayton, New York, and
Upper Canada Village in Ontario. But
limited funds and less experience, the
"Lowell's was great for me. I talked
to Bob and other visionaries there,
it was The Adirondack Museum in
Blue Mountain Lake, New York, that
about my ideas, and very q u i c k l y
two things happened: I was firmly
persuaded that the canoe was the
provided the answer: the Ausable River
jam Boat.
"For some time,"Jonathan explains,
wrong boat, and I became obsessed
with the idea of having the students
build a boat themselves."
Bob suggested that if Jonathan
wanted to focus on a historical boat
from the St. Lawrence River system,
the obvious choice would be some
form of bateau—simple to build,
functional, and "so varied in size, shape,
and construction," says Jonathan with
a grin, "that we could have built just
about anything and it would have
been 'historically correct.' "
The search for the right boat led
However, for a building team with
original boat's construction was not
ideal. Jonathan again consulted Bob
Elliott, who suggested that he could
rework the scantlings to allow for lapstrake construction.
"I'd been drawn to the Maine logging
And so the plot was laid. The
bateaux, but I wanted a New York logging bateau. When I saw the Ausable
Adirondack Museum provided the
River Jam Boat at The Adirondack
Museum, I realized that I'd found just
that.
"The museum's Jam Boat is 23'6"
long with a 5'3" beam, very heavily
built with 1¼ "-thick butted planks, and
steel splines. The type was originally
used in the Ausable region of the
northeast Adirondacks, for logging
and tourism. It has a wide, flat bottom
which gives it good initial stability, and
boat's dimensions; Bob Elliott agreed
to come up to Canton lor two weeks at
the end of October 1995 to instruct a
group of students in the b u i l d i n g
process; and, at the beginning of the
fall semester, Jonathan found a garageon campus which could be used as a
building shop.
J
onathan Van Campen is an enthusiastic and resourceful man who,
even when relaxing over a cup of
July/August 1996
•
29
coffee, seems to he bursting with
energy. "It would have been so easy to
offer the project as part of a physical
education class, but St. Lawrence
doesn't have any phys ed requirements. So, I had to create a program
for as little money as possible, and
fit it into an already-overtaxed student
schedule. But, in my experience, most
people consider what's not possible,
whereas I think you have to work on
what you need and want to get done.
That way, previously unseen solutions
tend to present themselves."
David Waugh checks the bevel on the
second plank. The white oak ribs are
through-bolted to the floors, which are
bedded in Sikaflex. The rib-floor angle
is constant for the length of the boat.
The 12"-wide planks were copper riveted
at the laps, and, in way of the frames,
were fastened with bronze ring nails. In
the background (behind instructor Bob
Elliott) is Steve O'Brien.
30
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WoodenBoat 131
The garage, like most garages, had
an uneven concrete floor, no workbench, and was not long enough for
the construction of a 23'6" boat. So,
between the beginning of September
and the end of October, Jonathan
built a temporary wood-frame and
plastic extension to the building,
constructed a 20' workbench along
one wall, made a temporary wooden
floor (out of staging more typically
used in the University's graduation
ceremony), gathered all the materials
that would be needed, and signed up
five students to the course.
Even w i t h all the components in
place, the project was not without its
problems. No academic credits were
to be gained by t a k i n g part in the
building course, and the students still
had to attend classes (most of which
conflicted with Bob Elliott's schedule).
Jonathan, knowing how important
was commitment to the boat, but also
recognizing that he couldn't expect
anyone to just cut classes, made it a
stipulation that students would only
come to the "shop" when they had at
least two hours to spare, but that any
of them could, indeed should, come
as often as they liked. It proved to be
a satisfactory solution: The first St.
Lawrence University Ausable River
Jam Boat was built, launched, and
rowed within two weeks. The second
boat, built in the same garage, by the
same five students, but without the
guidance of Bob Elliott, was launched
in May.
T
he evening before Jonathan and
I shared bagels and coffee, he
introduced me to the five students
who had built the boat with Bob Elliott.
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
about, but as the conversation slowly
turned toward the boat and the build-
also had studied boatbuilding in
ing project, they became animated and
was history; it was fun."
The word "history" sparked instant
reaction from his four friends, and
there was a sudden moment of everyone talking at once. The tone was one
of excitement, of endless possibility;
they were enthusiastically bouncing
ideas off one another, off me.... And
out of the confusion came the message: You can learn more than just
boatbuilding from building a boat;
you can learn about yourself, about
your fellows, about your environment,
and, if you want academics... to quote
Steve O'Brien, "You build a boat and
you get the lot: history, math, art,
environmental studies.... You could
offer boatbuilding as a part of any
one of those courses, and everyone
would learn about their thing. But,
you know, they'd learn so much more
besides."
high school. "But," he said, "this was
a different type of boatbuilding, this
full of enthusiasm.
They were an eclectic group. They
were Peter Brown from Buffalo, New
York, a sophomore majoring in Biology;
David Waugh from Princeton, NewJersey, a freshman majoring in Geology;
Sean "Okie" O'Connell, from Clifton
Park, New York, a sophomore majoring in English; Steve O'Brien from
Brownville, New York, a sophomore
majoring in Fine Arts; and Scott Jones
from Exeter, New Hampshire, a senior
majoring in Environmental Studies
and Computer Science. The common
thread that bound them was the boats
they had just built and the lessons
and experiences they had taken from
the project. Before building the first
Ausable River Jam Boat, none of them
had had a great deal of boatbuilding
experience (although Peter, Steve, and
Scott had all done some cedar-strip
building), and all of them had looked
on the course as an opportunity to
By the middle of the second week the boat
wax moved out of the garage to be coated
(inside) with a mixture of turpentine,
linseed oil, and pine tar. Later the outside of the hull would be painted.
learn some woodworking and be
shown how to properly use tools.
Of all the guys, Scott had had the
most boatbuilding experience: He
Jenny Bennett is WoodenBoat's managing
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.
F
rom the moment of Nelson's victory at Cape
Trafalgar, the world's undisputed leaders in seafaring were the British. This was so true that
England was able to remain aloof from the diplomatic
chess game that involved the continental Europeans,
enforcing through diplomacy the relatively quiescent
period now termed "Pax Britannica." The Royal Navy
changed from sail to steam and from wood to iron, hut
during the time when colonialism paid huge profits,
32
•
WoodenBoat 131
England's was the force to be reckoned w i t h . Farther
removed, we Americans developed clippers, whalers, Down
Easters, and coasters. We were nary a cipher militarily
to Europe and Asia as they continually repositioned
the balance of power, as much by intermarriage among
n o b i l i t y as through wars. Of course, we had won our
independence partly by naval might, and displayed surprising abilities at sea whenever hostilities erupted. And,
although we were distant enough to enjoy the benefits of
isolationism as a foreign policy, our industrial might
steadily grew, promising the ability to field a mighty navy
if ever the chips were down. But by the late 1800s, with
potential enemies far over the horizon, our navy was largely
ignored "on paper." We tipped our hand at nautical
excellence, predominantly through the sport of yachting.
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
relations with other nations surrounding that inland sea
were seldom friendly enough to encourage trade. By the
late 1800s Germany was expansionist, and had a class of
merchant folk and armorers who could certainly have
afforded boating, but even at play their interests remained
rooted to the land. Kaiser Wilhelm II, whose grandmother
was Queen Victoria and uncle the Prince of Wales, had
grown up with yachting, summering at Osborne House
on the Isle of Wight, England, and participating in many
"Cowes Weeks." He could not ignore the irrepressible
might of the Queen's Home Fleet, berthed across the Solent
at Portsmouth. Wilhelm recognized the importance of
merchant fleets and sea power long before he acceded
the throne of Imperial Germany in 1888. But he must
also have known that his emergent republic hadn't the
grist from which to glean a strong navy.
Kaiser Wilhelm could only look on with envy as the
Yanks and the Brits ruled the seas not only with their
efficient navies, but also with spectacular yachting
achievements. In particular limelight were the AMERICA'S
Cup and, after Nat Herreshoff formulated the rule for
the New York Yacht Club in 1903, Universal Rule racers.
Even without the eventuality of naval warfare to consider,
the emperor did not like playing third fiddle one damn
bit! Besides, for many years a succession of his sailing
yachts, named METEOR, were largely designed, built, and
professionally captained by Britons—surely a chagrin to
the young emperor.
Wilhelm II began to promote yachting in a major way
at the few German yacht clubs. He declared from the
podium at the Kaiserliche Yacht Club that he wished there
system feudally structured, and many resources funneled
into expanding m i l i t a r y might, her upper classes just
weren't on the scale that could produce tea barons like
Sir Thomas Lipton or America's textile and railroad
moguls. If Germany wanted international yachting, it
needed smaller boats.
to be a similar level of interest in "Kiel Week" as in Britain's
limited but parochial variations might still be tried.
The Sonder development rule had already intrigued
sailors in the U.S. who had latched on to the idea while
famed "Cowes Week." He encouraged sailing classes at
that club in particular, with an emphasis upon structure
and discipline as well as technique. For two decades he
badgered and coerced the Reichstag to place increasing
emphasis upon a naval fleet.
Because Germany's empire was limited, her mercantile
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
$100,000 today). These Sonder or "special" boats offered
up the same criteria that were beginning to be sought
overseas: They would be affordable to the average German
industrial leader; they could be owned, campaigned, and
crewed without hired help. They would also require a
higher ratio of expertise over brute strength, and thus
become better instruments for training "afterguard" leadership skills. In contrast to the boats that attended Cowes
Week, the Sonder hull length was about the minimum
that would interest anyone considering themselves to be
aristocratic. Because of their relatively small size, Senders
could be transported transatlantic as deck cargo in order
to test the mettle of the world's other emerging superpower, America. The remaining parameters of the Sonder
rule, after cost and length, were: total sail area limited to
550 sq ft; the sum of waterline length, maximum beam,
and maximum draft to total less than 32'; minimum
displacement to top 4,035 lbs; boats to be single-planked,
with a minimum planking thickness of 5/8".
At the same time there was similar frustration in
America among amateur sailors regarding the pretentious
and majestic scale of yachting. In the vanguard was the
prestigious New York Yacht Club, located in the city, and
the Ida Lewis Yacht Club at Newport, Rhode Island, and
a small coterie of much less prosperous pretenders.
Chief among the latter was the Eastern Yacht Club of
Marblehead, Massachusetts, which was loaded with sailing
talent but hardly with the economic clout of the New York
Yacht Club. Eastern's club chairman of 1902, Henry
Howard, proposed that racing in smaller boats be done
in a class wherein the basic size, weight, and sail area were
participating at Kiel—they'd probably even helped with
suggestions for the rule. Commodore Howard encouraged
Americans to select the Sonder boat as the premier
racing class. It was an instant success among "gentlemen"
July/August 1996
•
33
sailors at the major East Coast clubs, and designers had
a field day taking the deceptively simple rule and trying
to produce a winner. The type became truly international,
and the upper classes of most of Europe's nations met in
America over several summers for Sonderklasse regattas.
club by proposing international amateur racing in small
craft—the venue being Kiel or Marblehead on alternating
summers. Corresponding over the winter through
diplomatic channels, he suggested that the Kaiser select
the class of yacht, and to nobody's surprise the Sonder
Because of the particularly open nature of the rule,
boat speed varied greatly according to conditions.
European boats, especially the German ones, were short
(around 30' overall), narrow, deep, and heavy. All had a
flat cut to their gaff-headed sails. Americans experimented
with near minimum weight, extreme scow shapes, warped
bottoms that allowed long overhangs, and much fullercut sails. The competition to produce a radical winning
design became so fierce that ideas conceived over thewinter were set in frame just as the crocuses emerged from
melting snow, and launched only days before the high
season. Kaiser Wilhelm II and his brother Prince Henry
shared ownership of one of the first boats built to the
was chosen.
From 1906 onward, although selection trials were
rule, named SAMOA I I I , which raced several times on
Each of these went to less than competitive owners and
were never outstanding performers. But, during that
same winter of 1910, a group of Eastern Yacht Club
members commissioned Nat Herreshoff to design and
build BIBELOT. For this Sonder, Herreshoff would
amalgamate the best features of the light-air scow type
Long Island Sound and on Boston's North Shore.
Eastern Yacht Club's Henry Howard had met the
Kaiser, probably during social festivities, and in 1906,
aware of the emerging German interest in yachting, he
seized an opportunity to enhance the prestige of his
34
•
WoodenBoat 131
always held, the majority of American contestants were
drawn from Boston's leading families, and their boats
were specially adapted to Marblehead's light airs. Their
German rivals were shaped for the much more blustery
conditions near Kiel. This factor and local knowledge
apparently meant a lot—between 1906 and 1910 each
country invariably triumphed in its own waters. And then
the Wizard of Bristol got in on the act.
Nathanael Herreshoff had drawn one Sonder, ALARM,
in 1909, and between January and April of 1910 was
commissioned to design two more, PEG and TOBOGGAN.
while incorporating firm bilges and useful overhangs for
heavier air, and ballast was concentrated deep in the fin
keel. The Herreshoff yard was by then producing winners
at almost every attempt, thus B1BELOT was considered
the most serious candidate to wrest the Sonder trophy
from Germany's grasp. The boat employed Herreshoffs
lightweight scantling scheme: She had many thin ribs, 5/8"
mahogany planks, and nearly full-length longitudinal
bulkheads on either side of the cockpit (rather than flat
bronze diagonal strapping), to help hold the boat's shape.
BIBELOT almost faded into obscurity. In the spring of
1911, the U.S. had about 18 highly competitive Sonders,
and an elimination series was held off Marion,
Massachusetts, to select three boats for competition in
Kiel. BIBELOT barely squeaked through the trials in a
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 metamorphosis had occurred. Perhaps it was the result of
drying out on the overseas voyage, altered tuning, or new
sails; and most likely the new skipper, Charles Francis
Adams, deserves a lot of the credit. BIBELOT won all three
races at Kiel in the summer of 1912, becoming the first
American effort to beat the Germans in their own waters—
and the Kaiser was solidly set back on his heels! His
reaction was to buy the boat after the racing ended, party
in order to inspect and emulate its design and construction,
and partly just to add another competitive boat to the
Kaiserliche Yacht Club fleet. The boat was instantly put
to use in their rigorous naval training program and was
still winning races a dozen years later. (Unfortunately,
the famous BIBELOT was destroyed in the early years of
World War II by an Allied bomb.)
Before another series in Germany came due, attempts
to successfully solve "the riddle of the Sonders" were
dwarfed by the assassination of Archduke Ferdinand, the
inextricable web of treaties and secret alliances, and the
morass of the Great War.
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 commodoreship of the club is reserved for the head of the Bavarian
royal family—the family crest adorns the club's burgee.
The club's boathouse itself is ancient, timber-framed,
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,
blazers-and-ties, and impeccable manners are the orders
a few were purposely sunk and ballasted-down in waterways, to be refloated after hostilities ended. It is estimated
of the day.
that a total of about 600 Sonders were built, and about
50 are still sailing, most having been restored since the
end of the war.
If Sonder boats were zesty sailors on the calm ocean
waters of Marblehead and the windblown chop of Kiel,
they proved to be even better suited to lake sailing. After
all, these boats could be aptly described as inland lake
scows with a keel. Besides this, they were beautiful to look
at. Nearly all were finished bright, and the combination
of tremendous rigs and a reasonably light m i n i m u m
Like many recreational preserves in Germany, the
Starnbergersee is very carefully managed to retain its
natural beauty. Despite the fact that the small city of
Starnberg hugs its shores, there is virtually no pollution.
The waters abound in fish. Motorboating is strictly limited.
In short, with cool breezes wafting down from the Alpine
passes that are mirrored on its face, the lake's a great
place for sailing.
After the end of the "War to end Wars," many of the
Sonder boats that were left undamaged from conflict in
the industrialized North found their way to the partitioned
principalities in the shadow of the Alps. Many famed
German yachtsmen, like Manfred Curry the sailing aerodynamicist, commissioned Sonder designs and raced on
the Starnbergersee and nearby lakes. (The Sender's sail
area rules allowed for significant variations in rig. Some
boats were cat-rigged, others sloop-rigged with both gaff
and marconi mainsails. Manfred's boat not only sported
a wing-like mainsail but its keel foil was asymmetric because
the prevailing winds on the lake marie the upwind leg
much favored on starboard tack!)
The Sonderklasse never regained popularity in theWest—strained postwar relations with Great Britain and
America, as well as a worldwide depression, assured that.
But along the Baltic shores the class increased its ranks
between the wars. Anticipating the ravages of another
war, several Sonders were shipped to Austria and Bavaria
weight guaranteed that their construction had to be
intricate and workmanlike. Despite the fact that they have
to be carefully managed like the fine antiques that they
are, even the older boats perform as well as many of the
composite plastic non-Sonder wonders that flit about the
subalpine lakes today.
In 1990, after years of admiration, Munich-based international entrepreneur and Bavarian Yacht Club member
Dr. Roman Hummelt decided the Sonder was the boat
for him. All the restorable boats were already sailing or
undergoing careful repair, so Hummelt entertained the
notion of having a boat built from scratch.
Despite the presence of many Sonders, the hunt for a
set of plans proved frustrating—nearly 60 years had passed
since the last of the designs had been drafted. Hummelt
wanted a pretty and a fast boat, and given that he'd build
new, he decided to replicate a historically significant
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.
T
Benjamin A.G. Fuller was the catalyst that brought
Roman Hummell to Steve Barnes—a meeting that
resulted in the building of BIBELOT II. Here he is
helping to rig BIBELOT II just after her launching.
36 • WoodenBoat 131
he United States Navy didn't quite know what to
do with Steve Barnes. He was suitably athletic,
I aced every aptitude test, and despite having evidenced all the vicissitudes of male youth during high
school, managed to look and act so "squared away" that
he rocketed from E-l to hospital corpsman second class
in an unprecedented short time. In 1967, however, he was
a problem. He was racing up the noncommissioned grades
toward First Class Petty Officer, but by the time he got
orders for deployment to Vietnam aboard the battleship
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
boats were interspersed with such character-building
careers as offshore fishing and commercial clamming,
before Steve finally decided to dedicate his life to education.
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
repeating how he influenced the whole concept of
apprenticeship teaching (see WB Nos. 4 and 90). By 1991
his Rockport Apprenticeshop had built many a fine boat
and provided valuable lifestyle lessons to a generation of
students. But the directors of the school wanted to takeoff in more comprehensive directions, and, when Lee
BIBELOT II is nearly identical to the Herreshoff
design of 1910. The exception is her keel, which
was redesigned by Steve Barnes to a more perfect
airfoil section.
opted out, the talent search focused on Ben Fuller and
Steve Barnes. In the end both were enticed to work
together to structure a solid technical and liberal-arts
program. Ben's role was to be a peripatetic one, but Steve's
compelling vision, which eventually moved the small
school to the status of a college offering an associate's
degree, was both ambitious and inspirational.
BIBELOT'S long overhangs,
flat underbody, and deep fin
keel are dramatic from any
angle. Shortly after the 1994
Eggemoggin Reach Regatta
(Maine), BIBELOT II was
hauled at Brooklin Boat
Yard for repairs to her
rudder—during the race
.she had clipped a lobster pot
which had torn the blade
from the boat. She still
finished seventh overall
in a fleet of 132.
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
only a couple of months when Ben, wrapping up his
position at Mystic, met with Dr. Hummelt. One evening,
over the phone, Ben asked Steve, "How'd you like to build
a Sonder boat?" Ever positive, Steve didn't hesitate before
he replied, "The school would love
build one!" Then
he added, "What is it?"
O
on the racing aspects, he made minor changes to the keel,
cockpit layout, longitudinal bulkheads, running rigging,
and generally made significant mechanical improvements
throughout the boat. The forward portion of the keel
deadwood was faired to a NACA foil section (of course,
NACA data didn't exist in 1910—they were still building
airplane wings like sails back then). And plywood (also
untried in the original BIBELOT'S time) was used in the
ne of the many problems that had to be worked
longitudinal bulkheads and other joinerwork. One of the
out before a replica of BIBELOT could be built
most radical departures was in the sail plan. The modern
Sonder association, recognizing the slight speed deficit
of gaff-rigged boats, allows extra roach and even fulllength battens. So BIBELOT II set a special high-peaked
gaff rig with nearly the aspect ratio of a marconi rig,
smoothed out with full battens, designed by Austrian sailmaker Hubert Raudaschl. What was emerging under the
talented pen of Steve Barnes was not only a fine piece of
epoxy-bound mahogany furniture but a veritable Dacron-
was that although a half-model and some sketches
turned up, there were no lines.
Steve eventually located the offset booklet that
Herreshoff had developed for his loftsman.This was all
that was required to shape the hull, but for visualization
he drew a lines plan, discovering the occasional transpositional errors of whole inches and feet. Roman
Hummelt didn't insist upon an exact replica, which was
fortuitous on two counts. The ever-sensitive Herreshoff
legatees placed many restrictions on the replication of
one of Capt. Nat's designs, and probably preferred that
the boat not be an exact replica. And besides, Hummelt
propelled rocket.
In the summer of 1991, before the fledgling "Rockport
Apprenticeshop" became "The Artisans School" as a
minor alterations to the original boat. For one thing, it
was to be strengthened with liberal use of epoxy. Taking
stepping-stone toward becoming the first new college in
the Northeastern states in 20 years, president Barnes, the
directors, and teaching staff were working long hours.
Neither teacher, facilities, nor program were in place
which could easily be bent to the high-tech Sonder project.
cues from Ben Fuller and the owner, who concentrated
Steve just figured that he'd never been presented with a
wanted the boat to be high-tech in every possible way, in
order to endure, to look great, and to win. So Steve made
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WoodenBoat 131
problem he couldn't solve—he merely had to devise a
"graduate-level" course of studies, staff it, and ensure that
a boat could be built by the launching date in the contract
that he had every intention of signing!
Fortunately, a masterful teacher/boatbuilder was to
emerge at the critical time. Todd French had been an
instructor at The Landing School of Kennebunkport,
Maine (see WB No. 42). He'd studied boats and worked
with Bud McIntosh (see WB No. 120) before and after
apprenticing, and built a nice little sloop to Bud's design.
He worked for a couple years at a sawmill and built
furniture and timber-frame houses, and built boats with
Paul Rollins of York, Maine. His final project at The Landing
School had been the construction of a reproduction of
N.G. Herreshoffs Alerion. This experience, which had
included close interaction with the staff and Herreshoff
material at MIT, made Todd a tailor-fit for the BIBELOT
job. Todd, Ben Fuller, the absentee Roman Hummelt, and
five or six second-year students meshed wonderfully in the
new and challenging endeavor.
B
IBELOT II went beyond state-of-the-art in terms of
planked construction. The frames were laminated;
planking was spiled to an extremely close tolerance
using existing tools and more than a few that were Todd
French's specific inventions. Planking was not only glued
together but glued to the ribs, with finger-fillets along
both the forward and after edge of each frame. Because
the boat was to be finished bright, there was no compromise in terms of visual impact, outside or in. The deck
was of thin teak strips overlaid in epoxy on mahogany
plywood, sprung to the sheerstrake and nibbed into a
varnished kingplank. Steve Barnes was in his element,
devising clever new construction details at the last minute,
and instructor Todd French not only made them fit and
look perfect, but he also used them to tutor his students.
They grasped how to do it, how the vectors triangulated,
and, indeed, why such a stringent standard of workmanship really mattered in a boat built to a reasonable
budget. In this regard French was the perfect spokesman
for The Artisans College (which received authority to
grant degrees after the two Sonder boats were launched)—
he has that inborn sense of value regarding excellence
for its own sake that is the hallmark of a great craftsman.
But he's not Superman, and about three months into
construction, when the frame was set up, most interior
parts and the keel had been prefabricated, spars just
gotten out, and planking only begun, it didn't look as
if the boat could be done in time to be shipped to
Germany for a full summer of racing. More help came in
the person of John England, a project manager and craftsman who was liberated by the breakup of Renaissance
Yachts in nearby Thomaston, Maine. John had been
around traditional boats for a long time, and his planking
skills really picked up the pace.
So began a good-natured sport, as, with the students'
assistance, Todd planked one side and John the other.
Consider the shape of the boat and the fact that planks
were step-scarfed so that they went on full-length. With
the marked reverse curvature at both bow and stern which
shortens the critical waterline measurement (and a need
for the sight-line of varnished plank to align with the
sheer), each of these long, limber planks had complex
S-curves as it ran out forward and aft. They were bears
FIMA enjoying an early sail on the Starnbergersee, (Germany. FIMA's
cockpit in narrower than that of BIBELOT II, and has a deeper coaming
that should make her less touchy in a knockdown.
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.
John smiled good-naturedly as he gradually outpaced
Todd, occasionally tossing out a hint gleaned from years
of this sort of work. Within a couple of weeks BIBELOT II
was ready to turn over for decking, right back on schedule.
The rest of BIBELOT II's construction story can be
succinctly told: Here was not only a close replica, but an
incredibly intricate piece of artwork. Each piece of wood
or metal had been carefully calculated for light weight
and engineered for strength by Steve Barnes—there wasn't
a wasted ounce, and evident in the hull was an almost
aeronautical insistence that individual elements be only
marginally stronger than needed. The levels of excitement and concern mounted daily as completion and
launching date approached. Steve was particularly worried about the rig—a sliding gunter configuration of this
size, stressed this high, hadn't been built in wood. Certain
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 overhang 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,
FIMA's "elegant combination maststep/keel
support...distributes strain over a wide area of
the lower hull. "
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WoodenBoat 131
BIBELOT II ghosted ahead of all entrants, including the
astounded crew of the restored J-boat SHAMROCK V.
Eventually the race was called for light air, but her point
had been made. The next day's ERR again saw BIBELOT
II out front, battling with a trimaran and the J-class scratch
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
by using sails to steer, limping to the end of the course
but still a respectable seventh overall. She was repaired
and shipped to Germany garlanded with laurels.
R
oman Hummelt had prepped the membership
of the Bavarian Yacht Club with enticing photos
of the American-built super-Sonder, and had
interested American emigre Dr. Ralph Wood in the class.
Wood was an accomplished one-design sailor with a
racing record in Star Boats and Dragons, but even the
Dragon class was a Chevrolet compared with the custom
coachwork of a new Sonder. Dr. Wood followed Hummelt's
example, signing a contract with Steve Barnes for construction of another boat. By the time BIBELOT II was
unshipped from a container at Starnbergersee, Wood was
leaning in the direction of another replica, perhaps C.D.
Mower's winning 1905 American design, CIMA. And that's
where events stood when Hummelt invited Dr. Wood to
crew in his new boat's inaugural European race one gusty
day in late autumn, 1993.
It is hard to come by concrete facts after the adrenaline
rush of a surprise calamity. As can best be recalled,
BIBELOT II was planing along nicely at over 10 knots when
Dr. Wood felt the mainsheet jam in its swivel cam cleat.
A gust hit them and she was over on her side, rapidly
filling, and Ralph Wood's legs became thoroughly entangled in the mainsheet line. Fortunately for all concerned,
the bow area of BIBELOT II proved not only watertight
but airtight. The boat was fully swamped, but, because of
the bubble of captured air, Dr. Wood had time to extricate
himself while on the lake's surface. In fact, the keelboat
floated bow-up for several hours, was towed ashore and
pumped out. Nobody talks about the "whats-ifs." Steve and
Todd had always told their students that excellence in
workmanship had unquantifiable justifications, and
Dr. Wood's life quite possibly proved their case.
Nothing in the accident deterred Wood from going
ahead with his Sonder. He only insisted that watertight
bulkheads be built into the boat. While visiting Steve
Barnes in America, he talked about this alteration to
CIMA. The two men discussed other changes, and Steve
expressed his reservations about the old design. In many
ways it represented a more conservative approach than
BIBELOT regarding speed, yet Dr. Wood wanted a
potential winner. Steve was sure he could improve the
boat in both safety and speed if he could start from a
clean slate. Wood had been thinking along similar lines
and gave Steve the go-ahead to become the latest designer
in the Sonder boat's 93-year history. The boat was to be
named FIMA for Wood's daughter Fiona and his wife
Martina.
After several sample hull models, Steve Barnes pulled
out all the stops with a very flat, firm-bilged upgrade of
BIBELOT IL Studying videotapes of the latter at speed,
he decided to shorten the bow overhang, which did little
work, and extend the stern. Early on he decided to use a
separated rudder. The keel is both a marvel of sculpture
and engineering. The "boxy bulb" plan form resembles
Ray Hunt's 110 and 210 styling, but the internal weldedsteel framework and foam foil fairing is pure MIT structural
sophistication. Instead of mahogany, Ralph Wood was
convinced to try juniper, both for its light weight and its
lighter color. The sail plan uses built-in pre-bend in a
52'6" spruce mast to encompass a few extra square feet,
and the spar bears down on an elegant combination maststep/keel-support that distributes strain over a wide area
of the lower hull.
Todd French was again the lead man on the project.
The author stopped by from time to time, and might only
state that, if possible, the level of perfectionism on FIMA
actually attempted to outstrip that of BIBELOT II! As an
example, consider the incident of the bungs: The planking
was fastened with epoxy and bronze screws. As you'd
expect, the screws were covered with carefully aligned
juniper bungs. After a few topside planks were finished,
I stopped by the shop and was, as usual, "blown away" by
the beauty of the work. But it wasn't good enough, Todd
said—there was too dark a circle where the bung went
into its counterbore. They proceeded to core out all the
done work and to experiment with various epoxies and
methods until they discovered a way to make what I saw
as a fairly inconspicuous aureole disappear.
Given his head, Steve Barnes invented far too many
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
precisely the downflooding heel angles and created a
narrower cockpit with a coaming that would make FIMA
much less touchy in a knockdown—of course the boat
also had the owner-specified watertight bulkheads. As
if there aren't enough considerations in a design as
advanced as this, an extra factor arose. The whole boat
would have to be designed to fit into a standard container
for shipping overseas. In fact, even the mast was preciselysectioned with a long and intricate locking-scarf joint
about mid-length, so that it could be quickly and easily
reassembled upon arrival in Germany. The boat went
through the container's entry portal with about an inch
clearance on all four sides. In order to see that all went
back together properly, French went to Germany and
waited with Dr. Wood for the precious container to arrive.
T
he truck rolled onto the Bavarian Yacht Club
grounds and pulled to a stop in the parking lot.
A crowd had assembled, other Sonder owners,
wooden boat lovers, and not a few "luncheon members"
whose interest in the place had more to do with splendid
dining than with sailing. For Dr. Wood and Todd French
it was a tense moment. Was this even the right container?
Had the boat been damaged in shipment? Could they
piece together the mast in time for the weekend's racing?
And not least, there was the age-old question with any
new racing design: Would the boat be a dog or a delight?
There were some modest festivities involved with the
underdeck jib furler, and a box-full of color-coded running
rigging. All this took place at a dock in full view of the
club's patio. It must have been a pleasant diversion for
the dinner crowd—the latest in nearly a hundred years'
tradition of exquisite wooden sailing machines was being
assembled before their eyes.
There came a point one evening when the boxes were
empty, the sails were bent on, and the "do list" was whittled
down to nonessentials. Todd realized it first. He looked
up; there was fine, clear air, and the fields and hills stood
out in dusk's muted tones. He recognized the feeling—
there was the fear that such an intricately conceived and
crafted machine might have a flaw. It could crash on
its first flight. But it was in its intended element now,
and before Dr. Wood had recognized that a special milestone was about to arrive, Todd took a moment to soak
up the glow of achievement. Against the subdued background noise of the Bavarian Yacht Club's restaurant
conviviality, and well aware of the ineluctable scrutiny
of an audience, he interrupted Ralph Wood, who was languishing over an unimportant task. A very faint breeze
stirred. Todd looked out onto the Starnbergersee.
Unbelievably, he saw in the far distance another tall sail
being hoisted. A Sonder which had been under reconstruction for several years had chosen this moment to first
spread her wings. His emotions under tight reign, Todd
French put his arm around Dr. Wood's shoulder, looked
him in the eye, and said, "Let's go."
arrival of FIMA, but Todd couldn't wait. During the party
Postscript
he went to the doors, unlatched them, and took a peek
inside. Phew! This was indeed FIMA's box, and it looked
During the summer of 1995, BIBELOT II and FIMA were
as if she was intact, nothing missing. There were gasps of
admiration as the varnished juniper planks picked up
the sunlight as the boat slowly emerged from its box. Many
hands caressed the surface, there was much comment on
the radical keel shape, perfect wing-like rudder, even the
"aluminized leaf" handiwork of the name upon the
transom. Todd and Dr. Wood worked long hours putting
the deck hardware back on (it would have barred entrance
to the container); splicing the mast; installing rod rigging,
42
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WoodenBoat 131
usually at the head of the fleet whenever they raced—the
edge being in favor of FIMA. Because of the boats' beauty
and speed, more Europeans are becoming interested in
the Sonderklasse. BIBELOT II has proven to be especially
efficient in light airs, but FIMA probably has created the
greatest sensation after having been clocked at 18.6 knots
on the Attersee.
Art Paine is a yacht captain, designer, builder, photographer, and all-
round boat nut. His home port is Bernard, Maine.
THE GULF COAST
WOODEN BOAT
RENDEZVOUS
October 11-13, 1996
Biloxi, Mississippi
Join us as we applaud historic, antique,
classic and contemporary wooden boats.
The largest gathering of watercraft on the
beautiful Mississippi Gulf Coast,
the
Wooden Boat Rendezvous
features exhibits, Cat Boat Races,
demonstrations, music, children's activities,
good food, contests, prizes and much more!
Make plans now to bring your vessel
to this historic event.
For more information, call Robin Krohn
Maritime & Seafood Industry Museum
601-435--6320 • P.O. Box 1907 • Biloxi, MS 39533
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
I
In December 1995, while visiting family for the Christmas
holiday in Florida, I happened upon the 1930 commuter
boat JESSICA. John H. Wells designed her, and Consolidated
Shipbuilding built her for Jeremiah Milbank, a brilliant financier.
Milbank, who named the boat JEM (his monogram), had
commissioned her for travel between his (Connecticut summer
home and his Wall Street office.
Her current owner, Ted Valpey, Jr., invited me aboard. We
talked of the boat's history and her recent appearance at the
annual Vintage Weekend at Key Largo, where she had won the
spectator's choice award. But the real story, Mr. Valpey told me,
centered around her captain, Raymond Thombs, who has been
on the boat's payroll, continuously, since 1947.
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WoodenBoat 131
Capt. Thombs, 83, was in his quarters in the fo'c's'le. Mr.
Valpey called below for him to come join us, which he did. He
seemed apprehensive as we talked, and soon let on that he had
trouble getting comfortable socializing in the saloon—it was
counter to his 50 years of association with the boat.
Eventually, we retired to the engineroom, where, in his element,
he relaxed. As the conversation progressed, he began to unfold
his story. Dates and places flowed with an almost preternatural
precision, and 1 wished I had my tape recorder. So we arranged
for a subsequent visit, and I returned in March for an interview.
The following is the edited transcript of that conversation, with
some small portions drawn from a written reminiscence that
Capt. Thombs has been keeping.
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
was steward on the boat.
I had first gone yachting after I wrote a letter to the
captain of the VIATOR in September 1930. She was a 106'
Mathis houseboat owned by Maitland Alexander. The
boat had been in Castine, Maine, where I grew up, and
there was going to be an opening on October 1, 1930. The
captain sent a letter back saying, if I was still interested,
to be in Camden [Maine] on October 1. So I went down
there, and he told me there was a sailor's job open—and
if I got the job, I was going to take care of the particular
side. Well, I didn't know what the particular side was then,
but I do now: It's the starboard side.
I would get up in the morning and eat breakfast. After
breakfast, I would chamois my side; then I went aft and
worked my way forward polishing brass.
The first day on the job, the captain said, "When you
get up forward, I want you to tell me how many pieces of
brass you find."
So, when I got back to him, I said, "There's 85."
And he said, "You didn't crawl underneath that seat
back there; there's one more; there's 86. The brass has
to be cleaned every day. But when we're in the shipyard
and the owner isn't around, you do that type of work only
on Saturday."
We wore blues in the morning, and in the afternoon
we'd change over to whites. I call 'em go-to-hell clothes—
getting dolled up all the time. It's much better now than
what it was. You felt like a prisoner before.
When the boat was being used, we scrubbed the decks
once a month with marble dust and cleaned the hull sides
with pumice—we didn't use any soap. It was a lot of work.
There were nine of us on the crew: a captain, the mate,
two sailors, cook, engineer, a messman, and the rest in
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 ballgame, he'd close the port. Mean old guy, wasn't he?
I worked on that boat from October 1, 1930 to May
1932. There was a Depression then, and we came north
as far as City Island, New York. Then we got orders from
the boss that there would be just a skeleton crew on the
boat. I was fortunate; I went from one boat right to
another. I got a job on a boat called the MASCOT. She was
140' and belonged to Henry Plant. I was getting $85 a
month when I worked for Alexander; when I went to the
new job I got $65. I was combination sailor and port
launchman. I was on her the better part of 16 months.
Then, during the war, I went in the Merchant Marine.
But I only got $45 as an able seaman, so I kept going
downhill instead of up.
I was assigned to the Liberty Ship GEORGE BERKELEY
in Baltimore, Maryland. I made a long trip: The ship
departed on October 19, 1944 with 60 tons of cargo. I
went from Baltimore to Corpus Christi, Corpus Cristi to
Galveston, Galveston to Key West, Key West to Norfolk,
Norfolk to Gibraltar, Gibraltar to Suez, Suez to Aden,
Aden to Bombay, then in ballast to Colombo and down
to Fremantle and Sydney where we loaded cargo for the
Philippines. At Finch Haven, New Guinea, there was the
largest pile of supplies I'd ever seen; we were supplying
for the invasion of Japan. Harry Truman put a stop to
that. I got off the ship August 10, 1945, and the war was
over then.
I went to upgrade school and got an endorsement for
pilotage: Stapleton to Execution Rock, and Stapleton to
Yonkers. That covers the East River and upper New York
Bay down to Staten Island. Those were the qualifications
for Hell Gate pilot. There were only four Hell Gate pilots
at that time. But there were no jobs, so I went to work as
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.
A lot of guys changed jobs then. We had 22 crew
changes when we lay at anchor in East Harbor on Fishers
Island one summer. Nobody'd stay. You couldn't go ashore;
had to travel 52 miles each way. My salary was $618 per
month. Subsistence was $1.50 per day—50 cents for the
Whitestone Bridge and $1 for gas and lunch. I left the
there were no liberties. But I would go ashore to get the
paper every morning. I had to walk across the golf course;
each night, which meant a long day.
This schedule was hard on the family life. When I got
house at 6:00 a.m. each day and returned home after dark
July/August 1996
•
45
married in 1937, one of the stipulations my wife, Margaret,
made was that I would give up the water. And I promised
her f a i t h f u l l y that I would. But I never did. I tried—I
worked at Electric Boat in Groton for a while—but I wanted
to get back. I've never been unemployed; I was always
able to provide for the family. But I was away a lot. I never
took the kids to the beach in the summertime; I was even
gone some holidays. I feel bad, in a way, that I did that,
but too late now, I guess. It's been a steady job, that's for
sure.
Mr. Milbank would arrive in the morning, and bing,
bang, boom! he didn't want to be late. He'd have breakfast on the boat. We'd high-tail it to the city. There were
a lot of boats racing down the East River, and they'd see
who could beat the other—there was Walter Chrysler,
Pratt, and all the rest of 'em.
Mr. M i l b a n k commuted five days per week; it was
usually an hour and fifteen minutes from his home in
Connecticut to 26th Street—the New York Yacht Club—
where all the boats rafted up right next to Bellevue
Hospital. Then the chauffeur came and picked him up.
We reversed the thing in the afternoon, when he went
back home. We took gasoline every day; we used a lot of
gas; they had a tank on the property in Connecticut. Then,
after we took gas, the boat went out to the mooring and
then did the same thing the next day. On the weekends
we went up the Sound to Sag Harbor. The Milbanks lived
in the city in the winter.
The boat had engine telegraphs originally. The engineer
had to use both hands to pull her in and out of gear, and
he had to be on the ball. I would be on the telegraphs,
and the engineer would have to answer. I might ring full
ahead, and then full astern because we were getting too
close to someone. Another commuter, APHRODITE (see
WB No. 126), had a pair of 1,200-hp Packards; they burned
100-octane gas. The boat came in to Fishers Island one
day from Watch Hill, and the engineer came out of the
engineroom with his suitcase and quit the job. He didn't
like the noise.
JEM's original engines were air starting. You pumped
the gas in by hand, and when they got started you were
supposed to switch over to the electric fuel pump. If you
forgot to switch that pump off when you shut 'em down,
they'd flood the engineroom with gasoline. My brother
was on a boat called SAZARAC, and that happened, and
he went down to help the engineer clean up the gas.
They forgot to kill the board, and when the Frigidaire
switched on, she blew up; it lifted the house right off. He
and the engineer got burned pretty bad. JEM's old engines
were triple ignition—one plug was on a distributor; the
other two were on magnetos. They made sure that them
cylinders fired!
They were big engines; they came into this little room
here [a stateroom forward of the engineroom was added
when the boat was repowered in 1952, because the new,
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.
A
JESSICA's service bars show at the left edge of this photo. She
was in the Army during WW II, but she lay at the city dock in
New London for most of that time. "Her engines were too
complicated for the Army " reports Capt. Thombs.
46
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WoodenBoat 131
fter Mr. Milbank died, the boat was sold to Mr.
George Lauder. He was a very friendly fellow. The
A second time he came to look at the boat, he
brought his wife, Jessica. And as they were going down
the ladder, he said to me in a low voice, "I'm going to
change the name."
I said, "Mr. Lauder!"
"I'm going to call her JESSICA."
And she said, "I heard that!"
The boat had been laid up for six months when Mr.
Lauder bought her. The engines had been left dry—no
antifreeze or anything. I told him I wanted oil put throughout the engines before they were cranked over. So we did
this, and when the mechanics finally got ready to start
them, I knew nothing would be running dry. I gave them
a short-block overhaul, too: new rings and such, and
reseated the valves. And I had also given the engines a
water test; I filled them full of water and pressure-tested
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 anything at any time.
Mr. Lauder, the cook, and I took JESSICA to Florida,
arriving in Fort Lauderdale on October 14, 1972. I
commuted home to New York once a month from Florida
during the winter and summer until 1974. My wife and I
sold our house in City Island after that, and bought a
house in Boynton Beach, Florida. I'll be there 22 years
this November 4.
I took care of seven boats belonging to Mr. Lauder.
They were GIPSY, a 1935 Nevins-built 45'powerboat;
ISABEL, a 32' 1912 Herreshoff open launch; a 26' Indian
Harbor club launch built in 1897; a 32' steam launch
built in 1912 in Kingston, Ontario; SPRAY, a home-made
speedboat built by Mr. Lauder during his school years in
1927; a 1910 catboat, Crosby built; and an 18' knockabout
built in the '30s by Fairfield Boat Works. He kept these
boats at his private boatyard on his property in Watch
Hill, Rhode Island.
My wife and I came north each summer to Rhode
Island from 1977 to 1986—1986 was the last year, because
Mr. Lauder passed away the day after Christmas that year.
He was 76 years old.
Mrs. Lauder told me to take JESSICA home. I said, "I'm
sorry, I live on a canal, I can't get it up there." And besides,
the lawyers for the estate told me that it could not be done
because it wasn't in writing. I wouldn't have had it very
long, anyway; I would have got rid of it quick. How could
I afford a boat this size? So the boat, along with all the
others, was given to Mystic Seaport. Ted Valpey, Jr., bought
her from Mystic Seaport, and I came along with the sale.
This was on April 24, 1987.
Capt. Thombs has twice supervised
the removal of JESSICA's wheelhouse—
which sits above the engineroom—for
repowering. The boat's interior is
remarkably original today, save for a
few small details. For example, the
engine telegraphs, visible here, are no
longer present.
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 motoryacht 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
JESSICA was originally powered by two 500-hp Winton
gasoline engines. She was repowered in 1947 with a pair of
Graymarine 6-71s, and again in 1952 with her current
GM 6-110 diesels. Her original speed as a commuter was
30 knots; in her present configuration her lop speed is 15 knots.
I
t's altogether different today. It's hard to get used to.
I stayed in my place then. I never went through here
[the saloon] if I had to get to the fo'c's'le. Mr. Milbank
wouldn't allow that. I went outside and down the hatch.
If you went through here, you'd hear about it: "Tell Joe
to stop doing that." We [the crew] were always by ourselves; we never had anything to do with the owners or
guests; we just stayed on our own side. The cook made
six meals per day, three for the owner and three for the
crew. Now I eat with the Valpeys when they're aboard. It's
a different breed of cats today!
After a few changes in Florida, the boat came north
for the classic boat show in Mystic, Connecticut, the latter
part of July. Then we moved on to Maine, with stops in
Marion and Gloucester, Massachusetts. JESSICA leaked
quite badly all summer. Finally, in October, we hauled her
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 devastated. She meant so much to me.
I stayed in Florida most of that winter, and then went
to Chesapeake, Virginia, in the early spring to get JESSICA
ready for the season—and for an event called "Commuters
"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,
then to Maine, back to Mystic, then to Great Bridge,
Virginia. We rode out Hurricane Bob in the Piscataqua
River in New Hampshire. The boat spends her winters
here in Florida now.
This is a nice place to lay, but the boat has to be hauled
regularly. Look at them pilings out there; see how
they're eaten away? Worms! Worms! Alter they put the
new bottom on this boat, I insisted they put two coats of
Gluvit on. If you don't do it, you might as well not put a
new bottom on the boat. Those damned worms, they love
wood. The only wood they won't touch is teak. Funny.
I want someone who knows what the heck they're doing
to haul her. Once, a yard started to haul her, and I said,
"Those poppets aren't going to fit under there; put her
back in until you figure it out. And don't jam them in
the yard took on the big project of putting in a whole
there; just put them in lightly." There's a 20'overhang
back aft; from the end of the transom there's no deadwood, nothing to hold her up. So I pump the water tanks
new bottom from the boottop down. That meant frames,
floors, keel, and double planking, from bow to stern.
That's the hardest job in the world to do. Why? Because
dry before we haul her, and then as soon as I get her
hauled I put shores under the corners.
In one yard, the keel blocking was all beat up and
of all that weight up there. I said to the yard crew, "The
rounded and they had it nailed together under the keel.
first thing you should do is put her in a cradle that won't
move. Put her in a steel cradle." She's retained her shape
pretty well. Some frames are sistered, some are scarfed
into the others.
JESSICA was in the shipyard from October 1987 until
June 1989. In the summer of 1988 I lived in a little house
I said to the superintendent: "Why don't you buy some
new blocking? That's going to fall over."
And he said, "No 'tisn't."
on the end of the pier, in the yard, until the cold weather
drove me out in November. Then I worked in the winterlime in Florida on another of Mr. Valpey's boats—
removing paint, sanding, and finishing.
After the shipyard finished the work on JESSICA we
went from Boothbay to the classic boat show in Mystic
and then to Clayton, New York, via the Erie Barge Canal,
Lake Ontario. We attended a classic boat show in Clayton,
and then went to Kingston, Ontario, then to Montreal,
then through Lake Champlain to Albany and back to
Mystic Seaport.
came up to me and said, "Hey, I bought some new blocking
just for you."
I said, "Keep it." I never brought the boat back there.
The boat keeps me busy. Every morning, before breakfast, I mop the top deck. At eight o'clock, I put the flags
up and then go through the routine of cleaning the whole
boat. After that I'll start in on varnishing and so forth.
There are always maintenance jobs. But, did you notice
that the stairs squeak? I left it that way so I could tell when
the owner's coming.
at Sample's Shipyard in Boothbay Harbor, Maine, and
In the summer of 1990 my wife and I went to Lake
48
•
WoodenBoat 131
And I said, "Yes 'tis."
Well, who did it fall on? Me! Half the boat was hanging
there with nothing holding it up. Later, the superintendent
Matthew P. Murphy is editor of WoodenBoat.
Text and photographs
by Edward Prados
S
weat ran off my face, first in a trickle,
then in torrents, as I doggedly sawed the
end of the knurled frame. Pockets of
heated sand swirled quietly, blanketing the
freshly exposed wood surface. The Yemeni
boatbuilders looked on, smiling.
"Not bad...but try pulling rather than
pushing."
I struggled through, my respect for
these Arabian boatbuilders growing with
each saw stroke. Throughout history,
many Arabs have earned their livelihood
from the sea. Fishing, pearling, sea-borne
commerce, and boatbuilding have always
played an important role in Arab life. Several
millennia before New England's first "old salt"
found his sea legs, Arabs were making long-distance
voyages to Africa, India, China, and Korea.
While modernization is destroying traditional maritime
culture in Arabia, wooden boat building continues to
thrive in Yemen. Located in the southwestern corner of
50
•
WoodenBoat 131
the Arabian Peninsula and isolated by Arabia's vast EmptyQuarter, the lofty Haraz Mountains, and a succession of
traditionalist rulers known as Imams, Yemen remained an
enigma to the West until well into the 20th century.
Historically, Yemeni kingdoms such as Saba, Hadhramaut,
and Himyar were incense suppliers and commercial
intermediaries between Europe and the Orient. Later,
Yemen became the famed source of Mocha coffee.
Nevertheless, in the 20th century, Yemen emerged as one
of the world's least-developed nations. Only recently, with
some limited infusion of international aid in the 1970s
and Hunt Oil's discovery of petroleum in 1984, has Yemen's
economic development accelerated.
Yemen's key boatbuilding centers—Luhayyah, Khawbah,
Hudaydah, Katabah, and Khawkhah—are located along
the country's Red Sea coastal plain, the Tihamah. The
equatorial Tihamah is a backwater of Yemen, where
traditional crafts such as pottery, basketry, and weaving
thrive.
At Khawkhah, Yemen's newest and largest boatbuilding
center and the focus of this article, I observed more than 60
wooden boats under construction. Khawkhah's builders,
working in tribally based yards, range from five-yearold boys earnestly grasping drills to men over 60 doggedly
hacking away at large frames. Dressed in plastic sandals,
colorful skirts, loose shirts, and headdresses, the Yemeni
builders pace themselves carefully in the Tihamah's searing
climate, where temperatures can top 120° Fahrenheit.
Sitting in the shade of a hull, they continually switch tasks.
In the space of one hour, a builder might fit a plank for
one vessel, trim a plank for another, start on a floor, and
sharpen a chisel or two. Frequent tea breaks are called
during the morning's labor, which continues unmercifully
into the heat of midday. Caterers on motorcycles or pushing laden wheelbarrows through the sand supply hot tea
and snacks such as kane, a dry berry, directly from
Khawkhah's suq (market) to its boatyard. Before lunch,
builders may quietly retreat for prayer; devout Muslims
pray five times daily, facing the direction of Islam's holiest
city, Mecca, Saudi Arabia.
While Yemeni builders do use power tools, manual tools
continue to dominate the industry. Feet serve as vises, and
chisels, hand saws, bar-clamps (but no C-clamps), bow
drills, adzes, and planes easily outnumber electric drills,
chainsaws, and hand-held Makita power planers. Builders
easily maintain hand-powered tools—new handles can be
fashioned, adze blades can be welded, and chisels can be
quickly sharpened. Power tools, by contrast, often require
specialized replacement parts that are extremely difficult
to obtain. Although power drills are common, I saw just as
many bow drills in use. The operators play the instruments
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
hole with too little pressure.
Work starts at six or seven a.m. Around one or two
o'clock, the builders lay down their tools and break for
lunch. They wash the grit off their hands in a dirty, shared
bucket, crouch in the sand, and begin to eat with a whispered "bismallah" ("in the name of Allah"). A typical
lunch consists of futir dukhin, a coarse, gray bread that they
communally grind into a mash with their hands as they mix
in sugar and butter. Fresh fish served with bisbas, a reddish
sauce made from spicy chili peppers, is usually the main
course.
Following lunch, builders indulge in a few hours of
chewing Yemen's drug of choice: qat. Qat chewing has
pervaded Yemeni society—men, women, and children all
chew, many of them daily. They munch the plant's leaves,
gradually accumulating a bulge between the cheek and
teeth. As the builders chew qat, they pass around their
water pipe from which they smoke a charcoal concoction;
the pipe is often a homemade contraption fashioned from
an old coffee can and green, imported garden hose.
Spitting out seeds, plucking leaves, and stuffing them
into their mouths, the builders become quite animated:
Qat is a mild stimulant, sometimes classified as a narcotic.
Discussions, in Arabic, range freely from shop talk, to
politics, to religion, to questions about America. Afterwards, with cheeks swelling, builders return to work
around four o'clock, as the midday heat begins to abate.
They finish around six o'clock, returning to their homes
and families.
y
emeni builders construct two types of vessels: the
huri and the sanbuq. The huri is a transom-sterned
craft: the sanbuq is larger and double-ended. Both
1
Luhayyah's sand gives birth to a
new huri. Many Yemeni builders
start a huri with the garboard strakes,
ignoring the keel until the hull is
nearly completed. Typically, the
builders install planks and frames
concurrently. After the garboards are
installed, three or four frames are
erected; as subsequent planks are hung,
more frames are added.
Planks that need severe twist are
often fire-bent near the bow or stern
area. Two planks, which correspond
to each other on opposite sides of the
boat, are laid face-to-face, edge-down
in the sand with one of their ends
wedged in the slots of a block whose
sheave has been removed; this keeps
them vertical while the bending takes
place. The area to be bent is then
heated slowly by a charcoal fire made
in the sand beneath the planks. Heavy
levers of wood are tied to the other
ends of the planks, and these are
slowly twisted to impart symmetrical,
equal bends to each plank.
In Al Luhayyah and Al Khawbah,
52
•
WoodenBoat 131
are round bottomed. Huns range from 3 to 20 meters
(about 10-65') in overall length, sanbuqs from 15 to 26
meters (about 49-85'). The sanbuq's bow rides lower
t h a n its stern, in contrast to t h e hurt's high, wave-slicing
bow. The sanbuq is also constructed more heavily and
sturdily than the huri, although both vessels, with their
thick, hand-sawn frames, may be considered "heavily built"
by contemporary Western standards. The sanbuq is
designed to withstand the rigors of the open sea, and larger
models make long-distance voyages to the Malabar ports
of India and Lamu on the East African coast. By contrast,
maritime historian Sir Alan Moore, speaking of huris, said,
"They all seem to leak." Today, engines usually propel
huris and sanbuqs, although some still carry auxiliary sails.
A huri mounts one or two outboard engines on its transom. A single inboard diesel engine powers the sanbuq.
Plans? Lifting? Half models? The Yemenis laughed when
as in this photo, builders install the
sheerstrakes after the garboards; then
they fit permanent frames, which range
in number from three to eight. The
ends of the sheerstrakes will eventually
be sprung apart to accept the transom.
Next come the stem and sternpost
(they call these structural members
batans). As in dory construction in the
United States, the planks run by these
stems, and a false stem is added later.
2
Frames are selected from the
"boneyard"; the needed shapes
are established by means of wire templates. Molds, frames, and stems and
sternposts are sawn from natural
crooks from trees that grow in Yemen.
Common types of boatbuilding woods
include: arj (Zizyphus spina-christi),
sumar (a species of Acacia), and hulaj
(Balanites aegypliaca).
1 asked them. "It's all up here," they said, pointing to their
heads. The lines on page 51, therefore, are unique. Tihamese
builders build by eye, and need few resources to create a 15meter boat: some hand tools, bent crooks of indigenous
wood, imported planking timber, and a piece of moderately
level, unoccupied ground. Most measurements are relative,
although I did see in occasional use both metric and English
rulers, which, in "Yemenese," are divided into "hinches."
Builders may also use body dimensions such as cubits (the
length from one's elbow to fingertips, or, about 18"), the
system supposedly employed to construct Noah's Ark. Most
building occurs in the open, although some builders in
Luhayyah and Katabah work under palm-frond or corrugated aluminum roofs. In spite of such apparent shortcomings, Carsten Niebuhr, an 18th-century explorer of
Arabia, conceded: "The timber of those vessels is more
closely joined than one would at first imagine."
3
A builder preparing a frame to be
trimmed to size mixes mercuryladen battery acid with seawater to
provide a lasting dye for drawing
lines. He applies the marking acid by
means of a khurmah, of which there
are two types: one for spiling planks,
and the other for scribing frames and
marking the finished thickness of raw
boards. The khurmah in use here is
a sort of marking gauge: a stick with
two wooden pegs spaced 4 to 10cm
apart, with the pegs adjusted according
to hull size. All of the frames in any
one vessel are trimmed to be of moreor-less uniform thickness.
4
The plank-marking khurmah,
analagous to pencil dividers, is
a stick with a forked end. A pebble is
moved up or down the middle of the
fork to adjust the space between the
points, and a whipping prevents the
stick from further splitting. The
khurmah is set slightly wider than the
largest gap between the new plank
and its neighbor, and the tool is run
from one end of the plank to the
other. Where the gap is large, little
wood will be trimmed. Conversely,
where the gap is small, a good portion
of the plank edge will be cut away.
5
Frames and planks are finished
with adzes. Here, a boatbuilder
casually chips away at a plank with his
exposed toes mere inches from the
lethal blade. Wood well dressed with
an adze closely approaches planed
smoothness; broadaxes achieve a
more rough-hewn appearance. The
tools' handles, made in the boatyard
from convenient pieces of lumber, are
replaced annually.
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 immediately, 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.
7
In Khawkhah, Hudaydah, and
Katabah, the lower hull of a huri
is built as a double-ender, with planks
landing on a stem at both bow and
stern. Then, near the waterline, the
after end of a plank called the
takhlisah, shown here, is hung perpendicular to the previous stern
planking. The hanging of the takhlisah
is a pivotal step in huri construction,
as it initiates the transformation of
the huri from a double-ended to a
transom-sterned craft. Following the
laying of the takhlisah, the subsequent
hood ends at the stern are spread farther and farther apart, forming the
space for the transom.
6
The joints between frame futtocks
are staggered so as to prevent
structural weaknesses in the completed hull. Long frames, like the set
shown here, run from the sheerstrake
to the garboard strake. Another set
of frames, consisting of one long floor
lap-joined to a short futtock on either
side of the hull, will be installed
between these. The floors farthest
forward are V-shaped and are known
as halkum; at least one pair of halkum
is left standing proud to be used for
attaching anchor lines and painters.
The planks are made from pine,
spruce, or zinjil (Kapar dryobalanops),
a reddish hardwood; these woods
are imported and delivered to the
builder's yard at the desired thickness,
as Yemenis do not have thickness
planers, bandsaws, or table saws. Italy,
54
•
WoodenBoat 131
Sweden, and Russia were listed as
important suppliers of pine and
spruce, and India, Java, and Singapore
as major sources of zinjil. Despite
zinjil's popularity, and its frequent
use below the waterline, it does not
resist marine borers nearly as well as
teak, a traditional boatbuilding wood
of the region that is now prohibitively
expensive. Planking stock averages
2.5cm (1") in thickness. In this photograph, zinjil garboards are paired
with a pine hull. The keel gap is
clearly visible.
Once a plank has been trimmed to
the correct size, it is tightly clamped
to the frames and to short, temporary
internal splints (shown here). The
splints are a vestige of earlier times,
when planks were edge-joined with
lashings of coir thread, derived from
8
Transoms are often fashioned
out of two or three edge-fastened
boards placed between the inner
and outer stems. On larger huris, the
transom is cut far below the sheer so
that one or two outboard engines may
be mounted. The transom (as thick as
the vessel's frames) imparts rigidity to
the stern area of the huri, which is
visibly wobbly before the transom is
installed. Luhayyah, featured in this
photograph, was the only boatbuilding
center where I observed huris being
built upside down.
9
Once framing and planking have
been completed, builders hang
stringers and insert stealers into seams
between the planking in the bow and
stern areas, where there are often
gaps. Rotten sections of planking are
also chiseled out at this time and
replaced by graving pieces. The workers then cut off the protruding ends
of the planks and attach a false stem.
A rubrail is attached to the top, outboard edge of the sheerstrake. Huris
are generally open boats, although
some may have small forward and
after decks.
10
The builders attach the keel,
which is square in cross section, to the bottom board by means
of iron fastenings and treenails. The
keel consists of several scarfedtogether pieces. Because there is so
little space under the keel, builders
often tilt the vessel on its side to gain
better access. They may also dig holes
in the sand beneath the keel so a
hand and drill can fit for upward
drilling, or they may employ a child
apprentice to do this work for them.
F
inishing touches include fairing the hull on the outside with
an adze and clenching protruding
fastenings on the inside. Builders coat
the fastening heads with a protective
paste, whose ingredients I was unable
to determine. This paste is also sometimes used as bedding compound
between structural members such as
the keel and stem. The vessel's hull
is then caulked with cotton, and
exterior paint may be applied later.
There are two antifouling coatings
used below the waterline on both
huris and sanbuqs. The traditional
coating is known as shahm, and is a
combination of boiled animal fat or
fish fat and crushed lime. A more
recent offering is a Yemeni-produced
red enamel that builders claim is leadbased, making it an effective antifouling paint. The bottoms of huris
and sanbuqs may be coated with
either compound; however, shahm,
a vile-smelling compound when wet,
must be smeared on by hand, once a
month, to maintain the coating. The
red paint must also be reapplied, but
less frequently. Once shahm is dry,
it imparts a gleaming, white finish
to the lower hull. Another odious
compound, fish oil (locals claimed
variously that the oil came from
sardines or sharks), is often used to
treat the wood inside the vessel, and
sometimes the outer hull above the
waterline, as well.
Most Yemeni craft are painted on
the outside, although the exterior
hulls of some sanbuqs are coated only
with shahm and oil. Designs vary; a
popular choice is red below the waterline, two green triangles at stem and
stern, and a series of multicolored
stripes running from stem to stern
above the waterline. White oculi, or
painted, stylized eyes, are often
added at the bow inside the green
triangular patches. Oculi generally
take the form of an upturned crescent
with a dot or five-pointed star; the
green field represents the color of the
prophet Mohammed, the founder of
Islam.
—EP
July/August 1996
•
55
Construction of a sanbuq, the other
vessel type built in Yemen, begins with
the laying of the keel. Spirit levels are
occasionally used to help assure that
the keel is resting level; nevertheless,
builders will always insist that the eye
is better. The stem and sternpost are
set up next and are through-fastened
to the keel. A samakah, a structural
member added to the aft end of all
double-ended motorized sanbuqs,
creates a bearing for the propeller
shaft.
Later stages in sanbuq construction
approximate steps in huri construction. Three or four permanent molds
are erected, and planking proceeds
from garboard to sheer; framing is
accomplished concurrently. Finishing
details are the same for the sanbuq as
ooden boat building in Yemen is an ancient
trade, yet presently it is neither static nor
endangered. Within the past century there
have been significant changes in Yemeni craft: Designs have
been altered and simplified, the boats are now outfitted
with modern diesel or outboard engines, wood usage has
evolved, and boatbuilding centers such as Mocha have
declined, while others, such as Khawkhah, have risen to
regional prominence. The need for boats has increased in
Yemen, because seafood has gained popularity; and cargo
transport, both legal and illegal, has grown to meet the
demands of Yemen's expanding economy.
Yemen's builders, however, cannot continue to offer a
wooden product that is cheaper than, and yet comparable
to, synthetic hulls for an indefinite period. Furthermore,
it is unlikely that wooden boat building will continue on a
reduced scale, as it has in the West for aesthetic, creative,
and nostalgic reasons. Yemen is a developing nation, and
its government, in a fit of modernization, might very well
promote the construction or importation of non-wood
craft (which happened in Saudi Arabia). It is possible that
fiberglass huris and other types of imported craft may
56
•
WoodenBoat 131
for the huri. Screw-propelled sanbuqs,
however, unlike the outboard-enginepowered huris, use rudders. These
are built at the yard, and are mounted
by means of locally-fashioned gudgeons
and pintles. Huris in Hudaydah and
Katabah are built similarly to sanbuqs
(keel first), although, being outboardpowered, huris lack the samakah.
—EP
supplant wooden vessels on the Red Sea, quickly destroying
a prospering, traditional industry. Wooden boat building
in Yemen, flourishing today, may be gone tomorrow.
The Fulbright Committee and the Leigh Douglas Memorial Foundation
provided funding for this research. Richard Mannesto and Sabrina
Faber, two members of East Carolina University's Program in Maritime
History and Nautical Archaeology, assisted in all phases of the project.
Regis B. Milter of the Center for Wood Anatomy Research, U.S. Forest
Products Laboratory, identified wood specimens from Yemen. Greg
Rossel, a Maine-based boatbuilder and writer, gave the author advice
on lines-taking techniques and reviewed this article. Joe Youcha of the
Alexandria Seaport Foundation encouraged the author and offered
invaluable advice. The Yemen Centre for Research and Studies granted
research permission for the project. Thanks are also due to the Yemen
Hunt Oil Company for its evacuation assistance from Yemen during its
civil war (May-July 1994).
Edward Prados is a graduate of East Carolina University's Program in
Maritime History and Nautical Archaeology, and WoodenBoat School's
Fundamentals of Boatbuilding course. In 1993-94, he was awarded
a Fulbright Grant to Yemen, where he conducted an archaeological
project and, when time permitted, escaped to the Tihamah to learn more
about Yemen's boatbuilders. Currently, he is employed as a researcher
by the United States Navy Memorial Foundation, in Washington, D. C.
Shifting gears in a gaff cutter
by Pauline Carr
Drawings by Kathy Bray, after originals by Tim Carr
I
passed a bowl of cornflakes up to
1,085 sq ft on the 28-footer, without
Tim as he hand-steered CURLEW
using her spinnaker, is one way of
toward the Tasmanian coast on a
calm and clear morning. Only the low
ensuring a respectable average on all
but airless days.
Comfortable cruising boats need
a reasonable displacement for ultimate seaworthiness, steady motion,
and gear-carrying capacity, but that
is no reason for their being slow—
barometer caused a ripple of unease
as we counted our blessings after a
quiet Bass Strait crossing from Eden.
Our little cutter was making polite
progress under full sail. Setting
58
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WoodenBoat 131
provided the rig is generous. Gaff
rig is the kindest, simplest way of
achieving this without resorting to
an unwieldy height of stressful
mast and a genoa of unmanageable
proportions.
There are disadvantages to gaff rig,
too, but for a boat that really intends
to use its sails and not spoil a perfect
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 ourselves 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.
Once the sail fills, it effectively vangs
the gaff and takes the mainsail out
with it so that 170 sq ft or so of topsail can make 400 sq ft of drooping,
listless mainsail come alive.
Since CURLEW acquired her
generous jackyard topsail, there has
seldom been an occasion when
vangs from the end of the gaff would
have been worthwhile, although
they were previously a part of her
inventory and theoretically were
another way of controlling the rig.
She carries two topsails, but only
one—the BIG one—really justifies its
deck stowage space.
This must be about edition number
five after 26 years of refinement;
edition six is on the drawing board.
"Men looked aloft, swore at them,
gloried in them, fiddled with them,
vowed to be rid of them, and then
ordered bigger ones." Perhaps the
men who "vowed to be rid of them"
belonged to an earlier era of fidded
topmasts and maybe J-class proportions, because all our "fiddling" has
All this is easier on a topsail withThe sail is permanently bent onto
its spars (see diagram next page). The out a jackyard, but still we find that
topsail yard is 16'6", made of Douglas- the second spar obediently follows
fir, and hollowed and tapered. It has the topsail yard aloft. The sheet is
an internal luff groove, so the sail's attached with a rolling hitch (and a
tack and luff can be adjusted, by couple of extra half-hitches for good
means of a tack line that leads to the measure) to a predetermined point
deck, to suit the wind speed—just like approximately midway along the
the luff of a jib. The jackyard is a 10' jackyard to achieve the best sheeting
hollow spruce club that extends the angle. The sheet leads from the jackclew out beyond the end of the gaff. yard through a sheave on the gaff
To hoist the topsail, the halyard is end, along the gaff, through a block
attached to a point 10' down along the at the throat, and down the mast to a
spar, where a special fitting was built cleat on the boom at the gooseneck. It
into the yard, leaving the luff groove is pulled hand-tight and occasionally
clear. From there the halyard runs adjusted for sail draft. The slack of the
through a sheave at the masthead and sheet is kept short while the topsail is
back around to the after side of the going up to prevent lassoing the end
mast, through an eyebolt about 6' of the gaff—and the ensuing blushes
down from the truck. On deck, the and curses. Our next jackyard will be
end of the halyard is led through a built with a groove akin to that of its
bull's-eye on the heel of the topsail larger brother.
yard. When the topsail is hoisted, it is
It is best to hoist the sail with the
controlled at two points as it slides, hor- boat head-to-wind, or on a closeizontally at first, past the mainsail and hauled point of sail. Despite the
into clear air. Then the bull's-eye on rather complicated description, it is
the heel of the yard comes snug up to not a difficult operation; Tim usually
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
held vertical, and then adjust the
tackline.
Since this sail always has to be
hoisted and set from the same side, it
lies across the peak halyard's wire span
on one tack. Performance doesn't
seem to be affected by this, nor has
chafe been a problem. Happily, this
ensemble comes down relatively
easily, too, which leads us to the
second part of this tale and back to
CURLEW ghosting gently toward
the Tasmanian coast.
N
o sooner had I passed Tim
outhauled along the 10' bowsprit
his breakfast cereal, and his
concentration had momentarily lapsed, than a wicked little eddy
prior to hoisting. Tim cast off the
blew the tophamper of golden flakes
clean out of the bowl like a shower
of confetti. CURLEW heeled suddenly,
and inshore smoking winds began to
obliterate the details of the 10-milesdistant coast. There was a mad scramble to reduce sail.
Tim rounded her up and hoveto while I cast off the genoa halyard
and jibstay outhaul, bringing the
400-sq-ft light sail into a manageable
bundle on the foredeck. The jibs are
always set hanked onto a flexible stay
of 7 x 19 stainless-steel wire which is
topsail halyard and sheet and pulled
the sail down by its tackline, the
weight of the spars helping it to
swoosh down onto the deck. Then
together we dropped the mainsail
entirely, for by this time the wind had
hit us in earnest and our leisurely sail
quickly became a mission to shift
CURLEW from overdrive to first gear,
without stopping in the intermediate
gears.
CURLEW's lowest gear is storm
trysail with a storm jib set in place
of the staysail on the inner forestay.
Some people just have reefs in the
staysail, but it seems a pity to punish
it so in really heavy winds. In addition, CURLEW's storm jib has oversized 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 disadvantages was mentioned earlier, and now
we come to the biggest one. Because
there is no track on the mast (otherwise 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
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WoodenBoat 131
bronze replacement; these give a
better lead. The bending of the old
horse remains a cautionary demonstration 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 sleepless 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 vegetation peppered CURLEW with soot.
With the mainsail well secured and
bowsed down into the boom gallows,
the genoa and staysail thrown below,
and the topsail rolled around its
spars and slid into a sail-cover sleeve,
it was time for CURLEW to try to close
the high coast. Wineglass Bay was the
nearest refuge—15 closehauled miles
away. The downwind alternative was
New Zealand's South Island—almost
a thousand miles away!
C
URLEW crashed and plunged,
with dogged determination
and a balanced helm, into
ferociously steep seas. She was hardpressed even with such a tiny sail plan,
and the seas rolled over the decks
with flying spray vaulting right over
the trysail. It was difficult to look
forward, and our eyes burned with the
salt. The spume-laden wind seemed
to take our breath away. At last the
hard-won headland came abeam, but
now our work was really cut out for
us, as the narrow entrance opened
up. From either side, williwaws came
bansheeing down and laid us flat
repeatedly and unpredictably, with
CURLEW coming upright between
onslaughts and quivering like a
shaken rat in a terrier's jaws.
This might have been time to put
the reef in the trysail, but the beach
was in sight now and too much
ground would have been lost. The trysail sheet blocks were shackled onto
the ¾"-diameter stainless-steel mainsheet horse, and it was severely bent
forward by the pull. (Now we have padeyes incorporated into the bases of a
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 speculate: "What will the next burst of
Tasmanian hospitality come in the
form of, flood or earthquake?"
It was still a hard beat to Hobart,
sailing with two or three reefs pulled
down the entire way, but CURLEW
reached the historic city without any
further natural disaster, and then the
warm and unforgettable nature of a
true Tasmanian welcome was shown
to us. With the season of summer
regattas just beginning and an array
of turn-of-the-century classic wooden
boats to gladden our eyes, it was time
to return to the big rig and hoist the
topsail once more.
Tim and Pauline Carr have lived aboard and
sailed their Falmouth Quay punt, CURLEW,
all over the world during the past 28 -years.
Their articles have appeared in WB Nos. 110,
119, and 120, and a profile of them and
CURLEW appeared in WB No. 86.
July/August 1996
•
61
SimplyMadePatternsCardStockandaLittleTape
by Peter H. Spectre
Photos by Douglas Hayward
wenty-eight frames and fifteen floors—that's how
many timbers I had to replace in the 100-year-old
Thames skiff I was restoring, and every one of them
was of a different shape. If they had been bent frames and
floors, replacing them would have been a relatively simple matter: Remove the old ones; steam and bend in the
new ones. But they weren't steam-bent, they were sawn
timbers, and the skiff was lapstraked. The backs of every
one of those frames and floors had to be notched—
'joggled"—to fit the laps in the planking. They also had
to be beveled to match the run of the planking. It was an
intimidating prospect.
Of course, 1 might have used the existing timbers as
patterns for the new ones, but their condition precluded
that. Most were broken or had missing pieces. All had
dried out and shrunk (the boat had been lying under a
porch for 50 years); any new frame or floor traced from
the old would have fit just as poorly. The only solution
was to start from scratch and re-determine the shapes of
the timbers.
The time-honored way to determine an irregular shape
is to scribe, and there are several scribing methods from
which to choose. All these methods do the job, but they
are time consuming and can be confusing to a backyard
boatbuilder who doesn't practice the art on a daily basis.
I decided to work out a technique that would be easier
than scribing, while at the same time would produceprecise results.
The technique is simplicity itself. I taped together a
paper pattern on the old timber before I removed it from
the boat. (As it turned out, my technique was new to me
62
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WoodenBoat 131
but not entirely new to the boatbuilding game in general;
I have since talked to several builders who have worked
for years with some variation or other on the same theme.)
Here's how to do it, using a frame as an example:
First, make a rough pattern (generally the same shape
as the back profile of the frame) by eye-balling the curve,
cutting it out, holding the pattern against the planking,
and trimming as necessary so it is slightly undersize for
the frame. You want an "almost-but-not-quite" fit. Mediumweight poster board is best for pattern stock; ordinary
paper isn't stiff enough (Photo 1).
With masking tape, temporarily stick the rough pattern
to the side of the original frame (Photo 2). Then cut up
thin strips of paper—index cards work nicely—and use
them to cover the gaps between the rough pattern and
the inside of the planking. When they are positioned
correctly, tape the strips to the rough pattern (Photo 3).
If the strips don't fill the gaps completely, simply pull
them off, and reposition them. To save time and effort,
however, you can more easily tape additional strips over
the first ones. The goal isn't to make the pattern look
pretty. It is to make a whole pattern out of a bunch of little
pieces and use enough masking tape in the process to
hold the entire mess together.
Now take the pattern out of the boat, add reinforcing
tape as necessary, and try it again—you want to be
absolutely certain it has kept its shape. Then pull the old
frame and, with a carpenter's or planker's bevel, measure
the bevel where it meets the planking.
Lay the paper pattern on the frame stock, and trace
off the joggled edge—you can move the pattern around
to find the best grain on the frame stock (Photo 4). Then
go over your marks with a straightedge to clean up any
small irregularities caused by taping together all those
bits of paper.
Set your bandsaw to the bevel taken off the old frame,
saw out the joggled edge of the new frame, and try it in
the boat (Photo 5). If you're good with the saw, it should
fit exactly. If not, make the necessary adjustments with a
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
is no existing frame to hold up the rough pattern. Simply
tack or tape blocks of wood to the inside of the planking
along the line of the frame, and then tape the rough
pattern to the blocks. After you get used to this technique—
and it's impossible not to; it is virtually an idiot's game—
it can be used in all sorts of situations involving irregular
shapes, such as knees, breasthooks, thwarts, bulkheads,
etc. To make a pattern for a bulkhead, for example, make
up the rough pattern with thin, cheap plywood or
Masonite, then tape card stock to the edges. If the bulkhead is too big for that, construct the rough pattern from
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
shape of the new frame, fair up the line, and saw it out.
Smooth up with a spokeshave and sandpaper.
Though it is tempting to save time by sawing out both
sides of the new frame at once, it is best to do it in two
steps. Sometimes there are tensions in the wood that are
released when you make the first cut, and the frame will
will do the rest.
Yes, I used a lot of poster board, index cards, and
masking tape to reframe my boat, but, not counting the
few times I sawed the frame bevels backwards, every one
of those new frames fit perfectly the first time out.
go out of whack. If that should happen, use your pattern
Peter H. Spectre lives in Camden, Maine, and is nearing the end of his
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
C
laud Worth was one of a select band of Victorians
who turned yachting into a sport for everyone.
When he first set sail as a teenager in the 1880s,
yachting was a hobby restricted to European royalty and
aristocracy, to the rich and the famous. Cowes Week, elite
and flamboyant, was the major racing and social event
of the short summer sailing season. Most gentlemen
were content to surround themselves with paid skippers
and crews, who kept their yachts in tip-top shape and
delivered them, race-ready, to the next regatta on the racing
schedule. Yachting meant match races during Cowes and
Burnham Weeks, a circuit of civilized regattas at Harwich
and Southend in southern England, and the Clyde in
Scotland. Even those yachts considered modest in size
were in the 50-80' range, and carried massive gaff rigs,
64
•
WoodenBoat 131
long bowsprits, and straight stems. If a would-be sailor
had ambitions for something humbler, he was on his own,
among the working craft that still plied European waters in
their thousands. Only a few tough skippers ventured offshore in small yachts—E.F. Knight gave up the law to sail
to South America in a 28-ton yawl, and then made a classic
voyage from the Thames to the Baltic in a converted lifeboat. R.T. McMullen, "a little man, but a terrible worker,"1
sailed from the East Coast of England down to Cornwall
long before such voyages were fashionable. His book,
Down Channel,2 is a classic of small-boat sailing. In 1892,
1 From Yacht Cruising, by Claud Worth. London: J.D. Potter, 1910.
2 Down Channel is still in print, published by New Mariners Library,
London.
Claud's first boat.
Frank Cowper wrote Sailing Tours,3 the first cruising guide
to British waters, and extolled a sport where one must
"never wish to get anywhere in particular." And then there
was Claud Worth, the greatest of all these great seamen,
a brilliant eye surgeon, but a quiet, modest man with a
self-deprecating sense of humor who combined a busy
life as a physician with a tough life afloat in all weathers.
C
laud Worth was born into a wealthy Lincolnshire
farming family in 1869. His first experience of the
sea came in 1876, when he and an uncle watched
the Channel Fleet in all its majesty enter Spithead under
sail. His father was adamantly against Claud's joining the
Navy, and (as Worth himself later admitted) he would
probably have been disappointed—he envisaged serving
in sailing ships but was living in an age when steam would
become the accepted power. His father had no brief for
the sea, but was more than happy to supply a horse and
a gun—the essential attributes of any gentleman. When
he refused to spring the money for a boat, 12-year-old
Claud built himself an 8' canvas dinghy using a bedsheet
for a mainsail. "With a younger brother and sister as
ballast, she sailed quite well with the wind abeam," he
recalled. Another craft, a 12' sailing canoe, was a disaster,
as she was too deep and narrow to carry canvas.
3 Sailing Tours, by Frank Cowper. London: L.U. Gill, 1892.
Worth was undeterred. In those days, someone aspiring
to sail for his own pleasure could only learn in the school
of hard knocks, among fishermen and working sailors. He
gained expertise among artisans and fishing boat skippers
who had learned from their fathers before them. Worth's
philosophies of caution and common sense came from
working boats. So did his sailing technology, which was
simple and often a matter of ingenious improvisation.
Like his working mentors, he used block-and-tackles to
tame large gaff mainsails and bring heavy Fisherman
anchors aboard. And, like the fishermen and barge
skippers, he worked brutally hard. In his later years, Worth
often shipped out with one or two paid hands. But he was
fanatical about doing his share of the work, believing in
the principle that men work better if they know the owner
can do the same task as well as they, and in any weather.
Claud Worth's cruising world was far removed from
the spit and polish of Cowes yachting. While in his late
teens he and two friends, "Green and Dalrymple,"
acquired their first vessel: IANTHE, a 22'lapstrake ship's
lifeboat. The three young men converted her to a yacht,
but she lacked any creature comforts. She had but two
feet of headroom in the cuddy and was cemented inside
and out to keep her watertight. On her maiden voyage,
the three friends fast discovered that she was overcanvased, and they ducked into Greenhithe Creek on the
Thames to cut a couple of feet off the mast and sails.
July/August 1996
•
65
While there, they socialized with the friendly owner of a
neighboring yacht, who, unlike most other people, encouraged young Worth and his companions to carry on sailing down the English Channel. Their mentor was none
other than R.T. McMuIlen, eccentric stockbroker and brilliant small-boat sailor, aboard his yawl ORION. McMullen's
cruises epitomized everything Worth wanted—hard sailing, interesting places, congenial company—and the
younger man took to small-boat sailing with a passion.
IANTHE proved a remarkable success, and Worth turned
out to be a superb practical sailor, blending common
sense, ambition, and a love for hard work at sea. The
humble converted lifeboat took them as far west as the
Helford River in Cornwall, still a favorite destination for
Channel sailors today.
Then, one day, the three friends were exploring a creek
near Portsmouth on the South Coast, when they came
across a "nice-looking cutter with a broom at her masthead" laid up in the mud. They boarded her, liked what
they saw, and bought her the same day. When they hauled
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.
Green was in charge, and Worth did the deck work. "For
the navigation and for deciding where we should go...I
was solely responsible," Worth wrote in Yacht Navigation
and Voyaging. 4
FOAM was ripe and coming to the end of her days, but
Worth was driven by a compulsion to sail anything he
could lay his hands on rather than nothing at all, and took
"appalling risks from crazy boats and inadequate gear."
FOAM took him to southern Ireland in 1888—a demanding
4
Yacht Navigation, by Claud Worth. London: J.D. Potter, 1927.
FOAM in Ireland, 1888.
66
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WoodenBoat 131
voyage even today—and it was on this cruise that he came
up with the famous "Worth's chain pawl," a ratchet-like
device fitted in FOAM's open hawsepipe which prevented
the chain from running out accidentally or running back
while being hauled in. Generations of cruising yachts
carried Worth pawls, which came recommended by many
sailing authorities of the day, such as the East Coast yachtsman Francis B. Cooke, whose primers on sailing were
bibles for small boat sailors of the 1920s to 1950s.
In 1890, Worth and his friends acquired another cutter,
FOAM II, which they cruised widely from the Thames.
They were, by now, expert improvisers and invented many
new systems and pieces of equipment. One ingenious
device involved the lowering of a 70-lb pig of lead ballast
down the anchor line to prevent snubbing. At the time
of the first experiments, FOAM II was lying to a manila
warp, but Worth subsequently made up a large shacklelike traveler, with which he would send three 40-lb pigs
down chain. He used this trick for more than 30 years
and would swear by its efficiency in a gale.
W
orth's sailing exploits were even more remarkible when it is remembered that, at the same
time, he was training as an eye doctor and developing a busy practice in London's Harley Street, still a
fashionable neighborhood for wealthy physicians today.
Worth was a brilliant eye surgeon, specializing in children's
eyesight. He developed a treatment for the squint, wrote
standard textbooks on the subject, and created instruments for measuring and diagnosing the condition, which
were used all over the world in their day. Nevertheless,
he managed to buy his first TERN, "a 6½ ton cutter of
rather old fashioned type," in 1893. He also found the
time to circumnavigate Britain, to explore the western
coast of France in 1895, and to visit Holland and Germany
the following year.
TERN I in a storm.
All of this passagemaking was achieved without any
form of auxiliary power, working in and out of small
commercial fishing villages which had no facilities for visiting pleasure boats. Worth used available charts, talked
to fishermen everywhere he went, and would even sound
anchorages and harbors for himself. His accounts of sailing into small harbors are breathtaking in their understatement, but raised little comment in their day—there
were no options, no one had auxiliary engines.
Worth himself laid out some of the rules he had
learned along the way. For example: "In sailing up a
channel with a beam wind, if there seems a danger of
the vessel carrying her way so far as to go ashore on the
weather side, set up the weather topping lift, settle the
throat of the mainsail down a little and drop the peak
before shooting up into the wind," he adjured in Yacht
Navigation and Voyaging.
He was a cautious man, an expert at playing tides,
and a sailor who would not hesitate to anchor off until
conditions were perfect for harbor entry. His brakes were
his anchors and a drogue over the stern, while warps,
heaving lines, and fenders were always ranged on deck
ready for instant use. He would carry his mainsail into
an artificial harbor, sometimes sending out ropes in a
dinghy or coming alongside a convenient piling so he
could warp TERN in to a convenient berth. Worth was a
firm believer in self-reliance, in independence from the
shore. He refused to allow longshoremen aboard, "where
they can do no good and may do damage with their
boots."
V
ictorian and Edwardian small-yacht sailors shipped
out in a variety of cutters and yawls, but almost all
were gaff rigged and many of them were beastly to
manage. One turn-of-the-century owner, Henry Reynolds,
wrote of "outrageously long bowsprits, towering topmasts, squareheaded gaff topsails, and huge low-cut
jibs," which represented the pinnacle of 19th-century
"unimprovable perfection."5 Deck work was dangerous,
even in a moderate breeze, when the crew had to go aloft
to remove a topmast fid, or reef the bowsprit soaked to
the skin. Hard work and the heaviest of low-tech gear
were givens.
Worth worked day and night while on passage, and
his gaff-rigged cruising boats were hard on both helmsman and crew. In September 1896, he encountered a
mighty equinoctial gale in Lyme Bay off England's South
Coast. First he hove to, a favorite maneuver for Worth,
especially before entering port. The wind strengthened
still more, and the yacht would not lie to any longer. He
rigged a sea anchor and warp on deck, then lowered the
throat halyard, so the gaff was almost parallel to the mast.
Then he wrestled the boom amidships and dropped the
peak, the sail flogging heavily and threatening to throw
him overboard. As the boat gathered sternway, Worth
paid out a 240' drogue line, and lowered the main boom
to the deck, the jib having blown itself to rags. Exhausted,
he slept on the cabin floor until the wind moderated
and he could get underway with a triple-reefed main and
reefed staysail. A lesser sailor would have been reduced
to a quivering wreck. As it was, he calmly sailed on to his
home port in the Solent, calling the experience "very
heavy work."
Worth believed in learning seamanship the hard way,
through a form of rigorous apprenticeship sailing with
others. After two or three seasons, you could graduate
to your own boat, first in sheltered water, then on the
open sea. He had no doubt as to the qualities needed.
"A skipper," he once wrote, "needs nerve, coolness, and
endurance, this endurance being a mental rather than a
physical quality." Everything revolved around technical
5
Taken from a contemporary log extract republished in the Cruising
Association Bulletin, 1983, p. 14.
July/August 1996
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67
IANTHE II off England's south coast.
competence, experience, and common sense. One can
only marvel at the stamina and toughness of our forebears. As Henry Reynolds wrote: "It was a happy day when
some defiant iconoclast broke through the trammels of
established custom and fitted his yacht with a stump
bowsprit and a diminutive jib." Today, we have it even
easier with lightweight diesels, jiffy reefing, and roller
furling.
Worth's self-reliance extended as far as maintenance—
unusual behavior in those days of paid hands and
gentlemen-yachtsmen. He thought nothing of donning
overalls and walking ashore in paint-stained clothes. He
once gleefully related an occasion when, thus clad, he
had been glimpsed ashore by one of his young patients—
the girl's mother hustled her daughter away from the
inappropriately attired, almost unrecognizable Harley
Street physician.
In 1895, TERN was hauled to have her topsides stripped
rubbing it down with pumice stone and water until everything was absolutely smooth. Then came the application
of two coats of gray lead undercoat, one of dull black,
and a glossy coat of "black, a little blue, boiled oil, and
varnish." All this was done without rollers or power tools,
and many of the ingredients would send modern-day
environmentalists berserk!
There were no marine stores or yacht paint manufacturers in Worth's early days. He used the simple
technology employed by workboats and fishermen, to
remarkable effect. For example, the first TERN had a rawhide mainsheet made of a "Chilean lasso," which was an
excellent shock absorber in heavy swells or when jibing.
The square sennet sheet was made up from 16 small
rawhide thongs cut spirally from an ox hide to make
long pieces extending the length of the rope. The only
maintenance required was an occasional wipe with a
greasy rag. TERN had Egyptian cotton sails, like other
delighted in supervising gentlemen, telling them to write
everything down, as he would not live forever. His meth-
yachts of her day, which were tanned using methods
unchanged for centuries: Boil a mixture of oil and
beeswax, then add Venetian ocher and "light purple
brown ocher," boil for five minutes, then allow to cool.
ods make interesting reading: A paint stripper made of
a mixture of caustic soda and starch, stirred in lime and
Add paraffin. (I have used a somewhat similar mixture,
without the dyes of course, to waterproof my redwood
boiling water, was applied overnight. The gentlemen then
scraped and scrubbed the paint under their elderly mentor's eagle eye. Once the hull was ready for treatment,
Page would mix a filler of linseed oil, turpentine, and
gold size, which he combined with white lead powder,
whiting, and lamp black to make a thick cream. Worth
painted this paste on the topsides, and then spent hours
decks at home!) Lay your sails on a "clean floor or a clean
shingle beach," brush the mixture in the sails, and hang
them up to dry, a process that takes about two weeks.
Worth recommended tanning older sails, or when the
crew had little time for routine maintenance. In his day,
to bare wood, and Worth enlisted the assistance of Tom
Page, "a painter of nearly eighty years of age." Page
68
•
WoodenBoat 131
tanned sails also had the advantage that they never became
stiff in wet weather.
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
B
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
Marshall, another eye surgeon. Together they purchased
compromised and fitted a 2½-hp Seal paraffin auxiliary,
soon known to everyone on board as "the little smell." It
was seldom mentioned in polite company. "Every sailorman will naturally feel that the presence of that motor
requires some explanation," he remarked apologetically
in his book Yacht Cruising.8 Like everything else Worth did,
his reasons were entirely pragmatic. The busy doctors
had to return to work on time, even if it was calm. "Of
course, we had no use for the motor when there was any
wind," he added. The tiny Seal moved MAUD along at
3 knots.
A 9½-ton yawl renamed TERN II came next, and in her
Worth explored the west coast of France during 1912. But he
had more ambitious plans, and at last commissioned the
building of his own dream ship from the Whitstable
Shipping Company in 1913. She was launched as TERN III
in May 1914, as the clouds of World War I gathered over
Europe.
At 53' overall, TERN III was much larger than any of
LADYE EILMA—an overcanvased, low-freeboard, 33'
cutter. They found her devilish to handle, sold her, and
acquired a 7-ton cutter named IANTHE II. Worth had
made the acquaintance of H.J. Hanson, a retired grain
merchant and one of the 1908 founders of the Cruising
Association, a small-boat sailing organization formed to
combat the persistent overcharging habits of local boatmen around the coast. Worth was one of the founding
members of this democratic club, which is now the largest
organization of its kind in Europe.6
Hanson sailed regularly with Worth and Marshall, but
complained bitterly of the bachelor diet, which consisted
of salt beef and sea biscuits, with a bottle of whisky thrown
in. Hanson was a gourmet cook—no one complained
about his contributions to the galley.
Ultimately, Worth and Marshall sold IANTHE II to
Hanson, and in 1906 purchased MAUD, a canoe-sterned
6 The Cruising Association today has thousands of members, all of
whom have access to the Association's vast nautical library. The Cruising
Association, CA. House, No. 1 Northey St., Limehouse, London E14 8BT,
England. Tel. +44 (0) 171 537 2828.
7 Mrs. Worth was mentioned in Claud Worth's obituary in The Times
(London, England), June 24,1936. Her maiden name was Janet Ritchie,
and she and Claud were married for over 30 years.
8
Yacht Cruising, by Claud Worth. London: J.D. Potter, 1910.
TERN III off Scotland.
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69
Claud's last boat.
his previous yachts, and the busy Worth employed a fulltime paid hand named Alf Smy, "a little man, but very
strong and active as a cat and always busy." TERN III was
the culmination of all that Worth had learned about yacht
design and handling, and so fine was she that the modest
man described her, accurately, as "the most perfect deep
water cruiser of her size."
W
orld War I saw Worth working impossibly long
hours, laboring not only at his practice, but
also on the damaged eyes of the war-wounded.
The stress undermined his own health, and he was never
the same man again, thenceforth suffering from high
blood pressure. He was not to be stopped, however, and
nothing would prevent him from exploring the Hebrides,
Mr. Worth's Yachts
L
ike many demanding cruising
skippers, Claud Worth changed
yachts regularly, as his sailing needs
and ambitions changed. Unfortunately,
details of his earlier boats are lost, but
most were heavy-displacement gaff
cutters with the long bowsprits and
stowing topmasts typical of their
breed. As with many of his young and
impoverished contemporaries, Worth
started on the ladder of "yacht"
ownership with a converted 22' ship's
lifeboat. From there he graduated to
FOAM, a 33', Fife-designed and -built
cutter. But the name most associated
with Claud Worth is TERN, and
through the years he was to own four
such-christened yachts.
The first, purchased in 1893, was
a 6½-ton cutter with a long bowsprit
and loose-footed main; she was hard
work, even in moderate conditions.
If the topsail was handed, the topmast had to be housed. The spar was
lifted with a heel rope, a crewman
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WoodenBoat 131
going aloft to trip the topmast fid,
before everything was lowered to the
deck and the backstays and other gear
were unshackled. To reduce sail further,
the big jib at the end of the bowsprit
was taken in, "often no easy task,"
Worth tells us. The bowsprit tackles
and bobstay were slackened and the
spar hauled inboard. Such a rig was
hard work for any skipper, even with
paid crew aboard. Worth himself
commented later in life that the "small
yachts of today are incomparably
handier than those of the eighties."
He accredited this to improvements
in gear, sail plan, and labor-saving
devices, not to evolving hull designs.
For all her old-fashioned gear, Worth
sailed TERN around Britain and
cruised extensively along the French,
Dutch, and German coasts in 1895-96.
But the demands of his practice put
an end to long cruises, and TERN was
sold.
For the best part of a decade he
owned yachts in partnership with
Deveraux Marshall until, in 1910, he
bought WHITE KITTEN, soon to be
renamed TERN II. A yawl of about 41',
TERN II took Worth, under sail, into
harbors large and small along the
Breton coast and into the Bay of Biscay.
He was one of the first British yachtsmen to explore this most fascinating
of cruising grounds.
TERN III was the first of Worth's
dream ships, a 53' cutter, designed
with more than 30 years of cruising
experience behind her and built by
Whitstable Shipping Company in
1914. Her hull configuration was
seakindly and easily driven, her rig
easily managed by a small crew. Below,
TERN HI boasted a large paneled
saloon, with crew's quarters and the
galley forward. Worth supervised each
part of the design and construction,
worrying over every detail of the
specification down to the layout of
the topsail jackstay and reefing gear.
northern Spain, and again circumnavigating Britain in 1921.
Mrs. Worth was aboard for many of these cruises. We are
told that she always took the helm when entering port—
an understated tribute to her sailing abilities. She must
have been a tough woman, for the diet aboard Worth's
yachts was basic to say the least, and was a reflection of
his determination to be independent of the land. Of
course, he purchased fresh food whenever possible, but
there was no refrigeration. Worth claimed, probably with
reason, that such spartan fare as salted beef served with
boiled vegetables, was better tasting than the canned
foods of the day. His other galley staples included bacon
and eggs, sea biscuits in soldered tins, "Californian dried
prunes and canned peaches," pasta and rice, and four
or five pounds of potatoes per person per week. Bovril
and Marmite9, those standards of English school lunches,
were essentials. The diet may have been simple, but was
ample for feeding hungry, active people working heavy
gear under rough conditions.
In 1922, Mrs. Worth finally put her foot down: no longer
would she rough it—she wanted a new yacht with a private
cabin. After "much discussion," the dream yacht was sold
and a larger, TERN IV, was commissioned in 1923 from
Philip and Son of Dartmouth, in southwest Devon.
Basically, the new TERN was a stretched version of the
9 Bovril, a beef yeast extract, and Marmite, a vegetable yeast extract,
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
good source of vitamins, are often included in expeditionary supplies,
and are always found in the author's galley.
previous yacht, 62' overall, with 18 tons of external and
internal ballast. Worth must have driven the builders crazy,
for he was an exacting client, insisting that his demanding
specifications be followed to the letter. A Sistership was
built at the same time for another customer, and Worth
grew to regret this, for he became obsessed with the notion
that the other yacht was getting the better materials. But
the resulting TERN IV was a triumph of the British yacht
builder's art—a gaff yawl with a mainsail of 1,000 sq ft
and a superb mahogany paneled interior, with gimbaled
table and stove. And, of course, Mrs. Worth had her own
private cabin with a large bed and adjacent dressing
room. Unusually for the time, Worth paid considerable
attention to interior ventilation, channeling air through
the bilges to keep the boat well aired. A lifetime of openwater experience went into the rig and deck layout. Worth
believed in open, uncluttered decks, but designed a small
deckhouse, which enabled him to keep a good lookout
in complete shelter during bad or cold weather. TERN IV
was also the first of his yachts to have wheel steering.
TERN IV suited Worth to perfection. He sailed her
summer and winter, using a reduced, sloop rig of flax
sails in winter, under which he claimed she turned to windward like a dinghy. He took her on a three-week cruise
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
way.
Claud Worth's ultimate cruise, his celebrated "Voyage
to Atlantis," came in 1926. It was an ambitious passage to
the Azores and back, and he was accompanied by his
TERN IV's mahogany-paneled interior is
original, although the upholstery was
replaced in 1989.
For all his experience, the gear was
still very heavy by modern standards.
The main halyard was 2" manila, the
mainsheet "only 1¼", and there are
six parts." TERN III carried a 128-lb
fisherman anchor, Lloyd's tested, and
75 fathoms of ½" chain, the kedge
weighing a massive 78 lbs. Worth
designed a special hook for fishing and
catting his anchors, and galvanized
davits for a sailing dinghy. He
described TERN III as "the most
perfect deep water cruiser of her
size"; and, indeed, by the standards
of her day, she was an exceptional
cruising yacht: easily handled, fast,
and weatherly. After passing from
Worth's ownership she had a long
cruising career, but was eventually
wrecked in the Caribbean during the
1950s.
TERN III was not ideal for everyone, however, and Mrs. Worth was
adamant that she needed a cabin of
her own. In 1922, she prevailed upon
her husband to sell his dream ship
and build another.
TERN IV was designed as a true
oceangoing cruiser, to be sailed by
Worth and a couple of hands. At 62'
overall, and 49' LWL, she had but
moderate overhangs, a moderate beam
of 13'6", and a deepwater draft of 8'.
Worth drew heavily on his experience
with his beloved TERN III, giving his
new boat a slightly firmer bilge
amidships and a moderate hollow
toward the garboards. He also gave
her a more rounded forefoot, a 13ton lead keel, and a further 5 tons of
internal ballast. He spent almost a
July/August 1996
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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 consecutive 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.
The 1989 restoration of
TERN IV included refastening
the topsides, drawing all the
keelbolts, installing a new
garboard, new through hulls,
and a new caprail. The
main gaff, mizzenmast and
mizzen boom, and all the
sails were also replaced.
year drawing up the lines and specifications for construction and equipment, working "mostly between five
and eight in the morning."
Philip and Son of Dartmouth,
Devon, took 14 months to build the
yacht, partly because Worth insisted
on rigid adherence to his specifications and the finest materials. And
what materials! The garboards and
broadstrakes were from 2" American
for offshore work. So, he retained
the cutter headsails and added a
small mizzen (mast 6"in diameter!)
aft of the rudderpost. With rollerreefing main and a large suit of sail,
TERN IV could take any weather she
encountered.
The accommodations and deck
layout were to equally high standards,
with space set aside for a 24-hp
Gleniffer paraffin motor—"rather
elm, the remaining planking from
more than we require." The open
1¾" Rangoon teak. At 36" centers,
the double oak frames were spaced
deck layout was easy to work, but
Worth added a small deckhouse,
which enabled him to keep watch
sheltered from the elements if need
be. He even fitted a removable teak
box for his beloved earthenware jars
of salted beef. TERN IV was designed
closer than Lloyd's specifications, the
deck was fashioned from tapered
teak planks. Originally, Worth had
designed TERN IV as a cutter, but the
main boom would have been too long
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•
WoodenBoat 131
to sleep up to five guests, and two
paid hands were accommodated
forward in their own teak-lined
cabin. There were two toilets, a substantial galley forward according to
the custom of the day, and three
sleeping cabins. Mrs. Worth had her
own cabin with a bed 3'6" wide and
an adjoining dressing room. Worth's
cabin was large enough to enable him
to navigate in privacy. The spacious
saloon with its mahogany paneling
boasted a gimbaled table and an
anthracite stove. No expense was
spared to make TERN IV the ultimate
in powerful, seagoing, cruising yachts,
capable of sailing anywhere in the
world. Her equipment reflected her
owner's lifetime of experience in all
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
an evening concert from a portable gramophone set on
the gimbaled cabin table.
But, alas, years of chronic overwork were taking their
toll, and Worth's health was failing. In 1927, his doctor
advised him to give up deepwater sailing and to retire,
thereby depriving Worth of the chance to fulfill his
ultimate ambition—to sail TERN IV across the Atlantic
to the West Indies and back. He retired to a large house
on the banks of the Helford River, Cornwall, where he
contented himself with daysailing and planting hundreds
of fir trees. He died peacefully in June 1936, leaving an
extraordinary legacy of seamanship and cruising lore
behind him.
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,
and the small sloops and cutters immortalized by Harrison
Butler, Maurice Griffiths, and other yacht designers of
the 1920s and 1930s. They, in turn, yielded to the massproduced fleets of today. But, without men like Worth,
small-boat seamanship might well have died just as working sail was soon to vanish from European coasts.
Brian Fagan has sailed in most of Claud Worth's favorite sailing
grounds. He has written several books on cruising under sail, including
two cruising guides to California waters.
Limited-edition prints of the etchings illustrating this article can be
bought direct from the artist. Please contact Christine Thery, Cuinne
Aoibhinn, Carry Dorrigan, Schull, West Cork, Ireland; tel.: +353 28
28747; fax: +353 28 28573.
TERN IV was designed as a gaff cutter,
but with only 1,000 sq ft of mainsail,
the boom ended some distance forward
of the counter. To improve the aesthetics,
a mizzen was added abaft the rudder
head.
weathers. Such was his passion for
detail and efficiency that Worth drew
up detailed specifications for every
item of equipment from the "rustless
steel" mainsheet horse to the gunmetal bilge pump designed for easy
operation, inspection, and unblocking. Such was Worth's confidence in
TERN IV that, no sooner was she
launched than he was sailing across
to Vigo in northern Spain, and back
across the Bay of Biscay.
Unlike her predecessors, TERN IV
has survived. Worth sold her upon his
retirement, but his nephew brought
her back into the family in 1937. After
his death early in World War II, TERN
IV had a varied career in the charter
business and in the hands of various
owners, both British and Portuguese.
She was acquired by British businessman Charles Watson in 1989. He has
restored her to her former glory and
she is moored in Salcombe, but one
estuary west of the Dart where the
Philip and Son yard buildings from
which she was launched in 1923 still
stand.
—BMF
July/August 1996
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73
74
•
WoodenBoat 131
or 25 years, John Lockwood has paddled stitch-and-glue kayaks of his own devising on
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.
F
1 Glue the plywood sheets. First, butt
together two full 4 x 8' sheets and a 53"
piece of 4mm marine-grade plywood,
end to end. Check for flat surfaces, and
lay waxed paper under all the seams.
If your floor or table is uneven, put a
piece of ½" plywood under the seams.
Tack down the plywood with fine
brad nails to prevent shifting. Cut four
3½" x 4' butt strips of plywood from
the same 4mm stock. Smear epoxy
thickened with wood flour (honey
consistency) over the seams and on the
underside of the butt strips. Place the
butt strips over the seams. Put five
stacks of bricks or other suitable
weights on each strip. Let the epoxy
that when assembled, the seams will
align in a neat line around the boat.
The butt plates form a low rib on the
harden overnight.
interior.
On the Plate Offsets, note the elevations given at 1' intervals for each
panel. All the panels are oriented so
Turn the panel over, butt plates
facing down. Snap a chalkline or
draw a baseline near the bottom
edge. Carefully mark
off 1' intervals starting 1" in
from the left edge. Do the same
along the top side of the plywood.
Connect the upper and lower marks,
thus drawing perpendiculars across
the plywood at 1' intervals.
2 Draw the plate shapes. The first
point to plot is the bow tip of the keel
panel. Drive small 1"#18 brad nails
at each of the plot points. Bend a
light wooden batten along the nails.
Use "ducks" or weights to push the
July/August 1996
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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.
3 Make the frames. Plot the points
for each of the temporary frames. Join
the points with a straightedge. The
measurements are width and height
offsets. Cut out the frames.
4 Cut out the cockpit coamings. Cut
the upper cockpit "lip" from 4mm
marine plywood. Mark the inside
edge of the cockpit using the mil-sized
pattern shown in the plans. The
upper coaming is l½" wide, so scribe
the outside edge 1½" from the inside
curve. Extend the curves an additional ¾" at both ends. You will need
the extra length to trim the coamings
to fit at the deck ridge.
76
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WoodenBoat 131
Cut the inner coaming from ¾"thick plywood, ¾" wide. Again, leave
¾" additional length at the ends for
trimming to fit.
5 Make the back straps. From 1/8"
high-density plastic, cut three pieces,
26½ x 6½ ". Trim off the upper cor-
ners. Pad each strap with a 12 x 6½"
piece of closed-cell foam. Machinescrew a padeye to the center seat back.
6 Lay out parts. If you are working
from a kit, lay out the 36 wooden hull
parts, matching the labels. If you are
starting from scratch, organize the
pieces you made in steps 1 through 5.
7 Snap chalklines (kit only). Now,
mark six straight chalklines on the
floor or table. Align each full-length
panel by placing the bow tip on the
chalkline; place a weight on it to hold
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.
8 Glue the panels to full length (kit
only). Each panel consists of three
pieces joined together, with butt
plates glued on the inside. Glue all
the panels for one side, then use them
as patterns for aligning the panels for
the other side.
Put waxed paper on the table under
the joints. Mix epoxy and apply to the
panel pieces and the butt plates. Place
weights on the butt plates, and wipe
off any excess epoxy that squeezes out.
Let harden overnight. When the boat
is done, the joint lines on all the panels will match perfectly, in a fine, neat
line around the hull. The butt plates
will align and form a low internal rib
inside the hull.
10 Drill holes for wire stitches. Stack
the pairs of port and starboard planks
on top of each other. Using a 1/16" bit,
drill a hole every 6" along the upper
edge of each pair of hull planks. Also
drill the keel seam holes on the two
bottom panels. Do not drill the plank
it in place. Butt the middle section
against the bow piece, then add the
edges that will form the sheer—that
seam will be taped, not wired.
A simple jig makes this step a snap.
Take a piece of plywood 6½ x ½" and
drill a hole centered ¼" from each
end. Using the jig, start drilling 1"
from the forward tip of a plank set
and work toward the stern. Lay the
jig's outer line on the edge of the
chalkline. Add a weight. Measure the
panel set, and drill the hole. Don't lift
the bit; just rotate the jig around the
distance from the line to the panel
edge at each butt joint.
bit, realign, and drill, working down
the panel.
stern piece with the tip against the
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77
11 Stitch the keel. Lay out the two
keel planks, butt plates facing up.
Align seams and insert wires from
below (elevating the planks on boxes
makes this easy). Twist the wires by
hand on the inside. At the bow and
stern, where the hull is narrow, tighten
the wires on the outside.
When the entire keel is wired,
insert the three temporary frames and
wire them in place. They will push
down and spread the keel panels.
Tools and Supplies
• Hand saw
• Wood rasp
• Pair of diagonal wire snips
• Pliers
• Small hand or power drill
• Ten 2" C-clamps (20 is better)
• Two quick-grip clamps
• Razor knife
• Hot-melt glue gun and glue sticks
• Sanding block or electric palm
sander
• 1 pint acetone and a scalable glass
jar (to clean tools, not hands)
• Two 2 " natural-bristle brushes
• Ten 2 " disposable foam brushes
• 7 " paint roller and 8+ disposable
1/8" foam covers
• Six disposable paint tray liners
• ¾ " strapping (packaging) tape
• One roll masking tape
• Sandpaper (80-120 grit)
78
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WoodenBoat 131
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
the center seam and use pliers to
tighten all the wires. Drill and wire
planks 3 and 4 the same way as plank
2. Check all seam alignments. Sight
down the bow and stern stems; they
should both be straight.
13 Stitch and glue the frames. Wire
panels 2, 3, and 4 firmly to the temporary frames. Make sure the panels
snug tightly against them. Run a hotmelt glue gun along the frame edges.
• Sabersaw
• Drawing battens
• Six sheets of 4 x 8', 4mm BS-1088
marine-grade Okoume plywood
• Half sheet of ¾" marine-grade
plywood
• 3 gallons epoxy
• 4 cups wood flour
• One plastic squeegee (4 x 6")
• Two plastic dental syringes
• Four pairs disposable latex gloves
• Six 14-oz measuring cups
• Four 4 -oz measuring cups
• Six stirring sticks
• One roll 8 ½-oz, 1½ " x 50 yds
fiberglass tape
• 22 yds x 38 " of 6 oz fiberglass
cloth (flat weave, treated for
use with epoxy)
• 150 yds 20-gauge stovepipe wire
• Seat hardware
• Two 3/8" nylon padeyes
14 Attach spacers. The frames not
only control the sectional shape of
the hull, they also control the amount
of rocker in the keel (crucial in the
performance of a kayak). Screw the
rectangular spacers onto the temporary frames. This makes each frame
the correct height.
Turn the hull upside down, resting
on the spacers, on a level floor. In the
• One bronze boat snap; two ¼-20 x
¾" stainless-steel truss-head
bolts with Nylock center nuts to
match
• Two #8 x ¾" stainless-steel wood
screws
• Two #8-32 x ½ " stainless-steel
flat-head machine screws with
hex nuts
• Three Therm-a-Rest Sport Seats
with Velcro
• ½" closed-cell foam for back strap
pads, 12 x 21"
• Three pairs Keeper's adjustable
footbraces with six stainlesssteel truss-head bolts and
O-ring seals
• High-density seatback plastic,
1/8 x 26 x 19 ½"
• Deck rigging
• Fourteen nylon 3/8" padeyes
• 32 ' UV-resistant shock cord
• Rudder assembly with all lines and
fastenings
tip to stern tip. This creates a "sacrificial" layer of fiberglass to take the
abrasion of beach landings. Let the
epoxy harden overnight.
absence of a flat floor, shim and level
three saw horses; rest a spacer on each.
This is your last chance to make any
adjustments in the planks. All the
plank seams should be smooth and
fair. The boat should not be twisted
or distorted. The bow and stern stems
should be straight.
15 Glue the seams, and saturate the
hull. Don your latex gloves, mix about
16 Spread and trim the cloth. Spread
a layer of 38 "-wide, 6-oz fiberglass
cloth over the entire hull. Align it with
the sheer on one side, and smooth it
out and over the hull. Trim excess
cloth that hangs over the sheer. Allow
2" of cloth to wrap around the bow
and stern stems.
18 Fill-coat the cloth. Roll one or
two more coats of epoxy onto the
cloth to fill the weave. The fill coats
will build up just enough resin so that
you can sand the surface flat later,
without cutting into the glass.
3 oz of epoxy, fill a dental syringe, and
squeeze a fine bead down the outside
seams. In 40 minutes, check your work.
Wipe any drips, and fill any gaps with
epoxy that has been thickened with
wood flour to the consistency of
honey. Let harden overnight.
The next day, snip the wires with
diagonal wire snips. Grab an end with
pliers and lever out the wire. Once all
the wires are out, thicken a small
In our next issue, we'll complete the Osprey's
deck, triple cockpits, and rigging.
John Lockwood is president and designer at
Pygmy Boats. A former computer engineer and
lifelong wilderness buff, he spends his time
(when not at the computer) kayaking or mushroom hunting.
amount of epoxy with wood flour and,
using a syringe, fill any gaps in the
seams. Let harden, then sand all
seams round and smooth.
Using a disposable paint roller
(with 1/8" foam nap), paint a saturation
coat of epoxy over the entire outside
of the boat. Before this first layer has
cured, come back and brush the surface with a dry foam brush. This will
smooth the surface and break any
air bubbles that have been produced
by the foam roller. Let the saturation
coat cure overnight. Make sure that it
has hardened enough to be non-tacky.
17 Laminate the cloth. With the foam
paint roller, paint a coat of epoxy over
the entire hull. Use the roller action
to flatten, smooth, and wet out the
cloth. Then squeegee out any excess
resin. Lightly draw the squeegee
down from the keel, pulling the cloth
flat against the hull. This stage makes
the mahogany shine through and the
fiberglass "disappear."
Now laminate a strip of 1½" 'glass
tape down the entire keel from bow
Freida Fenn works at Pygmy Boats, paddles,
rows, writes about kayaking and parenting,
and sings in the All Mammal Band.
Large-scale plans for the Osprey Triple and the
Golden Eye Single kayaks are available for $75
from The WoodenBoat Store, 800-273-7447.
Large-scale plans and kits for several kayaks
are available from the authors at Pygmy
Sea Kayaks, P.O. Box 1529, Port Townsend,
WA 98368; 360-385-6143. (If you can't
get through to the new 360 area code, dial
the operator for assistance.)
July/August 1996
•
79
Building a SailRig
for Kayaks
or Canoes
Text and photos
by Chris Kulczycki
I
'd been scheming to stick sails on
all manner of narrow hulls since
I was a boy, but it wasn't until I
sailed a kayak with outriggers that the
possibilities became apparent. Here
was a boat that could be a simple daysailer, a seaworthy camp cruiser, or a
fast ultralight multihull. I immediately
started designing my own version. It
would be a self-contained rig that bolts
onto the various kayaks my shop
builds. I wanted to use a sailing kayak
to explore the winding rivers, creeks,
and coves that line Chesapeake Bay.
So, my design had to sail well upwind
and down, and it had to survive the
steep chop that's common here. It had
to be fast, because the Bay is a big
place. It had to be cartoppable and
easy to rig, or, like so many beach cats,
it would rarely be sailed. And it had
to be wooden, simple to build, and (I
hoped) pretty.
The SailRig that I drew turns a
kayak into a craft that's stable, easy
to sail, quite wet, and prone to provoke
joyful hoots from normally reserved
paddlers. It weighs 35 lbs, breaks
down for cartopping, and costs less
than $400 to build (not including the
sail). While the SailRig is designed
primarily for sea kayaks, it can easily
be adapted to canoes and other
skinny craft. The version shown here
is intended for one-person boats
with a loaded displacement of under
275 lbs (including the rig). I also
have designed longer floats, or amas
(shown on the complete plans), to
be used with heavier boats, doubles,
in bigger seas, or by those with a need
for more speed.
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WoodenBoat 131
This SailRig consists of two 8' amas
built from 3mm plywood using the
tortured-plywood technique. These
are held in place by a pair of crossbars, or akas, which are laminated
from spruce or fir strips. The akas fit
into the amas via sockets formed by
two pairs of closely spaced bulkheads.
Brackets cut from aluminum angle
secure the akas to the main hull. An
aluminum tube becomes an unstayed
mast on which a variety of small sails
can be raised. Lateral resistance is
provided by a leeboard shaped from
a 1" fir board; steering is via a normal
kayak rudder. All in all, it's a fairly
simple structure. Here, then, is how
to build your own.
Finding and Selecting Materials
The amas are made from 3mm okoume
plywood. Okoume is a plantationgrown African mahogany that has the
strength and bending qualities required
for tortured-plywood hulls. I'd advise
against using less-expensive types of
plywood; there's simply too much risk
of cracking a hull because of a hidden
void or delamination. The bulkheads
are made from 6mm plywood; this can
be exterior grade.
The strips from which the akas
are laminated can be ripped from a
single clear 10' length of fir or spruce
2 x 10. The leeboard and sheer
clamps are also made from fir or
spruce. Since fir is used in residential
July/August 1996
•
81
construction, it should be easy to find
in most parts of the country. The aka
brackets and leeboard brackets are
cut from common aluminum angle
(or channel section) which can be
purchased from a welding or metal
fabrication shop. While you're at the
metal shop, order the aluminum tube
you'll need for the mast. The stainlesssteel 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 compound. Use only high-quality marine
epoxy;
the plans. Before you begin laying out
the mold, consider that the akas
shown in the plans are designed for
Chesapeake Light Craft's kayaks.
They will fit on many other boats as
well, but it would be prudent to measure your boat and adjust the akas'
curves if necessary. Remember that
when the loaded boat is floating level,
the bottom of the amas should be just
kissing the water.
The aka mold is made on two layers
of ¾" plywood. Cut and screw these
together to make the 18" x 10' base.
Draw the akas full size on the plywood,
use one edge of the jig as a baseline,
and mark it off in 1' intervals. Measure
up from the baseline and drive a brad
Laminating the Akas
Start your project by laminating the
akas. These big, swoopy curves are
impressive to behold, but surprisingly
easy to make. They are laminated over
a simple mold shown on Sheet 2 of
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•
WoodenBoat 131
Laminate the akas on this simple mold. Be sure to spread plenty of glue on the strips.
Leave the akas on the mold for at least
An electric planer makes fast work of
cleaning up the "squeeze-out" (excess
Clamping the strips onto the mold can
be a two-person job.
48 hours; if they are removed too soon,
the epoxy might fail.
at each of the offsets shown on the
plans (or at your adjusted offsets).
Use a batten pressed against the brads
to draw a fair curve connecting the
points. Cut 2 "-thick blocks from a
length of 2 x 4, and screw and glue
them to the base to form the outline
of the bottom edge of the aka. Now
the mold is ready, and the akas can
be laminated.
Rip 16 strips (¼" x 1½" 10') from
your 2 x 10' fir board. Mix up about
a pint of epoxy and thicken it with
wood flour or silica to the consistency
aka. Laminate two additional layers
of wood to the top and bottom of the
forward aka to form the "bulge" at
the leeboard bracket. Shape this
bulge as shown on Sheet 3 of the
plans. Round over the corners of the
akas with a router or plane, but don't
round over the area that will fit into
the ama sockets or the area that rests
on the kayak's deck. Repeat all this to
make the second aka.
Start by cutting four 8" x 8' blanks
on page 81.
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
wood for a few minutes, and then
apply more to any areas that seem
dry. Be sure to spread epoxy on both
sides of the six inner strips. Stack
the strips and wrap the stack in a
length of plastic sheet. Lay the stack
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
blanks mark out a hull panel as shown
on the ama hull layout diagram in the
that they are identical. Use a sabersaw or trim saw to cut about 1/16" out-
glue) on the akas.
plans. Make a mark at each station
(that is, every foot) along the base of
the blank. Measure up with a carpenter's square, and mark the position of the sheer and keel line at each
station. Drive a small brad at each
measurement point. Hold a batten
against the brads and draw a fair
curve connecting the points. Use the
full-sized templates (supplied with the
large-scale plans) to draw the ends of
the panel, or scale them from Sheet 2
Making the Amas
Mark the keel and
sheer on the ama
panels using the
offsets in the plans.
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.
side the pencil line on the "master"
blank. Carefully trim the panels
exactly to the pencil line with a block
plane. While the panels are still
stacked, drill 1/16" holes for the tie
wires, 4" apart and 3/8" from the edge
along the keel line of the panels.
The sheer clamps provide a gluing
surface so that the deck can be easily
joined to the hull. Rip four ½" x ¾ "
x 8' spruce or fir sheer clamps. Glue
them in along the top edge of the
ama hull panels as shown in the plans.
If you're short of clamps, place the
panels back-to-back with waxed paper
between them, and glue on two sheer
clamps at once. Allow the epoxy to
cure overnight before proceeding.
Trim the panels to the pencil line with a block plane; this is far more
accurate than trying to follow the line with a saw.
Joining the Ama Panels
Join the ama panels together using
short lengths of copper wire. Pass
these through the holes you previously drilled, and twist them on the
outside of the hulls. Turn the hulls
over and place temporary "spreader
sticks" in them to spread them to a
maximum beam of 12 ". Using a handsaw, cut bevels in the ends of the sheer
clamps so they meet in a neat point.
An easy way to mark these bevels is to
run a string from the outside corner
of each sheer clamp to the same cor-
ner at the other end of the hull; mark
the sheer clamp along the string.
After cutting the sheer clamps, clamp
or screw them together. Push down
the wires inside the hulls flat against
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WoodenBoat 131
Glue the sheer clamps to the top edges of the panels. Placing the panels back-to-back,
though not done here, will save clamps and ensure that the curves are identical.
Wire the ama panda together with short twists of
copper wire, but don't tighten the wires until you've
spread the hull at the sheer.
Press the wires flat against the plywood, then spread a fillet of
thickened epoxy over the joint.
Lay a strip of fiberglass tape over the fillet and wet out the tape,
with unthickened epoxy. Also, mat all the wood inside the amas.
When the epoxy has hardened, flip the hulls over, snip off the
wires, and 'glass the outside seam.
the wood with a screwdriver point.
Now you're ready to glue the panels
together.
Mix some epoxy and thicken it to
remove any epoxy that's dripped
through, and "round" the joint over.
Cover the outside joint with fiberglass
tape, and saturate it and the entire
the consistency of peanut butter.
Spread a fillet of this along the keel
exterior of the hull with unthickened
epoxy. Allow to cure.
line inside the hulls just covering the
tie wires. Also glue together the sheer
clamp bevels at the bow and stern.
Lay a strip of 3" fiberglass tape over
the still-wet fillet. Saturate the 'glass
tape and all the wood inside the hulls
simply glue together two layers of the
Installing Bulkheads and
Ama Sockets
Pull the amas together to their final
beam of 9¼", and hold them at that
width with a clamp. Mark the positions
snip off the tie wires flush with the
of the deckbeams and bulkheads.
Glue in the deckbeam as shown in the
plans. Make cardboard templates of
the four bulkheads shown on Sheet 2
(page 81) and check their fit. It will
probably take a bit of trimming to
plywood. Sand the outside joint to
adjust the shape of the templates to
with unthickened epoxy. Be careful
to brush out any dry spots or air bubbles under the tape.
When the epoxy inside the hulls
has cured, turn the hulls over and
fit in your amas perfectly. Using the
cardboard templates, cut the bulkheads out from 6mm plywood. Cut the
top and bottom socket pieces from
solid fir, and cut the end piece for the
sockets from 12mm plywood (you can
6mm plywood).
Assembling the sockets and bulkheads is tricky; it's best to join them
temporarily with brads or long staples
and then to clamp or wedge them
into the amas for a trial fit. Because
there are so many parts that must be
perfectly aligned, I recommend that
you also temporarily assemble the
amas and akas to check that everything fits. This is best done on a large,
level floor; but, if necessary, it can be
July/August 1996
•
85
accomplished on a flat lawn or driveway by shimming up the amas to
make everything level.
You'll probably need to plane
down the ends of the akas so they fit
snugly in their sockets. Check that the
amas tilt outward about 6° (see plans
Sheet 1); check also that the distance
between the tips of the port bow and
starboard stern is the same as the
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 bulkheads. Using large fillets of
thickened epoxy, glue the bulkhead/socket units into the hulls.
Allow to cure overnight.
Installing the Decks
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 template 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.
When you're satisfied with the
deck's fit, spread thickened epoxy
on the sheer clamps, deckbeams, and
top of the bulkheads. Hold the deck
down with bronze ring nails or with
(temporary) sheet-metal screws driven
into the sheer clamps every 4".
After the epoxy has cured, trim off
the overhanging lip of the deck. Cut
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
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WoodenBoat 131
Fit the four 6mm
plywood bulkheads into each
hull. It takes some
time to get a nice
fit; the bulkheads
should Jit snugly,
but they should
not deform the
hull skins.
The akas should
fit tightly between
the bulkheads. If
you've planed the
akas, you may
need to adjust
their position.
Check the fit and alignment of the amas, akas, and sockets before gluing the sockets
into place. The small blocks clamped inside the hulls temporarily hold the bulkheads
in place but allow for easy adjustment.
Epoxy fillets permanently join
the bulkheads to the hulls.
Notice that the akas are still
in the sockets to ensure proper
alignment.
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.
The completed aka should look like this—or nicer.
These sheet-metal screws will be removed when the epoxy
cures.
Making and Installing the
Aka Mounts
You'll cut the aluminum leeboard
brackets and aka mounts from 4"
aluminum angle (or channel). Aluminum is soft enough to be cut with
many woodworking tools; a sabersaw,
table saw, or bandsaw fitted with a
non-ferrous metal-cutting blade will
do the job, as will a hacksaw and a bit
of elbow grease. Cut out the aka
mounts shown on Sheet 3 of the
plans, but adjust their "rise" to fit
After cutting the aluminum brackets, clean them up with a
file.
the distance between the bottom
of the akas and your boat's gunwale.
Make additional mounts if you plan
to use the rig on more than one boat.
Drill holes for the U-bolts, and
mount the brackets on the akas.
bow of each ama is about 1" higher
than its stern. Mark and drill the
mounting holes in both the brackets
and in your boat.
Reinforce the mounting area
inside your hull. Glue in either a ½"-
Assemble the amas and akas, then
thick wooden backing plate or three
position the unit on your kayak or
canoe. On kayaks, the after aka should
be just abaft the cockpit coaming. On
canoes, the after aka should be about
layers of fiberglass cloth extending
several inches around the mounting
holes. When the epoxy has cured,
re-drill the mounting holes. Mount
6" behind the solo paddling position.
The akas should be mounted so the
the amas with ¼ " stainless-steel
machine screws, washers, and wing
July/August 1996
•
87
Spend some time shaping your leeboard, and you'll be rewarded with
good windward performance.
Screw and glue the mast partner to the forward
aka.
Here are the completed leeboard and bracket. The small blocks on the aha
mount adjust the mount's rise. Notice that the mounts and brackets have
been painted "carbon-fiber" black.
nuts. Cut off the excess length of the
large part in your boat's performance.
screws.
Making the Leeboard and
Leeboard Bracket
When you're satisfied, coat it with two
layers of unthickened epoxy, then
sand it smooth. Trial-fit the leeboard
Cut the two leeboard brackets from
aluminum angle using the full-sized
drawing on Sheet 3 of the plans. Drill
and check that it swings smoothly.
the mounting holes and pivot holes.
File the outside leeboard pivot hole
square so the lag bolt on which the
leeboard swings can't turn. Bolt the leeboard brackets to the akas.
Cut the leeboard (shown full size
The mast may be bought or made
from 1½" diameter, 6000-series
aluminum tubing. The length of the
on the plans) from a straight ¾"-thick
fir board. Use a plane and sander to
shape the cross-section. It may be
helpful to make a cardboard female
cutout of the foil section to ensure a
symmetrical shape. Spend a little extra
time shaping your leeboard; it plays a
88
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WoodenBoat 131
Mast, Sail, and Rigging
mast is determined by the size sail
you decide to use, but 14' to 16' is
normal.
Cut the tubing to length. If you can
find only 12' lengths of tubing, buy a
section of slightly smaller tubing to
connect two sections or use a wooden
dowel to connect two sections. Make
wooden plugs for the top and bottom
of the mast. These can either be cut
from a piece of dowel or carved from
soft wood. Glue these into place, and
screw in a fairlead at the masthead
for the halyard. Make the maststep
and mast partner using the drawings
on Sheet 3 of the plans. The mast
partner should be made from several
layers of plywood (solid wood might
crack). Screw and glue the mast partner to the forward aka. Drill the mast
hole in the deck; and place, but don't
glue, the maststep in the boat. Insert
the mast. Check the mast's rake and
make certain that it doesn't lean to
port or starboard. Mark the position
of the maststep, and glue it into
place.
Screw the two cleats and the fairleads for the halyard and downhaul
into position on the after face of the
forward aka. Hoist your sail and find
the proper position for the sheet bridle; this can simply be a length of
nylon webbing screwed to the boat's
sheer clamp or gunwales with a small
block tied amidships.
Screw the nylon webbing for the
side-release buckles to the ends of the
akas and just above the aka sockets
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
• ¾" x 8 " x 6' clear fir
• ¼" x 1½" x 170' fir or spruce
(in 10'lengths)
• ½ lb 14-gauge, ¾" bronze ring
nails, or short sheet-metal screws
• 50'of 3" fiberglass tape
• One gallon epoxy resin and
hardener
• Thickening powder for epoxy
• One quart marine varnish and/or
paint
• Four 1" Fastex-type side release
buckles
• Two 4 " plastic cleats
• Three plastic fairleads
• 5/16 x ¾" stainless-steel carriage bolt
• 5/16" wing nut, knob, or adjusting
lever
• Four 1½" inside diameter stainlesssteel U-bolts and nuts
• Eight #10 x 1" oval-head stainlesssteel screws
• Eight #10 finish washers
• Six #10 x 2" machine screws with
nuts, washers, and lock washers
• Small sheet block
• 50' of ¼" Dacron braided line
• 5' of 1" nylon webbing
Materials for the aka laminating jig:
• One 8' 2 x 4
• One 4' x 8' x ¾ " plywood (any grade)
• 3 "screws
• Plastic sheet or plastic painter's
drop cloth
The maststep is the last piece to be installed; check the mast for
rake and plumb (athwartships) before gluing in the step.
on the amas. These buckles prevent
the amas from slipping off the akas.
If your boat doesn't have a rudder,
fit a commercially made sea-kayak
rudder intended for a double kayak.
I'd recommend a sail area of 32-45
disposable brush lightly over the wet
surface; this will pop air bubbles left
by the roller and will smooth out runs.
Some brands of epoxy leave a film,
called amine blush, while curing
sq ft. A fully battened 32-sq-ft sail performs well in about 7 knots to 18
from drying. Allow the epoxy to fully
cure, then wash the surface with soap
and water to remove the blush. Sand
the amas and akas with 120-, through
220-grit sandpaper. Fill any low spots
with epoxy or fairing putty. The best
finish for the amas' decks, the leeboard, and the akas is four to six coats
of marine varnish.
Here are a few SailRig sailing hints:
Short-chord, fully battened sails, such
as BSD sails, stall easily, so telltales
are essential for staying in the groove.
Sea kayak rudders also stall easily;
adjust the leeboard so the boat is well
balanced, and steer gently. Like most
multihulls, the SailRigged kayak tacks
slowly; if the boat won't tack at all, the
leeboard is probably too far down.
Finally, if the lee ama is driven underwater by the force of the wind, reef
down.
knots of wind, but a conventional sail
will need to be larger to provide the
same drive. My favorite sails are sewn
by Mark Balogh of Balogh Sail
Designs (BSD, RR 1 Box 131-C, Red
Oak, VA 23964). Alternatives include
adapting a sail from a racing dinghy,
having one made by a sailmaker, or
sewing your own. Having tried making my own sails, I doubt most of us
could do a satisfactory job unless we
used the services of a kit-sail company
such as Sailrite (305 W. VanBuren St.,
Columbia City, IN 46725).
Because crew weight is such a large
percentage of the boat's total weight,
consider a larger sail if you are heavy
or if you intend to camp out of the boat.
Finishing
Prior to painting or varnishing, apply
two coats of unthickened epoxy to the
outside of the amas and akas. This
will fill the weave of the 'glass tape on
the amas and improve the abrasion
resistance and durability of the wood.
The best tool for this job is a foam
roller. Run the bristle tips of a clean
which prevents varnish and paint
Chris Kulczycki (founder of Chesapeake Light
Craft) designs, builds, and paddles kayaks.
He is also an accomplished big-boat sailor.
Large-scale plans, kits, sails, and masts for the
SailRig are available from Chesapeake Light
Craft, 1805 Charge Ave., Annapolis, MD 21401;
410-267-0137.
July/August 1996
•
89
WOOD TECHNOLOGY
Wooden Boats with Early Warning
Systems
by Richard Jagels
D
uctile is defined by Webster's
Unabridged Dictionary as "can
be stretched, drawn, or hammered
thin without breaking; not brittle,
easily molded, plastic." Metals such as
steel are ductile, and this property is
promoted as an important safety
feature. For instance, if a steel beam
supporting a bridge is overloaded,
the beam will deflect significantly
before collapse—thus giving a warning well before total failure. Materials
which are brittle (non-ductile) fail
catastrophically with a brash break
(sudden failure with a break at right
contain wood with varying moisture
angles to the force) when load limits
contents, from reasonably dry to
are exceeded. If we examine a simple
wooden beam, we see that the tension
terms ductile and plastic, strictly
speaking they are not quite the same.
A material can have great strength
and still have significant ductility
(steel). But materials that lack true
ductility and become less elastic
(stiff) and more plastic generally do
soaking wet. Thus, a traditional
wooden boat needs to be designed
with timbers of a size that will be
sufficiently strong when the boat is
soaking wet. Hence, the boat is heavier than would be the case if one knew
that a low moisture content could be
maintained throughout the service
life of the craft. Of course, as wood
gets wet it swells, and this tightens
up the joints, which in an indirect
way improves strength. And the
added plasticity adds a nice safety
factor in pounding seas—i.e., the
so at the expense of strength. Peanut
wood deforms rather than failing.
brittle is stiff, but fails catastrophically;
whereas taffy is plastic, does not fail
Extra weight in a boat is not necessarily all bad, but it's nice to be able
to design where that extra weight will
go rather than being constrained to
surface of the beam when loaded is
the critical one, and it's this surface
that fails catastrophically in brittle
materials.
Although Webster equates the
catastrophically, but is very weak.
Dry wood is a material which is
very elastic, has a much higher
strength-to-weight ratio than steel,
but is not very ductile. Wood that is
wet or hot becomes more plastic, but
at a great sacrifice of strength. For
example, dry (12% MC) white oak
(Quercus alba) has an average modulus-
Traditional plank-on-frame boats
having extra weight where it's not
needed.
Enter Polymer/Resins
Certain polymer/resin combinations
have greater ductility than wood. For
instance, 'glass fibers imbedded in
polyester or epoxy resin have ductility
several orders of magnitude greater
than that of dry wood. If polymer/
resin layers are added to the tension
surface of a wood beam, both the ductility and the static strength of the dry
wood beam are significantly improved.
This technology, of course, is the
basis for the cold-molded hull.
Because forces are applied to both
the inside and the outside of a hull,
both surfaces can be alternately
under tension loads. Therefore, the
polymer/resin layer must be applied
to both the inner and outer surfaces.
Sometimes boatbuilders think they
can get away with only 'glassing the
outside of the hull, but this creates an
unbalanced skin, and in a pounding
sea or collision with a dock or rock,
of-rupture value of 15,200 psi, while
green white oak (30% or greater M C )
has a modulus-of-rupture of only
6,000 psi—less than half the strength
of dry wood.
July/August 1996
•
91
WOOD TECHNOLOGY
can cause tension failure on the inside
of the hull.
they should be dense, stable, and
decay- and marine borer-resistant.
Very few, if any, woods meet all of
Although "glass/epoxy combinations are more "ductile" than wood,
they are also more brittle. I use the
word ductile in quotes because it
is actually more a combination of
"brittle and plastic" (from the two
different components) than the true
ductility seen in steel, which has stiffness but can be pounded into a new
shape. Pounding on 'glass/epoxy
surfaces does not make the new shape
ductile, but, rather, yields brittle
failure. In fact, under pounding
(impact) loads, wood proves to be
more "ductile" than most polymer/
resin combinations—the reverse of
the situation with static loads.
So What?
Taking into consideration the above
material properties, the ideal monocoque hull design might be a five-
layer system with a lightweight wood
core (cedar, for example) sandwiched
between thin polymer/resin layers,
and this, in turn, sheathed with moderately dense, dimensionally stable,
decay-resistant wood outer layers.
these requirements. But chemical
and physical treatments of the wood
can provide these properties. Such
treatments are currently available
but expensive. However, since only a
relatively thin skin of this modified
wood is needed, the added cost for
the entire boat might be only a small
percentage. Currently, a version of
the above illustrated construction is
being tested for small bridges and
wharf decks in Maine.*
Since the structures are only
This wood composite would retain
the aesthetics of wood as well as the
superior strength/weight ratio of
wood versus steel. It gains some of
the ductile properties of steel without sacrificing the superior elastic
properties of wood.
Since the outer layers of wood will
be exposed to abrasion, moisture,
marine borers, and decay fungi,
loaded from one direction, the beams
are asymmetrical. But, the success or
failure of these prototypes may provide useful insight for future boatbuilding methods.
Richard Jagels is professor afforest biology at
the University of Maine, Orono. Please send
correspondence for Dr. Jagels to the care of
WoodenBoat.
* Research being conducted under the
direction of Habib Dagher, Associate
Professor, Dept, of Civil Engineering,
University of Maine, Orono, ME 04469.
This is your invitation to participate in the WOOD Regatta in 1996
Join this incredible event—bring your favorite wooden one-design to Connecticut for an eventfilled and exciting day of racing. Although not a "part" of the WoodenBoat Show, the WOOD
Regatta is held during the same weekend and Niantic is a mere half-hour from Mystic. Make your
plans now to participate in the best day of racing in 1996!
Saturday, June 28
David G. Dickerson (Niantic Bay Yacht Club)
P.O. Box 59 • Waterford, CT 06385
Tel.(days) 860-444-4395; (evenings) 860-442-3036
Sponsored by WoodenBoat
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 followevents. 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,
(508) 758-4488.
Wooden Yacht Racing Association (WYRA), Frank
Schattauer, 6010 Seaview Ave. NW, Seattle, WA
98107, (206)783-2400
July 6
Sponsored by:
Ed Clark Race (WA)
Vernon Velez, The Center for Wooden Boats, (206) 385BOAT.
August 22
Vancouver Wooden Boat Show
Regatta (BC)
Jan Bellamy, (604) 688-9622 or Bruce McDougall, (604)
684-2628.'
September 1
VREB Classic (BC)
Terry Moore, (604) 381-3185.
July 26-27
Emperor's Cup (MA)
Gary Gregory, (617) 577-8222 or Kim Falcey, (617) 6390029.
October 5
August 3
Alexander Bishop Regatta (WA)
ERR (ME)
Tom Dyer, (206)285-1706.
Taylor Alien, Rockport Marine, (207)236-9651.
SAN FRANCISCO BAY
August 18
Master Mariners Benevolent Association, Craig
Opera House Cup (MA)
Swayne, P.O. Box 470490, San Francisco, CA
94147-0490
Chick Walsh, (508) 228-2121 or (508) 228-2955.
August 31-September 2
August 30-September 1
Chickenship Regatta
Classic Yacht Regatta (RI)
Museum of Yachting, (401) 847-1018.
SOUTH COAST
Ancient Mariners Sailing Society, Doug Jones,
P.O. Box 6484, San Diego, CA 92166, (619) 2220865
September 13-15
Governor's Cup (CT)
John Senning, (860) 767-2618.
September 6
September 20-21
Petticoat Race
Mayor's Cup (NY)
September 7
David Rosenstock, South Street Seaport Museum, (212)
Ironman Race
748-8600, ext. 738.
September 28
October 4-6
Dana Cup Regatta
December 7
Race Rock Regatta (CT)
Jim Cassidy, (800) 959-3047
Half Pint O' Rum Race
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 ondeck 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 heavyduty 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 instructions, you craft the handle, Grafting a beautiful, 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
filled with vaseline, grease, even peanut
butter, to determine the bottom's surface.
Complete Sounder: (line, lead, bag)
#690-002 Ship Wt. 5 lbs $52.00
Sounder Only:
#690-003 Ship Wt. 3 ½ lbs $34.00
Matted Prints
Meticulously drawn by Kathy Bray, these
classic images are carefully printed in full
color. 16 x 20" including mat.
Rozinante, Concordia Yawl,
Herreshoff 12 ½, Catboat, (specify image)
#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
Posters
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
variety of shapes to match your work. Kit: includes large & small handle, four blades
( #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
Extra Blades: (specify #) $7.95 Extra Handles: (Specify size) Ship Wt. O lbs $7.95
To Order Call Toil-Free
1-800-273-SHIP (7447)
Write: The WoodenBoat Store
PO Box 78, Brooklin, Maine 04616
24-Hour Fax: 207-359-8920
Email: [email protected]
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
first in The WoodenBoat Series. Each book in this series
will be a stand-alone
volume on the given
topic, bringing together
the best of 20+ years of
WoodenBoat.
146 pp., illus., Softcover
#325-101
Ship Wt 1 ½ lbs
$22.95
Forty
Wooden
Boats
by the Editors of WoodenBoat
Our study plans catalogs are best-sellers because they allow you to compare and
contrast a variety of designs and building techniques along with providing vital
statistics. Information includes beam, length, sail area, suggested engine, alternative
construction methods, skill level needed (ranked by beginner, intermediate or
advanced builder), level of detail provided in each plan, plus thought-provoking
commentary. These are the newest designs added to WoodenBoat's collection since
the publication of Fifty Wooden Boats and Thirty Wooden Boats.
96 pp., illus., Softcover #325-062 Ship Wt. 1 lb $12.95
The WoodenBoat Series
10 Wooden Boats You
Can Build
For Sail, Power, Oar and Paddle
Series Editor, Peter H. Spectre
Ten articles from past issues of WoodenBoat magazine are offered to help you
examine a variety of designs and several construction techniques. Follow the
building process with step-by-step instructions for: a Herreshoff daysailer, a
stitch & glue kayak, a lapstrake plywood runabout, a flat-bottomed skiff, a
Norwegian pram, a strip-built double paddle canoe, a cold-molded dinghy, a
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191 pp., illus., Softcover #325-102 Ship Wt. 2½ lbs $24.95
To Order: Use the handy order form in this magazine or contact:
The WoodenBoat Store, PO Box 78, Brooklin, Maine 04616
Internet: http://www.woodenboat.com
24-Hour Fax: 207-359-8920 • EMAIL: [email protected]
To actually talk with us, please call Mon-Fri 8am-6pm EST
Toil-Free 1-800-273-SHIP (7447) in U.S. and Canada
The Versa-Vise
Reviewed by Harry Bryan
W
hen listing basic woodworking tools, it is easy to
overlook vises, the clamping devices that hold
workpieces stationary at the bench. But vises are so
fundamental to woodworking that it is hardly an exaggeration to say we could not get along without one. This
being the case, it is surprising how few basic designs are
available.
Other than a small, light, vacuum-mounted device
meant for apartment dwellers, my favorite tool catalog
offers only one vise configuration: the front-mounted
version whose upper edge is level with the bench top.
There are kits available for the end-mounted equivalent
of this vise, but these, too, are level with the bench surface.
For holding a board on edge while jointing, or for
clamping a board flat on the bench surface between vise
and bench stop, it is hard to beat the front-mounted vise;
but, for sawing, carving, filing, drilling, assembling, and
almost all other operations, a vise mounted above the
bench in the manner of a machinist's vise is superior.
With the front-mounted vise, the bench top must be
low enough so one can lean over it to bear down on a
plane or swing a mallet comfortably while mortising heavy
stock, but this puts more delicate operations too far from
the eye. Sawing small pieces is a particularly awkward
operation in the common bench vise. Thus, if I were told
I could have only one vise, I would choose one mounted
above the bench surface.
As noted before, however, there is little available in this
configuration. Enter the Versa-Vise, made by Gaydash
Industries of Uniontown, Ohio. I bought one of these
tools 25 years ago, and it has been a cornerstone of my
woodworking ever since. I bought two more for my kids
hammer. It will, however, grip a hardwood 4 x 4 while
you chop out a mortise, or hold a violin bridge for delicate
shaping with jeweler's files. Its jaws are machined smooth
and have enough area so padding is not necessary. There
is metal where metal is needed, and none where it is not
needed. The result is the look of an engine part from
the Herreshoff machine shop, where it is hard to separate
aesthetic design from function.
Two major features stand above the many niceties of
this tool. The first is that it rotates on its base. Other vises
do this, too, but the Versa-Vise automatically locks itself
in position when the jaws clamp the work. While shaping
a piece, you can reach down, slack the screw a bit (not
enough for the work to move in the jaws), rotate the vise,
and re-tighten. I do this often, without thinking, to bring
the object to a better position for ease of working or
better light. The second unique feature is the option of
lifting the vise from its base (it is not fastened, but merely
sits on a 1 ½ "-diameter stud) and laying it flat on its side
using a second mounting hole. In this position, boards are
when they were only 10 years old because I was afraid the
company might go out of business. Then I bought 10 more
and sold them to my friends.
What makes this vise so good? In a word: design. This
easily held on their edges along the bench, and you can
even grab the edge of a full sheet of plywood and hold it
vertical while it rests on the shop floor.
is not a heavy tool for muckling on to large pieces of
structural steel or standing up to the blows of a 2-lb
An optional tilt adapter allows the vise to rotate in a
vertical plane, a feature very useful for carving. Having
July/August 1996
•
97
WOODENBOAT REVIEW
a second base lets you mount the vise on a saw horse when
working away from the bench. Another useful option is
a base that can be lowered flush with the bench top.
So much for the good news. This is truly a great design,
but design is not everything, and this tool is typical of so
many others on the market today. It is what I call a kit: All
the parts are there, yet it does not necessarily function well
when delivered. Each year, many manufacturers deliver a
little less quality than they did the year before. Subtle
things are left out, usually in the finishing stages. Castings
of hand planes have coarse grinding marks left in; lead
screw threads of augers are too rough to pull the bit into
the work; wood handles have finishes that a craftsman
using them would be embarrassed to put on his own work;
some tools are so bad they hardly function at all.
The Versa-Vise manufacturer has not been immune
to this disease of letting an otherwise excellent product
slip onto the market in less-than-desirable functional
configuration and unsatisfactorily finished for want of
more care in the last stages of construction. The principal
problem with this tool is that the friction that stops the vise
from swiveling when the jaws are tightened is too weak.
Since this is the feature that makes the vise so useful, it
is a pretty serious problem. I have had the opportunity
to test the holding power of 15 of these vises: my 25year-old model, made by an earlier manufacturer; the 12
I purchased about 10 years ago; plus one last year, and
the 1996 model I received from the manufacturer for
this review. The only vise with acceptable holding power
was the one manufactured 25 years ago.
In order to measure the problem to be sure I wasn't being
overly critical, I tested each vise by clamping in it a piece
of wood extending out 1' from the center of rotation. I
applied a 20-lb clamping pressure—measured by a spring
scale—to the handle. I then pulled on the end of the piece
of wood, tangent to the circle of vise rotation, using the
same spring scale applied to the piece of wood clamped in
the jaws. The force applied before the vise started to move
I called the "rotation resistance." The original vise had a
resistance of 16 lbs, while the newer tools were close to
each other, averaging about 5 lbs. To put this difference in
Tuning the Versa-Vise
Put a little oil on anything that
moves against something else. This
should include the screw threads, the
top of the movable jaw casting where
it extends through the body of the
vise, and the bottom of this casting
where it rubs on the adjusting screw
of the lock lever.
Keep the base stud and the inside
areas of the vise contacted by this stud
free of any form of lubrication.
The stud of the vise's base and the
bore in the vise where the stud fits
need to be smoothed so more metalto-metal contact is achieved; the resultant increase of friction will improve
the vise's rotation resistance. Use a
2 "-wide strip of fine emery cloth to
98
•
WoodenBoat 131
practical terms: If you clamp a 2 x 4 in the vise and attempt
to saw through it 6" from the jaws, the older vise will hold,
while the newer ones will rotate and bind the saw.
WoodenBoat School bought six of these vises on my
recommendation; within three years, all were sold or
given away because students and staff were disappointed
in their performance. There are a few other things which
are not as well done on the new vises as on the old ones,
and while these are not nearly as important as the lack
of resistance to rotation, they are indicators of the attitude that caused the major problem. First, the original
vises had a round knob on the ends of the screw handle;
the new tools instead have a squashed-flat portion at the
end which is not as comfortable in the hand. Second, the
clamp screw nut, a prominent feature on the side of the
vise, used to have a nice finish, as it was faced with a lathe
tool. The 1996 model features plated hacksaw marks.
Third, on this newest vise, one of the machined surfaces
that guide the movable jaw was ground to an unacceptably large clearance. Fourth, the circlip holding the screw
in the movable jaw has a smaller outside diameter than
in the original. This is not a problem unless you need to
replace the screw. (A nice feature offered by the manufacturer is replacement parts and instructions for their
installation.) When I tried to remove the screw, the circlip expanded, jammed, and made removal very difficult.
Should you buy a Versa-Vise? Unless you are willing to
put in an hour and a half or so of fitting time, as explained
in the Sidebar, I will have to say no. But that bothers me,
because I really believe a woodworker is missing something by not owning this tool. So I will end this with a plea
to Gaydash Industries: Please take the time necessary to
correct the several small things that have begun to lower
the quality of your product. Do this, and your customers
will sell your vises for you.
The price of the basic Vena-Vise is $91.95, plus S & H. Accessories,
such as a clamp-on base and special tilt adapter, are available. Order
from Gaydash Industries, 3640 Tabs Dr., Uniontown, OH 44685;
tel. 216-896-4811; fax 216-896-0338.
Harry Bryan designs and builds boats in St. George, New Brunswick.
He also teaches at WoodenBoat School.
clean up the stud; simply pull the
cloth back and forth around the stud.
By the careful application of a
large half-round file, you can also
increase the area of contact of the
lock lever that presses against the base
stud. Blacken the contact surface of
the lock lever with a felt-tipped
marker; this way, when you set the vise
on its stud and lightly tighten the
screw and then rotate the vise, the
black marking will be rubbed off
where you need to file. Aim for a contact area of at least ¼ x ½ ".
Now, smear a bit of valve grinding
compound (available from your auto
supply store) on the base stud, and
work the vise around and around
while lightly tightening and loosening the screw. Repeat the application
of the grinding compound a couple
more times, then wipe away all traces
of it.
The small bit of filing you did on
the lock lever will cause the jaws to
go out of alignment. (The movable
jaw will probably be low.) Tighten the
set-screw under the lock lever to bring
the jaws even with each other. The literature that comes with the vise says
that this screw will vary the pressure.
In fact, this has no effect on clamping pressure or resistance to rotation;
its sole function is jaw alignment.
You should not have had to do the
above work, but the result is that you
have ready for a lifetime of use the
best all-around woodworking vise I
know of.
—HB
WOODENBOAT REVIEW
The 3M
Marine Hookit
Fairing Board
System
Reviewed by Greg Rossel
W
hen fairing a hull, nothing works quite as well
(or offers as much opportunity for mettle-testing
calisthenics) as the good, old-fashioned longboard. This
humble device is usually a homemade affair consisting
of a long section of board or plywood of desired flexibility and length with handles affixed on either end.
The sandpaper is attached to the bottom with either
some adhesive goop or mechanical fastenings. Used
with finesse, this unit can fine-tune and join a hull to
a bottle-like smoothness.
All that being said, the garden-variety sanding board
is not perfect. Often a quick-and-dirty contraption
whipped up for the occasion, it is frequently heavy, with
uncomfortable handles. One begins to tire of using it
after only a few hours. And then, there's the matter of
the sandpaper.
Keeping the paper in place is always problematic. If
pressure-sensitive paper is used, there is the issue of dust
contamination on the surface of the block inhibiting
adhesion and loosening the bond. If you use standard
paper and cement, you run the risk of the paper becoming
so vulcanized to the block that only a trained baby ape could
pull it loose, discouraging the operator from changing the
paper as often as should be done. Some builders adhere
to the theory that only mechanical fastenings will do the
trick. They will judiciously anchor the paper by placing
staples below the surface of the grit and set vigorously to
work, only to belatedly discover that after using the board
for a bit, a fastening had backed out enough to turn the
board into an etching machine and the hull into modern
art.
Is there another way? Recently, faced with the prospect
of fairing the hull of a sharpie I was building, I used a
pair of store-bought Hookit fairing boards made by 3M—
one being flexible, the other rigid. The boards were
unusual in a number of respects. Made of a composite
material, they were relatively light: the flexible model
scaled in at about a pound, sans sandpaper; the rigid one
weighed 25 ounces. The flexible board had two doorknobshaped handles, whereas the rigid one had a grabrail
affair. Most remarkable, to me, was the hook-and-loopfaced base of the board that allowed for easy changing
of sandpaper. What a concept! But would it work?
I placed a sheet of sandpaper (which also has the same
kind of backing) onto the board and patted it into place.
It seemed snug. Then, grabbing the edge of the sheet, I
gave it a tug. After a moment's hesitation, it broke free with
that familiar Velcro-ripping sound. To replace it, all that
was needed was to pat it back into place. The hook-andloop system worked surprising well. At no time during the
fairing of the hull did the paper show signs of wanting to
lift from the board. Yet, it was an easy matter to change
sheets.
All in all, I found that the boards did a good job and
were relatively comfortable to use, especially compared
to the Paleozoic model I usually drive. I did, however,
need to sand down the molded ridges in the handles to
avoid wear and tear to the hands. The comparative lightness of the tools was appreciated—especially on vertical
surfaces; the ability to swap sanding sheets quickly was
great! This quick-change convenience does come at a
price, however. The standard Resin Bond 40-grit sheet
(4 x 30") costs about $3—similar to the price of a sanding
belt. But given the time savings, no need for adhesive,
and not having to keep a baby ape around, it probably
isn't too bad of a deal.
Sounds like a good idea, but you already have all the
boards you need? Try customizing your homemade boards
by gluing on hook facing material. It comes in 12' rolls.
3M indicates it is easily installed by preparing the surface
by cleaning and abrading with sandpaper, then cementing
it with their General Trim Adhesive or a good-quality
aerosol contact cement The sandpaper comes in a standard
30" length that could be cut or added to as need arises.
Progress marches on!
Hookit Fairing Board dimensions are 4 x 30". Price of the boards at
local discount store is $39.41, 3M list is $49.26. Resin Bond Aluminum
Oxide sandpaper is available for dry-sanding; it comes in grades 24E
through WOE. "Gold Film"-backed sheets are for damp-sanding; they
come in grades P120 through P500. Sandpaper is available in 4 x 30"
size. Hook facing material for converting existing boards comes in 4" x 12'
rolls. For information, call 3M Marine Trades, 3M Center, Building
250-1-02, St. Paul, MN 55144-1000; 612-737-4171.
Greg Rossel, an instructor at WoodenBoat School, builds and repairs
boats in Troy, Maine.
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.
O
n the first day of my first job in publishing—it was at
a naval professional-society's press—the managing
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WoodenBoat 131
lumber harvesting, bronze casting, repair, rigging, and seamanship.
Robert Darr/Simon Watts
The Arques School
P.O. Box 2010, Sausalito, CA 94966
Tel. & Fax (415) 331-7134
e-mail: [email protected]
For details on our program see our Web page at:
http://www.arqueschl.org/
WOODENBOAT REVIEW
editor sent me down to the art department to gain an
appreciation of how books were designed and to learn
the basic elements of typography.
"Art department!" "Book design!" "Typography!" I was
astounded. During all those years with my nose in books,
I had only paid attention to the words, not their physical
representations. It had never occurred to me that the
shape of the letter "A," for example, differed from one
types of traditional boats, but not many. Howard Chapelle
had done the best he could do and then some; Marion
Brewington had stuck his oar in; John Gardner was getting
revved up. The real work, however, was yet to come. Our
great good fortune, even though most of the pioneers
are now dead, is that it continues to this day. The new
edition of Tidecraft, by William C. Fleetwood, Jr., is a case
book to another, that the choice of which shape to be
Tidecraft is a big, thick book about a short stretch of
coast, from South Carolina to northeastern Florida. In
my atlas it doesn't look like much, but in reality it is a
tangle of islands, inlets, rivers, creeks, backwaters, and
marshes. It is tidewater territory, the product of low-lying
terrain, the sort of region that in the old days, in the
absence of roads and bridges, required watercraft for
work and basic transportation, or it could never have
been settled.
There are many definitions of the term "traditional boat,"
but the classical one is that a boat is traditional if it was
designed and built for a particular purpose in a particular
location, and if it evolved over time as its purpose evolved.
Using that definition, the coastline described in Tidecraft
is traditional-boat heaven; for several centuries it was
rotten with craft peculiar to the territory, that were never
static, that were always developing to meet the need of
the moment.
There was a time when everyone who lived on the
southeast coast knew all about these boats, because they
were common, everyday appliances. They were used for
used was made consciously, and that the designer, who
claimed to be an artist, had very good reasons for it. What
a revelation! There were types of type!
And just about the time I had stumbled across that
evidence of diversity, I discovered as well that there were
different types of boats. It was an interesting year.
Don't get me wrong. I was dumb, but not that dumb.
All along I had known there were rowboats and sailboats
and powerboats, and that among those types there were
subtypes. But having grown up in a small corner of
New England, I had had no idea that a flat-bottomed skiff
in, say, Harwich, Massachusetts, differed from one on
the Sassafras River of the Eastern Shore of Maryland. I
had to move to the Chesapeake Bay for my first job in
publishing to find that out.
I never did get much interested in the differences
between Helvetica Light and Caslon Old Style, but the
differences among the types of traditional small craft—
now there was something I could get enthusiastic about.
I soon discovered that there were books on types and sub-
in point.
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July/August 1996
•
101
WOODENBOAT REVIEW
or
CLASSIC
or
CONTEMPORARY
We provide insurance specifically
tailored to your unique needs
and at reasonable premiums
102
•
transportation, commerce, fishing, and pleasure. But, as
in every other region in the country, the construction of
an all-encompassing network of roads and bridges in the
1930s, '40s, and '50s eventually put them out of business.
As this book shows, boats that had evolved over several
centuries took only a few decades to die. By the time the
author of Tidecraft and his research associates came on
the scene in the early 1970s, little physical evidence of the
boats remained; there were few old-timers left who could
remember them.
No maritime historian had preceded the author; the
work was done from scratch. "In a place where it is hard
to go five miles without crossing water," he writes, "there
was not a trace of a maritime past!"
It is therefore a tribute to the author and those who
worked with him that so much has been learned about
these boats: dugouts, periaguas, coastal trading sloops
and schooners, galleys, pole boats, steamboats, bateaux,
Trus-me-Gawds—has there ever been a more descriptive
name for a small-boat type?—duckboats, built-up log
canoes, flats, sandbaggers, and many, many more. Much
of the research was of the scholarly sort, done in archives,
manuscript collections, historical works, and libraries, but
plenty came from interviews in the field, the examination
of still-existing craft, and archaeological evidence. Like
so much in the maritime field, it was done less for work,
more for the pleasure of making apparent a past that had
become opaque.
Generally, narrow, regional, historical works make
difficult going for the reader with no connection to the
place. That's because the details get in the way of the
grand sweep; the descriptions of what things are gets
in the way of what they mean. This book, however, will hold
the attention of anyone with an interest in maritime
history as it applies to traditional watercraft. We learn a
great deal about the boats, yes, but we also learn about
the culture that produced them. This is an aspect where
even the mentor to all traditional-boat historians,
Howard Chapelle, fell down; he described the boats in
excruciating detail but seldom had much to say about the
people who used them. A Chapelle book on traditional
watercraft is a reference volume; Tidecraft is that, and an
entertaining, informative read as well. Here's a sample:
1-800-959-3047
It is doubtful if any dugouts such as the old plantation boats
were built after the [Civil] war, though some earlier boats
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
water indefinitely without damage and needed little, if any,
maintenance.
Post Office Box 188
Mystic, Connecticut 06355
Tidecraft is nicely laid out and admirably illustrated
with sketches, maps, plans, and photographs. Some of
WoodenBoat 131
WOODENBOAT REVIEW
the illustrations are a bit muddy, but that problem most
likely comes from the quality of the originals, not from
their reproduction. Usually I don't like sidebars in books—
text boxes that amplify subjects—because they tend to
break up the flow of the narrative. There are many in
this book, yet they work well because they are more like
mini-chapters than "by-the-ways" or asides. You can skip
these sidebars if you wish, and later come back and read
them as stand-alones.
The scholars among us will be happy to find two
elements in this book too often left out of regional watercraft history books, Chapelle's especially: chapter-bychapter notes (in the back, so as not to inconvenience
the non-researching reader), and a serious—and I mean
serious—bibliography.
Tidecraft is a model work on the history of traditional
watercraft in a particular region. Others who are working
in this Field, including individuals, museums, and
historical societies, would do well to examine it carefully.
This, after all, is how our favorite boat types are preserved.
Someone with grit puts down on paper everything there
is to know about a region's boats and disseminates the
information widely. Others catch the enthusiasm. A bateau
is built here, a Trus-me-Gawd there, and before you know
it, dead boat types are alive again.
Peter H. Spectre is a contributing editor to WoodenBoat.
BOOKS RECEIVED
*Sailing on a Modest Income, introduced, compiled, and
edited by Maurice Griffiths. Waterside Publications,
P.O. Box 1992, Falmouth, Cornwall TRIO 8BE, England.
176 pp, £16.95. A collection of articles from the British
magazine Yacht Sales & Charters, 1925-27; cruising stories,
practical information, boat plans, lovely pen-and-ink
sketches; a first-rate experience.
Cruising Yachts, Design and Performance, by T. Harrison
Butler. Excellent Press, London, England; available in
the U.S. from The Armchair Sailor, 543 Thames St.,
Newport, RI 02840. 200 pp, $39.95. Fourth edition, with
new plans and photographs, of one of the clearest texts
on how to design a sailing yacht; includes biographical
sketch of the author.
Complete Guide to Anchoring and Line Handling, by David
G. Brown. Hearst Marine Books, 1350 Avenue of the
Americas, New York, NY 10019. 131 pp, $15.00. The basics,
but far from "complete."
Up River: The Story of a Maine Fishing Community, by Olive
Pierce. University Press of New England, 23 South Main
St., Hanover, NH 03755. 236 pp, $19.95. A collection of
photographs depicting two fishing families living and
working out of Muscongus Bay, mid-coast Maine.
George Washington's Schooners, by Chester G. Hearn. Naval
Institute Press, Annapolis, MD 21402. 285 pp, $36.95.
The history of Washington's cruisers, the first formal
American naval force, a flotilla of eight small schooners
used for harassing the British fleet in 1775.
We sell Excitement!
Nothing compares with the sight and sound of a
restored classic boat roaring by, the sun highlighting
the beautiful varnished mahogany wood.
Since 1984, we've been photographing mahogany
power boats to feature in color in Classic Boating
magazine. If you enjoy classic wood Chris-Crafts,
Gar Woods, Hackers and the many other runabouts
and yachts, you'll thoroughly enjoy Classic Boating
magazine. Subscribe today and enjoy the excitement
of classic wood power boats.
Call 1-800-346-0085 Extension 477 (A subscription service firm)
$24. per year (6 issues)
Outside of the U.S.:
$32 (U.S. funds)
Try a sample issue
for $6.25 U.S. funds
in the U.S. and Canada,
$9 U.S. overseas
280-DA Lac La Belle Dr. Oconomowoc, WI 53066
DREAMS
AND
WOODEN
BOATS
GRAFTED
HERE.
FREE CATALOG detailing our six month
traditional boatbuilding program.
Northwest School of Wooden Boatbuilding
251 Otto Street, Port Townsend, WA 98368
Ph. 360/385-4948 E-mail [email protected]
Web Site http://www.olympus.net/woodboat/
July/August 1996
•
103
WOODENBOAT REVIEW
HOW TO
REACH US
TO PLACE AN ORDER:
To order back issues, books, plans, model kits, clothing,
subscriptions (new, renewal, gift), or our catalog, call
The WoodenBoat Store Toll-Free Monday through Friday,
8 a.m.—6 p.m. EST:
1-800-273-SHIP (7447) (U.S. & CANADA)
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TO CALL OUR EDITORIAL,
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207-359-4651; FAX 207-359-8920
TO WRITE:
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OVERSEAS SUBSCRIPTION OFFICES:
AUSTRALIA & NEW ZEALAND:
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Australia
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Telephone: (02) 439 1133
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104
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WoodenBoat 131
One year f 75.00
Two years f 135.00
Three years f 195.00
One year DM 67.50
Two years DM 120.00
Three years DM 175.00
Modeling the Lightship PORTSMOUTH, by George H. Pyles.
Phoenix Publications, P.O. Box 128, Cedarburg, WI 53012.
34 pp, $17.95. Step-by-step instructions and fold-out plans
at ¼" = 1' for Lightship #101, which served in various
mid-Atlantic Coast stations and is now preserved in
Virginia.
Sweet Water, by Arthur Ransome. David R. Godine,
Publisher, Box 9103, Lincoln, MA 01773. 376 pp, $14.95.
The eighth book in the beloved Swallows and Amazons
series; adventuresome youngsters in small boats having
adventures.
Donald McKay and His Famous Sailing Ships, by Richard
C. McKay. Dover Publications, 31 East 2nd St., Mineola,
NY 11501. 395 pp, $13.95. Reprint of the 1928 book Some
Famous Sailing Ships and Their Builder Donald McKay, the
history of the evolution of the clipper ship, with McKay
as the hero.
Sail Better, by Roger Marshall. St. Martin's Griffin, 175
Fifth Ave., New York, NY 10010. 198 pp, $14.95. Tips, techniques, advice, and admonitions for daysailors, cruisers,
and racers; much worthwhile information.
The Gull's Way, by Dennis Puleston. Vantage Press, 516
West 34th St., New York, NY 10001. 229 pp, $12.95.
Memoirs of a gentleman who has voyaged the seven seas
and then some in a variety of craft, from cruising boats
to naval vessels.
Anchors: Selection and Use, by Robert A. Smith. Robert A.
Smith, 1825 N.E. Fremont St., Portland, OR 97212. 88 pp,
$11.95. In this revised third edition, a naval architect and
marine engineer reports on his engineering analysis of
the various types of anchor and ground tackle, and makes
recommendations based on hard data.
*Capt. Nat Herreshoff, by L. Francis Herreshoff. Sheridan
House, 145 Palisade St., Dobbs Ferry, NY 10522. 349 pp,
$24.95. Reprint of a biography of the father, one of
America's greatest naval architects, by his son, no slouch in
that department, either; on the near edge of hagiography.
By Way of the Wind, by Jim Moore. Sheridan House, 145
Palisade St., Dobbs Ferry, NY 10522. 215 pp, $14.95. The
story of a four-year circumnavigation, westabout via the
Panama Canal in a 36' sloop by man and wife.
Seagulls in My Shop, by Tristan Jones. Sheridan House,
145 Palisade St., Dobbs Ferry, NY 10522. 297 pp, $14.95.
More cruising adventures by one of this era's most prolific
writers in the genre.
Cruising Guide to Maine—Volume II—Rockport to Eastport,
by Don Johnson. Westcott Cove Publishing Co., P.O. Box
130, Stamford, CT 06904. 224 pp, two foldout charts,
$34.95. Newly revised second edition; lots of chart sections, lots of recommended anchorages, thorough commentary, written by someone who actually sailed the routes;
excellent.
Circumnavigation: Sail the Trade Winds, by Sue Moesly.
Vol. I, Fort Lauderdale to Fiji (303 pp, $19.95); Vol. II,
Vanuatu to Florida (287 pp, $19.95). Westcott Cove
Publishing Co., P.O. Box 130, Stamford, CT 06904.
Combination cruising story/cruising guide, with many
sketch charts and much practical advice.
WOODENBOAT REVIEW
The Last Mutiny, by Bill Collett. W.W. Norton, 500 Fifth
Ave., New York, NY 10110. 294 pp, $23. William Bligh,
retired, remembers; a novel related as if it were autobiography.
Good Wood Routers, by Albert Jackson and David Day.
Better Way Books, 1507 Dana Ave., Cincinnati, OH 45207.
128 pp, $19.99. Choosing and using a router, with general techniques and specific projects; excellent diagrams
in full color.
Tune Up Your Tools, by Sal Maccarone. Better Way Books,
1507 Dana Ave., Cincinnati, OH 45207. 144 pp, $22.99.
How to keep your stationary and portable power tools
working the way they were designed to work.
The Coast Guard won't ask you
Inflatable Concepts, by Jack Kruppenbach and Clay Renick.
Pool Forge Group, P.O. Box 256, New Holland, PA 17557.
78 pp. An idea-book for adapting inflatable pontoons to
floating objects in different, sometimes revolutionary,
ways; primarily sketches and captions.
about the insurance on your wooden boat.
Union List of Museum Watercraft. Museum Small Craft
Association, c/o Mystic Seaport Museum, P.O. Box 6000,
Mystic, CT 06355. 114 pp, $10. Database of small craft in
the collections of museums and other institutions in
North America.
coverage in case of accidents.
The m a r i n a that stores your wooden boat
may not have adequate liability
The guy with the pontoon boat heading
your way may not even have insurance.
AUDIO RECEIVED
Vikings of the Sunrise, by Stephen Scott and the Bowed
Piano Ensemble. New Albion Records, 584 Castro #525,
San Francisco, CA 94114. 55:49 min. "Fantasy on the
Polynesian Starpath Navigators"; New Age music with an
Oceanic theme ("The Great Ocean of Kiwa," Mar
Pacifico,"etc.).
Y o u see, protecting your valuable
VIDEOS RECEIVED
Our insurance policy for wooden boats
*Building the Atkinson Traveler, by Rollin Thurlow.
Northwoods Canoe Co., 336 Range Rd., Atkinson, ME
04426. 100 min, $29.95 plus $4.50 shipping. How to build
a wood-and-canvas canoe in the traditional manner, by
an expert Maine builder.
asset is up to you.
But we can help.
offers the very best coverage
allowable by law.
It's surprisingly affordable.
Antique and Classic Boat Rendezvous. Mystic Seaport
Museum, 75 Greenmanville Ave., Mystic, CT 06355. 15
min, $5 + $3.50 postage. A short "Mystic Seaport Museum
video postcard" with highlights of the 20th-anniversary
rendezvous; packaged in a special postal mailer.
And it may just help you
Odyssey at Sea. Mystic Seaport Museum, 75 Greenmanville
Ave., Mystic, CT 06355. 45 min, $24.95 + $3.50 postage.
A video memoir featuring marine artist Tom Wells, including footage from his 1938 voyage in the four-masted bark
The Coast Guard will make you carry
sleep better at night.
life jackets.
It's up to you to call us.
PASSAT.
*Also available from the WoodenBoat Store, 800-273-7447.
In the last issue we listed a book titled Norska Batar—
"Norwegian Boats, "in English—by Sigvard Fjellsson. We incorrectly stated its language—it's actually written in Swedish—and
missplaced the location of its publisher, which should have been
Uddevalla, Sweden.
P.O. Box 87 Traverse City, MI 49685
1.800.762.2628
July/August 1996
•
105
DESIGNS
A Fast
Cruising Sloop
Design by Joel White
Commentary by Maynard Bray
Particulars
LOA
LWL
62'2"
45'11"
11'8"
Beam
Draft
Sail area
8'0"
1,200 sq ft
Displacement
Prismatic coef.
Disp/Length
Wetted surface
SA/WS
SA/Disp
Ballast/Disp
Ballast keel casting
26,370 lbs
0.53
122
473 sq ft
2.53
22
46%
12,100 lbs
Y
achts designed these days for
speed under sail invariably come
out as a somewhat cigar-shaped hull
atop a fin keel, and have a pendanttype rudder back near the after end of
the waterline. They're reminiscent
of the fin-keelers of 100 years ago,
except they're far bigger and have a
marconi instead of a gaff rig. Unquestionably, boats of this type have
proven to be fast, but they're usually
so damned ugly that they hold no
interest for me. If I had to choose
between one of those and a pretty
boat that was slow, the nod would go
to the latter. But this design is an
exception—a modern yacht that
could hold her own in about any company when it comes to performance,
yet one that is very handsome as well.
She grew out of a two-year clientdesigner effort with numerous telephone calls, over 70 letters, and four
iterations of drawings. She'll go upwind like a scalded cat with only her
working sails, and by hoisting an
asymmetrical, poleless spinnaker, she'll
be no slouch downwind, either. Long,
106
•
WoodenBoat 131
skinny boats don't usually do very well
unless there's a good breeze, but this
one carries enough sail area to make
her go in light weather, and, most
unusual, has the stability to stand up
to it when the wind begins to blow in
earnest. She's geographically specific
in that she was designed for the light
average wind velocities of Puget
Sound, but still...if she were mine and
I were to sail her anywhere else, I'd
be inclined to use this same sail plan
and keep her from being overpowered
by reefing. You can always shorten
sail, but with a given length of spars,
it's hard to add more if you find you
need it.
As to the construction, she's to be
built of glued-together 7/8" cedar strips
over bulkheads and wide-spaced
laminated frames. Three criss-crossed
layers of 1/8" veneers then get vacuumbagged over the strips. The hull is
built upside down, then turned over
to receive the interior, the deck and
cockpit assemblies, the power plant,
and the few, simple systems she'll have
installed. The fin—with a bulging,
five-ton chunk of lead at the bottom
edge—and the rudder go on last, just
before launching. If things go as they
should, she'll be built right here at the
Brooklin Boat Yard where there's a
wealth of experience and considerable
efficiency in building boats using this
type of construction.
As of right now, no one has put in
an order. Only the design was commissioned. It's a boat that deserves to be
built; the drawings are all ready to go.
H
ow does a design like this get
created? Here's the story:
A WoodenBoat reader, who happens
to be a seasoned sailor and an experienced wooden-boat owner, wants
a long, narrow boat similar to the
Swede 55 VORTEX (WB No. 100) but
with some minor changes—a larger
sail plan, a bit more sheer, and a
traditional aft-raking transom. The
30-Square-Meter sloop BIJOU II (WB
No. 114), with which he is familiar,
also serves as inspiration, as do the
writings of Uffa Fox and L. Francis
Herreshoff.
The product of extensive correspondence between owner and designer, this 62' sloop
combines traditional appearance with the promise of high performance under sail.
The accommodations are sybaritic by almost any standard.
He writes to Joel White, who soon
responds with a proposal based on
his son Steve's VORTEX. Both the
designer and the client like simplicity,
boat (see next page) is about the same
length (56') and shape but has 28%
more sail area, a 4 " deeper and 2,000 lbs
heavier ballast keel, and 6 " more beam.
The designer and client agree, too,
not to count on a rule-beating genoa
for speed, but to figure on using a
working jib. In fact, they agree to
performance, and good looks—so
The numbers confirm that she'll be
they go back and forth, letter after
letter, fine-tuning the proposal until
it satisfies them. Both parties agree
fast. The sail area/displacement ratio
ignore rating rules altogether and
come up with a boat that will be
she'll be fast in all conditions. VORTEX
has proven to be just about unbeatable
except in light air, and the proposed
(SA/D) is 22, compared to 16.36 for
VORTEX, and the plots of stability at
various wind velocities and angles of
heel suggest she'll stand up to her
rig within reason.
fast, beautiful, and simple to sail. The
thrill will come from boat-for-boat
racing and from getting the firstto-finish gun from the committee
boat.
July/August 1996
•
107
DESIGNS
Particulars
Alternatives are conflat-sheeting the jib, so
LOA
56'0"
sidered along the way. A
the best route going
LWL
41'8"
double-ended hull, Joel
forward may be outside,
Beam
10 '3"
thought, wouldn't have
rather than inside the
Draft
8'0"
the straighter sailing lines
shrouds.
Sail area
1,009 sq ft
of a hull with a transom,
Moving aft, there's a
Displacement 20,000 lbs
and therefore would not
big, deep cockpit where
Disp/Length 134
be as fast. Tiller steering
the passengers and/or
SA/Disp
22
would be simple, but it
crew will feel secure—
would preclude having an
like they're sitting in,
after cabin.
rather than on, the boat.
Meanwhile, the client
The slanted cabin back
went out and bought a
provides a comfortable
fiberglass Swede 55 and
backrest if you want to sit
cruised, raced, and otherfacing aft and straighten
wise studied it, for the puryour legs. All sheets lead
pose of refining the new
to the forward two-thirds
design, especially the inteof the cockpit. The aft
rior arrangement. The 56'
one-third, separated by
result is shown on this
the mainsheet track
page—a fine design that
assembly, is for the helmsevolved from VORTEX
man, and here he can
and the Whites' first-hand
choose either to stand or
experience racing and
to sit on the pull-out,
cruising her, with similar
camel-back seat. Either
input from the client,
way, he'll have good visibased on his own Swede
bility thanks to the low
55. Combine this with Joel
doghouse and the relaWhite's years of experitively small, high-cut
ence as a hands-on builder Joel White derived the linen for this 56' sloop from the Swede 55.
headsail. There's a low
and the more recent cold- He and his client liked this sleek design, but they agreed that it
bridge deck—it really
molded building experi- lacked the desired room below. The 62' sloop on the previous
amounts to a step—that
ence of his son Steve, and pages is the ultimate result of their concerns.
makes climbing up out
you're guaranteed a noteof the cockpit, over the
worthy design.
to performance as the 56' VORTEX sill, and down onto the companionBut, exciting as the new design variant. Compared to that design, this way ladder very easy.
was, neither client nor designer felt one is 14% wider, 32% heavier (and
The coamings are like curved,
quite comfortable with it. Their nearly that much more costly), and has 19% hollow boxes with tops wide enough
simultaneous conclusion (reached more sail area. Because there's more for the winch bases, and for sitting
independently after several months freeboard, especially forward, she'll on; while winch handles, sunglasses,
of reflection) was that there should be drier when beating into a chop.
cameras, sail stops, and other small
Let's go aboard and look around. gear can be stored within. Access is
be more usable interior space. Joel's
suggestion at this point was to scale At the bow, there's a self-bailing well through the oval cutouts along their
down his 74' DRAGONERA design for the anchor and its rode so they're inboard sides.
(WB No. 116) to 56'—to match the out of the way when you're sailing. To
Heavy weights are always best kept
overall length of the VORTEX variant. get at them, you simply open up the out of the extreme ends of a boat, so
This solved the interior space problem hinged covers. Besides the anchor, there's a big storage compartment
and showed great potential, but its the drum for the roller-furling jib both at the bow and at the stern in
stubby overhangs resulted in an also hides in this well, leaving the which sails and other relatively light
unacceptable profile; it just wasn't foredeck exceptionally clear.
items can be kept. Access to each is
sleek enough.
Joel is an enthusiastic advocate of through watertight deck hatches.
Running backstays terminate on the
How to add sleekness to an other- carbon-fiber masts on go-fast boats,
wise right-on-the-money design? and planned on specifying one from after deck where there's a dedicated
Simple, if you're as good at it as Joel the very beginning. The difference in winch, near which a crew member
is. You pull out the ends so there's stability, compared to this design will be stationed during a race. At
more overhang at both bow and fitted with a heavier aluminum mast, other times, the hauling parts of the
stern. The 62'2" sloop (shown on is the same as lowering the ballast keel backstays can be led forward and
18", so it's not hard to understand his operated from the cockpit.
pages 106 and 107) is the result. It
Now for the accommodations.
should be sleek enough for just about reasoning.
anyone, and will still be the same
The shrouds are set in from the First, because the engine is a V-drive,
wolf in sheep's clothing when it comes deck edge so as not to interfere with it can be totally separated from the
108
•
WoodenBoat 131
DESIGNS
living quarters and completely contained in its own sound-proofed space,
which very effectively cuts down on
the noise and smell. Its intake air
seems to me counterproductive. It will
limit your cruising grounds to some
extent, and probably reduce the
resale value of the boat. It will also
Since there'd never be a reason
for going way aft while under sail,
I'd be inclined to eliminate the stern
pulpit and try using that area to carry
comes in through the ingenious
have structural consequences, and the
keelbolt arrangement will have to be
redesigned. In a heavy grounding,
something that happens to the best
of us, the very deep modern keels with
my tender when I didn't want to tow
Dorade-type vents in the after ends
of the coamings. You get access to
the engine by opening the big hatch
in the cockpit sole, and so long as
you're not taking solid water over
the coamings while you're trying to
work on the engine, that big hatch
has lots of merit.
Two doubles? Those comfortablelooking berths, one in the forward
stateroom to port, and the other an
enlarged quarter berth to starboard,
are not what you find in most boats,
although they'd be great for two
couples cruising. Not so good for an
all-male race to Bermuda, even if
the pilot berth and the convertible
settee (another double berth) are
brought into play. But this boat was
never intended to be an ocean racer;
she'll be a two-couples cruiser, a
'round-the-buoys day racer, and, most
of all, simply a grand daysailer that's
easy to get underway, and delightful
to sail after the mooring is dropped.
Is she strong? You bet! The fin
attaches to the hull through a big
bronze weldment that spreads the
load so there's no critical weak link.
It's the same construction that Joel
used for his 74' ketch design. That
narrow chord configuration and small
footprint landing on the hull often
cause severe hull damage because the
impact forces are concentrated in such
a small area. You will notice on the
construction plan that the after end
of the fin lands on a heavy structural
bulkhead and at the after end of the
bronze keel frame. This is done
deliberately, in an attempt to minimize
damage in a bad grounding."
Sounds like good reasoning to me.
W
ugly-as-sin anchor roller assembly
(which would be removable). The
covestripe would be routed into the
upper hull, which I'd make a little
thicker to allow for the depth of the
groove, and her name would be
boat, DRAGONERA, was hammered by
a Gulf Stream storm on her maiden
voyage from Newport to Bermuda,
and set in from the hull about 1/8"
with not a trace of weakness or failure.
But boats that are strong can also be
light; this one's hull is light enough
so that almost half her displacement
is in her ballast keel. Her vertical
center of gravity is almost 2' below
the waterline, due both to the lightbut-strong hull and the lightweight
carbon-fiber mast. The tanks, batteries,
and engine are located down low as
well, which helps achieve this low
center of gravity.
Here's just one example of Joel's
design philosophy, as he expressed
it when asked about his keel design:
"I have tried to make your design a
high-performance sailing racer/cruiser
without going to extremes. I dislike
extreme boats because I find they
often have limited usefulness under
varying conditions. Going to a 9' draft
a Nutshell Pram—never, never an
inflatable!
Below deck, I'd make the door openings rectangular and have the doors,
the bulkheads, and the berth fronts
of raised-panel construction—or at
least made to look like raised panels.
There'd be a bare teak cabin sole and
countertop. Otherwise, except for varnished edge trim, ladder, cabin sides,
and cabin table, she'd be painted satinfinish, off-white. Cushions would be
darkish green corduroy.
For the exterior colors, she'd have
light tan, Dynel-covered deck and
cabintop, and a mast of the same color.
ould I want a boat like this? I
sure would, but I'd make a
few minor changes to suit my whim
and fancy. Starting forward, I'd give
her a handsome cast-bronze stemhead fitting that would encompass
the chocks and support the always-
carved into the transom. Both would
be gilded with genuine gold leaf. Her
and she has cruised extensively since,
it. That tender would, of course, be
toerail would be of varnished teak
(which is one of the options alreadyshown on the drawing). There'd be
a folding gallows near the aft end
of the doghouse in which to secure
the boom. The boom would be of
varnished spruce, made hollow for
the reefing lines. I'd pay particular
attention to the cockpit's appearance
and use a fair amount of wood trim
so the area avoided a bathtub appearance and became beautiful to look
at—important because the cockpit is
always in the foreground while sail-
Although the topsides (including the
transom) would look lovely black,
they'd soak up enough heat that
there'd be a risk of the veneers coming unstuck, so a light, green-gray
will have to do, along with a single,
wide, dark red boottop, and black
bottom. Cabin sides, including the
edge trim, and both faces of the
coamings would be of varnished
teak, while the coaming tops would
be left bare.
The systems would be few and
simple. But, for singlehanding and
for long runs, an autopilot would
be great, and with an 8' draft, a
fathometer would come in handy.
Finally, the sails. They'd be of offwhite Dacron, as lightweight and
soft as practical for easy furling, and
would have parallel seams and narrow panels. Convincing a sailmaker
to build a less-than-bulletproof sail
takes some effort, but I believe the
end result would be worth it. For
running rigging, white Dacron, either
three-strand or braided—no colored
stuff!
Had I the money, I'd already have
one of these slippery sloops on order.
ing or sitting. The steering wheel would
be turned-spoke traditional, with an
outer wooden rim, and every block
on the boat would be either woodor bronze-shelled. In fact, there'd beabsolutely no stainless showing anywhere, if possible, meaning that the
If I didn't quite have enough for the
62-footer, I'd go with the 56' VORTEX variant. As it is, I hope what I've
winches and tracks, stanchions, and
Plans from Joel White, Brooklin Boat Yard,
Brooklin, ME 04616.
pulpit would be bronze.
said gets some reader fired up.
Maynard Bray is a contributing editor for
WoodenBoat magazine.
July/August 1996
•
109
Sails from Sailrite—Kits & Finished
Self-Reliance Under Sail
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
seaming and hemming lines guide
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.
Top Quality Materials!
Sailrite uses sail fabrics produced by
industry leaders—white, colored, Egyptian
and tanbark Dacrons, as well as high tech
laminates are in stock. Quotes include
complete material listings.
A Beautiful Sail!
Build it yourself and learn more about
sail performance or let us do it. Either way,
the sail will look and perform as well as
any. Illustrated here are sail designs for the
Bolger Gypsy, the Nutshell Pram and the
Stephen Redmond Whisp.
110 • WoodenBoat 131
The mainsail kits quoted here are in white 4 oz. dacron
using the designer's plans. Delivery to your area is
additional. Finished prices available upon request.
Bolger Gypsy
$170
Glen L 8 Ball
$145
Nutshell Pram
$130
El Toro (class)
$165
Whisp
$190
Shellback Dinghy $160
Catspaw Dinghy $180
Bolger Micro
$425*
('main & mizzen)
DN Ice Boat (class)
$340
Optimist Pram (class) $155
Daisy Skiff (12.5 ft) $190
Sailing Canoe
$260*
(16'
Sailrite
305 W VanBuren St.
Columbia City, IN 46725
ORDER Tollfree 800-348-2769
FAX 219-244-4184
MacGregor --- *main & mizzen)
FREE Catalog of Sailmaking and Canvas Supplies
Phone 219-244-6715
LAUNCHINGS
Edited by Mike O'Brien
hese pages are dedicated to sharing news of recently launched new
boats and "relaunched" (that is, restored or substantially rebuilt)
craft. Please send color photographs (slides preferred) of your projects
to: Launchings, WoodenBoat, P.O. Box 78, Brooklin, ME 04616.
Include the following information: (1) Length on deck; (2) Beam;
(3) Type, class, or rig; (4) Boat's name; (5) Names and addresses
of designer, builder, and owner; (6) Port or place of intended use;
(7) Date of launching (should be within the last year); (8) Brief
description of construction or restoration.
T
Variants of Henry Rushton's old Wee Lassie design must
be the most popular class of double-paddle canoe on the
water. Mac McCarthy drew the plans for this 11 '3" version,
and Bob Shimek of Bend, Oregon, built it with epoxy and
spruce strips. Bob employed no staples (but he did use
42 clamps per strip to hold things together as the epoxy
cured). Plans from Feather Canoes, 3080 N. Washington
Blvd., Sarasota, FL 34234.
Dave Ball built this carvel-planked, electric-powered version of Phil
Bolger's 23' fantail launch for Richard Baumann of Milford,
Michigan. Half a ton of deep-cycle, gel-cell batteries can drive the
boat to 7½ knots. At 5 knots, the range is more than 200 miles.
Dave tells us that a 30' version will follow. Ball Boat Works, P.O. Box
24, Maple City, MI 49664. Plans from The WoodenBoat Store,
800-273-7447.
Jon Kolb is a man of many talents, and he applied several
of them to building this 15'6" Common Sense Skiff (a
Phil Bolger design). First, he made the hull from locally
available materials—construction-grade plywood and
"inland" red cedar. Then, he welded and finished the
boat trailer (complete with mahogany bumper) in just
two days. You can reach the happy builder at 7310
Brentford Dr., Colorado Springs, CO 80919. Plans from
Common Sense Designs, 11765 S.W. Ebberts Ct.,
Beaverton, OR 97005.
John DiDio, of Huntsville, Alabama, made a fine job of building his 18'6" pocket
cruiser to a design by Raymond G. Connell. MYRA E's hull is strip-planked with
mahogany over laminated Douglas-fir frames. The compact centerboard sloop
has just returned from her maiden voyage among the Florida Keys, and John
describes her as "responsive, well balanced, and easy to handle." Plans from
Raymond G. Connell, 2401 Vista Lane, Anacortes, WA 98221.
July/August 1996 •
111
LAUNCHINGS
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.
Eric Schade designed, and made a fancy job of building,
this 18' canoe for Dave and Dot Kelly of Darien,
Connecticut. The hull is strip-planked of Western red
cedar and Alaskan yellow cedar; the "sheerstrake"
pattern consists of alternate strips of the different
cedars. You can write to Eric Schade at Shearwater Boats,
22 Soundview Dr., Stamford, CT 06902.
MOCKING BIRD, a 22' launch from Nelson Zimmer's drawing table,
was built by Seth Shafer of Chambersburg, Pennsylvania. Seth stripplanked the hull and glued "everything" with epoxy—with a few
bronze fastenings thrown in for good measure. A two-cylinder
Yanmar diesel provides the power for cruising on Raystown Lake,
and Chesapeake Bay. Plans from The WoodenBoat Store,
800-273-7447.
Students at The John Gardner School of Boatbuilding
built this fine Haven 12½ (16' LOA) to Joel White's plans.
Instructor (and the school's founder) Clark Poston
explains that he taught the 380-hour Haven course for
the U.S. government to "bolster the skills of young boatbuilders in the face of a retiring work force." You can
reach dark at The John Gardner School of Boatbuilding,
47 State Circle, Box 2967, Annapolis, MD 21404. Plans
from the WoodenBoat Store, 800-273-7447.
112 • WoodenBoat 131
Jerry Stelmok developed the 14'6" x 30", 38-lb WilloWisp solo canoe from his
longer, more slender, Willow model. The shapely wood-and-canvas WilloWisp can
carry a solitary paddler, and appropriate gear, deep into the wilderness. Owner
Teddy Howard, of Carrolton, Georgia, ordered his WilloWisp with an extra seat
for paddling with his son Zachary. Jerry does business as Island Falls Canoe, 220
Stagecoach Rd., Atkinson, ME 04426.
LAUNCHINGS
John Larkin, of Moscow, Idaho, built this 12' 8" double-paddle canoe
to Pete Culler's plans. Although the drawings call for lapstrake construction, 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.
Kent Tomaselli built this 10' lapstrake tender to section
lines found in John Gardner's Building Classic Small Craft,
Volume 2 (International Marine Publishing Company,
1984). Kent worked on the boat while living in Sweden,
but you can reach him now at 1506 South Shore Dr., Surf
City, NC 28445.
Builder Horace Haynes describes his 25' MEANDER as a modified
lobsterboat set up for fishing. Horace built the sheet-plywood-andepoxy hull from plans drawn by Glen-L Marine. You can write to
Horace at 10592 Thomas Rd., Tuscaloosa, AL 35405. Plans from
Glen-L Marine Designs, 9152 Rosecrans, Bellflower, CA 90706.
Glenn Hudler spent 375 hours and $2,200 b u i l d i n g this brightfinished 18' Firefly to Ken Bassett's design. Glenn had never before
built a boat, and he credits Tom Hill's book Ultralight Boatbuilding with
showing him the proper path to high-quality plywood construction.
Consensus around the shores of the upper Chesapeake indicates that
the project is a functional and aesthetic success. Glenn Hudler, 14617
Rolling Green Way, North Potomac, MD 20878. Plans from the
WoodenBoat Store, 800-273-7447.
July/August 1996 •
113
...AND RELAUNCHINGS
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.
Eamonn Doorly, boatbuilder for the Maritime Museum
of the Atlantic in Halifax, Nova Scotia, restored this 16'
Admiralty Pattern Naval Dinghy. Eamonn replaced the
stem, transom, and frames. JACK JOLLY TAR was
relaunched at the Mahone Bay Wooden Boat Festival, and
everyone seemed pleased with her performance. Contact
Gerry Lunn, Curator, Maritime Museum of the Atlantic,
1675 Lower Water St., Halifax, NS, B3J 1S3, Canada.
Crispin Blyth of York, England, found this Dragon in the
mud somewhere in Scotland. He spent the better part of
seven years thoroughly restoring the boat, which had
been built in Cowes in 1947. The slippery 29'6" sloop
is now owned and sailed by Marc Feigen, 56 Sill Lane,
Old Lyme, CT 06371.
NOA Marine has just completed a major rebuild of the 1971, 63'
Trumpy cruising houseboat ABSOLUTE (ex-GALPO). Work included
replacing the keel from amidships forward, 40 inner and outer
bottom planks, 16 floor timbers, 29 frames, strut blocks, and one
transom plank. The entire bottom was refastened. NOA Marine, Inc.,
13030 Gandy Blvd. North, St. Petersburg, FL 33702.
Hints for taking good photos of your boat:
1. Use 35mm slide film.
2. Clean the boat. Stow fenders and extraneous gear
below. Properly ship or stow oars, and give the sails
a good harbor furl if you're at anchor.
3. Schedule the photo session for early, or late, in the
day to take advantage of low-angle sunlight. Avoid
shooting at high noon and on overcast days.
to become part of your boat. Take care that it doesn't
sprout trees, flagpoles, smokestacks, or additional
masts and crew members.
6. Take many photos, and send us several. Include
some action shots and some of the boat at rest. For
a few of the pictures, turn the camera on its side to
create a vertical format.
We enjoy learning of your work—it affirms the vitality
4. Be certain that the horizon appears level in your
viewfinder.
of the wooden boat community. Unfortunately, a lack
of space prevents our publishing all the material
5. Keep the background simple and/or scenic. On a
flat page, objects in the middle distance can appear
submitted. If you wish to have your photos returned,
please include appropriate postage.
114 • WoodenBoat 131
HERRESHOFF MARINE MUSEUM
America's Cup Hall of Fame
. me Burnside Street - P.O. Box 450
Bristol, RI 02809-0450
Phone (401) 253-5000 Fax (401) 253-6222
A unique collection of 45 yachts, steam engines,
fittings, and memorabilia concerning the accomplishments
of the Herreshoff Manufacturing Company of Bristol.
The museum is also the home of the America's Cup
Hall of Fame honoring heroes of the America's Cup.
Open:
May through October
Mon.-Fri.: 1-4 PM
Sat. & Sun.: 11 AM-4PM
HERRESHOFF RENDEZVOUS '96 - August 24-25
THE APPRENTICESHOP
of Rockland
"The Boat builds the apprentice
So WE ARE OFFERING:
•
•
•
•
•
Classic American Small Craft (working watercraft & yachts)
Traditional international designs
Two-year apprenticeships stressing boatbuilding, community, and seamanship
Various short courses and high school and community outreach projects
Unusual folk projects (Norwegian boathouse on Maine Island, Azorian-based program)
We invite serious applicants
Traditional boat orders and restorations
• Requests for placement list of graduate
apprentices since '73.
Will present Gilbert Smith's Great South Bay oystering catboat
of circa 1883 at the June Mystic workshop, the
WoodenBoat Show and the South Fork of Long Island.
Atlantic Challenge Foundation
Box B • Rockland, Maine 04841
Tel 207) 594-1800 • FAX (207) 594-5056
e-mail [email protected]
The Apprenticeshop is a program of the Atlantic Challenge Foundation.
July/August 1996
•
115
njoy sailing, running or paddling
your wooden boat this summer!
W h e n you're in the market for a
different and better wooden boat,
call us:
E
BRING ALL OFFERS:
The largest 60 foot Classic you'll see!
KENSINGTON YACHT & SHIP
475 Gate Five Road, Suite 1 0 1
Sausalito, CA 94965
(415)332-1707
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3 staterooms, 2 heads, full bath, all stainless galley with dining area.
Built-in entertainment center in spacious salon.
Recently reduced from $198,000. Now asking $158,000.
R.MARINE at (805) 985-0261 or (805) 985-0814
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Wooden spar repair
CUTTS & CASE
SHIPYARD
A full-service boatyard
DESIGNERS & BUILDERS
OF
FINE WOODEN YACHTS
P.O. BOX 9
TOWN CREEK
OXFORD, MD 21654
410-226-5416
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SANITY
Patuxent 19.5; 19'6" x 21 "x 34 lbs.
I
t's Saturday morning. Thank God the week is
over: the bank credited our deposits to someone else's account; a supplier shipped our
order to North Dakota; the computer ate
our mailing list; and everyone at the shop has a
cold. So I grab my PFD and paddle, put my
kayak on my shoulder (it only weighs 34 pounds),
and walk down to the community beach.
Soon I'm carving turns through the moored
boats at 5 knots, letting the frustration ebb.
Weekend cruisers are just climbing aboard; it'll
be hours before they're underway. They gaze
wistfully as my mahogany rocket blasts by. I turn
up the shoreline, punching through a steep chop,
and cut into my secret cove. Gliding slowly up a
shallow marsh channel, I watch for great blue
heron, osprey, and deer. Soon even my 4-inch
draft is too much and I sit in silence before turning for home. An hour of steady aerobic paddling
brings me back to the beach.
Some folks think our company sells kayaks, but
I know that what we really sell is sanity. It
comes in a kit that anyone with a little woodworking skill can assemble in an enjoyable
week or two. We sell 12 models; most cost
under $600 and include everything you'll need
to build some of the lightest, fastest, prettiest
wooden kayaks afloat.
Please call for a free catalog of
kayak kits, plans, accessories,
plywood, epoxy, and more.
New: Tred Avon Triple (21' x29½",- 60 lbs.)
*Special Offer through 8/31/96 (plus shipping)
CHESAPEAKE LIGHT CRAFT, INC.
"THE KAYAK SHOP"
1805 GEORGE AVENUE • ANNAPOLIS, MD 21401 • (410)267-0137 • FAX (301) 858-6335
E-mail: [email protected] • Website: http://www.by-the-sea.com/clc.html
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WoodenBoat 131
CLASSIFIED
To place a Classified Ad in WoodenBoat, see our coupon on page 159Or call our Classified Ad Manager at (207) 359-4651.
Deadline for the September/October issue: July 8th.
FRED HARRINGTON REPAIR,
restoration, boatbuilding. Joiner-
CUSTOM-DESIGNED, LIGHTWEIGHT,
LAPSTRAKE boats to 18'. One-off specialists since 1961. Sustainable domestic wood only. No-risk policy. ROBB
WHITE & SONS, P.O. Box 561,
work, fabrication, engine work. CT,
203-828-3832.
ROBERT STEVENS, BOATBUILDER.
Thomasville, GA 31799. 912-226-2524.
WATERSHED WOODWORKS. Custom
plank-on-frame construction and repair,
spars and oars. Visitors are welcome.
Stephen Florimbi, RR 1 Box 3350,
Appleton, ME 04862. 207-785-2712.
REDD'S POND BOATWORKS, Thad
Danielson, 1 Norman St., Marblehead,
MA 01945. 617-631-3443. Classic
wooden boats, traditional materials.
HERRESHOFF S, TEAK sheer strakes
and house. Also, Herreshoff 12 ½ No.
1467, mahogany sheer strakes. Will
restore or sell as is. ELDRED-COOPER
BOATBUILDERS, P.O. Box 616, Woods
Hole, MA 02543. 508-548-2297.
and repair traditionally designed and
built small wooden boats. We are committed to building honest boats at
spars. 20-ton railway. $18/hour. Located
BULLNOSE WOODWORKS: custom
EASTPORT BOAT YARD & SUPPLY
is restoring the 32' Sparkman & Stephens
ocean-voyaging sloop "Bastet." She
will receive hull repairs and a new deck
and interior. Work will be spread over
time to suit the owner's budget. We
can tailor our approach to your needs.
We design, build, repair, and store.
Contract pricing, no surprises. Visitors
and do-it-yourselfers welcome. Free
advice. For brochures, call or write
Box 190, Eastport, ME 04631.
207-853-6049.
honest prices. Come see us about your
interiors, cabinets, remodels, and trim.
Quality boatbuilding. For brochure,
call CRAIG KIRKBY, Seattle, WA,
206-523-6655; or e-mail, craigk®
halcyon.com.
WHY PAY $35-40/HOUR TO HAVE
your boat worked on? Bring it to Maine,
where I will repair, restore it for $22/hr.
I have 15 years' experience in all types
of wooden boat construction and
repair. I can arrange for boat transport Contact Jim Elk, ME, 207-288-9045.
WELLING BOAT CO.—QUALITY
rebuilds our specialty. Considering
repowering, deck replacement, spray
finishing? Hauling and storage? Contact
Box 483, Ipswich, MA 01938. Phone/fax
next boat. 615 Moyers Ln., Easton, PA
18042. 610-253-9211)._______
I
CUSTOM BUILDING, REPAIR. Coldmolded, strip-planked, WEST System.
Specialty bottom finishes. Quality
craftsmanship. Carl Pickhardt, P.O.
Box 95, H a l c o t t v i l l e . NY 12438.
reframing, etc. Build, lengthen, and repair
207-389-1794.
THE DORY SHOP offers 12 differentsized dories from original Lunenburg
patterns. Custom building and repair
of wooden boats. Kim Smith, P.O. Box
902-634-9196.
LOWELL BOATS, renovation and
refinishing in the Carolinas. Gary
Lowell, Greensboro, NC, 910-230-2239.
Experienced in replacing keels, decks,
on Cape Small Harbor, Phippsburg, ME,
1678, Lunenburg, NS, B0J 2C0, Canada.
SOUTH COVE BOAT SHOP. We build
Wooden boat construction, repair,
and restoration, from skiffs to schooners.
5 0 8 - 3 5 6 - 1 1 2 3
CUSTOM WOODEN BOATS TO 20'.
Repairing and building of wooden
boats. Glued lapstrake, strip-planked.
LET THE GOVERNMENT FINANCE
Skiffs, kayaks, canoes. 143 West St.,
New Milford, CT 06776. 860-350-5170.
your small business. Grants/loans to
607-326-4071.
________________
INDEPENDENCE BOATWORKS,
builders of traditional designs for sailing, canoeing, or rowing. Specializing
in glued lapstrake construction.
MARINAS/BOATYARDS, Chesapeake
WORLD'S LARGEST SELECTION
of St. Lawrence skiffs, guideboats,
P.O. Box 145, Defiance, OH 43512.
419-782-2876.
PA 15059. 412-643-5457.
TRADITIONAL WOODEN BOATS.
Skiffs, dories, tenders custom built
and repaired. JOHN M. KARBOTT
BOATBUILDING, Plymouth, MA,
508-224-3709.
REPAIR, RESTORATION, STORAGE,
and SURVEYS. Low overhead and low
rates—$20 an hour—23 years experience. MICHAEL WARR WOODWORK, Stonington, ME, 207-367-2360.
Bay area. Buy or sell. 410-822-4586;
fax 410-226-5205. Wilford Land Co.,
Inc., P.O. Box 953, Easton, MD 21601.
TRADITIONAL DESIGNS FOR SAIL,
OAR, AND PADDLE. 17' Herreshoff
Peterson pram "Sandy" available, or
your dream. STEVE NAJJAR, BOATBUILDER, 639 Bair Island Rd. #108,
HERITAGE. INTEGRITY Consumable
products. An opportunity to build a successful, home-based business. For
more i n f o r m a t i o n , call Watkins
Independent Representative, Ernest
Redwood City, CA 94063. 415-366-3263
Hunt, CT, 800-640-0414.
pulling boat (pictured), and 6'8"
accessories. INDIAN POINT GUIDE-
BOATS, 732W Midland Ave., Midland,
$800,000. Free recorded message:
707-449-8600. (LT8).
SHOESTRING SHIPYARD, wooden
boatbuilding and repairs. Featuring
Nutshell prams and Shellback dinghies.
Sagamore Beach, MA, 50N-888-7960.
or 415-856-6209.
HUDSON VALLEY WOODEN BOAT
BUILDING. Traditional wooden boats
to 25'. Now building Biscayne Bay 14s.
Contact Randy M i l n e r at 174
Gardnertown Rd., Newburgh, NY
12550. 914-566-0838.
YACHT CARPENTRY, restoration,
repair, custom woodworking. Jeff
Newton, CT, 860-635-1069, evenings.
BAREBOAT FROM BEAUTIFUL
Deer Isle, Maine. Hood Tor 40 sloop,
well equipped. $l,000/week. Call
207-367-2360.
July/August 1996
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143
CLASSIFIED
CLASSIC SLOOP ON PENOBSCOT
BAY, Maine coast. 46' New York 32
class, "Falcon," available for charter cruising or racing for serious wooden boat
enthusiasts. Seven berths. Races with
eight crew. Cruises best with four. Bob
Scott, Castine, ME, 207-326-9444.
Fax 207-326-9555.
"EASTERNER" 12-METER CHARTERS, Newport, Rhode Island. Daily
or weekly; up to 12 passengers. Also available, The "Easterner"/Billy Black 1996 limited edition calendar, $20 plus handling.
800-420-7766.
T-SHIRTS FEATURING ILLUSTRATION and quotation from The Wind in
the Willows. Heavyweight, 100% cotton, natural color. Short sleeve $15.50.
Long sleeve $21. Gray 50/50 sweatshirt S25.50. M, L, XL. Shipping $3.50.
DESIGN WORKS, Dept. WB, P.O. Box
880, Silver Spring, MD 20918.
SAIL THE MAINE COAST aboard
our historic wooden schooners: "American
Eagle," "Heritage," and "Isaac H.
Evans." Enjoy a lobster cookout, island
exploring, great Down East food, snug
harbors, new friends, and remarkable
sailing. Owner operated. $335-675.
Brochures: N o r t h End Shipyard
Schooners, Box 482W, Rockland, ME
04841. 800-648-4544.
SHOESTRING SHIPYARD T-SHIRTS,
"Everyone Needs A Little Dinghy."
M, L, XL. $15 p l u s $3 s h i p p i n g .
LEARN YACHT & COMMERCIAL
BOAT DESIGN OR WOODEN BOAT
BUILDING. Two separate full-time
residential programs combine theory
with practice in a creative, interactive
exposure, but disciplined environment. Accredited member of ACCS/CT.
VA approved. Financial aid for qualified students. Design students study
present-day design principles and
develop drafting and computer skills.
Boatbuilding students learn classic
small or cruising wooden boat construction skills. LANDING SCHOOL
OF BOAT BUILDING & DESIGN,
Box 1490, Kennebunkport, ME 04046.
M A R I N E SURVEYOR T R A I N I N G
COURSE. NAVTECH n a t i o n w i d e
home study course includes survey
forms, USCG NAVCS, licensing, business guide, c e r t i f i c a t i o n from US
Surveyors. USCG approved for fishing vessel inspections. $295 complete.
FL, 800-245-4425.
207-985-7976.
CAPE FEAR COMMUNITY COLLEGE, located in Wilmington, North
Carolina has 35 vocational and technical programs as well as a complete
college transfer program. Included
are degree p r o g r a m s in M a r i n e
Technology, Computer Engineering,
and diploma programs in Boat Building,
and Marine and Diesel Mechanics,
Call or write for complete course
l i s t i n g . CFCC, 411 N o r t h Front
St., Wilmington, NC 28401. Phone
910-251-5100.
B.S., A.S. DEGREES, NAUTICAL
SCIENCES. Small Vessel Operations:
commercial-craft operations, yacht
management. Marina Management:
hands-on courses in full-service
operations. Programs include summer co-op. M A I N E M A R I T I M E
ACADEMY, Castine, ME 04420. ME,
800-464-6565; US, 800-227-8465.
COME BUILD A BOAT IN ANNAPOLIS! The Gardner School oilers advancement programs and recreational
courses for all ages in a broad range of
subjects including boatbuilding, restoration, lofting, rigging, sailmaking, and
families building their own Penguinclass dinghy. All courses are handson learning experiences led by masters
in the marine trades. Previous participants built a new tender for the
"Maryland Dove," racing rowing wherries at St. John's College, and Joel
White's Haven 12 ½. Gain a new appreciation for our maritime heritage.
Come join us! Build a boat at THE
JOHN GARDNER SCHOOL OF BOAT-
BUILDING. For more information,
write us at P.O. Box 2967, Annapolis,
MD 21404. Phone 410-267-0418, fax
410-867-4696.
Shoestring Shipyard, P.O. Box 117,
Sagamore Beach, MA 02562-0117.
EXQUISITELY TAILORED 1940sstyle tennis, croquet, cricket, lawnbowling, and sailing apparel for men.
Since 1982, supplier to America's
p r e m i e r s p o r t i n g clientele. Call
GRASS COURT COLLECTION, NH,
800-829-3412. I n t e r n e t address:
http://www.grasscourt.com.
SAIL THE MAINE COAST ABOARD
MAINE'S OLDEST WINDJAMMER,
"LEWIS R. FRENCH." Recently inducted
as National Historic Landmark
(Watermark?) and sailing like never
before. Come enjoy lobsters, new
friends, and fresh air (no smoking).
Sailing from Camden, 3- and 6-day
cruises with only 22 guests, May-October.
Capt. Dan and Kathy Pease, P.O.
Box 992 W, Camden, ME 04843.
800-469-4635. Brochure.
HEY! SAIL WAY DOWNEAST, MAINE.
25' sloop on
Passamaquoddy
and
Cobscook Bay's. Full galley, sleeps four.
With a cottage in Eastport. $800/week.
Call for package. EASTPORT CHARTER CO., ME, 207-853-2869.
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WoodenBoat 131
ULTIMATE GIFT FOR TOUR wooden
boat lover! Comfortable, one size fits
all, runabout slippers. Wood grain
and interior and exterior hardware. Great
gift! $15 including shipping. He'll
love them! Satisfaction guaranteed.
SUPPERS, P.O. Box 37055, Omaha, NE
68137.
NAUTICAL KNOWLEDGE COLLEGE. Master the skills necessary for
employment in the marine trades
industry. Focus your education on
Boatbuilding, lofting to launching;
small craft design; or Marine Mechanics.
We believe in comprehensive, handson training u t i l i z i n g both the latest
technologies and traditional methods. We offer certificate, diploma,
and Associate in Applied Science
degree credentials. The choice is
yours! Get the best value for your
money. Low tuition. Financial aid
available. Modern working waterfront
facilities. Experienced and credentialed faculty. NEAS&C accredited.
Phone, write, or visit us at: WASHINGTON COUNTY TECHNICAL
COLLEGE MARINE TECHNOLOGY
CENTER, 16 Deep Cove Rd., Eastport,
ME 04631. Phone 207-853-2518; fax
207-853-0940.
WOOD-AND-CANVAS CANOE building course, July 21-27, 1996; $525.
Repair clinic, June 27-30, 1996; $300.
STEWART RIVER BOATWORKS, Rte.
1 Box 230-B, Two Harbors, MN 55616.
218-834-5037.
BUILD YOUR OWN E.M. White canoe.
Two courses: June 23-July 6; October
20-November 2. JERRY STELMOK,
Island Falls Canoe Company, ME,
207-564-7612.
CLASSIFIED
REBUILT CHRIS-CRAFT 6-cyl engines
and parts. Rebuilt Lincoln 431s. ChrisCraft 283 V-8s. Chris-Craft 4-cyl. Rebuilt
Chrysler Hemi V-8, $2,500. Bronze
elbows, manifolds. CLASSIC BOAT
CONNECTION, MN, 612-471-8687,
Monday-Friday.
WANTED: Old raceboat engines;
Packard, Liberty, Hisso, etc. Also
Scripps, Lycoming, Hall-Scott, etc.
Also want old raceboats and parts.
WA, 360-879-5429, Curt.
FORD 4-cyl FACTORY marine engine
with forward and reverse gear box,
drive shaft, and prop included. $2,400.
VT, 802-436-3320.
YANMAR MARINE DIESEL ENGINES,
9-170 hp. Strong, dependable power.
Worldwide parts and service. Complete
engine-installation packages available.
We ship throughout North and South
America. Call for special discount
price! OLDPORT MARINE, Sayer's
Wharf, Newport, RI 02840, 401-847-4109;
fax, 401-846-5599.
CLASSIC OUTBOARDS FOR CLASSIC RUNABOUTS'. Professionally
restored Mercury engines of 3.6 to
70 hp to match boats of 1947-1965
vintage. Decals and paint meet original factory specifications. Each outboard has had a complete mechanical
rebuild and is in excellent running
condition. Full one-year warranty.
STETSON & PINKHAM, Waldoboro,
ME 04572. Phone 800-564-5857.
RED WING; BB4 m a r i n e e n g i n e .
Complete, running, detailed, rare.
$3,950. Duby Marine, 254 Sweeney
St., North Tonawanda, NY 14120.
716-694-0922.
FRANKLIN CEDAR CANOES, Box
175, Franklin, ME 04634.
BAHAMA MAMA, 30' ocean-capable,
MA, 508-753-2979.
CHRIS-CRAFT 6-cyl and early V-8 engine
and parts. Gasket sets, bronze elbows,
motor mounts, pistons, etc. SCRIPPS
MOTOR, MI, 810-748-3600.
COMPLETE LINES for four traditional canoes, 12-18 ½'. Catalog, $2.
plywood-epoxy cruising ketch. 6' headroom, 2' draft, and 11,000 lbs displacement permit comfortable, extended
escapes to "thin-water" coastal/island
hideaways. One year's labor, and $12,000
in materials—Abaco for Christmas.
See WoodenBoat No. 118. Informationstudy plans, $14, includes two new versions—full keel and tandem board.
G.F.C. BOATS, 490 Hagan Rd., Cape
May Court House, NJ 08210-0.
ZENITH UPDRAFT CARBURETORS
for Atomic, Graymarine, etc. Brand
new from $159. Call FOLEY MARINE,
BRITISH SEAGULL ENGINES. Classic
Range and the new Seagull Sport.
Sales, spares, service. M.O. MARINE
& CO., importer and distributor, 12815
N.E. 124th St. Ste. R, Kirkland, WA
98034. 800-9-SEAGUL. http://yachlworld.com/mo-marine. We ship worldwide.
WOOD/EPOXYCATBOATS. No lofting,
full-sized patterns, easy construction.
Thomkat 14; plywood/epoxy. Thomkat
15.5; wood/epoxy. Study plans, $5
each. Plans, $39 each ($75 with patterns).
MILES YACHT DESIGN, 3501 50th
Ave. N.E., Tacoma, WA 98422.
GRAYMARINE ENGINES. Still the
best sailboat auxiliaries made. Model
4-112, 31 hp; 4-91,25 hp. New or remanufactured. Larger 4- and 6-cyl model
engines also in stock. Also: All parts and
accessories are available and shipped
the same day. Remanufacturing service for any model Graymarine also
available, including one-way shipping.
Engines and parts have a full warranty.
Atomic-4 fuel pump rebuilding kits
available. Please contact VAN NESS ENGINEERING CO., 252 Lincoln Ave.,
Ridgewood, NJ 07450. 201-445-8685;
201-447-1014.'
716-694-0922; fax 716-694-0976.
CHRIS-CRAFT 6-cyl inboard No.
KR 62439. Rebuilt with carburetor,
manifold, starter, and generator. $2,000
or best offer. CT, 203-924-6639.
CLASSIC MODEL SPEEDBOAT PLANS.
Gary Griswold, 5245 W. Mercer Way,
Mercer Island, WA 98040.
ATOMIC-4 UPGRADE KITS. Electronic
ignition, compact freshwater cooling,
oil filtration system, crankcase ventilation system. Make your engine as
safe and reliable as any diesel. INDIGO
ELECTRONICS, VA, 800-428-8569.
GRAYMARINE ENGINES, PARTS,
manuals, rebuilding. Largest in the
world. Also, Chris-Craft, Chrysler,
Interceptor, Borg Warner, Paragon,
etc. DUBY MARINE, 254 Sweeney
St., North Tonawanda, NY 14120.
CHRYSLER ACE ENGINES. Very
good running. Many spare parts. No
corrosion. MT, 406-756-1439.
PROFESSIONAL MODEL SHIP
BUILDER. Museum quality. Edward
Knight, 4742 Conchita Way, Tarzana,
CA 91356. 818-996-0134.
MOST UNIQUE WOODEN MODEL
BOAT KITS AVAILABLE! Rubber powered, pre-cut and pre-drilled parts.
Brass, copper, stainless hardware. Great
performers! Sub $15.95, Runabout
$19.95, Tug $22.95, Sailboat $23.95,
plus $4 shipping. Maryland residents
add 5% tax. Catalog $1. SEAWORTHY SMALL SHIPS, Dept. W, P.O.
Box 2863, Prince Frederick, MD 20678.
NEW WHARRAM DESIGN BOOK of
double canoes/catamarans from 14'to
63'. Enlarged and improved, 68-page,
4th edition with the latest designs,
more photographs and details. Study
plans of the well-known Tiki and Pahi
ranges now with color photographs.
Design book $10 ($15 CDN). JAMES
WHARRAM DESIGNS, Dept. WB,
Greenbank Rd., Devoran, Truro, TR3
6PJ, U.K. American Stockist: Tom
Miliano, Dept WB, Box .35177, Sarasota,
FL 34242-5177.
BUILD FOOTLOOSE, 15'2" x 5'6"
BEACH CRUISER. Traditional lines and
salty, classic looks with the ease of plywood construction. Excellent stability
and capacity. Easily propelled by sail,
oar, or small outboard. Complete
large-scale plans include detailed construction drawings, jig and setup diagrams (no lofting), oar, spar and sail
plans, and comprehensive construction
notes. Plans $55 ppd. Information
$2. Visa/MC JORDAN WOOD BOATS,
Dept. W, P.O. Box 194, South Beach,
OR 97366.
CANOE & KAYAK PLANS. Wood/canvas/fiberglass. Free catalog. TRAILCRAFT, 405-W State, El Dorado, KS
67042.
CLASSIC: COLLECTIONS, LTD. PRE-
PLANS FOR PLYWOOD BOATS. 7'
to 30'. No jigs. No lofting. Catalog of
36 boats, $4. JIM MICHALAK, 118 E.
SENTS HALF HULLS of the famous
Randle, Lebanon, IL 62254.
wooden runabouts and racers. All editions are beautifully hand carved and
rubbed, featuring black walnut plaques
and Honduras mahogany hulls with
brass name plates. In scale of 1 "/1 '-0,
providing unsurpassed symmetry, precision, and detail. Our classic collection
presents half hulls of the legendary
wooden runabouts from the golden
era of the 1920s and 1930s to the last of
the great woodies of the 1960s. Free
brochure, 800-289-3167. 3321 Suffolk
Ct. West, Suite 105, Fort Worth, TX
76133-1151. Fax 817-927-1889.
27' TRADITIONAL BLUE-WATER
CUTTER. Wooden plank-on-frame
construction, marconi or gaff rig.
26'8" x 24' 1" x 9'2" x 5'. A salty vessel
for serious sailors. Study plans $8.
ROBERT CLAYTON, 303-B Anastasia
Blvd., St. Augustine, FL 32084.
BUILD YOUR OWN BARTENDER.
Salty, seaworthy, planing double-ender.
19','22', 26', 29'. Plans sold by originator/designer. Send $5 for brochure.
GEORGE CALKINS, Box 222, Dept WB,
Nordland, WA 98358.
July/August 1996
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145
CLASSIFIED
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, runabouts, hydroplanes, tunnel hulls,
houseboats, duckboats, canoes/strippers, kayaks, dinghies. Sailboats - daysailers, trailer-sailers, multihulls. Discover
no-dryrot epoxy boatbuilding. Complete
catalog $3 (airmail $5). Book - Amateur
Boatbuilding- plywood, fiberglass, wood
epoxy, steel, $6. Free supplies catalog
- fiberglass, paints, foam, bronze/stainless fasteners, epoxy resins and glues,
NOW AVAILABLE AGAIN, THE FULL
LINE OF REDMOND small craft plans
from T. Miliano, sole distributor; including Whisp, a classic fine-lined, highperformance, ultralight 68-lb, 16'
rowing and sailing skiff. Uses only
9', 10', 11', and 14' TUG DESIGNS.
Detailed building plans. Plywood, nailand-tape. Gas, electric, diesel. Information: $5 (US). BERKELEY ENGINEERING, 1640A Reche Rd., Fallbrook,
CA 92028. 619-723-8234.
three sheets of plywood. Featured in
WoodenBoat and Small Boat Journal.
Easy to build; over 4,000 amateurs
have ordered plans: $35. Or try one of
the other Redmond skiffs featured in
Ultralight Boatbuilding. Bluegill, 16'
utility and outboard sailing skiff: $36.
Flapjack, 14' sailing/rowing skiff: $34.
Tetra, 10' rowing/sailing dinghy: $33.
Skiff catalog and photos: $5. T. Miliano,
P.O. Box 35177, Sarasota, FL 342425177.
(same kit builds different lengths)
PIROGUE KIT, $42.50, includes plans,
precut cypress stems and ribs. Pond
boat kit, $79.95, includes plans, precut plywood transoms and seat units.
Simply add plywood, screws, glue, etc.
Price includes shipping. UNCLE
JOHN'S, 5229 Choupique Rd., Sulphur,
LA 70663. Visa/MC call 318-527-9696.
CEDAR-STRIP, small craft designs for
amateur boatbuilders. Catalog, $5.
C O M P U M A R I N E , Box 7565-WB,
Everett, WA 98201-0565.
QUALITY DESIGNS in taped-seam
plywood. Oar, power, and sail. 10-26'.
cable steering, and more. Discount
prices. CLARKCRAFT, 1642 Aqualane,
Tonawanda, NY 14150.
PLANS FROM ARCH DAVIS DESIGN.
26' plywood lobsterboat, Jack Tar
(above). Workboat and cruiser models. Info package $7, plans $107. Jiffy
22 cabin skiff, info $6, plans $90. 9'7"
Jiffy skiff, info $4, plans $35. All first
described in National Fisherman. ACE
14' sailboat, info $5, plans $60. P.O.
ATKIN ILLUSTRATED CATALOG.
Providing three generations with practical,
well-proven designs. Over 200 designs
previously published in Motor Boating.
Famed Atkin double-enders, traditional
offshore and coastal cruising yachts, rowing/sailing dinghies, utilities, and houseboats. $8 U.S., $10 Canada, $13 overseas
airmail. PAYMENT U.S. DOLLARS
PAYABLE THROUGH A U.S. BANK.
ATKIN & CO., P.O. Box 3005WB,
Noroton, CT 06820.
Box 119-W, Morrill, ME 04952. Phone
207-342-4055. Visa/MC welcome.
OLD BOAT PLANS, from old magazines. Big list, $4. E.G. Ragsdale,
P.O. Box 153, Florence, OR 97439.
541-997-7818. Online: http://www.bylhe-sea.com.
Catalog $3. TRACY O'BRIEN MARINE
BUILD THE ORIGINAL BEAR MOUNTAIN CANOE. Ted Moores, co-author
CanoeCraft, has been helping people
realize their wooden canoe dreams
DESIGN, 156 Bunker Creek Rd.,
Chehalis, WA 98532. 360-748-4089.
Visa/MC.
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: bearINBOARD SPORT RUNABOUT, 15'
[email protected].
classic mahogany design with deep-V
underbody. Powered by Subaru.
Simplified epoxy/plywood construction. Drawings and instructions to
build, $145. Photos, information, and
study plans, $5. BRISTOL ENGINEERING, P.O. Box 86, North Hero,
VT 05474.
BOAT PLANS-PATTERNS-KITS—
WORLD LEADER in designs for amateurs. Sailboats, powerboats, rowing boats,
dories, canoes, dinghies, workboats, and
ski boats. From 7' to 55'. Wood, fiberglass, steel, aluminum, stitch-'n'-glue.
Save! Order gigantic 176-page catalog, $5 (sera Airmail). Free 'Boatbuilding
Supplies" catalog. "How To" epoxy
manual, $2. "How To" fiberglass book,
$15.95. GLEN-L MARINE, Box
1804/WB6, 9152 Rosecrans Ave.,
Bellflower, CA 90707-1804. MC/Visa,
phone: 310-630-6258.
146
•
WoodenBoat 131
L O . A . . . . . . . . 1 6 ' 3 " POWER . . 5-10 HP
BEAM . . . . . . . . 7 ' 7 " PLYWOOD
HEAD ROOM 6' 5" TRAILERABLE
HOUSEBOAT—16', 20', and 24'
DESIGNS. Simple plywood construction.
Study pack: $3 (US). Detailed building
plans for boat and trailer. 16', $55
(US); 20', $65 (US) ppd. DC DESIGN,
770 Reche Way, Fallbrook, CA 92028.
CANOE, KAYAK, HISTORIC DECKED
canoe plans. Sail your canoe. Send $1
for information to: ISLAND CANOE,
3556C West Blakely, Bainbridge Island,
WA 98110-2205.
ULTRALIGHTS BY THOMAS). HILL.
Canoes, skiffs, dories. Plans, $49. Book,
$17.95. Video, $39. MC/Visa. 166
Ferguson Ave., Burlington, VT 05401.
802-658-9150.
HUNDREDS OF PLANS-PATTERNSKITS-MANY NEW! Mahogany runabouts, tugboats, power catamarans,
powerboats, sailboats, rowboats. 8 '-67'.
Wood/ply, aluminum, steel, fiberglass.
New "Release 3.0" catalog and dinghy
plans $6. KEN HANKINSON ASSOCIATES, Box 272-W, Hayden Lake, ID
83835. 208-772-5547.
SEA KAYAK PLANS/KITS. Contemporary stitch-'n'-glue. Full-sized patterns,
completely illustrated manual. Fast,
stable, and light. Free brochure. SAN
JAVIER KAYAK, 2425B Channing Way
#220, Berkeley, CA 94704. 510-215-1776.
http://www.ccnet.com/~sjkayak.
CLASSIFIED
18' ELECTRIC SAILBOAT. 104-page,
soft-cover book describes performance
advantages of this epoxy cold-molded
sloop. Complete building instructions. 44 drawings. Color photos. $18.
Ramon Alan, 960 Trapelo Rd., Waltham,
MA 02154-4846.
PLANS, KITS, HULLS, boats. Sail,
pulling, steam. Information, newsletters $3. THAYER, Rte. 1 Box 75,
Collbran, CO 81624.
SHOESTRING, 16'x 6'x 1', beautiful,
fast, deep-V hull. Plywood-epoxy construction. Build as shown, or 8 other
suggested designs. Information-study
plans, $7; plans, $65. G.F.C. BOATS,
490 Hagan Rd., Cape May Court House,
NJ08210-0.
26' THUNDERBIRD. Over 1,250 built.
Fleets in U.S., Canada, Australia.
Plywood plans $40. One-off fiberglass
plans $50. Information free. ITCA,
P.O. Box 1033, Mercer Island, WA
98040-1033.
BUILD "LITTLE GEM," 13'6"x 4'4"
rowing skiff. Easy-to-build, attractive flatbottomed plywood design requires
no jig or lofting. 55 hours to construct. Rows easily, yet stable and
roomy. Ten mph with 4-hp outboard.
Also a good sailboat. Ideal for firsttime builder. Plans and instructions,
$35 plus $4 p&h. Sixty-page study
packet, 17 designs for 10-26' rowing,
sailing, and power craft, $8 postpaid.
Completed boats and kits built to
order. KEN SWAN, P.O. Box 207,
Hubbard, OR 97032. 503-982-5062.
FIVE WEEKS SAILING ON FINE
YACHT. Sailing guest/cook/crew on
40' ketch kept Bristol fashion. Accompany
owner, family, and professional crew.
Congenial, mature man/woman for
cruise with stops this August from
New York to Cape Cod, etc., to do
simple cooking, light cleaning and
assist sailing. Can't g e t sick! All
expenses paid. No salary. Good cruising and sailing for meticulous person. References required. Call Gail
weekdays at, NY, 212-431-6900.
JOHN McCALLUM. APPLEGATE
BOATWORKS, 25380 Fleck Rd., Veneta.
OR 97487. 541-935-2370. Established
1976. Taped-seam plywood boat plans.
Zydeco. 16' pirogue-type canoe, $35.
Tree Frog, 8' garvey-type pram, $38.
Stud) plans $1. www.teleport.com/~boatshop/.
GFB-16 TRAILER POCKET CRUISER,
power or sail versions. Safe, roomy,
amateur buildable. Send SASE plus
$150 postage for info package. SALTYS,
P.O. Box 604, Rockland, ME 04841.
207-594-2891. [email protected].
DESIGN BOOKLET (new edition)
to 45' for rowing, sail, and power. $7
(US); $10 (overseas). 193 Tillson Lake
Rd., Wallkill. NY 12589. 914-895-9165.
FUEL-EFFICIENT, COMFORTABLE,
long-range cruising powerboats; a
practical approach. $3 for illustrated
brochure describing the philosophy;
or $10 for brochure and stock plans
catalog of cruising sail and power
boats. GEORGE BUEHLER YACHT
DESIGNS, Box 966-W, Freeland, WA
98249.
CAPT. PETE CULLER'S PLANS, 100
designs from 11' pram to 125' Tern
schooner. $1 for price list. GEORGE B.
KELLEY, 22 Lookout Lane, Hyannis,
MA 02601.
CHARTER YACHT COMPANY NEEDS
deckhand shipwright. Duties include
repair and remodeling of large, coldmolded multihulls. Mechanical background valuable. Send resumes and
photo to WYV, P.O. Box 5157, St.
Thomas, VI 00803. 809-494-2405.
TRADITIONAL OFFSHORE CRUISING CUTTERS; 24'7", 26', 30', 32',
40'. Study plans available for $10 (US)
each. Lyle C. Hess, 5911 E. Spring St.
#360, Long Beach, CA 90808.
HUCK1NS YACHT CORPORATION
is accepting resumes for the following positions. Marine Mechanical
Foreman; required background: previous management experience, strong
leadership qualities, marine experience of all yacht mechanical systems
necessary. Marine Purchasing Agent;
required background: computer
literate, leadership experience, knowledge of marine parts. Please send resume to: HYC, 3482 Lakeshore Blvd.,
Jacksonville, FL 32210. 904-389-1125,
'fax 904-388-2281.
APPRENTICE BOATBUILDER from
Europe seeks work in San Francisco Bay
area. Meticulous craftsman. Knows
engines. CA, 415-364-6418, Allan.
EMPLOYMENT OPPORTUNITIES
WITH Robert E. Derecktor Inc.,
Custom Yacht Builders, are available.
Needs are for experienced metalworkers, plumbers, and mechanics.
We are also looking for a paint foreman
and a rigger. Applicants must have
marine experience. Great pay and
benefits based on experience. Send
resume to: 311 E. Boston Post Rd.,
Mamaroneck, NY 10543. Or fax your
resume to: 914-698-4641.
TWENTY-THREE DESIGNS, FULLSIZED PATTERNS! Large-scale lines
drawings and study plans book, $5.95.
Instructional video, $19.95. Partial
kits for unique materials. MONFORT
ASSOCIATES, RR 2 Box 416W,
Wiscasset, ME 04578. 207-882-5504,
fax 207-882-6232.
READ STEAMBOATING, the annual
"how-to" journal for steamboat owners,
builders, and dreamers. $25/year.
Satisfaction guaranteed. W. Mueller,
Rte. 1 Box 262W, Middlebourne, WV
26149.
July/August 1996
•
147
ELECTRIC BOAT JOURNAL. Publication
of the Electric Boat Association of the
Americas. Free with membership. For
sample copy and information: EBAA,
P.O. Box 4151, Deerfield Beach, FL
33442. Phone 954-725-0640.
YACHTS, SAILING CRAFT, SAILING
SHIPS. Send for our lists of used and
antiquarian books from the largest
stock of sea books in the world. B.
Fisher Nautical, Huntswood House,
St. Helena Lane, Streat, Hassocks,
COMPLETE SET OF WoodenBoat.
Excellent condition. $350 plus shipping.
MI, 517-892-7677.
BN6 8SD, Sussex, U.K.
RARE, OUT-OF-PRINT nautical books.
Send for free list. Paul A n t h o n y ,
Bookseller, RR 2 Box 214, Mt. Vernon,
MO 65712. 417-466-4282.
CLASSIC BOATING MAGAZINE
features runabouts and cruisers.
Restoration articles, engine information, color photography, boats and
parts ads. Bimonthly, $24/year, $32
(US) foreign. CLASSIC BOATING,
280-D Lac La Belle Dr., Oconomowoc,
WI 53066. 414-567-4800.
CAPE HORN: One Man's Dream, One
Woman's Nightmare by Reanne
Hemingway-Douglass. The true story
of a woman who wouldn't give up.
$22.50 plus $3 p&h. Call about cruising guides to B.C. and A l a s k a .
619-387-2412, FINE EDGE, RR 2 Box
303, Bishop, CA 93514.
FREE BOATING BOOK with another
boating book at huge savings when
yon join Nautical Book Club. Save
15—50% on top-quality books. Write
for free information today. NAUTICAL BOOKCLUB, Dept. W224, P.O.
Box 12510, Cincinnati, OH 45212-0510.
513-531-8250.
THE BOATMAN—A B r i t i s h boating
magazine about t r a d i t i o n a l boats
and craftsmanship. Ten issues per year
at $58.50 (US o n l y ) : two years,
$112. Sample copy, $6.50 postpaid.
MasterCard/Visa available. Write:
ArrowHeart Publications Ltd., P.O.
Box 496, Boothbay, ME 04537-0496. Or
call 800-804-7670.
FAMOUS CANOE CATALOGS, now
fine reprints. Peterborough Canoes, 1929,
54 pages. Chestnut Canoes, 1950, 39
pages. Illustrated, paperback, $14.95
each postpaid; both $25. Also, Peterborough Canoes decorative color poster.
Fine lithographic reprint, 1922, $17.50
postpaid. Plumsweep Press, Box 321,
Lansdowne, ON, K0E 1L0, Canada.
Phone/fax 613-659-3629.
WOODENBOAT Nos. 56-126. Excellent
condition. $225 plus shipping. MD,
410-323-6022, leave message.
OUT-OF-PRINT marine inboard and
industrial engine manuals. Write:
Gilbert Plumb, Box 718, Essex, CT
06426, for price and availability.
WOODENBOAT Nos. 13-129, entire
set only, excellent condition, $300
plus shipping. CT, 203-288-9000.
203-767-7351.
WOODENBOAT Nos. 1-86, missing
26, 27, and 83. Eight binders, excellent
condition. $300 plus shipping or best
offer. FL, 941-764-8375, Craig.
THE EGREGIOUS STEAMBOAT JOURNAL, Bimonthly journal of steamboat
history and technical studies. A wealth
of unpublished information and photos. Subscribe today: $20 US, $24
Canada, $40 foreign (US currency).
1995 Steamboat Calendar, $9. Book/
gift catalog, $4. P.O. Box 3046-WB,
Louisville, KY 40201-3046.
SPEED BOAT KINGS by J. Lee Barren.
Reprint of 1939 classic about Gar
Wood and Harmsworth racing. $23
ppd. ANDREWS & ROSE, BOOKSELLERS, 105 E. Main St., Niles, MI
49120. 616-683-4251, noon to 6:00
p.m.
CAROLINA WATERFRONT. Great
fishing! Great sailing! Great people!
Spectacular views! On the ICW near
Pamlico Sound. Homes, lots, acreage,
and villas on protected deepwater.
Low taxes. Affordable prices. Call for
free information. Sail/Loft Realty
Inc., P.O. Box 130, Oriental, NC 28571.
800-327-4189.
BUZZARD'S BAY WATERFRONT with
173' of frontage, 2.3 acres, sandy beach.
Private and secluded in a natural setting. Four bedroom home with uninterrupted views. 55 minutes to Boston;
45 minutes to Providence. Ask for
Kelly or Norma, MA, 800-278-3044.
BAHAMIAN HOUSE FOR RENT:
Beautiful wooden home on Man-o'War Cay, boatbuilding capital of the
Bahamas. Brochure: Duncan, 8 Brook
Dr., Milcon, MA 02186. 617-698-2356.
SELL OR TRADE for small boat.
Hawaii time share. Approximate value,
$9,000. TX, 713-342-1116, evenings.
30' x 50' x 12' BOATSHOP on five
acres. Ideal for builder or service yard.
$70,000. Brooklin, ME, 207-565-2222.
BLUE HILL TO STONINGTON,
MAINE. For waterfront listings within
your price range, contact Compass
Point Real Estate, P.O. Box 52, Blue
Hill, ME 04614. 207-374-5300.
MARITIME BOOKS—USED AND
RARE. All maritime subjects. Free catalogs upon request. AMERICAN BOOKSELLERS, 102 West 11th St., Aberdeen,
WA 98520. 360-532-2099.
GREAT READ! Row The Inside Passage
with Pete and Nancy Ashenfelter. $12
ppd. 3915 "N" Ave., Anacortes, WA
98221.
148
•
WoodenBoat 131
OUT-OF-PRINT BOOKS: All maritime
subjects. Send for latest catalog. W.
Wiegand & Co., Box 563W, Glastonbury, CT 06033.
10.5 oz DACRON MAIN, mizzen, jib for
33' Herreshoff Meadowlark. New.
$1,000 or best offer. MO, 417-466-4282.
CLASSIFIED
CARBURETORS AND FUEL PUMPS
through 1975 restored. Great refer-
ences. Hal Houghton, C.P.C., Taborton
Rd., P.O. Box 262, Sand Lake, NY
12153-0262. Phone 518-674-2445.
LOW COST SAILS. New sails at wholesale prices. Highest quality. Satisfaction
guaranteed. Call now. 1352 La Loma,
Santa Ana, CA 92705. 800-700-SAIL
(7245) Bill; 800-977-9956 Fred; fax
604-938-0649.
HAVE TOOLS WILL TRAVEL Wooden
boat builder will build, rebuild, or
repair your project on site or in my
shop. $12/hour. MA, 413-586-2007.'
BOAT DELIVERIES. Atlantic Ocean,
coastwise, power/sail. Reasonable,
experienced, licensed. Eben Whitcomb,
DIRIGO CRUISES Ltd., 39 Waterside
Ln., Clinton, CT 06413. 860-669-7068.
JASPER & BAILEY SAILMAKERS.
Over 20 years of offshore, one-design,
and traditional sails. Sail repairs, recuts,
conversions, washing and storage.
Used-sail brokers. 64 Halsey St.,
P.O. Box 852, Newport, RI 02840.
Phone 401-847-8796.
PERSONALIZED BRONZE BELLS.
Custom cast. Raised inscription or
logo of your choice. 6" and 8 " diameters.
Free brochure. THE BELLINGHAM
BELL COMPANY, P.O. Box 4346,
Bellingham, WA 98227. Phone/fax
360-671-0404.
OUR CLASSIC BRONZE helm. Heavyduty hardware and custom castings.
WATERLINE M A R I N E , RR 1 Box
1615. Surry, ME 04681. 207-667-5331.
FINELY CRAFTED wooden spars; hollow or solid. Any type of construction. ELK SPARS, Bar Harbor, ME,
207-288-9045.
NEW FROM NFM, 5 x 12" opening
bronze port. In stock, $119.95 plus
shipping. Custom catalog, $4. NEW
FOUND METALS INC., 240 Airport
Rd., Port Townsend, WA 98368. Builders
discount on ports, call 360-385-3315
or 360-385-3318. Fax 360-385-6097.
HERRESHOFF 12 ½, HAVEN 12 ½,
DOUGHDISH custom cast-bronze
hardware; 4 ½ " mast hoops. Price list
available. BALLENTINE'S BOAT
SHOP, Box 457, Cataumet, MA 02534.
508-563-2800.
NEW KETCH RIG, wired and varnished booms, spreaders. Designed
for 43' cruiser. LA, 318-856-8782.
MODERN OAR SYSTEMS, light, very
efficient, durable, inexpensive. BRIE
CRAFT, 732W Midland Ave., Midland,
PA 15059. 412-643-5457.
FAST TRADITIONAL SAILS. Gaff,
gunter, lug, sprit, etc. While, tanbark,
or cream Dacron. DABBLER SAILS,
P.O. Box 235, Wicomico Church, VA
22579. 804-580-8723.
BRITISH COPPER BOAT NAILS &
TACKS, $10.50/lb. Roves, $11.50/lb.
Volume discounts. Wooden Boat
Foundation, WA, 206-385-3628.
CANOE HARDWARE: ½", 11/16", 7/8"
canoe tacks; 3/8" oval brass stem bands;
clenching irons; 3/16" bronze carriage
bolts; canoe plans; clear white cedar.
Price list available. NORTHWOODS
CANOE CO., 336 Range Rd., Atkinson,
ME 04426.
FLOORING: Black-ribbed, 6' wide;
$16/running ft. White pyramid, 3'
wide; $14/running ft. Black pyramid,
4'wide; $14/running ft. MC/Visa.
MITCH LAPOINTE'S CLASSIC BOAT
CONNECTION, 3824 Sunset Dr.,
Spring Park, MN 55384. 612-471-8687.
July/August 1996
•
149
CLASSIFIED
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.
DANISH CABIN IAMPS in solid brass
or nickel-plated brass. Luxury and
old-world charm in three sizes, all
with special halogen bulbs for superior
illumination. Also stainless-steel lamps
and flexible-arm chart lights (choice
of brass or stainless). Catalog from
Imtra, 20 Barnet Blvd., New Bedford,
MA 02745. 508-995-7000.
QUIET OAR, the rowers' friend. Quiets,
cushions, positions, and protects oars
in rowlocks. One-piece rubber/neoprene collar and sleeve units roll on
without tacks, glue, or stitching! An
Oar-Deal® product. $18 per pair,
S&H included. Check or money order
only to BECKLEY BOATING GEAR, P.O.
Box 271, St. Michaels, MD 21663.
CHRISCRAFT DECALS, $21.95/pair.
FREE CATALOG—Classic inboard
speedboats, refinishing supplies, ChrisCraft pennants, books, step-pads,
flagpoles. World-famous Epifanes varnish, only $15.95/liter for 6 liters!
"Chris-Craft Mahogany" stain; copper-bronze bottom paint; "Chris-Craft
Mahogany" bilge paint $35/gallon;
6-cyl Chris-Craft engine manual
$8; 6- & 12-volt bilge pumps; windshield brackets and molding, halfround crash pad. MC/Visa. MITCH
LaPOINTE'S CLASSIC BOAT CONNECTION, 3824 Sunset Dr., Spring
Park, MN 55384. 612-471-8687.
BRISTOL BRONZE makes over 400
unique bronze marine fittings such
as the swivel cam cleat shown above.
For catalog, send S4 to: P.O. Box 101,
Tiverton, RI 02878. 401-625-5224.
Herreshoff cast bronze shell blocks
redesigned to modern engineering standards
for h i g h - t e c h D e l r i n hall hearings and
authentically manufactured to last a lifetime.
See -Review," WoodenBoat No. 130.
Call or write for catalog, photos and info.
J.M. REINECK & SON
9 Willow Street*Hull, MA 02045; (617)925-9312
USING 1970s-ERA EPOXIES? Discover
modern epoxies. Samples $20. PPI,
4607 Linden, Pearland, TX 77584.
713-997-9872.
COPPER FASTENERS and riveting
tools, Norwegian and English boat
nails, roves/rivets, rose and flathead,
clench, threaded, decoration, and
more. Fifty-plus sizes and types, 3/8" to
6". Your leading source since 1987.
FAERING DESIGN, Dept. W, P.O. Box
805, Shelburne, VT 05482.802-462-2126.
THE EASY HEAT GUN is the quickest,
easiest, neatest way to remove multiple layers of paint and varnish from
brightwork, woodwork, and furniture.
Safe, flameless, lightweight, whisper
quiet, rugged, economical, and versatile. For a location near you, call,
IL, 708-515-1160.
CUSTOM HARDWARE: Rudder and
strut for Zimmer-designed 16'Gentleman's
Runabout (WB Plan No. 76). For
details, contact: Ed Woods, 13689 Big
Bear Terrace, RR #3, Lady-smith, BC,
V0R 2E0, Canada. 604-245-4546.
NEW! SPEEDBOAT CLAMPS! If you
build or repair mahogany runabouts,
you may want to own several of these
new planking clamps. These are similar to our present large PC-1 model but
accept deeper frames (up to 4"). Please
write or phone for info, photos, and
prices on all our planking clamps.
CONANT ENGINEERING, P.O. Box
498, Boothbay, ME 04537. 207-633-3004.
NEW PLANER-SCARFFER ATTACHMENT. Convert your Makita 1900B,
1911B, Bosch 1593, or Skil 1550 planer
to an easy-to-use 8:1 scarffer in minutes. Cut 3/8 "-thick plywood with 3 ¼ "
planer; ½" -thick with 4 3/8" planer.
3¼" attachment, $109; 4 3/8" attachment, $139. Complete planer-andattachment units also available. JOHN
HENRY, INC., P.O. Box 7473-WB,
Spanish Fort, AL 36577. 334-626-2288.
150
•
WoodenBoat 131
PREMIUM BURMA TEAK DECKING
expertly milled to your specs. Traditional
planking with or without caulking
groove, or t h i n strip p l a n k i n g for
LITERATURE ON THOMPSON boats
and company, history. Miles, CA,
818-985-8690.
WANTED: MAHOGANY INBOARD
epoxied decks. All related supplies.
runabouts 16—28', any condition.
Paying fair prices. Will transport. Mitch
LaPointe, 3824 Sunset Dr., Spring
Park, MN 55384. 612-471-8687.
Expert technical support. Call TEAK
C O N N E C T I O N / M a r i t i m e Wood
Products Corporation. Stuart. FL.
800-274-8325 or 407-287-0463.
WANTED: CLASS B or C, used, outboard motor for an 11'4" hydroplane.
Please write: Fred Petrovich, 21 Roosevelt Ave., Binghamton, NY 13901.
MARINE PLYWOOD Fine Douglasfir. Philippine ribbon stripe, Honduras,
ash. teak, okoume—1/8", ¼", 3/8", ½",
5/8", ¾", and 1". 4 x 8'. 4 x 10', and 4 x
16', part sheets available. Solid lumber—teak. ash. Honduras, oak. leak
decking. BOULTER PLYWOOD CORP.
24 Broadway. Dept. WB. Somerville, MA
02145. 617-666-1340. See Display Ad.
DONATE TO CHRISTIAN ENTERPRISE for a tax deduction! Donate
your boats, cars, RVs, real estate, stocks
and bonds. Proceeds benefit Christian
Enterprises' Outreach Program. For more
information call, NY, 800-846-1341.
SIX NORTHWEST YOUTHS NEED
MONEY to participate in Atlantic
Challenge 1996, Ireland. Contributions:
Youth Marine Foundation, P.O. Box
1394, Tacoma, WA 98401. 206-927-4968.
BROKEN-SCREW EXTRACTORS.
Back out damaged/broken fasteners.
Stub guides tool, 11 sizes, minimizes
wood damage. $2.50 each, shipping $2.
T & L Tools, 22 Vinegar Hill Rd.,
Gales Ferry, CT 06335. 860-464-9485.
WANTED: FREE SAILBOAT to young
adventurer (late 20s) with serious case
of wanderlust. Must be 26-36' (or
larger) and in or very near cruising/
liveaboard status. If you have my cure,
please call Chris at NM, 505-837-0510.
FOR SALE, T H R E E SHEETS of
mahogany plywood, 4' x 20' x ½".
$200 each. NY, 716-589-4759.
CVG ALASKA YELLOW CEDAR Sitka
spruce. Information sheet available.
WALES WATERWORKS, P.O. Box
WWP, Ketchikan, AK 999.50. Phone/fax
907-846-5223.
PORT ORFORD CEDAR, to 12"wide
and 20' long, milled to your specifications.
WA, 360-385-9022.
EPOXY REFIT YOUR WOODEN
BOAT. 60 minute, step-by-step, bow-to
video with John Steele of Covey Island
B o a t w o r k s . Detailed guide to
materials, safety, and techniques. Save
time, materials, and money. Call
800-670-3278, EAST System Supply Ltd.,
for credit card orders. Or send check
or M.O. to: Refit, Box 41021, Penhorn,
Dartmouth, NS, B2Y 4P7, Canada.
$34.95 plus $4.95 S&H.
NOW AVAILABLE: Runabout Renaissance
II: Restoring Your Wooden Pleasure Craft.
Tips/tricks from renowned experts.
60 minutes, VHS. $37.95 includes
S&H. MC/Visa/check. VIDEOCRAFT,
Inc., Box 222, Shelbyville, MI 49344.
Voice/fax 616-664-5275. Also: Runabout
Renaissance, 30 minutes, now $22.95 or
both for S54.95 includes S&H.
TEAK AND HOLLY, sizes ¼", 3/8"; and
kerning marine plywood from 5/64"—¾".
Kerning marine plywood is possibly
the strongest plywood made in the
world. For additional information,
contact Gordon Graham, RESOURCES
INTERNATIONAL INC., 424 Baker
St. N.E., Castle Rock, WA 98611-9647.
FAMOUS CANOE DECALS. Top off
your prize effort. Fine, authentic reproductions from the originals Peterborough. Chestnut, Canadian. $4.50
each postpaid IVYLEA SHIRT CO..
Box 321. Lansdowne. ON. K0E 1L0.
Canada Phone/fax 613-659-3629.
SHARE EXPENSES TWO YEARS or
part of. Cruise East coast. Southern
U.S., then Caribbean. North coast of
South America. 42' Owens A r u b a .
MD, 410-535-9511
REPLICA SWISS WATCHES. 18k! gold
plated! Lowest prices! Two-year warranty! Waterproof! Divers, Chronographs, others! GA, 770-682-0609,
fax 770-682-1710.
360-274-9852; fax 360-274-9151.
TEAK, MAHOGANY, ASH, purpleheart, lignumvitae, white oak, teak
decking. Complete molding millwork
facilities. Marine plywood. Custom
swim platforms. SOUTH JERSEYLUMBERMAN'S I N C . , 6268 Holly St., Mays
Landing, NJ 08330. 609-965-1411.
HARD-TO-FIND WOOD—FREE CATALOG. Premium, marine-grade plywoods, lumber, and veneers. Teak
decking, teak-grate stock, louvered
doors, moldings, teak and holly soles,
and parquet tiles. Lumber sold rough
or milled to your specs. Plywood sold
in full, half, and quarter sheets, or
cut to your pattern. Expert advice.
World-wide shipping. TEAK CONNECTION/Maritime Wood Products
Corp., Stuart, FL, 800-274-8325 or
407-287-0463.
WANTED: LYMAN BOAT memorabilia, brochures, collectibles, etc.
Buy, sell, trade. Tom Koroknay, OH,
419-884-0222.
ATLANTIC WHITE CEDAR, excellent quality. Canoe and dinghy strips,
bead/cove. Teak, mahogany (genuine
& Philippine), cypress, and domestic
hardwoods. Marine teak, Okoume,
mahogany, and fir plywoods. Fax or
phone. Visa/MC, Discover. ANCHOR
HARDWOODS INC., P.O. Box 3577.
W i l m i n g t o n , NC 28406. Phone,
910-392-9888, fax 910-392-9078.
BARNEGAT BAY SNEAKBOX or
Madoc Duck Boat with sailing rig. In
need of restoration or repair preferred. Call Bruce, CT, 203-838-2215
(work) or 203-227-1072 (home).
HAND-HEWN OAK TIMBERS from
150-year-old tobacco barn in southern Maryland. Various sizes up to
10" x 12" x 30'. $2/board foot. MD,
301-994-0468.
THE FINEST wooden pond sailers.
Free brochure: 1-800-206-0006.
FOR SALE. PIG LEAD for boat ballast. Ronald Shafter 9 Rockland St.,
Rockland, ME 048-41. Call 207-594-4004.
July/August 1996
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151
CLASSIFIED
PERFECT GIFT—BEAUTIFUL, handmade, wood-inlaid paddles. Limited
and custom designs. PADDLE FANCY,
14 Hobart Hill Rd., Hebron, NH 03241.
603-744-2303.
STAINLESS STEEL SHACKLES, high
quality, large assortment. 80% off list.
$13,000. NY, 718-463-1915, evenings;
718-961-8310, message.
ANGLO CONCERTINA—traditional
shipboard instrument; f i n e s t quality.
Play songs, shanties, jigs, reels, hornpipes. Complete instruction book and
case included. Send $29") ppd. to:
GREEN MTN. INSTRUMENTS, P.O.
Box 964, Burlington, VT 05402.
CANADA'S MOST UNIQUE Catalog
of Watercraft including easy-to-build
kits plans, fittings, boat repair manuals,
and supplies. Send $4 to TENDERCRAFT BOAT SHOP, 284 Brock Ave.,
Toronto, ON, M6K 2M4, Canada.
CHRIS-CRAFT OWNERS AND COLLECTORS—I have available authentic old wooden decoys, carved by Chris
Smith and employees of the ChrisCraft factory, circa 1870-1930. These
decoys are treasures from early ChrisCraft history. Photos and prices on
request. Tom Lindeman, MARSH
MEMORIES, P.O. Box 816, Minocqua,
WI 54548. 715-356-6631. Also, we will
be at the Hesse! show. August 10.
16', 1957 CENTURY RESORTER.
Mahogany. 110-hp Chrysler Marine
in excellent condition. Professional
restoration. All original parts. Trailer
included. $17,500. MA, 508-892-3132.
1963, 19'THOMPSON. A-l condition. Full canvas. Two automatic bilge
pumps. Porta-potti. 20-gallon, built-in
fuel tank. No engine. Asking $400.
NY, 718-738-0445.
EI.DREDGE-McINNIS-DESIGNED
40' motorsailing sloop with sheltered
center cockpit and aft cabin, 1964.
Superbly maintained. Data sheet and
photos available. $58,000, offers considned. David Fenske, 412 Phoenix, South
Haven, MI 49090. 616-637-5925.
1958 CRUISERS 19'. 75-hp Johnson.
Lapstrake, similar to Thompson. Sound
boat, needs cosmetics. Cover and
trailer. $1,250. WI, 715-344-8816.
62' LOA WILLIAM GARDEN KETCH,
1965/77. Draft 5'6", beam 14'; 1 ½"
mahogany on steam-bent oak frames.
85-hp Perkins, 3.5-kw Onan, complete
electronics. Sleeps seven; double
bed in master stateroom. Stern davit
with 11' Boston Whaler; 9.9-hp Johnson.
B u i l t in Barcelona by master
boatbuilders. $99,000, offers. MA,
508-224-3989, 6-9 p.m..
20' THOMPSON CHRIS-CRAFT, rare
classic, 1963, runabout. Marine plywood on oak frames. Bronze fastenings. 1991 restoration. 1986 Mercury
90-hp o u t b o a r d , low hours. 1985
Highlander trailer with winch. $7,500.
ME, 207-236-2182.
152
•
WoodenBoat 131
KINGS CRUISER 28' SLOOP. Excellent
to good condition. 1987 Wooden Boat
Show winner. 1993 WOOD Regatta
winner. $12,000. RI, 401-254-0383.
48'CHRIS-CRAFT CONSTELLATION,
1968. Complete replank and refinish,
1995. Full aft canvas enclosure, wet
bar, icemaker, much more. $59,900
or best offer. MI, 616-452-6562.
1965, 33' OWENS CRUISER with
flying bridge, Onan generator,
twin 285 engines, full galley, shower.
Sleeps six. All wood, teak decks. Excellent condition. Priced to sell. NY,
.",15-637-1655.
HERRESHOFF-28 KETCH, 1957 with
custom mahogany doghouse. Steambent oak frames with cypress planking. Two-year-old 15hp Honda outboard.
Very nice condition with custombuilt, tri-axle trailer. $33,000. OH,
216-835-1800.
46' CHRIS-CRAFT CONSTELLATION,
1965. Extended hardtop. T-431 Lincolns,
6.5-kw Kohler. Good condition, June
1995 survey. $38,5(X). MI, 517-894-5455.
SHAW 24, MORC DESIGN, 1961.
Mahogany/oak. Diesel. Trailer. Excellent condition. $10,000, offers. MI,
313-562-5877.
1954 CHRIS-CRAFT 17'CUSTOM
RUNABOUT. Fully restored with new
165-hp Crusader. Perfect in everyway.
$15,000. NY, 518-346-1953.
CAPE COD CATBOAT, 19' LOA, 9'
beam. Landing School built, 1987.
Yanmar diesel. Professionally maintained. Excellent condition. Better
than new. $25,000. NY, 212-355-4831.
THE LANDING SCHOOL is accepting deposits on nine wooden boats to
be built in the school term starting
September 1995. These include 14'
Joel White peapods, LS-26' cold-molded
sailboats, and Pete Culler 19' Buzzards
Bay sloops (see article in WoodenBoat
No. 122). Contact The Landing School,
P.O.Box 1490, Kennebunkport, ME
04046. 207-985-7976.
1929 UPDATED 42' ELCO FLATTOP.
Two staterooms with heads. 4/53 FWC
Detroit diesel, low hours. Documented.
Cleopatra couch. Good condition.
$56,000. NY, 516-665-3514.
FREE—LEARN HOW TO SELL YOUR
BOAT. Call Nicole today for WoodenBoat
magazine's guide to selling your boat,
plus tips on how to write a boat-forsale classified ad. Monday-Thursday,
8:00 a.m.-l:00 p.m. EST, 207-359-4651.
25' SCHEEL-DESIGNED SLOOP,
1964. Cedar planked, bronze fastened,
spruce spars, Palmer inboard. Good cond i t i o n . $12,500 or best offer. Call,
NJ, 908-899-5700; 800-899-5706;
908-899-5481.
WAYNE'S MARINE.-Lake Hopatcong,
New Jersey. We have many old wooden
speedboats for sale. Most of them are
Chris-Craft r u n a b o u t s up to 28'.
Restorations are our specialty. Send
for list. Box 149, Glasser, NJ 07837.
201-663-3214.
46' A N G L E M A N STAYSAIL
SCHOONER, "LAVOLPE." West C o a s t
built, 1927. Perkins diesel. Douglasfir over oak. Teak decks, trim, and
cabin trunks. Bristol condition. Asking
$65,000. CA, 818-343-9927.
THE ANTIQUE BOAT SPECIALIST
has an antique or classic speedboat
for you. Send for list Wayne Mocksfield,
719 E. Morningstar Ln., Hernando,
FL 32642. 904-344--1272.
ANTIQUE AND CLASSIC BOATS OF
all kinds are available from D.J. Charles,
Pinetree Enterprises, RR2, Orillia,
Ontario L3V 6H2, Canada. 705-326-1049,
evenings.
23' CASCO BAY HAMPTON, lugrigged cat-ketch. Chapelle's ASSC,
pages 156-7. 1984, pine s t r i p on
white oak, galvanized fastened. New
masts, cockpit. Includes pram, 2-hp
Johnson, oars, anchors, etc. $8,000.
Watershed Woodworks, Appleton,
ME, 207-785-2712.
28'6" CONTROVERSY SLOOP, 1970,
K/CB. White cedar on oak. Repowered
18-hp diesel. Basic equipment, sails,
and lines. Needs a new owner. Reasonably
priced. IL, 815-398-0352.
42' DICKERSON HEAVY-DISPLACEMENT TRAWLER. Mahogany
strip, full keel. Twin diesel, 7-kw Onan,
A/C, refrigeration, 2000W inverter,
autopilot. large cockpit, loaded with
gear, spares, tools. A real "Little Ship,"
ready for the Bahamas. $68,000, trades
considered. Fort Lauderdale, FL,
800-527-1778.
CLASSIFIED
STAR No. 1039, BUILT 1934 by Parkman,
New York. Complete and original,
deck in fine condition. Includes original wood spars, sails, jib pole, mast, and
boom. Cast-iron keel. With cradle and
trailer. $2,500. Contact Henry Breed,
NY, 212-223-2508.
1930 CHRIS-CRAFT TRIPLE COCKPIT racing runabout. Completely
restored. Prize winner. 454 Crusader
350-hp engine. Always stored inside.
Restoration documented. $65,000.
MA, 508-456-3316.
18'AMESBURY SEA SKIFF, 1986. 35hp, 1989 Force. Electric, 6-hp Johnson.
Trailer, accessories. $5,600. MA,
T R A D I T I O N A L SMALL CRAFT.
Pulling: Chamberlain gunning dory,
617-387-4158.
lapstrake peapods, West rowers, lapstrake
lenders. Compare these boats in our
17' WHITEHALL, LAPSTRAKE cedar
tryout pond! Power (mostly project
on oak, b u i l t 1995 by Rockport
Apprenticeshop, John Gardner design.
Mast step, rudder, three rowing positions, two pairs oars, trailer. Excellent
for crew of three or four. $6,900. ME,
boats): Emmons power-dory, Cape
Cod dory, fantail launch, Chris-Crafts
1920s-1940s, Yellow Jacket inboard.
Sail: Beetles, Alpha-dory, Shellback
dinghy, Leathers daysailer. Maine
Coast Boathouse, U.S. Rte. 1, Northport,
ME 04849. 207-338-0100.
207-725-4762.
Chamberlain dory-skiff, carvel and
26'CHRIS-CRAFT Constellation, 1964.
Always fresh water, under roof. Single
screw, 785 hours. Pictures, equipment
list gladly m a i l e d . $10,000, w i l l
pay s h i p p i n g up to $1,000. N H ,
603-225-5299.
1952 GREAVETTE DisappearingPropeller boat, Dispro, 18'. Completely
restored. Award-winning condition.
18' OLD TOWN CANOE, 1910 Charles
River model. Recanvased and varnished. Over 90% original wood.
Custom trailer. Water ready. ON,
Canada, 613-822-0848.
1946 CLASSIC CHRIS-CRAFT 10'double-cabin cruiser with Hying bridge.
White seams on mahogany deck. Fully
restored, mini condition, winner of
many awards. $75,000 (CDN). ON,
Canada, 613-748-6044.
28' HERRESHOFF ROZINANTE,
under construction. Hardware personally handmade by I..F. Herreshoff.
J.T.'s C h a n d l e r y , N e w p o r t , R I ,
401-846-7256.
FOR SALE, 1959-60 CHRIS-CRAFT
MOTORYACHT, 55'. Extended hardtop. Heat, air, icemaker. Whaler and
motor. Twin diesels, low hours. Refastened 1995, excellent. Selling due to
ill h e a l t h . A s k i n g $55,000. MD,
410-682-3754 or 410-391-6482.
$2,500. MA, 508-252-3522.
GET ON OUR MAILING LIST. Classic
mahogany speedboats. Color photos.
What are you looking for? Call Mitch—
1956 23'Continental MCL $15,000;
1939 19' Chris-Craft Custom $22,000;
1940 19'Chris-Craft Custom $38,000;
1939 20' GarWood Sedan $25,000;
1957 17'Chris-Craft Sportsman $5,000;
1948 20' Chris-Craft Custom $22,000;
1929 22' Chris-Craft Triple $20,000;
1950 18' Chris-Craft Riviera $11,500; 1952
16' Chris-Craft Riviera $10,000; 1947 17'
Chris-Craft Barrelback $24,500; 1950
22' Chris-Craft Sedan, ML, $14,500;
1940 22' Chris-Craft Sportsman $9,000;
1955 21 ' Chris-Craft Capri MBL,
$12,500; 1950 20'Chris-Craft Riviera
$6,000; 1957 19'Capri boat $13,500; 1937
17' Chris-Craft Deluxe $10,900; 1952
19' racing runabout $22,000. We buy
boats. Mitch LaPointe, 3824 Sunset
Dr., Spring Park, MN 55384. Delivery
U.S./Europe/Canada. 612-471-8687,
mornings.
RIVA INTERCEPTOR, 1959, LOA
19'6". Restored 1990. New Crusader
220 hp. New trailer. Must sell, $25,500.
Located Miami, FL, 305-361-7624.
lake George. Video available. $10,850.
NJ, 908-459-4831 or NY, 518-644-5491.
25' LAURENT GILES ENGLISH
"VERTUE" SLOOP, 1958. Teak on
37' MAHOGANY/OAK LUDERS SixMeter, "Circe," 1937. Hull splined and
epoxied, lead keel, bronze bolts,
Harken fittings. Needs TLC. $5,000 Lying
25' LYMAN, 1963. Flaired-hull design.
455 V-8 power, 15 x 13c prop. Teak
windshield and trim from 1975. $6,000
oak. Copper riveted. Lead keel.
Displacement 5 tons. 6'2" headroom.
1987 Northern Lights diesel. 18-hp,
6 knots. Loran. Cruising equipped.
Sleeps four. Excellent condition and
top maintenance. Indoor storage.
$19,500. Mattapoisett Boatyard, MA,
RIVA SUPER AQUARAMA, two-year
complete restoration. Twin 375-hp
Chrysler freshwater-cooled engines.
Complete with factory cradle, tri-axle
trailer. Second owner for 22 years.
Call, NY 212-582-7575, 10:00 a.m.-5:00
p.m., weekdays.
firm. OH, 216-835-7376.
One of Manson's better models. All
mahogany and oak construction. Twin
250-hp engines. Excellent, original
condition, well maintained. With many
extras. One owner. Asking $15,500.
Call, MA, 413-782-2506; 413-567-8772
for details.
NY, 516-589-1684.
1959 CHRIST-CRAFT 32' SEDAN. Twin
175-hp engines. Galley, head. Excellent
condition. $20,000. NE, 402-887-4168.
1962, 18' LYMAN RUNABOUT.
Lapstrake hull and mahogany decks.
Professionally restored 1994. 100-hp
Volvo I/O. Original tandem trailer,
many extras. Trailerable classic! $10,900.
OH, 513-489-3510.
COLLECTOR'S ITEM! 30' WICKS
Cabin Cruiser, 1929. Completely
restored. $13,000 or best offer. Located
Virginia. FL, 904-273-0577.
15' PEAPOD, BUILT MID-1970S as
tender for schooner 'Victory Chimes."
Fully refurbished 1995-96 with new
rig, new sail. Rows and sails beautifully. Strong, seaworthy classic. $3,800.
ME', 207-230-0499, days; 207-763-3620,
evenings.
33' KETCH, SHOAL DRAFT. Atomic4. Head, galley, C.G. kit, sleeps four.
Three sails. Good vessel, very sound.
1973 MANSON 34' EXPRESS CRUISER.
NEW 11 ' CATBOAT, WITTHOLZ,
DESIGNED, built by Rock Hall Boat
Shop. Just-so looks. A wonderful sailer.
Has the interior space of a much larger
boat. lapstrake, epoxy-saturated hull.
Careful attention to detail, handsome
brightwork, Sitka spruce spars and
custom-built oars. Complete with
Dacron sail. WoodenBoat Plan No.
50. $4,800. Contact Rock Hall Boat
Shop, P.O. Box 185, Burgess, VA 22432.
804-453-5574.
30' "HARMONY," CUSTOM designed,
custom built by Bjerregaard, 1986.
4,000 lbs. Sleeps four. Tandem-axle
trailer. Very fast. See "Launchings,"
WoodenBoat No. 76. $10,000 or best
offer. IL, 847-362-1483.
508-758-3812.
Lake Ontario, Canada, 519-647-3551.
1938 RHODES CUTTER, 38' x 10' x 5'.
Completely restored structurally.
Mahogany/oak/bronze. Bright Sitka
mast. Heavy s/s rigging. New main,
genoa. Excellent sailing. Must see!
Reduced to $45,000 NY, 516-928-2194.
1962 LYMAN, 20'6". Excellent condition. Spotless bilge. Newly refinished. Folding top. New cushions. 60
hours use on rebuilt Fireball V-8; hardened valves. In family 26 years on
CHRISCRAFT, DODGE, and HACKERCRAFT runabouts and utilities for
sale, restored and unrestored. Complete
traditional restoration services by R. Scott
23' FRIENDSHIP SLOOP, strip-built
mahogany, bronze, epoxy, lead ballast. Sitka, Dacron, s/s. Diesel. Excellent
condition. $9,500. NY, 516-298-4985.
38' TROJAN DOUBLE CABIN, 1970.
Twin 300s, 850 hours. Loaded. Newly
painted, decor updated. Rear deck
enclosed. $39,000 or best offer. IL,
708-966-0391.
1966, 17 ½' CENTURY RESORTER.
220-hp Graymarine. Refinished 1994.
Trailer, bimini, cover. $6,500. Bob
Forbes, FL, 352-343-0476.
LYMAN 18' ISLANDER. Extensive
overhaul including Graymarine six.
MacKercher, 925 Industrial Park Dr.,
Immaculate condition. $7,500. Located
Whitehall, MI 49461. 616-893-8187.
Send SASE for current listings.
B a t h , M a i n e . 207-371-2339 or
207-371-2210.
July/August 1996
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153
CLASSIFIED
PINTAIL 37', CANOE-STERNED,
center-cockpit, masthead sloop, 1965.
White cedar on oak. WEST epoxied and
repowered with Yanmar diesel in 1990.
Finished bright. 1996 survey. Ready
to go! $25,000 (CDN). $17,000 (US).
Want offers. Sarnia, ON, Canada,
519-864-4417.
34' HINCKLEY SOU'WESTER SLOOP,
1949. Mahogany on oak Refastened 1988.
Atomic-4 overhauled 1990. $17,500 or
best offer. NH, 603-642-5610.
THIRTY MAHOGANYRUNABOUTS,
all vintage boats, no reproductions.
At one location, Boyd's Boatyard, P.O.
Box 9, Canton, CT 06019. Please send
SASE for list. 1951 Chris-Craft 19'
Holiday, $8,500, ready to go. Delivery
and overseas packing available.
860-693-4811.
39', 1961 S.S. CROCKER, DESIGN
No. 313. Center-cockpit ketch. Qualitybuilt by Reed in Maine, cedar on oak.
New 120-hp Lehman. Spring freshening up being completed. Sleeps
seven. Tall-rig cruising capabilities.
Last owner for 15 years, but sadly, different interests and shortage of crew
necessitate offering of "Samantha"
for sale to an enthusiastic new owner.
$55,000. Call William Bowman, VA,
804-232-7718 or 804-231-3899.
38' FESSENDEN SPORTFISHERMAN,
built 1953. Cedar on oak. New house
and flying bridge, 1992. New decks,
1994. Teak cockpit. 6-71 Detroit.
Electronics and more. $25,000. MA,
508-745-8062.
1916 HERRESHOFF, 48', MAHOGANY
and longleaf yellow pine. Perkins 6354 diesel, single screw. Good hull,
needs good home, excellent project.
Asking $21,000. FL, 954-327-9819.
1929 WOODEN BOAT, 18'. Cedar with
oak ribs. Peterborough Canoe Co.
Admiral serial no. 7266. Needs repair.
Offers. BC, Canada, 604-635-5205.
26' FOLKBOAT, fiberglass over lapstrake, teak deck. All new interior.
VHF, Autohelm, Loran. Third overall, first in class, WoodenBoat Show
Regatta. $9,995. MA, 508-533-7910.
38'JOHN ALDEN TWIN SCREW
power cruiser. A lobster yacht by 1990s
definition. Built Simms Bros, of Boston in 1935. Isuzu C-240 diesels.
Mahogany/oak. Substantial repairs
over the years. Nice paint/varnish at
time of my purchase, June 1993. By
June 1996 I'll have $45,000 plus into
repairs/upgrades. Layout is very original with stainless galley, icebox, diesel
stove, manual water. New head
system, electric panel, invertercharger, exhausts. Ready for cosmetics again. Asking $35,000. Seattle, WA,
206-547-5779.
NORWALK ISLANDS SHARPIE 29',
Bruce Kirby design, professionally
built. Awlgrip finish. Yamaha 9.9.
Launched April 1992. Recent survey
available. SC, 803-779-6465, John.
16' SWAMPSCOTT DORY, built 1978,
restored 1995 at Lowell's. Two sprit-rigged
spars. Two rowing positions. New
trailer. $4,000. MA, 617-868-7753.
"GREY DAWN," 1930, 46' DAWN
CRUISER. Cedar hull. Original
mahogany interior. Twin diesel, liveaboard. A charming classic. $32,000.
NC, 919-638-8585, ext. 4.
35' HINCKLEY PILOT. Complete
inventory for coastal sailing. Hull
refastened then cold molded. Deck
and interior need restoring. $10,000.
NC, 919-362-8240.
17' DAYSAILER, 1981. Cedar on oak
frames, mahogany seats and trim. 24'
mast, mainsail, and jib. Equipment
included. With 1989 Shoreline galvanized trailer. $4,000. NJ, 609-822-9195.
1955, 18'SHEPHERD, 135 Graymarine,
utility runabout Refinished, rechromed,
good condition. $8,000 NY, 315-343-2232
or 315-482-9204.
"ROMARIN," HILLYARD, 12-ton,
1938, 36' ketch. Liveaboard and cruise
for $26,000. Pitch-pine planks, oak
frames, copper rivets. No leaks. External
engine. Will deliver anywhere. Lying
Fort Lauderdale, FL, 941-524-1823.
1957 CHRIS-CRAFT COMMANDER.
Twin 318 Chryslers. House and hull
sound. Very restorable classic. Most
original outfit intact. $10,000. New
Orleans, LA, 601-872-2846.
17' KENNEBEC wood/canvas canoe.
Recently restored. New canvas and
varnish. Best offer. FL, 305-872-1148.
19'WOODEN SAILING DORY, 1979.
Centerboard, spritsail rig. $2,900 or best
offer. Located Bass River, Cape Cod,
MA, 617-937-6900.
154
•
WoodenBoat 131
22' CAPE COD SR (Burgess Shamrock)
keel/centerboard sloop. Large cockpit daysailer. Excellent. $3,000. NY,
516-734-7409.
F. TODD WARNER'S Bristol Classics
complete sales/exceptional restorations. Exclusive offerings, 30 plus rare
and unusual classic speedboats and
launches. Constantly changing inventory. We buy wooden boats worldwide; shipping. F. Todd Warner, 2511
Highway 7, Excelsior, MN 55331.
612-470-7851; fax 612-474-9609.
32' INTERNATIONAL 500, WALSTED built, Denmark, 1960. Proven
race cruiser with extensive inventory.
Diesel. Beautifully maintained. Cape
Cod. $27,900. MA, 508-430-2376.
28' CHRIS-CRAFT SEA SKIFF, 1964.
Lapstrake plywood on oak. Awlgrip
hardtop, decks, sheer. Rebuilt FWC
"F" engine. Includes head, VHF, Loran,
depthsounder. Outstanding family
boat, great with small children.
$13,900. Call, ME, 207-725-2614 for
detailed information.
29' DRAGON, BUILT DENMARK, 1957.
Extra sails, spinnakers, certifications, trailer. $7,800. Upstate NY,
518-677-8057.
HERRESHOFF 12½. Mahogany on
oak. Complete restoration by professional yard in 1994. $16,500. MA,
508-283-4154.
30' DUTCH-BUILT SIREN SLOOP,
1959. 4'6" draft. Mahogany on oak.
Sitka mast. Sleeps four plus. Major
restoration, 1996. Custom bow/stern
pulpits. Many custom features. Atomic4. Steel cradle. $23,000. MI, 313-393-8830.
BOATS FOR SALE: 28', 1938 Tumlaren
sloop, structurally sound, needs cosmetics,
$4,350; 27', 1957 Chris-Craft semienclosed cruiser, T-105s, nice classic,
$16,500; 19', 1959 Lyman runabout, new
Crusader V-6, excellent condition,
$3,850. Have other cruisers and runabouts including a superb 26' Lyman
Cruisette. Moes Marine, Vermilion,
OH, 216-967-4221.
ALDEN MALABAR II SCHOONER, 51'
LOA x 41'6" LOD x ll'8"x 6'6". CA.
Morse built, 1931. 135-hp Perkins
diesel. 10 year renovation/upgrade
complete. Clean survey. larger trade?
$49,500. Seattle, Washington. CO,
303-447-9600.
25' CHEOYLEE Frisco Flyer, 1961.
Riveted teak on ipol. Good. Inboard.
$3,000. NY, 516-734-7409.
83' GOUDY STEVENS. A beautiful,
rugged, spacious, and comfortable
motoryacht. 1992 refit included all
new equipment, machinery, and wiring
resulting in a classic-styled vessel with
state-of-the-art performance, dependability, comfort, and safety. Offered
by a highly motivated seller. For details
contact owner's agent: Kevin Merrigan
at Northrop and Johnson, 1901 S.E.
4th Ave., Fort Lauderdale, FL 33316.
954-522-3344, fax 954-522-9500.
16' MELONSEED, LAPSTRAKE CEDAR
ON OAK, white oak coaming and
trim bright. Large, cotton, vertical
panel, spritsail rig. Oars and full equipment. Summer/winter covers. New
trailer. A traditional craft. Great heavyweather singlehander, but takes four.
Built Maine 1993, like new. Beach
Haven, New Jersey. $6,000. PA,
215-981-4308, days; 610-688-4446,
evenings.
1970 BAYHEAD (LAST HUBERT
JOHNSON) 36'day boat. One owner.
800 hours repowered twin 360-hp
Chrysler. Solid mahogany hull and
cabin trim. Teak deck/cockpit Oak ribs
every 8"; oak stem/stern. Inspect at
Henderson Harbor, New York. Owner,
315-474-7566.
CLASSIFIED
1961 PENN YAN, 17'. 65-hp Mercury.
WEST and Epifanes. 90% restored.
All very good. Fast and classy. Well
equipped. On Long Island Sound.
With trailer. $3,250. CT, 203-397-1935.
19', 1958 CENTURY NORDIC. African
mahogany. 65-hp Graymarine inboard
utility. Professionally restored. $6,400.
With trailer. NY, 518-439-7946.
17', 1957 CHRIS-CRAFT UTILITY
and trailer. Four years since restoration.
Asking $10,000. Paul Baron, MI,
616-448-2513.
WOODENBOAT PLAN 21, Zimmer
launch. ¾" Western red cedar, stripplanked. Teak decks, sole, etc. Universal
Utility-Four. ME, 207-548-7207.
16½' CEDAR LAPSTRAKE rowing
gig. New WEST System and caulking.
Tilt galvanized trailer with new axle and
bearings. $3,500 or best offer. CT,
203-924-2773.
27' MAHOGANY RACING SLOOP,
1929, A.J. Ligget & Sons. Built and
sailed on the Great Lakes. One owner
for 30 years. Trailer, 7-hp OB. Many sails.
$12,000. Chicago, IL, 708-524-9345.
35' DAVID STEVENS schooner, 1972.
Riveted pine on oak. Basically sound.
Needs work. $4,000. NY, 516-734-7409.
1963 HALLBERG P-28 SWEDISHBUILT SLOOP. Mahogany/oak. 10hp Albin. New cushions. Sleeps four.
Good condition. Asking $7,500. NJ,
908-722-9190.
36', 1954 CHRIS-CRAFT COMMANDER. 90% original equipment, twin
Chris-Craft engines. Excellent condition. Winner antique boat show awards.
Freshwater boat. $29,500. NH, 603569-2464.
1957 CLASSIC 14' THOMPSON.
35-hp Evinrude. Cover and trailer.
Excellent condition. Second owner.
Asking $2,500. VT, 802-223-3531.
30' CHRIS-CRAFT EXPRESS CRUISER,
1950. Freshwater classic, professionally reconditioned and bottom totally
refastened. Electrical system completely rewired. Twin 6-cyl Hercules, totally
rebuilt. Located on Lake Champlain
in northern Vermont, stored inside.
Asking $20,500. MA, 413-586-5472.
24' OPEN WOODEN SAILBOAT,
built circa 1920s on Long Island. Gaff
sails. Centerboard keel. Needs work.
Asking $500. NY, 516-689-6697.
24', 1953 CHRISCRAFT HOLIDAY 350
Crusader. Curved transom. Recent,
professional restoration. With trailer.
Asking $32,000. Paul Baron, MI,
616-448-2513.
1956 CHRIS-CRAFT CONNIE.
Repowered. Mint condition. Surveyed
1994. Kohler 5-kw generator. $30,000.
For more information, call ON, Canada,
519-627-2153.
46' ROSBOROUGH MOTORSAILER,
1972. 85-hp Perkins. 90% rebuilt,
1988. Best offer over $45,000. FL,
954-467-8043.
30' SEYCHELLES SLOOP, 1964,
American Marine (same as Grand
Banks). Teak decks, strip-planked hull.
Engine new in 1989. Lapstrake dinghy,
air conditioning, M/W, and much
more. Move forces sale. $16,500 or
best offer. VA, 804-559-4375.
1970, 26' LYMAN. Teak house, recent,
360 Chrysler V-8, FWC. New decks.
Very nice. $9,500 or best offer. NJ,
908-899-7587.
1967 CHRIS-CRAFT 17' CUSTOM
SKI. Last year for this model. Hull
No. 6 of 40 boats. All original, but
professionally refinished. Chevy V-8,180
true hours. Matched trailer, Imroned
and striped with chrome wheels.
$15,500. MI, 810-681-2854.
1960, 30' BEVINS CLASSIC CRUISER
Repowered in 1987 with new twin 318
engines, less than 100 hours. Great
liveaboard. $9,900. Call Hank, MA,
617-471-1550.
1952,52'CHRIS-CRAFT Yacht Fisherman. Rebuilt Chrysler 440s. Onan. Rewired. Canvased upper hard-deck needs
wood restoration. Must sell, $8,500 or
best offer. MD, 301-568-3501.
30'ATLANTIC CLASS, BUILT 1928.
Calendar of Wooden Boats May 1996.
Mahogany decks. Converted for use as
cabin daysailer in 1967. Sailed since in
Barnegat Bay, New Jersey. Currently out
of water in Bucks County, Pennsylvania.
Best offer. 215-257-4717.
1994 CEDAR-STRIP MILLER SALMON
CANOE, 21'. Used 20 hours. Fiberglass
epoxy. Flat transom for 10-hp outboard. Seats up to four. Mint condition.
$1,950 including trailer, customized.
MA, 508-945-4039.
23'MCKENZIE BASSBOAT, 1955.
Dual controls, 318 engine. Good condition, classic. Garaged. $5,000. NY,
516-728-5874.
26' TROJAN, 1968. Well maintained,
runs well. 383 Chrysler. Great camping, always on Lake George. $7,500.
NY, 518-893-7301.
1947 CHRISCRAFT 16' Rocket runabout.
Chrysler Ace. Older restoration, 100%
complete, used daily. $6,500 or best offer,
or trade for sailboat of similar value.
MI, 517-835-7796.
1932 MODIFIED SEA BIRD YAWL,
22' LOD. Completely restored. 4-hp
Johnson, trailer, VHF, many extras. Northern Michigan. $5,000.
906-635-9106, leave message.
23'OSPREY SAILBOAT, 1975. Sleeps
two, toilet, galley. Painted. Sails.
Self-bailing cockpit. $3,600. ME,
207-372-6700.
45' CHRIS-CRAFT CONSTELLATION, 1967. Mint, interior refurbished.
Detroit 8-53 diesels, 2,000 hours. 6'Akw diesel generator. A/C, heat, two
Electra-sans. Teak decks and swim
platform. Radar, synchronizer, trim
tabs. New four-blade props and shafts.
Excellent liveaboard. $39,000. NY,
516-754-7498.
BEAUTIFUL, FAST CLASSIC. 1937
JOHN ALDEN, 49' x 12' x 6'6".
Mahogany/cedar on oak. Bronze
strapped and fastened. Teak decks.
Six sails, spinnaker, two awnings.
Pathfinder 50 diesel. Sleeps seven.
USCG certified, 22 passengers. $138,000
MA, 508-790-0077, 508-771-0494.
1987 SEABIRD YAWL. 10-hp diesel.
Bristol condition. Call, FL, 813-869-2479.
43' P I L O T H O U S E C U T T E R ,
LAUNCHED 1992. Built to highest
standards for offshore cruising/liveaboard. Fir on oak, bronze fastened.
$129,900 (US funds). Victoria, BC,
Canada, 604-592-6332.
43' CONCORDIA YAWL, 1937.
Westerbeke diesel, SeaFrost, Furuno
radar, Loran, Dickinson heater, new North
sails, sailing dinghy, grill, screens, etc.
Winner 1990 Antigua Classic Regatta.
Cover April 1994 Sailing. Great boat.
$83,000. VA, 804-288-4051.
17' 6" B.N. MORRIS cedar and canvas
canoe, 1905. Closed-gunwale. Restored,
recanvased. $2,000. VT, 802-453-5315.
57' BROWARD FLUSH DECK COCKPIT CRUISER, b u i l t in 1957.
Professionally maintained by a fulltime captain, this classic has received
continuous upgrading over the years.
Owner's stateroom plus two guest cabins, large saloon, full service galley,
cockpit with fighting chair, and more.
For details contact owner's agent:
Kevin Merrigan at Northrop and
Johnson, 1901 S.E. 4th Ave., Fort
Lauderdale, FL 33316. 954-522-3344,
fax 954-522-9500.
SPRING CLEARANCE! CEDAR ON
OAK, traditional, small boats: 15'
Gardner dory skiff, elegant and fast, a
very special boat, nearly new, $4,000;
14' Gardner semi-dory, rows, sails,
motors, brand new, great beach cruiser,
$5,500; 12 '6 " Swampscott dory tender, brand new, a bargain, $950; 9'
Atkin dinghy skiff, cute and fun, full
sailing rig, $1,200. Also (not built by us
but still good): GP-14 plywood British
daysailer/racer, fiberglassed hull, spinnaker, trailer, $1,500; 19' E.M.
White/Stelmok Maine Guide canoe,
excellent shape, beautiful, $2,000.
Bring cash and make an offer. Rob
Barker, South Cove Boat Shop,
615 Moyers Ln., Easton, PA 18042.
610-253-9210.
July/August 1996
•
155
CLASSIFIED
34' WOODEN KETCH, built in Maine
in 1935. Charming classic! Structurally
sound, needs work and TLC. Must
sell ASAP! Spent $5,500, take best
offer. ME, 207-780-0461, leave message.
1956 MATTHEWS 42 ' CONVERTIBLE, SEDAN. Good, original condition.
Twin, FWC Palmer 225s. Generator.
Galley down, shower. Last year of narrow-beam models. $14,000. Located
Mathews, VA, 804-725-2281.
29' PICNIC LAUNCH/BASSBOAT,
1956. Restored gem. MerCruiser engine.
Swim platform. Navy top with enclosure. $8,500. CT, 203-828-3832.
45' GAFF-RIGGED SCHOONER, built
1976, Mahone Bay, Nova Scotia; major
rebuild 1986. Mahogany and pine on
oak frames, laid cedar decks. Volvo
2003T. Great recent survey. A comfortable and beautiful voyager. $68,000.
FAY & BOWEN LONG-DECKER. 22'
Shepherd runabout. Mahogany, Lake
Winnipesaukee famous Laker. 26'
Chris-Craft Triple. Old motors. NY,
518-656-9070; 518-793-8921.
18' KINGSTON LOBSTERBOAT.
Lapstrake. Tanbark sails. Built 1986
at Rockport Apprenticeshop. See
page 17, catalog, Pete Culler's Boats
by John Burke. $3,700 with trailer.
CT, 203-434-7163.
1955 STEPHENS 32'. One-of-a-kind!
Beautifully restored mahogany cruiser.
Bristol throughout! Twin Chryslers
with low hours. Always under covered
berth. $24,000. CA, 916-441-7238.
1947 HIGGINS 17' UTILITY RUNABOUT. Rare classic used as ski boat
continuously by one owner for over
40 years. Interceptor V-8. Best offer
over $6,000. Call Herb Hall, Sierra
Boat Co., CA, 916-546-2551.
43' EGG HARBOR SPORTFISHERMAN, 1969, 15' beam. Twin Detroit
diesels 671 N, low hours. New paint,
Awlgrip. Full galley, shower, complete
head, stateroom, dinette. Onan generator, new depthfinder. Best offer,
best offer. NY, 914-679-7855, fax
914-679-4581.
TURNABOUTS, $4,600 and you are
ready for sailing this summer. Used
Turnabouts also available. Need
parts? We can custom fit to your boat.
Portland Yacht Services, Portland,
60', 68,000 CLASSIC TEAK KETCH.
Custom built, Bute Ship Building,
Bute, Scotland, 1927. All rigging modernized, updated. Beautiful, original
cabinetwork throughout. Perkins
diesel. $55,000. FL, 813-867-3191 or
813-864-4122, Charlie Davanzo.
156
•
WoodenBoat 131
offer. CT, 203-797-9714.
16', OLD WOOD/CANVAS CANOE,
Good condition. Moving, must sell,
best offer. NJ, 201-398-7725.
Original trailer. $8,500. Box 124,
Jackson, WI 53037. 414-677-2976.
1966 CHRISCRAFT SEA SKIFF. Flying
bridge. Chris-Craft T-305s. Sleeps six.
Excellent. $14,000. NY, 516-757-7043.
33' PACEMAKER FLYING-BRIDGE.
EXPRESS, 1958. Twin diesels. Full
accommodations. Professional restoration, June 1986. $18,000 or best offer.
55' BALTIC TRAWLER, 1930s vintage. Volvo diesel. Needs hull work.
$10,000 or best offer. Pt. Lookout
Marina, MD, 301-872-5000.
ME, 207-767-3976.
1959, 14' YELLOW JACKET. Sound, but
needs refinishing. Speltz, page 147.
1961 Merc 400, 45-hp. Trailer. $1,150.
Roger M e l u g i n , West K e n t u c k y ,
26' x 6' BEAM x 8" DRAFT, coldmolded cedar, Bolger leeboard canoe
cruiser. Watertight sleeping cabin.
On trailer. $4,900. MA, 508-759-5785.
502-744-3838.
1921 DISPRO, U N R E S T O R E D .
Complete with original oars, running
lights, and copper-jacketed engine.
$4,500. MI, 616-625-2515.
CANOE, 15 ½'' Canadian Pasquinet.
E x c e l l e n t c o n d i t i o n . $799. N H ,
603-679-8843.
1969, 32' GRAND BANKS. Lehman
diesel, low hours. Constant upgrading, in excellent condition. House,
WEST System. Fully equipped and
ready to cruise East Coast in classic
style! $43,500. MA, 508-462-6955.
414-987-5417.
1960 CHRIS-CRAFT SKI BOAT. v-8.
25' SPARKMAN & STEPHENS MARCASADO CLASS. Derecktor b u i l t ,
1950. Spruce spars, cedar on oak, lead
ballast, bronze fastened, teak cockpit, mahogany trim. Rebuilt Graymarine.
Bristol fashion! $16,000. NY, 516-261-9115.
ad this issue. $147,500 LA 504-845-7107.
LATE 1960s CENTURY RESORTER,
17 ½. V-8, prop. With tandem trailer.
Asking $2,800 or best offer. WI,
1956, 41 'CONCORDIA YAWL. Recentlyrestored: backbone, bottom planking, frame ends. A-l condition. $95,000.
South Shore Boat, ME, 207-338-4004.
1957 CHRIS-CRAFT, lapstrake, 26'.
"BLEW MAX," WILLIAM GARDENdesigned ketch, 54' LOA. Built 1988,
New Bern, North Carolina. Stripplanked teak over oak, loaded. See
Madisonville Wooden Boat Festival
1950 ARISTOCRAFT TORPEDO, 14'.
Hull beautifully restored to original
mahogany with WEST System. Vintage
Mercury Mark 58. Trailer! $5,800 or best
SCHOONER. NEW 33'8" AUXILLARY HULL Pine planking on oak, cop
per riveted. 24-hp diesel. Designed
and built by Stephen Slaunwhite.
Requires completion. $65,000. NS,
Canada, 902-624-8861.
ME, 207-774-1067.
105 Chrysler engine. Located Chestertown, Maryland. Asking $6,500. MD,
410-778-1712.
$16,500 St. Michaels, MD, 410-745-5715.
1991 MURPHY CROWN LAKER. Coldmolded, classic, mahogany, 20' runabout. Equipped with 305 V-8 Crusader
inboard engine, Cover, trailer, and
many extras. Beautiful in every detail,
used less than 100 hours. Asking
price is $26,500. Frank Stevens, Port
Townsend, WA, 360-385-7148.
ME, 207-633-2503.
HISTORIC LEYAIRE, CIRCA 1910,
33' length, 6 ½' beam, St. Lawrence utility launch. U n i q u e , fully restored,
cedar h u l l , mahogany and walnut
brightwork, leather seats. Auxiliary
fisherman's tiller. Chrysler Crown
engine. Show stopper. $60,000 (CDN).
ON, Canada, 613-745-7259.
22' CHRIS-CRAFT CUTLASS, modified design. Professionally rebuilt and
upgraded. WEST System, Awlgrip,
talk transom and trim. V-berth and head.
Chrysler 318, 225 hp. Skeg-hung rudder, trim tabs. Beautiful and handy. A
unique classic that turns heads. Asking
52' STONE YAWL, 6-1'LOA, 14'beam,
6'6"draft, built 1924. Carvel Douglasfir over oak. Hull totally refastened
below waterline, 1986. Yanmar diesel,
1986, with under 200 hours. Complete
refit down below, 1986. New aluminum
masts and rigging, 1985. "Emerald." CA,
310-823-5464.
12'8" CATSPAW SAILING DINGHY.
Mahogauy/okoume, bronze hardware. Launched 1995. Trailer. Fully
equipped. Beautifully finished. $4,200.
MI, 517-337-7398.
1967 CHRIS-CRAFT CONSTELLATION, 40'. Aft cabin. Twin Ford 427s.
Genset. Radar, Loran, autopilot, VHF,
other equipment. Recent survey. Asking
$28,500. For more info, Solberg Marina,
Manistee, MI, 616-723-2611.
HERRESHOFF MEADOWLARK, 1960.
In water. Cedar and longleaf pine on
oak. Sound. $6,000. NJ, 609-971-1342.
27' RHODES "LITTLE SISTER," twin
headsail sloop, 1939. Mahogany/oak,
spruce spars. M a i n , staysail, 135%
genoa (1993). Teak decks. 25-hp
Graymarine, 1955. Perfect cruiser for
two! $16,000. MA, 617-545-3524.
CLASSIC 26' LYMAN, circa 1967.
Hardtop. One of the last 15 Lyman
built. $4,000. MS, 601-255-9429.
CLASSIFIED
HAVEN 12 ½, LAUNCHED 1992. Gaff
rig. Yellow cedar planking, white oak
frames. Mahogany transom, trim,
seats. Teak floorboards. Custom-cast
bronze fittings. Fresh paint, varnish. See
"Launchings," WoodenBoat No. 114.
With trailer, $15,000 ID, 208-344-2449,
mornings, Bill.
43' EGG HARBOR, 1967. Two staterooms. 671 GM diesels. New bridge
enclosure, radar, Loran, 8-kw Northern
Lights generator. Refastened 1993.
1,200-lb davit. Never fished. Second
owner. Shed-kept in winter. Mint
c o n d i t i o n . Asking $50,000. NY,
516-842-4358.
1958 CHRIS-CRAFT, V-8. All original,
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,
1935 POUILLOT-DESIGNED Club
sloop, 30'. With trailer and sails.
Fully restored in 1991. Beautiful lines.
Boyne City, Michigan. Best offer. CO,
CONCORDIA 31 "SECRET." Concordia
Co., 1967. Extensively restored 1990 to
show-winning, original standards.
Phoenix award, Newport 1990. Best
Restoration, Sail, WoodenBoat Show
CRUISING SCHOONER, 60 LOA,
50' LOD, 1974. Superb teak construction, trunnel fastened, hull and
deck stainless strapping. Split, articulated
yardarms. Squaresails and topsails
easily set from deck on jackstays. Sleeps
eight. Extensive equipment, sail inventory. Efficient, seakindly passagemaker;
many 200-NM days. San Diego, California.
Contact Vince at 619-225-0588.
13' PETE CULLER SAILING SKIFF.
Cedar planked. Sprit rig, oars and
locks. Trailer, new lights and bearings. $850 CT, 860-528-2107, Dave, days
only.
Marine plywood hull, cedar decks,
bronze fastened, epoxy sealed. 15-hp
Honda o/b, galvanized trailer. $5,250.
MD, 410-267-0464.
1937 ELCO 30' MARINETTE. FWC
Chrysler 318. Fully equipped. Good
condition. $15,000. South Portland,
ME, 207-799-1813.
14' WHITEHALL, 1981. Restored,
1992, Lowell's Boat Shop. Mahogany
and oak on spruce. Bronze fastened
throughout New mooring cover, trailer.
Mint Asking $4,000 ME, 207-439-9910.
1992. Too much to list. Call for details.
$45,000, serious inquiries please. ME,
207-865-9888.
16' TORPEDO, 1948. Art-deco-style, finished shell, traditional construction.
50 mph plus. Unique, beautiful. $9,000
(US). ON, Canada, 613-692-6069.
14' PENN VAN PHANTOM, 1945,
17', 1991 CUSTOM REPLICA OF THE
CLASSIC T.N. Simmons Sea Skiff.
Stunning, epoxied-mahogany hull,
custom-built shelter cabin and convertible top. A handsome headturner
in any harbor. Complete with 33-hp
Evinrude outboard and trailer. $7,500.
NY, 315-361-5415 or 315-685-9795.
22' CUSTOM POCKET CRUISER.
970-925-2772.
or 812-853-7659.
$26,000. IL, 847-639-7222.
Hull No. 68. Collector's item, museum
quality, only one in existence. New
restoration. NY, 607-844-4165.
OLD TOWN 1922, 16', double-ended
rowing canoe. New restoration, A-A
grade. Good history. Asking $3,200.
NY. 607-844-4165.
1961, 26' TOLLYCRAFT. Freshwater
cruising. Original chrome. Low hours
on Ford 215-hp. Major refit 1985.
Some upgrades. Excellent condition.
Includes trailer. $17,500 (CDN). BC,
Canada, 604-962-9059.
815-727-4362.
53' MATTHEWS FLUSH-DECK,
1967 model, updated in 1995. 8V71
Detroits, 1,400 hours. $130,000.
Completely restored. IN, 812-853-9882
32', 1966 CHRIS-CRAFT SEA SKIFF,
flying-bridge sportfisherman. T350s
rebuilt. Loaded, radar, radios. New
steering shafts. Refrigeration, water, galley, head. Additional fuel. Custom
teak interiors. Freshwater. Must see. Asking
42' MATTHEWS SEDAN MOTORYACHT, 1958. Show condition in
and out. All factory options, all
papers. Winter covered. Exceptional
yacht. Serious only. Detroit, Port
Huron area. $39,500. ON, Canada,
519-332-8323.
1932, 76' CRUISING CLASSIC. Twin
671s. Pilothouse, three staterooms,
1995 remodeled galley. Mahogany
interior. Perfect cruising vessel or liveaboard. Formerly owned by John
Wayne. $300,000. Brochure on request.
1931, 26' HUTCHINSON GUIDEBOAT, "Hustle." Forward cockpit.
Six-passenger, oversized, aft cockpit.
V-stern. Wrap-around f r o n t and
rear windshields. Unique. $19,500.
NH, 603-224-6242; 603-293-2268,
summers.
DESIGNED FOR OCEAN PASSAGE.
63' custom Hargrave, 1971. 671s, generator, under 1,000 hours. Stunning interior cabinetry. Ideal if budget's low
and your dreams envision a beautifully-designed and executed yacht.
Some hull restoration necessary.
Asking, fraction replacement cost,
$68,000. MI, 616-894-8870.
32' YAWL, WINSLOW DESIGN, 1923,
hull No. 143. Gaff rig. Inboard, gas. 44'
with bowsprit and bumkin. 7 ½ tons displacement. RI, 401-725-5400, days;
401-246-0059, after 6:00 p.m.
HERRESHOFF H-28, 1966, KETCH.
Mahogany on oak. Autopilot, roller
furling, Loran, 12-V cooler. Dodger.
Bronze hardware, mahogany decks.
Storage trailer. Needs restoration.
Sound boat $5,900. NY, 315-946-6323.
45' NEW YORK 32, 1936. Mahogany.
Diesel. Aluminum spar. Many extras.
Must sell, best offer. Call for information. MI, 616-949-8870.
30' PARECE SEA MASTER, 1958,
cruiser. 318 FWC Chrysler inboard.
Head, galley, sleeps four. Electronics.
Excellent condition. $12,500. MA,
508-669-6669.
CA, 714-643-9126.
1934 MARBLEHEAD CRUISER, 35'.
Built Biddeford, Maine. Eight-year
restoration. Straight-8 Chrysler marine
engine (machine shop rebuilt). Sound
wood. Super trailer. Asking $15,000. KY,
TWO CHRIS-CRAFT CLASSICS. 1948
Chris-Craft 22' Sportsman. Second
owner, meticulous care, covered well.
Runs/looks fantastic. $18,500. 1929
Chris-Craft 24' triple-cockpit. OMC-351
inboard. $29,500. MI, 616-947-0208,
days; 616-256-7184, evenings.
502-492-8603.
17'6" CULLER SLOOP, 1967. Good to
excellent condition, stored inside.
New jib, unused. Concordia built.
$4,500 or will trade for new, 55-hp,
commercial, Evinrude outboard. CT,
860-528-2107, Dave, days only.
CIRCA 1916, 14' 8" FULLY RESTORED
Old Town canvas canoe with two caned
seats. Wooden ribs in great condition.
Green canvas. A great canoe for a
pond or lake. $5,000 or best offer. RI,
401-278-5237.
16' GARWOOD SPEEDSTER, NEW
1993. 60 mph. 120 hours. The ultimate ride. $29,900 (US). ON, Canada,
613-692-6069.
40' LAWLEY YAWL. Centerboard
design with double-planked hull.
Three-cylinder Volvo diesel. Not mint,
but well cared for. $20,000. N H ,
617-471-2181.
17 ½,' 1960 CRUISERS INC., lapstrake,
clinker built. Little-Dude trailer. 60hp Evinrude. Original owner. $1,800.
NY, 516-368-3426.
1964 CENTURY CORONADO Gull
Wing, trailer, $7,500. Mailing list of
boats available. Great River Boat Works
(boat building, restoration, and brokerage), 84 West Water St, St Paul, MN
55107. 612-292-9365, 800-420-9365.
42', 1956 MATTHEWS DCFB STOCK
CABIN CRUISER, project boat, in
building. Two Chrysler 318s, one
rebuilt, other runs fine. 7-kw Kohler generator, rebuilt Complete with everything
needed for restoration, including
building! $10,000 or best offer as is. Call
soon, price goes up as work is done. ME
207-963-2279.
SETH PERSSON CUSTOM-BUILT
Dunham and Timken, 40 x 11 x 6'.
Double-planked bronze floors, centerboard trunk. Centerboard, 10'.
P r o f u r l , Aries. Excellent liveaboard/cruiser, fast, able. $25,000
(US). "Foxfire." Fax, Trinidad,
809-634-4376.
"GOBLIN," GAFF-RIGGED CRUISING SLOOP, 23'x 22'6"x 9'5" x 3'6",
centerboard up. Handsome, comfortable, and able. A good boat $29,000
Roger Taylor, RI, 401-348-9277.
July/August 1996
•
157
CLASSIFIED
35' LAWLEY WEEKENDER SLOOP,
1938. Refastened 1981, repowered
1995. 6'3" headroom throughout.
Loran, depthsounder, knotmeter, VHF.
Teak decks. Recent survey, documented. $29,500. MA, 617-595-4015,
NEW WOODEN LAPSTRAKE ROWBOATS: 14' Whitehall, $3,500 (CDN);
10' Lawton yacht tender, $2,500 (CDN).
For information, phone/fax, BC,
Canada, 604-743-5203.
days; 617-631-7026, evenings.
1948 BALTZER VOYAGEUR JR., 28'.
60-hp diesel. Restored fiberglassed
deck, cabintop. Water ready. $6,500. MA,
617-337-9121.
1951 LYMAN 19'. 6-cyl Chevy. Needs
restoration, hull sound. $1,000 or
best offer. MA, 508-465-9237.
35' SCHUMAN SLOOP, mahogany
on oak, four bunks, built Graves, 1940.
Yanmar diesel 1983. Refastened 1980.
New keelbolts 1995. Sail away. $1,500.
"CAROLINA," 1929 ATLANTIC-Class
sloop No. 6., Starling Burgess design,
30'. Powerful daysailer. Maintained
by professional woodworkers. Outboard,
extras. Sailing Kingston, New York.
Best offer before October 1996. NY,
914-246-9448.
Portland, ME, 207-846-4332.
18' CHRIS-CRAFT CONTINENTAL,
316-733-2223.
23' CROSBY CURLEW SLOOP. Built
at Crosby Yard in 1964. Hull restoration
completed 1995. Mahogany on oak,
bronze fastened. Teak cockpit sole.
Has original Palmer one-lunger
which was professionally restored to
new c o n d i t i o n in 1996. Spars,
sails, rigging in excellent condition.
$15,000. MA, 508-528-6880, days; or
508-533-7323, evenings.
1964 STONINGTON 42' MOTORSAILER. Henry Scheel designed.
Believed last factory built and finest
Stonington afloat. Professionally maintained/upgraded. Low-maintenance
WEST bottom. Equipped for extended
cruising/comfortable liveaboard.
Serious inquiries by qualified persons,
please. $109,000. NY, 914-223-5983.
1961 CRUISERS, 17', LAPSTRAKE.
Superior-quality finish and interior.
Original Merc 800, bronze prop. Full
top, curtains, cover. Trailer. Exceptional.
S5.000. WI. 414-762-9423.
20' LOWELL SEA SKIFF, 1973, 8'
beam. Excellent condition. Good
trailer. No motor. $2,900. CT,
860-633-8157.
31' TUMLAREN SLOOP, 1939. Rare classic Reimers "Gran Tumlare," Denmark,
pitch pine/oak. Yanmar, VHF, wiring,
batteries, anchors. Solid, dry. $15,000.
OR, 541-547-3703.
26'CENTURY RAVEN. Fresh twin
Chryslers. Lapstrake. Cuddy cabin.
Head. Bottom, interior, top redone.
Ready to fish, ski! $7,500. CA,
310-541-1932.
1933 W I L L I A M HAND MOTORSAILER, 38'waterline. New ribs. 90-hp
diesel. Documented. One-of-a-kind
character boat. Reduced, first $22,000,
firm. NY, 516-298-8839.
62' CUSTOM MONK, 1974/95. Twin
diesels, two gensets, two inverters,
bow thruster. Watermaker, three staterooms, designer interior, professionally
decorated. Boston Whaler with o/b. Fourstation controls. Bristol, Bristol. Call
Anchor Land & Sea, Anacortes, WA,
360-299-0545.
37' GAFFCUTTER, 1968, John Leather
design. Designed, built, and used for
bluewater sailing. Major fit-out, England,
1988. Bottom, topsides, mast (removed)
refinished March 1996. Completely
refinished inside and out. Boynton
Canal, North Road, Boynton Beach,
FL, 407-968-4418.
14' PENN VAN SWIFT, 1959, $3,500. 9'
Penn Yan Aero dinghy, $1,900. Many
restored canoes. The Wooden Canoe
Shop Inc., OH, 419-636-1689.
RARE CLASSIC! 1963, 17' ChrisCraft/Thompson runabout Mahogany
lapstrake/oak frame. Mahogany decks,
windshield, transom. 115-hp Evinrude.
Cox tilt trailer, new tires, travel cover.
Babied 33 years by original owner,
now retired. A s k i n g $7,500. NY,
212-787-2334.
158
•
WoodenBoat 131
CIRCA 1896, LOVELY 40' CLASSIC
CRUISER, believed built in Biloxi,
Mississippi. Has a story to tell. U.S.
Coast Guard safely approved. Fully
equipped. 125-hp Graymarine. Recently
completed 2,000-mile river journey.
$25,000 or best offer. Contact Bill
Holland, Biloxi, MS, 601-392-5314.
offer. NJ, 908-280-1372.
16 ½' NEW HAVEN SHARPIE REPLICA,
1900s, open sailboat with 125-sq-ft
Marconi rig. Beautiful oak trim. New
2-hp Johnson. Galvanized trailer. Must
sell, bought airplane. NJ, 908-530-2179,
Dale.
TWO BOATS: 20' Norwegian sloop
without rigging; 19' Shark sailboat,
three keel, with trailer, excellent beginning sailboat. $1,400. Call for details,
ME, 207-338-4282, leave message
after saxophone.
39'6" CROCKER center cockpit ketch,
1959. Cedar on oak. Diesel. Hood
sails. Located Maine. $40,000.
207-963-7441.
BOATS IN OUR NEW SHOWROOM-
1956. KBL engine. Fully restored.
Cover, tandem trailer. $8,900. KS,
38' HERRESHOFF R-boat, R-42. Spars,
two sets sails, 4-cyl Graymarine. Cradle.
Injury halts project. $8,000 or best
1929, 26' Hacker-Craft Triple, $59,000;
1939, 19'Chris-Craft Custom (barrel), $36,900; 1939, 21' Chris-Craft
Utility, $14,900; 1940, 19' Chris-Craft
Custom (barrel), $39,900; 1941, 23'
Chris-Craft Custom (barrel), $49,900;
1950, 22' Chris-Craft Sportsman,
$15,900; 1955, 21' Chris-Craft Cobra Hull
No. 001, $84,900; 1960, 24' Shepherd
runabout, T-413s, $27,900; 1962, 19'
Century Sabre, $10,900; 1964, 21 '
Chris-Craft Super Sport, $16,900; 1968,
20' Chris-Craft Grand Prix Hull No. 001,
$18,900. These are all quality boats
ready for immediate use. Antique
Boat Connection, OH, call Russ or
LOU, 513-242-0808. Fax 513-242-0555.
FAST AND BEAUTIFUL 1936 ALDEN
YAWL, 46' LOA, 37 '6" LOD, 10'6" x 5 '3".
Ten tons. Cedar on oak. Honduras
mahogany cabin trunk. Original bronze
hardware. Fully restored and equipped.
27 ½-hp diesel, Edson worm steering.
Ready to go. Asking $38,000 or best offer.
NY, 718-796-4958.
23' HERRESHOFF, 1949. Fully restored
from original plans, documented.
Volvo 1-cyl diesel, hand start. Sails
good, one new genoa. VHF. All bronze
hardware and s/s standing rigging.
$9,500 (US). PEI, Canada, 902-569-2710
1955 CENTURY CORONADO, 21'.
Restored, mint, original interior. 6cyl Chrysler marine. $10,000. Muskoka,
ON, Canada, 416-778-4437 or
705-687-5624.
36' CUSTOM-BUILT LAPSTRAKE
DOUBLE-ENDER. This one-of-a-kind
cruiser has simple living accommodations. Ideal for 6'2" couple. Teak
soles and mahogany trim make this
boat more than a workboat. Powered
by 80-hp John Deere diesel. Can be
seen on Penobscot Bay by calling Star
Boat Co., ME, 207-594-5600.
35' COLD-MOLDED SLOOP, Swiss
built, 1964. Classic lines, great shape,
lots of extras. $22,500 SC, 803-525-1578.
24' RAVEN CLASSIC. Built about
1956. Beautiful, fast, and fun sloop
with large open cockpit, centerboard.
Has new deck, 'glass s h e a t h i n g ,
polyurethaned interior. Ready to sail
with jib, two mainsails, spinnaker.
Includes virtually new trailer, extras.
$3,500. ME, 207-244-3458.
1974 STADEL GAFF-RIGGED PILOT
CUTTER, 24' LOA, LOD. Mahogany
on oak, Sitka spars, bronze hardware
t h r o u g h o u t . 10-hp Volvo diesel
auxiliary. Full restoration 1992—96. A
perfect, traditional daysailer or weekend pocket cruiser. $12,500. ME,
207-363-2102; NH, 603-433-2323.
1959, 16' CENTURY RESORTER.
Partially restored. Have complete boat
with original motor. Motor rebuilt.
Must be completed. Selling due to
illness. $3,250. CT, 860-274-4926.
31' RICHARDSON 1959. Bottom and
cabin completely refinished. Twin
327Q V-drives. Boat in New York.
Sacrifice, $6,000 or best offer. NH,
17' RKL MODERN RANGELEY pulling
boat, 1978. Total restoration by Robert
K. Lincoln, 1994. Brand-new condition. Asking $8,500. MA, 617-631-2242.
WEE LASSIE CANOE, 10'6". Epoxied
lapstrake mahogany plywood, cherry
trim. Weighs 21 lbs. Double paddle.
$1,000. VT, 802-453-5315.
603-772-7178.
CLASSIFIED
1963,18' THOMPSON SEA COASTER.
1983 Suzuki o/b. Refinished 1994.
Bimini, trailer, cover. $4,000. Bob
Forbes, FL, 352-343-0476.
ADIRONDACK GUIDEBOAT, 13'6".
Douglas-fir plank-on-frame epoxied
with 'glass in, epoxy outside. Handcaned seats, oars, yoke. $2,500. VT,
RIVA 1960 TRITONE 26', hull No.
125. 250-hp, FWC Crusaders, new
1995. Much restored FL, 941-463-8887.
802-453-5315.
18' LYMAN ISLANDER, 1954. 60-hp
Graymarine just rebuilt. Side-steer.
1946 BLANCHARD SENIOR 26'
100% original, excellent condition.
Boathouse stored, in fresh water since
new, never trailered. $4,500. NH,
SLOOP. Total restoration. Built Lake
Union, Seattle. Three new sails, 4-hp
o/b, Harken gear. Perfect condition.
Lying Port Townsend. Asking $8,500.
Call WA, 360-385-6917.
33' TEAK DOUBLE-ENDER, GAFFRIGGED CUTTER, 1951. Constructed
in Shetland Isles, Scotland by Sir David
Howarth. Westerbeke 4-107 diesel,
Monitor self-steering gear, mainsail
by Gambell & Hunter, and more.
Sleeps five. Strong, proven, sea-kindly
boat; recently completed voyage to
Bermuda and Caribbean. Owned by former editor of WoodenBoat, restored
by two of Maine's best yards. $30,000.
SC, 803-559-2271.
round. New marine power 350 ARS
engine. $35,000. Located Sag Harbor,
New York. CA, 310-471-7423.
evenings.
NY55 42' MATTHEWS DCFB. T/V-8
Chryslers, generator, upper and lower
stations. Sleeps six. Two heads, one
with fully enclosed shower. Spacious
saloon galley down. Synchro, autopilot, Loran, depthfinder, VHF, hailer.
Dyer sailing dink with o/b. Fiberglass
decks, upgrades, detailed interior.
Spare engines, more. Yard maintained
20 years. Only three owners. Finest
cruising yacht of her vintage. A
CLASSIC RIVAS. New Aquarama
Special $370,000. Fully restored Rivas:
Aquarama Special $275,000; Aquarama
$140,000; Olympic $59,000. Video of
Carlo Riva at his Wooden Riva Event
available for $25.95. Nick Mango, MA,
617-631-2146.
CLASSIC 1930 CHRIS-CRAFT 20'
triple-cockpit runabout. Very rare.
Fully restored. Inside storage year
603-875-8900, days; 603-875-5096,
16', 1946 OLD TOWN SQUARE STERN.
Professionally restored 1993. New
stern, new deck, and new canvas.
Trailer, 4-hp Johnson o/b, and canvas
cover included. Garage stored since
restoration. $5,000. MA, 508-540-9297,
Bill, evenings and weekends.
must-see, mint condition. Asking
$62,000. NY, 516-744-4249.
1963 CHRIS-CRAFT Sea Skiff Series,
35'. Twin 400s. Custom built for owner
of Niagara Mohawk. Hull and keel
completely rebuilt. Always fresh water.
Located Alexander Bay, Ontario,
Canada. $25,000 or best offer. NY,
518-370-0652.
1931, 40' ELCO MOTORYACHT. 80hp diesel. In Florida boatyard, substantial rebuilding complete, more
to do. I'm in Seattle, must sell, $7,500
or best offer. WA, 206-780-2922.
37' CLASSIC BEAUTY, STONINGTON MOTORSAILER, 1955, Scheel
designed. Sloop rigged, mahogany
planked, recently bronze refastened.
Hercules 85-hp diesel, excellent running order. Original cotton sails and
spars in good shape. Restored to
65-70%. All new electricals; alternator,
circuit breaker, and starting motor.
Ill health, must sacrifice, $13,750 or
best offer. MD, 301-846-4518, days;
301-829-0928, evenings.
July/August 1996
•
159
CLASSIFIED
1962 WHITE 15 ½' RUNABOUT. One
owner. Mahogany deck, windshield,
gunwales, seats, transom over white
lapstrake h u l l . Professionally restored 60-hp Johnson. $3,900.'ME,
207-846-0770.
ROWING BOAT, 17'7", 39" BEAM.
Set up to row double with two sets of
oars. Planked in North Carolina white
cedar, w h i t e oak ribs, H o n d u r a s
mahogany stems and keel. Boat, a
double-ender, built 1990 in Suttons
Bay, Michigan, by Chip Stulen. Oars artspoon type. One set 7½' long, the
other set 8'. Priced at $7,600. Cost
$9,600 to build. Price includes canvas cover and boat trailer. Phone G.C.
Barnosky, 313-479-6901 or write 14800
King Rd. #240, Riverview, MI 48192.
160
•
WoodenBoat 131
1950 VINTAGE 14' SWTTZER CRAFT.
Restored using Bruynzeel plywood.
Plywood is epoxy saturated. Two-part
polyurethane finish. Fiberglass cloth
on bottom. 1965 Mercury 50-hp engine.
Trailer and cover included. $6,000 or
best offer. WI, 715-421-3163; fax
713-423-8552.
TAHITI KETCH "MELITA." Beautifully
maintained, documented. With raised
deck. Built by Roger Marlin, 1977.
30 '/35 ' LOA, 10' beam, 5 ' draft.
Exceptional cedar, mahogany, rosewood interior. Radar, depthsounder,
GPS, SSB, autopilot, inverter, watermaker,
wind generator, and m u c h more.
Recently returned from South Pacific
cruise. Must, must see! All reasonable
offers considered. Call Rebecca, CA,
510-682-2458 or Roger 805-772-2019.
1932 CLASSIC ALDEN CUTTER,
"Yankee Bird," 32'. Morse built in
Thomaston, Maine. Extensively rebuilt
1986 and 1990. New Atomic-4, 1991.
Lovingly maintained, two-owner boat.
$18,500. RI, 401-437-9730.
21' SWAMPSCOTT/BEACHCOMBER
DORY. Needs sheer plank port, TLC.
Includes spat's, sails, rudder, old pieces,
rigging. Call Old Wharf Dory Co.,
Wellfleet, MA, 508-349-2383.
29' SWEDISH, CANOE-STERNED,
double-ended sloop, 1951. Beautiful,
seaworthy lines. Rig and equipment
included. Hull needs extensive rebuild.
NY. 516-676-4752.
1967, 37'CHRIS-CRAFT CONSTELLATION. Twin 427 cu i n , 300 hp.
approximately 1,250 hours. Extensive
equipment. Excellent condition.
$24,500. MI, 313-882-4698.
1960, 47' NORSEMAN SPORTFISHERMAN. Twin diesels, generator, all low
hours. Mahogany h u l l , teak deck.
Three chairs. Lee outriggers, charter
ready, tackle, etc. A/C. $37,500. Capt.
Bob, Key Largo, FL, 305-451-5580.
21'THOMPSON LAPSTRAKE RUNABOUT, built 1961; restored 1992.
Large cockpit. 100-hp outboard.
Galvanized trailer. Great condition.
$4,300. VT, 802-658-2630.
CONCORDIA YAWL No. 4. Classic,
ready to sail. Original layout and gear.
MD/410-745-3457.
FREE—LEARN HOW TO SELL YOUR
BOAT. Call Nicole today for WoodenBoat
magazine's guide to selling your boat,
plus tips on how to write a boat-forsale classified ad. Monday—Thursday,
8:00 a.m-4:00 p.m. EST, 207-359-4651.
1959 CHRISCRAFT SEA SKIFF, 30'. Twin
6cyl Chrysler Crowns, one just overhauled.
Much work completed, needs wood
restoration, excellent project. Most
everything to complete, with stands.
Looking for good home. Sag Harbor,
Long Island, NY, 516-725-7161, Mike.
"GENERAL DOUGLAS MacARTHUR
U.S.A.T.," launched 1942, Cairns,
North Queensland, Australia. Saw service southeast Pacific 1942-45. Hull only.
100' copper sheathed; not hogged or
twisted. Well worth repairing. Located
Cairns Harbour, Australia. Will donate
to approved individual or organization. Call 018-065-156.
31' CHESAPEAKE-STYLE SHARPIE
KETCH. Needs some replanking and
new foredeck. Structurally sound. MA,
508-563-9082.