185.woodenboat Issue

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185
THE MAGAZINE FOR WOODEN BOAT OWNERS, BUILDERS, AND DESIGNERS

Solar Power
MARIQUITA
Tholepins
Kitchen Rudder
Sailboat Reconstruction
COTTON BLOSSOM II
JULY/AUGUST 2005
A Sun-powered Cruiser
Complete the Caledonia Yawl
Oarlocks and Tholepins
Sailing a Big Fife Sloop
Dennis Conners Q-boat
JULY/AUGUST 2005
NUMBER 185
$5.99
$7.99 in Canada
3.95 in U.K.
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What every well-heeled boat

is wearing this season.
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Number 185
July/August 2005
64 Sailing MARIQUITA
Some background
Handling sail on MARIQUITA
Maynard Bray
Jim Thom
Page 64
FEATURES
36 Building the Caledonia Yawl
A fast and able double-ender, Part 3
Geoff Kerr
44 Sailboat Restoration
Part 2: Deconstructionand
Preliminaries for Reconstruction
Ed McClave
56 In a Class by Itself
Dennis Conner and the restoration of
COTTON BLOSSOM II
Bill Mayher
Page 44
74 NOMAD III
Considerations for a sun-powered cruiser
Robert Ayliffe
82 Tholepins
A rugged, easily made alternative to
oarlocks
Christopher Cunningham
Page 86
Page 82
86 GERTRUDE and Her Kitchen Rudder

A thrust reverser for a low-powered dory
Barry Millar
WoodenBoat 185
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Page 56
DEPARTMENTS
5 Editors Page
Three Things
6 Letters
10 Focsle
Things I Dont Understand
13 Currents
David Kasanof
Page 36
edited by Tom Jackson
READER SERVICES
29 The Apprentices Workbench

Oarlocks and Pads,
Short and Tall
Greg Rssel
90 Designs
The Friday Harbor Ferry: A different sort of
performance
Robert W. Stephens
94 Launchings
and Relaunchings
Mike OBrien
120 Boatbuilders
130 Kits and Plans
151 Index to Advertisers

Bill Swanson
Greg Rssel
107 Wood Technology

The Weak and the Strong
Cedars and Oaks
115 Boatbrokers
136 Classified
99 The WoodenBoat Review

Classic Boats of the
Thousand Islands
Peapods of the Maine Coast
Books Received
103 How to Reach Us
Richard Jagels
110 Calendar of Events

152 Save a Classic
KRK : A Danish trawler
Maynard Bray
Cover:
The electric-motordriven cruiser
NOMAD III noses
up to the bank of
the Murray River in
South Australia. The
boat relies on energy
from the sun for 80
percent of its fuel.
Page 74.
Photograph by
Don Brice
July/August 2005
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Finally boat building and repair epoxies have

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Get your SilverTip Trial Kit today, call: 1.800.333.5514 or visit us at: www.systemthree.com
2005 System Three Resins, Inc. All Rights Reserved.
See Us at the WoodenBoat Show
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EDITORS PAGE
Naskeag Rd.
P.O. Box 78
Brooklin, ME 046160078
tel. 2073594651
fax 2073598920
e-mail: <woodenboat@woodenboat.com>
web site: <www.woodenboat.com>
PUBLISHER Carl Cramer

EDITORIAL
Editor Matthew P. Murphy
Senior Editor Mike OBrien
Associate Editor Tom Jackson
Contributing Editors
Maynard Bray, Harry Bryan, Greg Rssel
Editorial Assistant Betsy Powell
Copy Editor Jane Crosen
ART & PRODUCTION
Art Director Olga Lange
Advertising Art Director Blythe Heepe
Associate S. Elizabeth Bowen
CIRCULATION
Director Richard Wasowicz
Associates Lorna Grant, Pat Hutchinson
ADVERTISING
Director Michele Corbeil
Coordinators Wendy E. Sewall, Laura Sherman
Classified Kate Holden Woodward
Sales Associates
New England: John K. Hanson, Jr., 2072368622
Mid- and South Atlantic: Frank Fitz, Ray Clark,
4012457424
West Coast, Central, South, International:
Marc deRochefort, 3603792640
RESEARCH
Director Anne Bray
Associates Patricia J. Lown, Rosemary Poole
BUSINESS
Office Manager Tina Stephens
Staff Accountant Jackie Fuller
Associate Roxanne Sherman
Reception Tammy Blodgett, Rosemary Poole
THE WOODENBOAT STORE
1800273SHIP (7447)
Director Scot Bell
Manager Elaine Robertson
Customer Service Reps Jody Allen, Heidi Gommo,
Bob Noessel, Denice Sargent, Chet Staples
WOODENBOAT SCHOOL
Director Rich Hilsinger
Business Manager Kim Sexton
Chairman & Editor-in-Chief Jonathan A. Wilson
President and General Manager James E. Miller
WoodenBoat (ISSN 0095067X) is published bimonthly in January,
March, May, July, September, and November in Brooklin, Maine,
by WoodenBoat Publications, Inc. Jonathan A. Wilson, Chairman.
Subscription offices are at P.O. Box 54766, Boulder, CO
803224766; 18008775284 U.S.
Subscription rate is $29.95 for one year (6 issues) in the U.S. and its
possessions. Canadian subscription rate is $35.00, U.S. funds.
Surface rate overseas is $43.00, U.S. funds per year. Periodical
postage paid at Brooklin, ME 04616 and additional mailing
offices. In Canada, periodical postage paid at Toronto, Ontario
(Canadian periodical Agreement No. 40032149, GST Registration
No. R127081008).
U.S. POSTMASTER: Please send Change of Address (form
3579) to P.O.Box 54766, Boulder, CO 803284766.
CANADA POSTMASTER:
P.O.Box 122 Stn Main, Niagara Falls ON L2E 6S8
Copyright 2005 by WoodenBoat Publications, Inc.
All rights reserved. No part of this publication may be reprinted
without written permission from the publisher.
Three Things
The WoodenBoat Show Returns
The WoodenBoat Show is returning to Newport, Rhode Island, in
August. The dates are the 2628; the location downtown, at the
Newport Yachting Center. Among other highlights, the schooner
BRILLIANT will be at the dock all weekend and the 12-meters
NORTHERN LIGHT and GLEAM will be available to paying guests.
Visit our website, www.woodenboat.com, for details.
On land, therell be demonstrations and exhibitor workshops.
Contributing editor Harry Bryan will present fundamental boatbuilding concepts, while author Aim Fraser will teach sparmaking
and more. In the works are demonstrations on steam bending,
epoxy use, stitch-and-glue boatbuilding, and marine insurance
for wooden boats, in particular.
Therell be more wooden boat activity nearby the show on the same
weekend. Just up the road in Bristol, the Herreshoff Marine Museum
will host a rendezvous of Herreshoff Mfg. Co.built boats. Just down
the road is Mystic Seaport, a museum that feeds the wooden boat
lovers soul. The show and its surrounding distractions will be well
worth the trip. Youd better plan a long weekend.
A Solar-electric Boat
We editors found the article by Robert Ayliffe on NOMAD III (page 74)
irresistible in these days of climbing gas prices. (To be fair and accurate, the truth is that at this writing prices have slipped down just a bit.
But we all know what the trend is, so the logic holds). As Troy Ryan
notes in his sidebar to the NOMAD III article, electric boats are not new.
In fact, early last century, electric powerplants were common. Whats
special about NOMAD III is not that she has an electric motor, but
rather that she gets most of the energy to run that motor from the sun.
While her low power and solar panels may not be appropriate for, say,
coastal Maine, the boat is perfectly adapted to the relatively benign
and sunny conditions of the Murray River. I hope her presence on
these pages will catalyze further thinking on fossil-fuel alternatives.
RudderPosts: The Blog

The fact that Im excited at the possibilities in a solar-powered cruising
boat might incline you to think that Im a clever, tech-savvy guy. The
truth is, Im not. I backed into e-mail in the mid 1990s; I acquired my
first cell phone only a few years ago; when using a microwave oven, I
cook everything on the popcorn setting, no matter what it is. I favor
oars over low-powered outboards. What on earth, then, am I doing
even using the word blog, let alone participating in one?
Blog is short for weblog. A weblog is an online journal thathang
on. Belay that thought.
The technology world, at present, is divided into two camps: Those
who know precisely what a blog is, thank you very much, and will therefore find my abandoned tutorial to be sophomoric at best, and condescending at worst. And then there are those who have never heard of a
blog. They find the word to be a silly one, and have little idea that blogs
are proliferating rapidly and are changing the way news and ideas are
distributed.
We see an opportunity in blogs to deliver certain information in a
more-timely manner than our bimonthly print schedule allows. So,
were experimenting with one. Theres no set agenda; were simply
watching how itand weevolve. Its called RudderPosts, and you
can visit it by going toWoodenBoats home page and clicking the toggle
for RudderPosts: The Blog. I suggest you do that, and that you look at a
few others, too, rather than suffer my bumbling explanation.
CONTRIBUTIONS: Address all editorial communications to

Editor, WoodenBoat, P.O. Box 78, Brooklin, ME 046160078.
WoodenBoat is a largely reader-written magazine. Care is taken
with unsolicited contributions, but we are not responsible for
damage or loss.
PRINTED IN U.S.A.
July/August 2005
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LETTERS
Insuring a Wooden Boat
Dear Matt:
Congratulations to WoodenBoat for
publishing Steve Rappaports article,
Insuring Your Wooden Boat in the
May/June issue. I was pleased to see
some light shed on this subject for your
readers. With all the mystery, conceptions, and misconceptions about insuring wooden boats, this article has gone
a long way towards clarifying many of
the aspects of this often discussed and

debated topic.
In reading the article I noted it
stated that Heritage Marine Insurance
requires a survey before it will insure
any boat. This is absolutely incorrect. As
a rule we require a survey on any boat
that has cruising equipment, systems,
and accommodations and/or if the
requested insured value seems extraordinarily high for the category of the
YOUR
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information on Detco sealants, coatings, adhesives, and application tools.
Sterling Linear Polyurethane Coating Guide

Sterling polyurethane coatings provide a tough, durable finish with high gloss and
excellent color retention. These two-part coatings can be applied on almost all
properly prepared surfaces, including gel-coat, oil base paint and enamels, wood,
metals, and composites. This 16-page guide offers complete product descriptions
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CALL OR WRITE TODAY FOR YOUR FREE TECHNICAL GUIDE!

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18008450023 www.detcomarine.com
MARINE AERO INDUSTRIAL / COATING SYSTEMS SEALANTS ADHESIVES
WoodenBoat 185
boat. We do not usually require surveys

for rowing boats, daysailers, runabouts,
launches, and the like. For almost any
boat in these groups we usually only
require a complete, inside and out, set
of photographs in order to assess the
condition of the boat. I am concerned
that readers of this article who own
boats in these categories will be discouraged from contacting us because
they have been wrongly led to believe
that they will have to incur the expense
of a survey.
Jim Cassidy
Heritage Marine Insurance
Mystic, Connecticut
To the Editor:
What an unhappy surprise to read,
in WoodenBoat, of all places, that liveaboard boats are an area of caution in
the insurance game. Upon what data
is the statement that many (many
being the word in particular question)
boats that are used as liveaboards just
arent seaworthy and wouldnt even
be insurable for normal use based?
Normal use means it isnt seaworthy? How is it that liveaboards support
entire magazines? And the magazines
carry ads for insurance? Their plumbing systems comprise plastic water
jugs, a hand pump at the galley sink,
and a pot on the stove for domestic hot
water. What is the problem here? A
thousand miles offshore these systems
work. Have you ever heard the whining on the VHF, in a snug harbor, about
how freezers have broken down, the
crew cant figure out how to start
the engine and after a few gusts of 30
knots the anchor wont hold? The list
is endless. What are these well-insured
people doing afloat?
How very convenient it all is for the
ignorant yet insured. Break the boat
up, collect the money, and go buy a new
boat. Leave it tied with shoestrings in
a hurricane, put in a claim, grab the
bucks. Ive seen it happen time and
time again in Florida and the Bahamas.
I rescued a boat in Florida after
Hurricane Andrew. The owner was
seriously upset. He had a 28' boat
insured for $100,000, and he could
not be reached before or after the
storm for instructions because he was
hunting bears in Maine. Apparently,
I did not do him a favor. An adjustor
put in a $30,000 claim for about
$10,000 (maybe) worth of damaged
rigging. He could have re-rigged the
entire boat for that.
LETTERS185.xp 03
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Apparently the insurance business

cant see past the shine. Does the industry have any real idea of what constitutes seaworthiness? Ms. Garnhoffer
needs to do her homework before casting her inaccurate aspersions. And both
Steve Rappaport and the WoodenBoat
Editorial Board should think twice
before blindly accepting and publishing such nonsense.
(Ms.) Milanne Rehor
30 years aboard
and a good example of Herreshoffs

remark, When I want to stand up Ill
go on deck.
The track was a batten of ash or hickory about 1 1 2" square, screwed to the
mast with 1 2" square grooves on the
sides. The luff sliders and the gaff
gooseneck were cast bronze.
W.E.S Gamblin
Ottawa, Ontario
For Your Safety

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.
Eds.
SV ALNILAM
(wood, 40 years old,

and ready for sea duty)
An R-boat Identified
Dear Editor,
I enjoyed the story of MARTHA and her
owner, J.R. Hanify. The article mentioned that Hanify also owned an R
boat but did not identify it. The R was
designed by Gardner and launched by
Madden & Lewis Boat Yard in 1918 and
christened MACHREE. I purchased her
in 1939 and have owned and sailed her
ever since. In 1956 I altered the topsides, deck, and cabin to give headroom
below. Nothing was changed below the
waterline and she still sails like a dream.
Last year she was selected by Latitude
38 magazine as one of the most-sailed
boats in northern California. (I sail two
to three times a week year round,
weather permitting).
Loran Doc Mebine
Alameda, California
Gaff Rig and Sail Track

Dear Editor,
Please tell Bill Peterson that the credit
for a track system on a gaff rig, which
he gave to Uffa Fox in KATYs Tale
(WB No. 184), should go elsewhere.
Uffa may have used one, but he wasnt
the first. For example, the sloop SAVITAR was built in 1895, (probably in the
northeastern United States) with a track
system on her gaff mainsail, and she
accidentally burned about 1980.
According to her log she was on the
Saint John River, New Brunswick,
Canada, in 1908, and spent the rest of
her life there. She was about 32' overall, 10' beam, and when I first knew her
in 1936 her sail area had been cut down,
but the track, sliders and gaff gooseneck hadnt been touched. SAVITAR
didnt have the long overhangs that
most of the boats of that era had. She
was a nice cruiser with 5' headroom,
July/August 2005
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Things I Dont
Understand
by David Kasanof
o the ever-growing list of things

that I do not understand about
human behavior, add the practice of
taking television sets and radios
aboard boats before going sailing. Im
not talking about boats that already
have them. I admit that when we lived
aboard CONTENT we had a small television set. Im talking about taking
them aboard so as not to miss the
game or the latest episode of
Cooking With the Donner Party.
The actual programming is not the
point, but the incongruity is. Youre
out there engaged in a pastime that
is as old as civilization, and it is simply a crashing dissonance to combine
it with something that could serve as
the very symbol of urban technological sophistication. Its like wearing
high heels to an Amish barn raising.
Now, there are people who wonder how to occupy themselves when
invited for a sail. I have been asked
more than once, Dont you get
bored? Of course, we all know the
sailors dirty little secret: Youre damn
right we get bored. But you cant tell
that to a neophyte, and its even a bit
indelicate of me to admit it here in
this public forum. So we are likely to
go on a bit about the serene beauty
of it all and how theres always something going on. What we dont say
is that it is possible, when sailing, to
achieve a state of glassy-eyed calm in
which time loses all meaning and the
intelligence slowly decays to that of
masking tape.
My solution to the problem of
boredom is to learn to enjoy the vegetative state. In fact, as I grow older I
find it easier and easier to slip into
this state and am often reluctant to
come out of it. However, for those of
us who still have a few ragged shreds
of cerebral cortex left, there are ways
to engage the mind without relying
on the barbaric practice of toting a
10
WoodenBoat 185
television
aboard.
Remember
books, everyone? Books are
nice. But they do
require some creative ability to be
properly read.
Readers of books
are not likely to
be a nuisance. They
just sit there and read
and shut up. Thats the way I like my
sailing companions. I tend to be
grouchy when people break into my
vegetative state.
Almost any musical instrument is
welcome. Almost. Drums are a bit
obtrusive, dont you agree? And I
would almost prefer a television to
even a well-played mandolin. Unless
you are an Italian olive grove worker,
leave the damn mandolin at home.
I once knew a chap who had an
upright piano on his large schooner.
It made for some really good partying, but I dont care if I never again
hear another verse of Sweet Georgia
Brown. The piano was always out of
tune, but that only made it sound better in some way that I cant explain.
The piano is a surprisingly good
choice for a big boat because it is the
only instrument I know that doesnt
sound horrible if it is poorly played.
If youre not all that good, just play
loud. I know it worked for Sweet
Georgia Brown; it was just the repetition that got to me.
The human voice is rightly
regarded as the best musical instrument, but a word of caution here: you
probably dont sound, as good as
you think you sound and this goes
in spades if ever you are tempted
to sing on a boat under sail. The open
air tends to damp out rich harmonic
overtones from any complex sound
PETE GORSKI
FOCSLE
wave. Anyone who has

had the misfortune to
hear a violin played
out of doors can
testify to this.
In addition,
you have never
heard your own
voice, at least not
the way the world
hears it. Your own voice
comes to you through the
air and also through your
skull bones; you get a kind of selfflattering stereo effect. So before
singing on board, wait until someone
other than a parent or spouse tells
you that you have a nice voice. Of
course, sea chanteys are an exception.
These sounds demand a lousy voice.
It also helps if you have or can fake a
low-class English accent. No one wants
to hear Lawrence Olivier sing sea
chanteys.
A final word of warning: Resist as
you would the plague any temptation
to fish. Sailboats and fishing dont go
together. For one thing, sailboats and
gamefish like different neighborhoods. Smaller fish prefer reefs and
other undersea obstacles. Big game
fish such as blue marlins and sailfish
prefer deep water, but you need
expensive gear to fish for them and
a sailboat cockpit is no place for a
fighting chair. Even if you do manage to hook a small fish as you troll
past a finger pole, youll soon regret
your success. Fish blood and scales
dont go well with marine hardwoods.
Also, studies have failed to show that
they improve fiberglass.
So, if boredom is a problem and
you cant play an instrument and you
dont have my talent for extended
mindlessness, youre probably going
to have to sing. But please, no Sweet
Georgia Brown. And keep it down.
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CURRENTS
Edited by Tom Jackson
Our first boat

the beginning of a
beautiful friendship
by Maynard Bray
nne and I have been partners in
owning wooden boats since before
we were married, so I thought it best to
use our instead of my when writing
this piece. Before I describe what that boat
was and how we acquired it, you should
know that at the time we met, I was a confirmed motor-head, working summers for
a Dodge dealership and, in my spare
time, dolling up the family cara 1939
Plymouth sedanwith fender skirts,
painted-on whitewalls, sun visor, twotone paint, and a shaved-down cylinder
head.
Boats? Not any longer, in those BA
(before Anne) and ADL (after drivers
license) years. Cars and girls had completely taken their placeuntil I took
Anne for a sail on my friend Don
Merchants 18' Atkin pocket cruiser
SEA WOLF. Making sound and virtually
instantaneous judgment calls has always
been one of Annes great strengths. (Its
what makes her WoodenBoat indexing so
effortlessly directand the Register of
Wooden Boats such a fine piece of work.)
That single sail aboard SEA WOLF firmly
hooked her on boats and sailing. In the
process, she hooked me as wellfor life,
as it turned out.
We simply had to have a boat of our
own, despite the fact that Anne was still
in high school and I was partway through
college. We were completely without
funds, but we partnered up and went
looking anyhow. A Snipe or possibly a
Lightning seemed to me to be something
we could handle, or at least start to think
about handling. Anne set her sights
higher. I want a bigger boat, she informed me, after she saw what centerboard daysailers were like. So we began
poking around boatyards until we came
across a 22' keel sloop that, at the time,
looked pretty darned big to me, but
exactly right to Anne.
We inquired, learned she was for sale
for $400 by yard owner Bion Farnsworth,
who had taken her over for unpaid storage. As Anne admired the boat, old Bion
found this pretty little blonde wasnt too
bad to look at either. He told us the boat
could stay in the shed and that we could
pay him over the course of the coming
winterhoping, no doubt, to see more
of this 16-year-old cutie next season. So
MAY NARD BRAY (BOTH)
AboveAnne and
Maynard Bray have
had a mutual interest
in restoring classic
small craft since
throwing in together
on a Mount Desert
Island class 22' sloop
in 1954. Anne was 16
when this photo was
taken. RightMaynard
built his first boat
out of boards from
a packing crate.
we decided to buy that sloop right then

and there. Wed work during the winter,
pool our earnings, and pay up come
spring.
Anne took a job in Rocklands Strand
Theater, selling popcorn and candy after
school, and I continued to polish and
grease cars and pump gas at Nelson
Brothers Garage on weekends. Borrowing
from my father, although attempted,
didnt work out. He said wed have to
earn and save. (Considering my recent
and ill-advised car purchases, I really
couldnt blame him.) The combination
of working and saving was new to both
Anne and me, but with the goal of
launching and sailing that (seemingly)
big red sloop, we knuckled down and
became partners in what has turned out
to be a half-century relationship between
us and boats.
This first boat was a Ralph Winslow
designed MDI (for Mount Desert
Island) sloopone of nine built in
1924 by George Lawson in Dorchester,
Massachusetts. Her condition was decent

except for the sails (worn-out cotton) and
standing rigging (rusted-out galvanized).
Over the winter, we managed to dig up
two more equally well worn mainsails as
spares, and I spliced up a gang of shrouds
and stays from scrounged-up wire, using
Hervey Garrett Smiths Marlinspike Sailor
as a guide.
The following spring, after handing
over the $400 purchase price, we began
sanding and paintingwith old Bion
looking in on us occasionally. He didnt
have much good to say about the pink
paint wed chosen for the topsides, but
we liked it fine. It was different, and went
well with the black sheerstrake and the
black surplus Coast Guard buoy paint with
which we painted the bottom. A few weekends and we were ready to launch, which
Bion took care of, along with stepping
the mast, for no extra cost. This was your
basic post-war, plank-and-roller boatyard
in Hulls Cove on Mount Desert Island.
Bion lashed PIXIE (our first name that
July/August 2005
13
3/4/09
9:46 AM
Page 14
CURRENTS
we later changed to the more dignified
EAST WIND) to her cradle and let her
swell up for a few days before putting
her on a mooring, where Don and I (as
delivery crew) could pick her up and sail
her home to Rockland, where Anne would
be waiting.
That first summer of 1954 was all we
hoped it would be, thanks to our new
boat. Other than occasionally blowing out
mainsails in the afternoon souwesters,
PIXIE proved a joy in all ways.
When Hurricane Carol hit at the end
of August, our whopping big mooring
pennant paid off and held PIXIE firm
and fast despite other boats coming to
grief on the public landings granite bulkhead. A couple of weeks later when Edna
hit, Dons SEA WOLF and our PIXIE had
that part of the harbor to themselves (and
we strung extra lines from several empty
nearby moorings) because the fleet had
sought the shelter of Lermonds Cove.
Our Edna preparations proved unnecessary, however, since the wind backed
instead of veered, leaving the main part
of the harbor relatively smooth.
That fall, on a spruce-pole cradle, we
dragged her from the shipyard, where
wed grounded her out, up Mechanic
Street to my parents backyard for the
winter and set about building a cabin
14
WoodenBoat 185
for cruising. The structure turned out

less than yacht-like, as its standard-issue,
minimally crowned roof beams came
from Sulo Gronros, a local builder of
lobsterboats.
The second summer, we sailed evenings
after work, while mid-day, after we hauled
our lobster traps (yes, we partnered on a
40-trap-and-well-used-peapod venture, as
well), I took out sailing parties while
Anne waited on tables at Capt. Henrys
dockside restaurant.
Our first boat stayed on the bank the
third summer when we married and
moved to Mystic to take up work at
Electric Boat, but with Dons help on the
final leg, we sailed her from Rockland,
Maine, to Mystic, Connecticut, in 1957.
This was our first cruise together and a
long story in itself. From Noank, where
we set a mooring, and from Mystic,
where we sometimes kept her behind our
riverfront apartment, we cruised a good
deal, and by a lucky fluke, even won a
prize in our first-ever race.
That was our last summer with the now
dignified and green-painted EAST WIND.
We sold her late in the season, and my
last sail was from her in-the-water winter
berth at Groton Long Point to Remy
Fauquets yard in Mystic in January while
Anne and our one-day-old daughter,
Kathy, were still in the hospital.

The sale of our first boat got us started
bootstrapping others until we obtained a
boat we couldnt part with. That craft is
AIDA, the 33' 6" 1926 Herreshoff yawl
weve owned for 38 years.
(As a footnote to the above story, my
first boat was a rectangular punt named
ALLSTON E. that I built from a new bank
safes packing crate. I hammered it apart
for its pine boards. Poor ALLSTON, which
was named for our local schools particularly stern assistant headmaster, had
no sheer and no oars or oarlocksonly
a semicircular notch in the transom for
sculling around Lermonds Cove with my
chum Don Merchant in his equally bizarre
triangular scull boat named DRAGON
LADY.)
Maynard Bray is a contributing editor at
WoodenBoat, and Anne Bray is director of
research.
Maynards first-boat account, which he
agreed to do in a weak moment, concludes
a now-and-then series that started with
Currents No. 176 (July/August, 2004).
If youve got a first-boat story to tell, consider
posting it to the Building/Repair section of
the WoodenBoat Online forum, accessed
through <www.woodenboat.com>.
3/4/09
9:46 AM
Page 15
CURRENTS
The double passion

of books and boats
by Mike Hanyi
ew nautical books come out all the
time, but when it comes to acquiring
a rare, out-of-print title, things get a bit
more complicated. I have fallen into secondhand bookshops on many occasions
on the off chance of finding a rare title
a habit my wife finds rather unamusing.
Some book dealers, such as Howland and
Company, specialize in nautical titles, but
collectibility can make old titles rather
expensive. I paid more than $100 on eBay
for a copy of the 1943 Yachts by Herreshoff
catalog, a rare and excellent source of
Herreshoff histor y and photographs.
But what if you are more interested in
content than collectibility?
After reading Brian Kologes article
about John Rob Roy Macgregor in WB
No. 68, for example, I became interested
in acquiring a copy of the first of
Macgregors four books, which helped
create canoeing and kayaking as a sport
that continues to grow today. I did a bit
of searching on the Internet and discovered that this book is readily available as
an inexpensive paperback. However, I also
MIKE HANYI
David N. Goodchilds interest in

maritime books turned into a
business.
found a small publisherD.N. Goodchild

in Philadelphiawith something quite
unusual to offer: A Thousand Miles in a Rob
Roy Canoe is one of more than 1,300
out-of-print nautical titles that Goodchild

has republished in true hardback versions.
I ordered one at once.
I was impressed with the books binding in stiff Bristol covers with maroon
book-cloth spine in the half-calf manner and a bookmark ribbon of red silk.
The protective jacket was laminated, and
oversized maps and plates were contained
in a pocket within the back cover. The
quality was reminiscent of books made in
the early 20th century, and the mark of
handwork was clear.
On my next trip home to Baltimore,
Maryland, I planned to find the time to
drive to Philadelphia to pay Mr. Goodchild a visit. David Goodchild is semiretired and works out of his home in the
historic area known as Bala Cynwyd,
where he lives with his wife, Carroll. He
is a connoisseur of books, with a home
library of more than 5,600 titles, all properly cataloged and indexed.
The idea of republishing came to him
about seven years ago when he was given
a copy of a rare old book, its photocopied,
loose-leaf pages organized in a three-ring
binder. He decided to make a presentable
version of the book to fit in with the rest
of his collection. He worked to improve
his method, and once he was satisfied he
sent copies to friends as gifts. His new
July/August 2005
15
3/4/09
9:55 AM
Page 15
CURRENTS
The double passion

of books and boats
by Mike Hanyi
ew nautical books come out all the
time, but when it comes to acquiring
a rare, out-of-print title, things get a bit
more complicated. I have fallen into secondhand bookshops on many occasions
on the off chance of finding a rare title
a habit my wife finds rather unamusing.
Some book dealers, such as Howland and
Company, specialize in nautical titles, but
collectibility can make old titles rather
expensive. I paid more than $100 on eBay
for a copy of the 1943 Yachts by Herreshoff
catalog, a rare and excellent source of
Herreshoff histor y and photographs.
But what if you are more interested in
content than collectibility?
After reading Brian Kologes article
about John Rob Roy Macgregor in WB
No. 68, for example, I became interested
in acquiring a copy of the first of
Macgregors four books, which helped
create canoeing and kayaking as a sport
that continues to grow today. I did a bit
of searching on the Internet and discovered that this book is readily available as
an inexpensive paperback. However, I also
MIKE HANYI
David N. Goodchilds interest in

maritime books turned into a
business.
found a small publisherD.N. Goodchild

in Philadelphiawith something quite
unusual to offer: A Thousand Miles in a Rob
Roy Canoe is one of more than 1,300
out-of-print nautical titles that Goodchild

has republished in true hardback versions.
I ordered one at once.
I was impressed with the books binding in stiff Bristol covers with maroon
book-cloth spine in the half-calf manner and a bookmark ribbon of red silk.
The protective jacket was laminated, and
oversized maps and plates were contained
in a pocket within the back cover. The
quality was reminiscent of books made in
the early 20th century, and the mark of
handwork was clear.
On my next trip home to Baltimore,
Maryland, I planned to find the time to
drive to Philadelphia to pay Mr. Goodchild a visit. David Goodchild is semiretired and works out of his home in the
historic area known as Bala Cynwyd,
where he lives with his wife, Carroll. He
is a connoisseur of books, with a home
library of more than 5,600 titles, all properly cataloged and indexed.
The idea of republishing came to him
about seven years ago when he was given
a copy of a rare old book, its photocopied,
loose-leaf pages organized in a three-ring
binder. He decided to make a presentable
version of the book to fit in with the rest
of his collection. He worked to improve
his method, and once he was satisfied he
sent copies to friends as gifts. His new
July/August 2005
15
5/26/05
11:24 AM
Page 16
CURRENTS
hobby was eventually mentioned in a
Traditional Small Craft Society newsletter, and soon the Tuckerton Seaport
Museum approached him to make some
republications available through their
store. Today, Goodchild makes more than
3,000 books yearly and has clients all over
the world.
He considers himself a republisher
rather then a publisher. A hundred years
ago, when books were printed and bound
by hand, the greatest cost was the work of
setting type; today, books reside on computers, and printing one or one hundred
volumes is just a matter of choosing a computer setting. Mr. Goodchilds biggest
education came in how to efficiently bind
the books by hand. He has more than
1,350 titles on file, and each book is
printed to order. About 30 to 50 titles are
added every month. Because the books
were originally published long ago, their
copyrights have expired, meaning that
the cost of the book reflects only the labor
and materials involved in inputting text,
printing, and binding.
Mr. Goodchild holds his bookbinding
process a secret, but he was willing to say
that he uses some of the latest equipment
to produce books that are newly typeset,
not photo-facsimiles. Books and plan
sheets are printed on 70 lb offset paper,
or 28-lb bond. Cream-colored paper has

a nice feel and also prevents printthrough. He also has in his catalog hundreds of boatbuilding plan booklets,
which he publishes to the same high
standards as his books. He has hands-on
experience with plans, having built several small boats. His current project is
built to the designs of the 18' C.P.
Kunhardt singlehanded yawl DEUCE.
Many of the out-of-print titles are
referred to him by clients and friends. I
personally loaned him my Yachts by
Herreshoff for republishing, because I was
getting tired of becoming the local lending library for such books. Some of
Goodchilds clients even own original editions but save wear and tear on them by
using his copies when they want to read
the contents.
Mike Hanyi is the organizer of the annual
RAID Finland. D.N. Goodchild, P.O. Box
2814, Bala Cynwyd, PA 19004; 215

8798472; <www.dngoodchild.com>.
Around the Yards

IRVING JOHNSON, one of two 90'
LOD brigantines launched in 200203 by
the Los Angeles Maritime Institute
WHEN PERFORMANCE
MATTERS
(LAMI), was hauled out April 4, 2005,

after grounding March 21 on a sandbar
outside Channel Islands Harbor, Oxnard,
California. Twenty crew and students
including six washed overboardwere
rescued that day, but none suffered more
than bruises. Rescuers on jet skis helped
by working in close to the stricken brigantine in the surf. With the crew cleared,
attention turned to freeing the vessel,
which proved initially fruitless. The effort
continued, eventually with a Sealine tug
from Millennium Tug Co., assisted by
smaller tugs and a large tractor handling
a stern line run ashore to help keep the
hull oriented properly to the surf. A broken towing bridle frustrated one attempt.
About 100 volunteers returned day after
day to help as best they could ashore,
according to Jim Gladson, LAMI founder
(see WB No. 176). When it became clear
the brigantine had broken free at last,
she floated as proud as could be,
Gladson said. The cheer went up right
at that moment. That was a good moment
for us. She was then towed five miles to
Ventura Harbor Boat Yard, where volunteers downrigged her in only two days in
preparation for haulout. Following insurance company policy, LAMI called for
competitive bids for an as-new repair,
with a May 9 bid opening. Gladson said
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WoodenBoat 185
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5/26/05
11:24 AM
Page 17
CURRENTS
MARY ANN NOETH
DOUG SCHUMPERT
checked for deformation.

Only one stave of the rudder was split. The interior was
also extensively damaged by
flooding after waves breaking over the brigantine for
days stove in skylights and
portlights. The engine
and genset will be replaced,
along with much of the electronics and mechanical systems. Oddly, Gladson said,
a sea chest floated free and
caused damage as it roamed
around the main saloon,
LeftThe Los Angeles Maritime
into the navigation station,
Institute's sail-training brigantine
and the captains cabin, but
IRVING JOHNSON ran aground March
on the other hand volun21, 2005, off Oxnard, California.
teers found three raw eggs
AboveA three-day beating in the
undamaged in the bilges
surf damaged her stem, gripe, and
and several cell phones that
forward planking but apparently
still worked. All in all,
little else of her structure. Interior
Gladson was relieved that
woodwork and systems, however,
the damage was not more
were extensively water-damaged.
extensive. The local people who have lived there all
their lives tell us that no wooden boat
laminated oak frames were undamaged.
ever lasted more than one tide cycle on
Her outside ballast, installed in four septhat beach, Gladson said. A routine
arate pieces, showed some separation
U.S. Coast Guard investigation continfrom the timber keel, and the forwardues. LAMIs insurance deductible is
most piece appeared bent. All of the ballast will be dropped and the keelbolts
$41,000, and Gladson anticipates a total
initial damage reports indicate that the

stem, gripe, and nine planks low on
the port bow were seriously damaged
when the bow apparently struck the
rocks of the harbor jetty as the hull rolled
in the surf. Apparently, however, her
I didnt want to live the rest of my life for the day I retire.
Jennifer Dowling
Small Boat Program
I had fantasized about building boats, but thought it would have to wait until
I retired. Then I stumbled across The Landing School on the internet. I was
inspired to take a risk, to learn boat building. Jennifer Dowling, a PhD
candidate in Chemistry joined our Small-Boat program. The Landing
School is unique in its offering of a focused, accelerated curriculum in boat
construction, design and systems installation needed to succeed i n todays
m a r i n e i n d u s t r y. I t s t h e c u r e f o r t h e c o m m o n c a r e e r .
The Landing School, P.O. Box 1490,

Kennebunkport, ME 04046; 207-985-7976;
www.landingschool.org
The Landing School

of Boatbuilding & Design
July/August 2005
17
5/26/05
11:25 AM
Page 18
COURTESY MARITIME MUSEUM OF THE ATLANTIC
CURRENTS
The 28' 9" racing sloop VALKYRIE is undergoing full restoration at the Maritime
Museum of the Atlantic, Halifax, Nova Scotia.
of $50,000 in uncovered costs. Contribut ions to a Restorat ion Fund can

be sent to LAMI . Los Angeles Maritime
Institute, Berth 84, Foot of 6th St., San
Pedro, CA 90731; 3108336055;
<www.lamitopsail.org>.
The restoration boatshop of the
Maritime Museum of the Atlantic in
Halifax, Nova Scotia, is in the midst of a

year-and-a-half restoration of VALKYRIE,
a 28' 9" LOA racing sloop launched in
1946. The initial six of the type were built
simultaneously by David Stevens of
Second Peninsula, Lunenburg. Ultimately,
nine were built, though the whereabouts
of five are unknown today. Called the S
class after Stevenss last name, the boats
were built to measurements he took from

a half model he carved himself. Lead
museum boatwright Eamonn Doorly
knows the type wellhull No. 3 of the
class is his own boat. The museum restoration is of hull No. 5, donated to the
museum by the Murphy family of Halifax.
Restoration will involve replacing oak
frames, the keel, the deck, and about half
of the white pine planking. About 40 percent of the original structure, including
the stem, transom, horn timber, ballast
keel, trunk cabin, mast, and boom, will
be saved. For the museum, these boatbuilding projects play a vital role in fulfilling and transcending its mandate of
collecting, preserving, and promoting
our maritime heritage, the museums
Christine Sykora writes. The S-class boats
were the first built by Stevens, who had
worked as a turnip farmer until
approached about building one-design
boats over the winter of 194546. He went
on to build more than 70 boats, among
them fast schooners. He built one of
his schooners, ATLANTICA, at the Maritime Provinces pavilion at Expo 67 in
Montreal. VALKYRIE is expected to serve
as a museum flagship after relaunching
during Canada Day festivities (that would
be July 1, for the rest of you lot) in 2006,
the 60th anniversary of the class. Anyone
18
WoodenBoat 185
5/26/05
11:26 AM
Page 19
CURRENTS
D.N. Hylan & Associates, having completed two new constructions of the 16' 8"
cat yawl COQUINA that N.G. Herreshoff
designed for his own use in 1889, has produced full sets of plans for t he boat.
Hylan built one of the boats in traditional riveted cedar lapstrake
planking over oak frames and
the other in glued-lap marine
plywood. He then completed
detailed plans, one set for each
type of construction, working
with the plans owner, Hart
Nautical Collections, Massachusetts Institute of Technology. The plans filled in
details and corrected inconsistencies in the historical
record. For example, Herreshoff altered the deck plan
and tinkered quite a bit with
the rig, leaving no original
sail plan. Hylan worked with
WoodenBoat contributing editor Maynard Bray to refine the
details, and together theyve
produced a CD of construction
photos for both building methZEPHYR is D.N. Hylan & Associates glued lapstrake
ods to accompany the plans.
plywood version of the 1889 cat yawl COQUINA. Doug
D.N. Hylan & Associates, P.O.
Hylan developed full sets of plans for both traditional
Box 58, Brooklin, ME 04616;
and plywood construction.
207359 9807.
CLEARWATER, an environmental icon since her

launching at the Harvey
Gamage Shipyard in South
Bristol, Maine, in 1969, is going
through a major refit. With
more than 430,000 students
having trod her decks for her
Hudson River, New York
based educational programs,
shes lost up to 3 4" of deck
plank thickness. A third of her
hull planking will be replaced,
along with some backbone timbers, among other work. The
cost is expected to be $1.6 million, much advanced by a
$300,000 Dyson Foundation
grant in December 2004. The
project began in 2001 with deck
and deckbeam work, hull
planking replacement, and new
sails. The refit of the sloop,
which has a sparred length of
MAY NARD BRAY
with further informat ion about the

class or individual boats should contact
Eamonn Doorly, 9024247491 or <door
lye@gov.ns.ca>. Maritime Museum of
the Atlantic, 1675 Lower Water St., Halifax,
NS, B3J 1S3, Canada; 9024247490;
<www.maritime.museum.gov.ns.ca>.
106', is occurring in stages and is expected

to continue through 2008. Shell also get
a new engine that will burn soy-based
biodiesel. CLEARWATER, 112 Little Market
St., Poughkeepsie, NY 12601; 8454547673;
<www.clearwater.org>.
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July/August 2005
19
5/26/05
11:26 AM
Page 20
CURRENTS
COURTESY BRAM DALLY
Ten boats in the

new Swift Solo
class gathered
at a Florida lake
in March for a
sailing clinic
and races.
GLEAMING BRIGHTWORK ACCENTING ELEGANT CURVES.

THE SMELL OF OLD LEATHER.
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Honoring classic conveyance by land, sea, and air
OCEAN REEF CLUB
Thursday, December 1 Sunday, December 4, 2005
including
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Participation includes
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35 Ocean Reef Drive, Suite 200 Key Largo, Florida 33037

20
WoodenBoat 185
Offcuts
n the two years since the Swift Solo

made its appearance in WB No. 173
( July/August 2003), more than 65 of the
boats have either been built or are under
construction in nine countries. The boat,
a 14' 4" racing dinghy that flies enough
sail to keep any singlehanded racers heart
rate jumping, was designed by Bram Dally
of Puyallup, Washington, with a unique
sheeting system giving one-line control
over both main and jib. Greg Ryan, a New
Jerseybased skiff sailor, writes that on
February 1320, ten owners brought their
boats to Fort DeSoto Park, Florida, for
the first of what will likely become an
annual midwinter clinic led by Dally, followed by racing. Half a dozen more
skippersRyan being one of themwere
there to pick up pointers while their boats
are still under construction, and Ryan
was able to sail a borrowed boat. The
camaraderie and easygoing atmosphere
were remarkable in comparison to the
anxiety generated by other, often highstakes, skiff regattas I have attended, and
the quirky personality of the Swift builders
was well in display, Ryan writes. Mike
Jocelyn towed his Solo VELOCITY MADE
BAD from British Columbia behind his
Corvette. Ever seen a Vette with a tow
hitch? Robert Harpers FUGU was most
prominently decorated with pennants and
flags, confidently, and not so quietly, representing the hopes of the Great Salt Lake
Yacht Club, and, it seemed, Capt. Hook.
A crowd of onlookers around Christian
Rasmussens Hampton, Virginiabased
SWEET CAROLINE supported his observation that the boat almost always stops
the conversation of passers-by. In a light
Sunday breeze, sailing got underway in
the first of two pre-race clinics that covered basic skiff techniques, rigging, power
control, and personal sailing equipment.
The second coached clinic covered more
advanced boat handling and setup, as well
as problems and bad habits discovered
earlier. The confidence and boat handling
of even the novice sailors improved
markedly during the two-day skills clinics. Most of the skippers who had never
set foot in their boats were tacking and
jibing with comfort, if not always with
grace. By the end of the second race, I
was completely addicted. Racing the Swift
Solo proved to be an incredibly pleasant
and gratifying experience. It tacks like a
dinghy and is responsive and nimble. A
light touch on the balanced helm is all
thats required to maintain perfect control at any speed. Grins were wall-to-wall
when we returned to the beach. An
International Swift Solo Association has
been formed to support the class. Bram
Dally, 11223 136th Ave. E., Puyallup, WA
98374; 2538484732; <www.swiftsolo.org>.
5/26/05
11:27 AM
Page 21
CURRENTS
he Nantucket (Massachusetts) Whaling Museum reopened June 4, 2005,

after being closed to the public during a
$12 million privately funded remodeling
project. The museum has had a stem-tostern reorganization, adding capacity for
temporary exhibits, displaying the reconstructed skeleton of a 46' sperm whale
that washed up on Nantucket in 1998, and
restoring important parts of the former
spermaceti candle factor y that has
housed the museum since 1929. For one
thing, the factorys intact two-story beam
press, said to be the worlds largest, is now
fully visible. Galleries are devoted to
whale hunting, oil processing and candlemaking, scrimshaw and other decorative arts, and Nantucket whaling. Your
own Currents editor went to the museum
on a family trip from the West Coast in
1991, just after reading Thomas Heffernans Stove by a Whale (Wesleyan University
Press, 1990), about the sinking of the
whaleship ESSEX, and found the fully
rigged whaleboat spectacular. So is the
collection of mangled harpoons, and so
are the local volunteers, who are obviously
proud of their heritagebut I think my
favorite artifact was a bit of twine visible through the glassine window of an
ordinary envelope. Benjamin Lawrence,
one of eight survivors of the grueling and
tragic 93-day, more than 2,000-mile openboat voyage after the ESSEX sinking,
twisted that few inches of line aboard one
of those boats. That and other ESSEX voyage artifacts will continue to be exhibited,
of course. Nantucket Whaling Museum,
Nantucket Historical Association, P.O.
Box 1016, Nantucket, MA 025541016;
5082281894; <www.nha.org>.
ne of the best uses of the Internet

Ive seen in a long, long time comes
from the Hart Nautical Collections,
Massachusetts Institute of Technology
Museum. No museum can possibly exhibit
everything it has, but this web site goes a
long way toward disseminating what it
does have. Right now, it carries a complete item-by-item listing and description
of everything about naval architect
George Owen, including about 1,700 plan
sheets and some 2,000 photographs. Kurt
Hasselbalch, Curator (who was assisted
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by thengraduate student Maria Bernier

and archivist Rachel Chatalbash), said the
posting may be the first of its typebut
certainly wont be the last. My whole
mantra is, thats what we have to do in
these kinds of collections. It requires a
lot of work, and its labor intensive, but I
believe it is the future. Next up as of this
writing (and running by the time of publication) was a full item-by-item description of collections from designer William
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July/August 2005
21
5/26/05
11:28 AM
Page 22
CURRENTS
CURRENTS
JIMMY REY NOLDS
Teacher Jimmy
Reynolds has his
students at
Radcliffe Creek
School restoring
the 48' Hooper
Island draketail
MARY E.
but never published in book form. Such

printed catalogs may be a thing of the
past by now: Were not going to do that
anymore, Hasselbalch saidwe dont
have to pay to publish a book, and people dont have to buy the book to get the
information. Eventually, other collections will follow, including guides to
the Haffenreffer-Herreshoff and DavisHand collections, both earlier published
as books. Its for more than just researchers, Hasselbalch said of the site. Its for
all of the potential users of a diverse
design collection. The point is, what is the
potential of this material? How is it used,
and how might it be used? Already, hes
had calls from boatbuilders interested in
building to Owen designs. Hasselbalch
also envisions a dayperhaps relatively
soonwhen each item listed could be not
only described but also shown in a digital image. The web site also facilitates
ordering of hard copies of plans and documents. The user becomes the curator,
Hasselbalch said. I kind of like that.
Were creating a system by which everyone has curatorial access. Hart Nautical
Collections, Massachusetts Institute of Technology Museum, 265 Massachusetts Ave.,
Cambridge, MA 02139; 6172535942;
<web.mit.edu/museum>.
22
WoodenBoat 185
eres progress for you: Jimmy

Reynoldss boatbuilding students at
Radcliffe Creek School, Chestertown,
Maryland, have graduated from skiff kits
to a 16' crab scrape and a 21' log canoe
and now he has them restoring the 48'
draketail MARY E, built in 1933. He saw
an ad for the boat in Bone Yard Boats. As
in a dream, he writes, I picked up the
phone and made the call. She was sinking steadily. She was covered in tarps, and
the bilge pumps kicked on every five minutes. But she was beautiful, and I am not
going to lie and say that I did anything
but step on board and say, Ill take it.
Finding a home seemed the biggest challenge. One morning in August [2004] I
met up with Ray Clark under a shade tree
at his Green Point Marina on Worton
Creek in Kent County with eight or nine
boat owners, and I told him what the deal
wassignificant piece of Maryland history,
long-term project for my students, right thing
to do, just want to save the boat, penniless
5/26/05
11:28 AM
Page 23
CURRENTS
artist/teacher, Hooper Island draketail! When
I told him the boat was free, he said, Jim,
just bring her right on up here. So I did.
After she was hauled out, six guys feverishly scraped barnacles and powerwashed
her hulland I didnt even know five of
them. Jeff Garres, a local boatbuilder,
showed me old-fashioned clay-based caulking, after which she was making about a
quarter-inch an hour instead of a foot.
Six months later, students have rebuilt half
the washboards, the forward cabin, and
the pilothouse and have reset the original portholes, the pilothouse side windows, and the windshield. I fund the
operation through the sale of my paintings of Chesapeake Bay. I have students
whose families followed the water for hundreds of years but who no longer have any
attachment to the Bay, apart from the
occasional trip across the Bay Bridge to
the Western Shore. But because of the
MARY E, these kidsand their families
have the Chesapeake as part of their lives
again. Radcliffe serves students who have
learning disabilities such as dyslexia that
make traditional classroom learning
difficult. This draketail is connecting
some of them to their regional culture
and to the possibilities of life in a way
that no traditional classroom setting
could ever hope to accomplish.
Radcliffe Creek School, 201 Talbot Blvd.,
Chestertown, MD 21620; 4107788150;
<www.radcliffecreekschool.org>.
a brokerage, Nantucket Yachts, that handled a wide variety of craft and also
co-founded the MacKenzie Boat Club.
For years he crisscrossed Buzzards Bay
aboard his own MacKenzie Cuttyhunk
bassboat JACK TAR (see WB No. 138),
with his cocker spaniel, Ike, as a constant
companion.
John Seymour, 90, September 14, 2004,
County Wexford, Ireland. The patron of
the Coble & Keelboat Society, founded in
1987 to preserve the working boats of
northeast England, Mr. Seymour wrote

about voyages in his own coble, WILLYNILLY, including two books, WILLYNILLY
in the Baltic and Voyage Into England. He
was a stalwart advocate of simplicity, selfsufficiency, and traditional ways. If John
was never a household name, it was partly
because he did not seek personal glory,
but only to preserve and enjoy what he
believed in, George Featherston wrote
in the Coble & Keelboat Societys spring
2005 journal.
Across the bar

Marjorie Young Burgess Wolff, 93,
March 22, 2005, Newport, Rhode Island.
A graduate of Wheaton College in classical Greek studies, she met naval architect
W. Starling Burgess while working as a
receptionist in her fathers medical office.
She moved to Bath, Maine, in 1937 to
work for Burgess. With his encouragement, she learned naval architecture, making her first project a small cruising
sailboat for herself, launched as POMELION in 1940 (see WB No. 179). She
worked alongside Burgess on military contracts during World War II. On March 31,
1944, they married, she for the first time
at 32, he for the fifth time at 66. After
Burgess died in 1947 she continued in
naval architecture with Electric Boat, in
New London, Connecticut. She moved to
Oklahoma to work on offshore oil rig
designs with engineer Paul Wolff, whom
she married in 1958.
Edward A. Koskella, 57, January 30,
2005, Sagamore Beach, Massachusetts. A
boatman since childhood, he returned to
Massachusetts after graduating from
Admiral Farragut Academy and serving
in the U.S. Navy, 196872, eventually settling at his grandparents farmhouse at
Sagamore Beach. He delighted in using
and restoring wooden boats. He founded
July/August 2005
23
WB 185 Museum Section.xp.r1
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Page 24
MARITIME MUSEUMS
I
f you want to learn more about wooden

boats, particularly about their origins
and history, visit a maritime museum. Each
of the museums listed here has something
to offer the wooden boat aficionado from
half models and historical photographs to
full-sized watercraft. Boatbuilding skills are

sometimes taught under the auspices of maritime museums and there are often gatherings where people can rendezvous with their
boats. Plan a summer visit to a maritime
museum call today for more information!
The World's Largest

Ship Model
Climb aboard the 89-foot half scale
model of the whaling bark Lagoda.
Explore the most outstanding collection
of whaling and maritime artifacts.
Set sail for the New Bedford

Whaling Museum.
NEW BEDFORD WHALING MUSEUM
18 JOHNNY CAKE HILL
NEW BEDFORD, MASSACHUSETTS
508-997-0046
WHALINGMUSEUM.ORG
Present this ad and save

$2 off individual admission.
Since 1982
Located In the
Historic Maritime District
Home of the National Historic
Landmark WWII Tug LT-5
Open Daily, Mid May-Dec 1-5
Jan-Apr (Closed Sundays)
July & Aug 10-5
June 25, 2005

Over 300 years of
Oswego Maritime
History
24
WoodenBoat 185
West 1st Street Pier, Oswego, NY

315-342-0480
www.hleewhitemarinemuseum.com
WB185Pgs25,28,93.xp
5/25/05
7:50 AM
Page 25
5/25/05
11:09 AM
Page 26
NEWBURYPORT MARITIME SOCIETY

Over 400 years of Maritime History
MARITIME
MUSEUMS
OPENING COAST GUARD EXHIBIT

at the Custom House Maritime Museum
September 10, 2005

GALA WEEKEND OF EVENTS
Check us on the web at www.themaritimesociety.org or call 978-462-8681
Newburyport Maritime Society
Lowells Boat Shop/Custom House Maritime Museum
Amesbury & Newburyport, MA
This Summer:
Anniversary of George Waymouths

1605 Maine Exploration
Summer Exhibit in Searsport
Original Documentary Film
Birchbark Canoe Building
Native American Art &
Craft Demonstrations
www.penobscotmarinemuseum.org
Opens Saturday, May 28

MondaySaturday, 10 a.m.5 p.m.
Sundays, 125 p.m.
207-548-2529
Penobscot Marine Museum Route One and Church Street Searsport, Maine 04974
WOODS HOLE
HISTORICAL MUSEUM
Four buildings include
Small Boat Museum, Wooden Boat
Restoration Workshop, Archives,
Galleries, 1890s Workshop, Gift Shop
EXHIBITS: Mid-June to Mid-October
Tuesday-Saturday 10AM-4PM
Archives open all year
Admission to all Exhibits, Programs
And Workshops FREE
Award-winning books and Journal
SPRITSAIL
579 Woods Hole Road
P.O. Box 185
Woods Hole, MA 02543
508 548-7270
woodsholemuseum.org
Steer a Course Through History

Make Maine Maritime Museum in historic Bath
your next port of call.
Take advantage of our guest moorings
and the amenities at our Visiting Yachtsmen Building, including showers and
laundry facilities.
Browse in the Museum Store
Explore the Museum galleries
Enjoy lunch on the caf deck
207.443.1316
www.mainemaritimemuseum.org
26
WoodenBoat 185
5/25/05
11:27 AM
Page 27
MARITIME
MUSEUMS
2005
EXHIBITIONS
B O A T M O D E L S :T H E N A N D NOW
RALPH S
TANLEY:
BOAT B U I L D E R
NO R T H E A S T HA R B O R MA I N E 0 4 6 6 2
O P E N S E A S O N A L L Y: TU E S D A Y - S A T U R D A Y
T: 2 0 7 2 7 6 5 2 6 2
10 -5
E : ghmm@acadia.net
July/August 2005
27
WB185Pgs25,28,93.xp
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7:51 AM
Here are two ways

you can participate:
You and your family or
group can build your own
boat in two to three days!
All you need to build a boat with
your family is dedicationto the
project and to each other. Every kind
of family or group is invited to be
part of Family BoatBuilding.
You need no carpentry skills; almost
all of the event producers will
provide kit boats or pre-cut parts.
Instructors will be present to guide
you through the entire process. At the
conclusion of the event, you will load
your new boat on the roof of your
car and drive it home.
Page 28
The Third Annual
FAMILY
BOATBUILDING
WEEK July 1724, 2005
Join a worldwide
celebration of families,
boating, and boatbuilding,
presented by WoodenBoat
magazine in association
with the Alexandria (VA)
Seaport Foundation.
You or your organization

can produce a Family
BoatBuilding event!
Are you part of a 4-H or Scout group,
local maritime museums, boatbuilding
company, non-profit association, or
other well-meaning organization? By
organizing a two-to-three-day event,
you can introduce members of your
community to boating, in addition to
providing a means for family bonding.
WoodenBoat magazine provides all
Family BoatBuilding producers with
informational support and marketing
direction so you can attract families
and groups to your event.
Family BoatBuilding events are

held during Family BoatBuilding
Week and throughout the rest
of the year. A preliminary list of
events, plus more information
on Family BoatBuilding, is
available online!
www.familyboatbuilding.com
ApprntcsWorkbnch185.xp Final
5/25/05
1:10 PM
Page 29
THE APPRENTICES WORKBENCH
Oarlocks and Pads, Short and Tall

by Greg Rssel
he business of rowing, just like

sailing or motoring, often needs
a bit of tinkering to get it just right.
Its worth taking the trouble, however,
as a properly set up pair of oarlocks
and oars can be a joy to use indeed.
Here, well focus on the oarlocks and
their mounting pads.
MATTHEW P. MURPHY
Location, location, location

The proper placement of the oarlocks
(a.k.a. rowlocks) involves a combination of factors that include the distance the thwart is below the rail, the
width of the boat, whether the boat
has coamings that must be accommodated, and even the arm length of
the rower. Probably the best way to
determine oarlock location is to find
a boat of the same model as yours
and take it out for a spin. Chances
are the owner has already worked
out most of the bugs and youll get a
good idea of what to expect for
performance.
If no prototype is available, study
the plans. Generally, the location
of the oarlocks is given on the construction drawing. If the location of
the oarlocks is not specifically noted
here, a good default (or at least a
starting) position for the center of an
oarlock is 12" abaft the after edge of
the thwart. The actual location is
negotiable to suit the comfort of the
oarsman.
Then, there is the matter of oarlock height at the rail relative to the
top of the seat. This, again, is a matter of personal preference in powering propulsion. Pete Culler wrote that
he favored the grips of the oars to
come just about under my rib cage.
If the seat height of the boat has
already been established, adjustments
of the seat-to-oarlock height can be
made by using experimental pads of
varying thickness to raise the oarlock
to the estimated desired elevation.
The dummy pads (with provisionally
attached sockets) can be clamped
to the rail. Then, after bracing the
boat properly, set up your oars and
Oarlock placement is critical for comfortable and efficient rowing. The extra-tall
shafts fitted to this surf dory are ideal for rowing while standing, but would be
useless for a rower in the sitting position.
locks, and sit in the boat and see how

it feels. (This is probably best done
when there is no one else around to
inquire what on earth are you doing.)
Squaring Things Up
After you have determined fairly
closely where the oarlock centers
should be, its time to check that they
are, indeed, truly symmetrically
located in the boat. It isnt enough to
just assume that the oarlock centers
are correct because both port and
starboard sides are 2" aft of frame 12.
Quite a few boats have asymmetrical
frame spacing, but its likely the boat
itself is pretty symmetrical. So, break
out your old high-school geometry
book, a couple of tape measures, and
a pencil, and well get to work.

Begin by stretching the tape from
the oarlock center on the starboard
side to a point on the centerline of
the stem. Pick up the distance (x) and
record it. Then, holding the second
tape on the stem centerline point,
swing the other end of the tape until
distance (x) strikes the port side, and
mark it. Youve just created an isosceles triangle; hence the port side mark
is now dead square across from the
oarlock center on the starboard side.
As the great man said, Heres to
Euclid.
You must also choose a style of oarlock, which will likely be dictated by
the boat and its intended use. Here
are some of the options:
July/August 2005
29
5/25/05
1:18 PM
Page 30
APPRENTICES WORKBENCH
Patent swivel oarlocks pivot on pins

that are cast into a plate mounted on
the boats gunwale; they were common
to the stock boats of the Old Town
Canoe Company, among others.
Standard Flat,Top-mount Socket

These simple units are probably the
most commonly used ones today.
The casting can be best described
as a rectangular flat plate with a
central tapered cylindrical socket
affixed. In recent years, mass-produced
oarlock socket castings have become
progressively coarser, funkier, and
asymmetrical. If possible, buy from a
source that allows you to match the
sockets for appearance and check the
fit to the oarlocks.
Patent Swivel Rowlocks

These elegant units were primarily
used in the years before World War
II. The rowlock, which can be fastened either to the top of the rail or
onto a pad, requires a base measuring roughly 1" 4". Unlike most other
oarlock holding devices that have a

socket hole that the oarlock pin slides
into, the patent swivel casting has a
center pin and a T-slotted flange
which mates and engages with the circular, bored base of the oarlock. Its
just the ticket for restorations and
replicas, and it does not require a hole
to be bored through the pad or deck,
but it has the drawback that the
unique oarlock base is incompatible
with the standard oarlock.
Standard Pads
Although utilitarian in nature, a wellexecuted oarlock pad can become a
handsome design feature as well.
16th Annual
Mahone Bay
Wooden Boat Festival
Thursday Sunday
July 28th to July 31st, 2005
oin in the fun as we celebrate our

wooden boat heritage. Races including
the ever-popular Fast & Furious, Teen
X-Stream Cardboard Boat Race, Small
Craft and Classic Boat Race, Chandlery
Tent, Workshops & Tours, Static Display, Parade,
Stories of the Sea, Fireworks and Burning of the
Teazer, Musical Entertainment and much more....
For information on events and activities please visit
our website at www.woodenboatfestival.org
E-mail info@woodenboatfestival.org
Mahone Bay, Nova Scotia, Canada
30 WoodenBoat 185
Many builders standardize their oarlock pads on all their boats as part of
their signature. Their design should
be practical while still looking good
and being uniform. Generally, the
pad tapers fore and aft.
To make a pad, start with a tastefully symmetrical pattern and trace it
on the sides of a rectangular hardwood blank; 10" to 12" is a popular
length. Oak, mahogany, and locust
are popular woods for this. Next, lay
out and drill center holes for the cylinder of the oarlock sockets (chances
are the holes will need to be slightly
tapered). (Note: Due to the aforementioned casting anomalies, the
socket will likely require a custom fit
to the blankespecially if the builder
chooses to mortise the top of the pad
for the top plate of the socket.) Now,
using a block plane, fit the bottom of
the blank to the upsweeping curve
of the sheer. Rough-cut the fore and
aft tapers in the pads top with a bandsaw, and then plane them to perfection. Then, place the blank in its
proper location and (if possible) align
the bored hole over the gap between
5/25/05
1:18 PM
Page 31
Even the standard oarlock pad comes in

all shapes and sizes; the style is often a
signature of the builder. This pad is fixed
to the gunwale of a cold-molded dinghy.
MATTHEW P. MURPHY
of the pad. Clamp the pad in place

on the rails, and then bore, bed, and
fasten. Install the socket (the center
hole may need to be chased into the
rails a bit to allow the socket to land),
and youre in business!
On Coamings and Decks
the strake and inwale. Trace the curve

of the inwale onto the bottom of the
blank. This is where a bit of artistry
and nuance come in. Many builders
like to run the inboard edge of the
pad just a trifle away from (but parallel to) the curve of the inwale. On
the outboard side, the curve of the
pad runs parallel to the inwale, balancing the appearance of the plate
of the socket on top. Cut the desired

curve with a bandsaw and plane to
shape. Note: For extra strength, many
builders like to include a filler block
between the inwale and plank underneath the oarlock pad.
To mount the pad, drill holes
for the hold-down screws or bolts.
These can be countersunk if the depth
of the pad allows. Paint the bottom
Small boats with decks and coamings

present their own set of challenges:
how do you apply an oarlock system
that works and still looks good? Some
builders will simply leave them off
their sailboats, choosing instead to
rely on a paddle to get them back
when the wind fails. Sounds good
at least until the day you actually have
to do it. Oars are better.
Tall Oarlock Pads

These are a good option to get the
oars above coaming height and farther outboard to allow for longer
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July/August 2005
31
5/25/05
1:19 PM
Page 32
OtherOarlock
Oarlock Socket
Other
SocketOptions
Options
Edge MountAvailable in fancy and utilitarian versions, these sockets
are cast in an L shape and fitted to the inside corner of the rail.
Side MountThis casting has a single flat mounting plate with a socket
affixed; it fastens to the face of a rail.
Fold-downWhen not in use the oarlock drops down out of the way
but cant slip out. This design is rugged but a bit clunky. Not bad for
working craft or for situations where oarlocks might have the tendency
to walk away.
Outrigger Oarlock BracketsWhen extended, these short outriggers
allow use of an oar approximately a foot longer than what would
otherwise be used. Theyre handy for narrow, high-performance pulling
boats.
oars. The approach to tall oarlocks is

similar to that for its less lofty
brethren. Start with a blank and a pattern. As with the short-oarlock pads,
care needs to be taken to have them
look symmetrical in shape and placement. The pad will be mounted on
deck, where it has the potential to
hold water against it; a side-draining

limber should be incorporated into
the design to prevent this. The underside of the deck should be reinforced
to accommodate the added stress and
fastenings. (Marine plywood bedded
in a flexible adhesive works well
for this.) Paint the bottom of the
This oarlock socket eliminates the need

for a wooden pad. It mounts on the
inside corner of the gunwale, and is
ideal for boats with narrow rails.
pad, and bed it. Bronze machine

screws and nuts make a good pad-todeck fastening.
Coaming-mounted Pads
Fabricated of the same wood as
the coaming, the classic rounded
(lozenge shape) pad assures that
32 WoodenBoat 185
5/25/05
1:19 PM
Page 33
GREG RSSEL
MATTHEW P. MURPHY
Far LeftOarlocks can be

fitted directly to a sailboats coamings or, as in
this case, they can be deckmounted. The lock itself is
given a taller-than-usual
shaft, to clear the coaming.
LeftViking craft used
grown crooks to transfer
the oars stroke to forward
motion. This replica boat is
from the Viking Ship
Museum in Roskilde,
Denmark.
there is nothing standing proud on

the deck to foul lines. Joinery of these
blocks can be a bit finicky, however,
as they must fit the curvature of the
coaming, as well as the camber and
fore-and-aft curve of the deck.
Caution calls for doing those tricky
fits first for all the pad blanks, and
then cutting and shaping the decorative outboard curve. The pad can
then be bored for the socket and fastened to both the deck and coaming.
Remember the bedding and the
limbers. Is this pad too much trouble? If so, bronze vertical oarlock
holders (similar to those used on the
Herreshoff 12 1 2 and Fish Class boats)
are also available for direct coaming
mounting).
Flush-mounted On-deck Socket

Finally, there is the flush mounted oarlock socket on deck that uses a tallshank Connecticut River or raised
oarlock. In this situation, a rugged oarlock socket is set into the reinforced
deck. When needed, a tall oarlock is

inserted, and this will carry the oar
over the coaming. When out of service,
the oarlocks are stowed out of the way
and the socket opening can be simply
plugged with a rubber cork. Its perfect for a lightweight day sailer.
Greg Rssel is a contributing editor to
WoodenBoat.
For another oarlock option, see the article on
tholepins beginning on page 82.
July/August 2005
33
WBSchool185Pg34REV.xp.r2 6/1/05 10:13 AM Page 34
Photo by Kip Brundage
WoodenBoat
School
Although many of our courses

are full, theres still room in a
number of our classes being
offered this summer and fall,
our 25th season. Below is a
sampling of just some of the
courses still available. Treat
yourself to an experience youll
benefit for years to come. Call
us today, find out whats open
and reserve a spot!
BOATBUILDING & WOODWORKING

BUILDING A 12 1/2 ' SEMI-DORY SKIFF
with John Karbott August 7 13
BUILDING YOUR OWN NUTSHELL PRAM

with John Brooks August 21 27
TRADITIONAL WOOD & CANVAS CANOE

CONSTRUCTION
with Rollin Thurlow August 14 20
LOFTING
with Greg Rssel August 21 - 27
BUILDING THE CORE SOUND SAILING SKIFF

with Walt Ansel August 14 27
BUILDING THE CLASSIC GRAND LAKER

CANOE
with Bill Shamel August 28 September 3
HAND-CRAFTING YOUR OWN OARS &
PADDLES
with Geoff Burke August 28 September 3
MARINE WILDLIFE CARVING
with Bob Schwinger August 28 September 3
WOODENBOAT SCHOOL
P.O. BOX 78
BROOKLIN, MAINE 04616
PHONE: 2073594651
FAX: 2073598920 OR 2073592237
WBSchool185.xp.r1 5/26/05 7:32 AM Page 35
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SEAMANSHIP
ELEMENTS OF SEAMANSHIP
with Dick Devoe & Dave Bill July 31 August 6
with Jane Ahlfeld & Vicki Hull (for women only)
August 7 - 13
with Jane Ahlfeld & Martin Gardner
August 28 September 3
THE KETCH COURSE
with Al Fletcher & Hans Vierthaler August 7 13
CRAFT OF SAIL
aboard 46 schooner AGNESS & DELL
August 14 20
aboard 36 yawl EMILY MARSHALL
August 28 September 3
OFF-SITE SCHEDULE
INTRODUCTION TO COASTAL KAYAKING

with Stan Wass August 21 27
LONG ISLAND MARITIME MUSEUM
RELATED CRAFTS
CREATING A WATERCOLOR JOURNAL
with Nona Estrin July 3 9
ROPEWORK PLAIN & FANCY
with Barbara Merry August 7 13
DIGITAL MARINE PHOTOGRAPHY
with Jon Strout September 4 10
SEASCAPE/LANDSCAPE IN WATERCOLOR
with Mary Laury September 11 17
SURVEYING OF FIBERGLASS BOATS
with Sue Canfield September 11 17
MARINE SURVEYING AS A BUSINESS
with Paul Haley September 18 24
West Sayville, New York

FUNDAMENTALS OF BOATBUILDING
with Marty Sievers & Mac McCarthy October 3 7
GLUED-LAPSTRAKE PLYWOOD
CONSTRUCTION
with John Brooks October 10 15
CONSTRUCTION
with Rollin Thurlow October 24 29
THE SMALL BOAT SHOP,

SAN FRANCISCO MARITIME
NATIONAL HISTORIC PARK
San Francisco, California
WOODEN BOAT REPAIR METHODS
with Ellis Rowe October 10 15
INTRODUCTION TO BOATBUILDING
with Bill Thomas October 17 22
MICHIGAN MARITIME MUSEUM

South Haven, Michigan
CONSTRUCTION
with Jerry Stelmok October 3 8
MARINE SURVEYING AS A BUSINESS
with Paul HaleyOctober 10 14
FUNDAMENTALS OF BOATBUILDING
with Jon Karbott October 17 22
CaledoniaPart3.xp Final.r1
5/24/05
2:50 PM
Page 36
Building the Caledonia Yawl

A fast and able double-ender, Part 3
NICK LAVECCHIA
Text and construction photography by Geoff Kerr
Iain Oughtred drew this daysailer/camp-cruiser based on Shetland fishing boats, which can trace their roots
to Norway. In our previous issue, we turned over and finished out the glued lapstrake hull. Now well tackle
the spars, rigging, and other sailing paraphernalia. Then well head for the launching ramp.
Eds.
55. The centerboard is made from two layers of 1 2"

plywood. Be certain to glue up a flat blank, and do not
lean it against a wall for storage. My 4' level under this
assembly not only serves as a straight strongback,
but clears the way for spring clamps all around. The
plans detail the profile and cross-sectional shape of the
finished boardaccomplished with combination of router
and disc sander work.
36
WoodenBoat 185
56. After shaping, its time to ballast the board with a

10-lb slug of lead. This is a fairly simple project, and the
photo shows all the basics. The bucket is full of scrap
wheel weights from a friendly garage (okay, I admit I fixed
his wifes jet ski), a simple source of lead for a project
of this size. A piece of sheet metal is screwed to the
5/24/05
2:50 PM
Page 37
Well make the centerboard (top) from two layers of 1 2 plywood ballasted with a poured lead insert. The Norwegian push-pull
tiller (above) takes some getting used to, but it is an elegant way around the mizzen mast.
underside of the board to back up the pour. After cooling you can smooth the plug as necessary with woodworking tools, and fair and fill it in the normal process
of epoxy and paint work.
57. The rudder assembly is pretty sophisticated. I suggest full-sized patterns that you can assemble and check
for fit and range of motion. Here the pieces are cut out
and ready to glue. Make sure the spacer layers are thicker
than the blade.
58. The completed rudderhead has been dressed and fitted with its Norwegian tillera cheap, elegant, and effective way around the mizzenmast. Basic dimensions are
on the plans. Fitting the tiller arm into the rudderhead
with a square mortise and tenon might seem easy, but I
have migrated to the round version because it is easy to
drill the mortise, and its fun to turn something once in
a while. A pin through the rudderhead will lock it in place.
July/August 2005
37
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2:51 PM
Page 38
plank to length,
then rip the staves to
thickness. Carefully
lay out and cut the
tapers for one, then
use it as a pattern for
the remaining seven
staves. The tapers
can be cut freehand
on the tablesaw and
will require but
minor tuning with a
plane.
59. Shaping the foils is fast and easy with a big disc sander
equipped with a soft pad and a 36-grit disc, a machine
dubbed the wood eraser in every shop Ive worked in.
62. & 63. Here are shots

of the mainmast assembled on a series of cradles
arranged to ensure a
straight centerline. Check
alignment with a string
stretched along the outside corners, shimming
and clamping as needed.
60. Now lets get to the spars, which are no small project
in a lug-rigged yawl. The essentials of solid sparmaking
are covered in WB No. 60. Scarf and glue up appropriately sized blanks, and dig in. The power plane comes
into its own once again as I eight-side the main boom.
Note the blank for the yard curing on the bench in the
background, waiting its turn to be squared and tapered,
eight- and sixteen-sided, rounded, and smoothed.
61. I build hollow masts for the Caledonia. Weight is not
really an issue; my boat had a solid mainmast for nine
years. I find that in this size range (and up) the hollow
spars are faster to build. The eight-stave, birds-mouth
method is detailed in WB No. 149. Here are the staves,
tapered and notched, for both masts. Start by scarfing a
38
WoodenBoat 185
64. Once the clamps are removed, a few quick passes

with a plane produce a gorgeous 16-sided spar.
5/24/05
2:51 PM
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65. One of my tricks is the sanding tube, which is fitted

inside with a self-adhesive 36-grit disc. This makes final
shaping quick and easy and plenty round enough. It seems
to me that lengthwise fairness makes a spar attractive
not absolute roundness. Finish up with 80-grit and 180grit paper on a foam hand pad, and you are ready to paint
or varnish.
66. With the spars done, we
might as well begin oars. This
boat requires 11-footers. The
plans offer no design clues
other than length, so here is
an opportunity to express
yourself. One important
consideration is that big
oars require big oarlocks,
and they are not easily
found these days. I buy suitable galvanized oarlocks
from Toplicht, the German
chandlery.
67. My oar pattern is
proudly copied from Pete
Culler. They are featured in
WB No. 71 as well as his
book Boats, Oars and Rowing. The procedure is much
like sparmaking, with a few
more tools thrown in. The
long, narrow blade is
thought to be more forgiving in rough water and
offers a little clutch slippage
when trying to get a big
boat moving. The tapered
grip is well worth the
troubleunbelievably comfortable and natural in your
hands.
68. Besides looking good, the fluted blade with a centerline ridge is stiff and strong, which is nice to know
when you find yourself using it as a pole or fender. Leave
the grips bare, as they will be easier to hold with less
slipping and fewer blisters than with the finished variety.
69. A frequently considered
Caledonia option is the
motorwell. I guess I dont
consider it enough, as I
[expletive deleted] forgot
that this customer wanted
one until I had finished
painting the boat. It is a
fairly simple project, but
takes many days. The trapezoidal box is assembled on
the bench, with rails and a
pad to support the engine.
Here youll notice a liner
box that slips inside, closing
off the well and fairing the
bottom when the outboard
is unshipped.
70. Make the box too long, then block it up plumb and
square where it belongs. You can then scribe it to fit the
rather complex shape of the garboard.
July/August 2005
39
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Page 40
71. Glue the box

into place with
substantial fillets
on the outside.
Before I cut out
the bottom of the
well, I will use
the bottom of the
boat as a mold to
laminate a blank
for the bottom of
the liner. Three
layers of 4mm plywood will suffice,
and after it cures
Ill set it aside and
cut out the well
opening. Now we
can slip the liner
into place, mark where it protrudes from the hull, make
that cut, and glue on our custom-curved bottom blank.
The trimming, smoothing, prep, and paint work from
here on are pretty logical. In use the liner box makes a
handy locker for little boaty things, perhaps with a lid or
a snap-on cloth cover. When the outboard is in place, the
locker fits under a thwart.
72. Time now for the finishwork, about which volumes

have been written. Try WB No. 166 for a good overview
article. My schedule for this type of boat is a thorough
80-grit random-orbit sanding; then 180-grit by machine,
and then by hand; a coat or two of Interlux Pre-Kote
(No. 0279) primer (shown here), that sanded very smooth
with 180-grit; and then as many coats of Pettit Easypoxy
as necessary to reach uniform color coverage. This offwhite hull required four coats, the buff rails, seats, etc.,
three, and the teal sheer stripe two. Move the boat and
roll it over as necessary to make the work as convenient
as possible. Novices should realize that it takes nearly as
long to do a good paint job as it does to build the boat.
I can attest to a minimum of three weeks of solid, everyday work to paint this boat.
40
WoodenBoat 185
73. I find a three-color paint scheme looks best on this

design. The hull is one color in and out, with the rails,
seats, cleats, and floorboards a complementary second
color. A bold, contrasting sheer stripe accents the powerful sheerline and disguises the rather wide sheer plank.
This paint scheme requires time, planning, and a lot of
masking tape, but it is well worth the trouble. Remember
to keep the spars, oars, and furniture up to speed as
you paint the hull. Visible in the background in this picture are the seats and floorboards resting on various
horses and folding tables.
74. When you are done painting, it is a quick job to install

the furniture. (You can see that I finally caught up on the
motorwell!) The floorboards were gotten out of pine
14s, a handy stock whose scale fits this boat perfectly.
Just cut to length, shape the ends to suit you, and roundover all the edges. Here I have screwed down all but the
5/24/05
2:52 PM
Page 41
last pair. Ill hang the centerboard before they go in. I

screw down all the floorboards, as I hate stubbing my toes
on turnbuttons almost as much as I hate loose floorboards.
75. When fitting out the interior, I use No. 12 screws,

countersunk flush, for the seats and 14" through-bolts for
the mainmast partner. Lets just say that I have empirical
evidence that No. 10s wont do the job, and leave it
at that.
76. Here we compare a pattern for the wooden thwart

knees as drawn with the 316" 1" stainless-steel straps I
have substituted in most of my boats. I have a great suspicion that the knees are entirely vestigial in this plywood
hull, and I hate to lose all the prime seating space the
original knees take up.
77. One last sticky hardware challenge: hanging the rudder. These are stock bronze pintles, the 112" size, let into
the rudderhead. Unfortunately, their matching gudgeons
are designed for flat transoms. I have tried eyebolts, and
for many boats had matching gudgeons cast for me. This
nice pair was fabricated by Springfield Fan Centerboard
This kick-up or lifting rudder adds complication but

simplifies beaching and shallow-water sailing. The spacer
layer between the cheek pieces should be slightly thicker
than the pivoting blade.
July/August 2005
41
5/24/05
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Page 42
Company. Whatever choice you make, the geometry here

is tricky because of the curve of the stem. Dont mount
the pintles till you have played with the patterns and
figured out locations and angles. Notice that the top pintle has been shortened, a trick that simplifies alignment
as you hang over the end of the boat to ship the rudder.
has a drawstring skirt that covers the sheer plank. We can

have the boat all tucked up in about 10 minutes at the
ramp, ready to roll and park when we get home. It makes
such an attractive package that Burlingtons finest sat
there for 30 minutes without noticing my expired trailer
registration.
78. Caledonia takes very well to a stock trailer. As she is
light for her length, most trailers that fit her will be sprung
too stiffly. You might consider having them softened up,
but the hull is so stiff and strong I dont think it is necessary. Visible here are the port for the boomkin, as well
as the faired bottom of the outboard well.
79. & 80. All the rigging and gear fit inside the boat,
which makes it quick to rig, trailer, and store. My canvas
guy and I mount the mainmast on simple crutches as a
ridgepole for the cover, which snaps under the rail and
42
WoodenBoat 185
Geoff Kerr does business as Two Daughters Boatworks, 2211 Vermont

Rte. 128, Westford, VT 05494; <tdbotwks@sover.net>. The boat described
on these pages is the ninth Caledonia Yawl to come from his shop.
Geoff is a professional builder, and he works to large-scale plans. So
should you. Large-scale drawings for Caledonia (including full-sized
patterns for molds, stems, and floors) are available from The WoodenBoat
Store, 8002737447.
You can reach designer Iain Oughtred at Struan Cottage, Bernisdale,
Isle of Skye, IV51 9NS, Scotland; telephone 011441470532732.
5/24/05
2:54 PM
Page 43
12
'1
18' 2"
0"
5'
4"
3"
131
8' 4"
11'
164
11' 3"
33
The Caledonia Yawl can be rigged

with a high-peaked gaff-headed
mainsail and jib (not shown), but
most builders choose the simple
balanced-lug mainsail (left).
Reefing the lugsail (described
above) is simple and has little
effect on helm balance.
1"
2' 3"
'1
24"
12
10' 9"
6' 0"
Foremast 16' 9" O.A. (5.11m)
2 316" (56mm)
2 58" (66mm)
6 divisions above partners
2 78" (73mm)
3" (76mm)
Maximum size in way of partners

square section from partners down
Scale 2
3 116" (78mm)
3 1 8" (79mm)
3 18" (79mm)
square
2" (51mm)
square
Mizzenmast 14' 4" O.A. (4.37mm)
118" (29mm) 112" (38mm)

Foresail boom
Foresail yard
Mizzen boom
11316" (46mm) 2116" (52mm) 2716" (62mm) 2516" (59mm) 238" (60mm) 114" (32mm)
11' 4" ( 3.45m)
Diameters: 158" (41mm) aft.
214" (57mm) max.
1 8" (48mm) fwd.
13' 4" (4.06m)
Diameters: 1 8" (29mm) aft.
2" (51mm) max
112" (38mm) fwd.
7' 0" ( 2.13m)
Diameters: 1 8" (29mm) aft.
1 2" (38mm) max.
114" (32mm) fwd.
1
1
July/August 2005
43
5/25/05
12:38 PM
Page 44
Deconstruction
and Preliminaries for
Reconstruction
by Ed McClave
CHRIS WICK
McClavePart 2.xp Finalr1
When setting up, use stacked cribbing at ample points under the keel and
numerous jackstands along the hull. It will be important to be able to move
these supports one at a time as necessary during the project without
disturbing the hull. It helps to level the hull athwartships, though
longitudinal leveling isnt as critical. Another preliminary task is to
partially strip exterior paint to expose lines of fastenings.
his is the second article in a seven-part series

describing boat restoration methods used by
Andy Giblin, Ben Philbrick, and Ed McClave. Eds.
nce the hull is in place in the shop, it has to be

supported securely. Whatever supports are used
must be readily movable for access throughout
the project.
First, the centerline has to be supported on heavy
wooden cribbing, with wedges taking the final load. By
using more supports than are absolutely necessary, at least
one support at a time can be removed for access without
consequence. Jackstands with V-type heads support the
stem and forefoot.
We use enough jackstands, paired athwartships, to support the hull side-to-side so that we can remove one pair
at a time as necessary. These supports are moved often
sometimes daily. To avoid deforming the hull, we use
many supports loaded lightly instead of a few loaded
heavily.
Decisions About Replacing the Keel

By this time, the ballast keel and deadwood have been
removed, exposing the bottom ends of the centerboard
trunk log bolts and of the floor timber bolts. Its hard to
imagine any restoration that wouldnt involve completely
replacing a centerboard trunkunless it has already been
recently rebuilt. Regardless, it still must be removed, and
then its possible for the first time to closely assess the
timber keel.
This scrutiny is especially important around the centerboard slot and under the trunk logsplaces where
the keel is often at its worst. Actual replacement, if necessary, will come later (well come to this in Part 6), but
44
WoodenBoat 185
now is the time to decide whether to replace all or part

of it and locate the necessary wood of the right type and
moisture content.
The best plan is to use wood at the equilibrium moisture content of the workspace and to rely on the restraining power of paired floor timber and ballast keel bolts
(see illustration, page 45) to prevent subsequent swelling
from causing problems. You could minimize the problems of swelling by using a wetter piece of wood to begin
with, but this means keeping it wet until the boat is
launched. If the keel dries out before launchingor later
during anything but the shortest of hauloutsthe wood
will check, since the bolts that restrain it from swelling
also restrain it from shrinking as it dries.
In a partial replacement of a wide, butted keel, you have
to consider matching the moisture content of the new and
old pieces at the butt, so the back rabbet surfaces of each
will remain in alignment as moisture content changes.
Internal Disassembly
Now is the time to remove all the rest of the stuff that
impedes access to frames and floor timbers. First, everything inboard of the hull ceilingjoinerwork, cabin soles,
cockpit soles, and so onhas to come out, along with
the engine, plumbing, and electrical systems.
Use common sense as you decide how to take things
apart. Anything that will be replaced and not needed as
a pattern for a new part can be cut up and split apart
quickly to avoid spending a lot of time taking out old fastenings. Occasionally a few simple measurements suffice
instead of saving an old part as a pattern.
The last internal components to go are the ceiling itself,
bilge stringers, engine beds, and maststeps. Be sure to
document these individual pieces so they or their new
replacements can be put back where they belong when
the time comes.
5/25/05
12:40 PM
Page 45
CHRIS WICK
Dropping the ballast keel is the first job of most restorations

(see Part 1), but the deadwood also has to be removed so that
a close evaluation of the timber keel can be made.
Pay careful attention to measurements as you go.

Even good construction plansassuming you have
themoften dont accurately show everything. Common
missing details are the top line of the ceiling measured
below the sheer clamp, where a gap is left for ventilation; the heights of floor timbers under engine bedlogs
and maststeps; and the heights and details of sole
beams and floorboards.
Bilge stringers may be long timbers, heavily fastened,
and difficult to remove intact. If they are considerably
thicker than the plankingand especially if they are thick
relative to their widththey often contribute to frame
breakage both by their very stiffness and by the gauge of
their fastenings. If its obvious that frame after frame has
The timber keel wont be replaced (if found necessary)

until after new floor timbers and frames are installed.
However, the search for the right piece of wood from
which to make it may need to begin well ahead of time.
The layout of keelbolts and floor timber bolts can
influence the choice of wood; if floor timber bolts are in
pairs set well outboard, for example, they help restrain
the keel timbers swelling, meaning a piece less than
completely green can work well. Pairing ballast keel
bolts, if possible, helps as well.
July/August 2005
SAM MANNING
CHRIS WICK
Before reframing, everything in the interior must be removed,

after careful measurement and labeling, for replacement later.
MISCHIEFs deck was left on during reframing, but everything
else, such as that water tank forward and the ceiling planking,
has got to go.
45
5/25/05
12:41 PM
Page 46
broken in a line under existing heavy stringers, we reconfigure the stringers so they wont cause the same damage
to new frames. (See my article, Bent Frames, in WB No.
68.) If the existing stringers wont be reused, they can be
sawn into short lengths and split out where necessary. If
the stringers are wide and flat and havent damaged frames
or distorted the hulls shape, then we take care to remove
their fastenings and get them out intact for reinstallation
later.
Maststeps and engine beds that are drift-bolted into
floor timbers are easily removed (and saved whole for
pattern stock if necessary) by wedging open the joint at
the top of the floor and cutting away the drifts. You wont
have to pull the drift remnants out, since all of the floor
timbers will be replaced.
Strip Paint to Expose Lines of Fastenings

At the outset of the restoration, we use a heat gun and a
sharp hook scraper to strip paint from the hull exterior
in stripes just wide enough to expose fastening heads
along the line of each frame and floor timber, along the
plank hood ends, and at the plank butts. We generally
leave the rest of the paint in place for the time being.
Following the Strategy:

Complete Restoration or Structural Rebuild?
One of the goals of a complete restoration (see Part 1,
WB No. 184) is to reestablish the transverse shape of the
hull by inserting internal molds derived from the hulls
original lines and offsets. In this case, we remove all of
the floor timbers. We typically leave one frame pair in
place midway between each mold station just to hold
Frames are cut across the grain with a circular saw set just
short of the frame depth to avoid plank damage. At the seams
and at the middle of the plank width, where fastenings are
least likely to be, are logical places to make these cuts, but
expect to hit a fastening from time to time. The pieces are
then split away along the screw line, leaving the screws
undisturbed.
Removing Frames and Floor Timbers

Before removing an old frame, we mark its edge against
the inside of the planking on the side of the frame that
fits against the floor timber. We call this the frame line
or the station line, and we want both the new floor timber and the new frame to align to this mark. Its important that the new frames end up exactly where the old
ones were so that existing fastening locations in the planking can be reused after the holes have been plugged.
Also, we want key components that are referenced to
frame locationssuch as bulkheadsto go back in the
right places.
After the frame lines are marked, the frames and floors
can be removed. You could try to do this by backing out
the existing fastenings, but you would still have to remove
putty or bungs covering the fastening headsa tedious
step we normally eliminate by splitting away the frames
and driving the screws out from the inside.
To split out a frame, we make many cuts across the
frame with a small circular saw set to cut not quite all the
way through the frame. Ideally, you make the cuts only
at (and parallel to) the plank seams, where you wouldnt
expect the saw blade to run into fastenings. However, we
ED McCLAVE
46
things together until all the molds are in. Only when the
transverse shape has been restored do we begin fitting
new floor timbers and frames.
One effect of removing all of the frames at one time
is that if there is any compression remaining in the
plankingeither from elevated moisture levels or from
the transverse force exerted by caulkingit will no longer
be restrained. That release of compressive force allows
the hulls girth to increase, especially if the planking is
still a bit wet. To restore the original girth and reestablish the original sheerline, a later step of cleaning up and
refitting the plank edges has to be an inherent part of
our strategy for a complete restoration. This is the technique we followed with VITESSA.
In structural rebuilds for large boats or those that
dont need sectional shape adjustments or extensive planking work, we remove every second or third frame pair
and most of the boats floor timbers. We replace the floor
timbers, then bend in new frames, temporarily fastening
the planking to them. Then we remove and replace the
next group of old frames and floors. Because some frames
are always in place with this method, the frames themselves not only minimize hull distortion but also continue to hold the planks in compression, countering the
tendency for girth to increase.
A structural rebuild, however, doesnt allow for much
adjustment of sectional shape. Boats in this category may
have localized deformations, usually from being poorly
supported during storage. In such a case, we remove all
of the frames in the affected areaor at least parts of
themand install local external or internal molds to pull
the hull back into shape. (See sidebar, page 47.)
If the hull shows a long hard spot, which often occurs
when a number of frames are broken along a plank line
or under a bilge stringer, then all of the frames along that
line will have to come out simultaneously. If you dont
do this, you risk bending new frames into old hard spots.
The resulting kinks in the new frames will likely cause a
break, if not during installation, then later, in service.
WoodenBoat 185
5/26/05
1:44 PM
Page 47
Getting the
Shape Back
by Andy Giblin
CHRIS WICK
When a deck is not removedas in the case of the Newport 29

MISCHIEF of 1914its hard to use plywood molds inside the
hull. Here, localized unfairness is remedied by the installation
of partial molds outside the hull.
July/August 2005
47
ED McCLAVE
nly within the past few years have we

considered returning a hull to its original shape to be standard equipment
in a full restoration project. But we have come
to believe that nothing better defines a
designers intent than a boats shape and that
in every restoration, ways of bringing a hull back
into shape should be considered.
In small boats, the complexities are relatively
fewand therefore the cost is comparatively
low. Over time, we have become more sophis- Regaining original shape is one of the central objectives of complete
ticated and thorough in reestablishing shape restoration. Here, PRINCESS, a 1932 Herreshoff Fishers Island 23, is fitted
for this kind of hull. Large hulls are more com- with closely spaced plywood molds developed from the original offsets.
plex, primarily because the deck usually stays Note that many of her planks have been removed and stiff ribbands (vision during the entire project, which is one fac- ble just forward of the transom) installed.
tor limiting our shape-altering choices. But even
on large boats, we can usually at least improve
the shape in some wayrestoring the sweep of the sheer- up less space in the shop (always a consideration). Outside
line, for example, or fixing localized deformation.
molds can be helpful sometimes, especially for localized
Sometimes, we face other constraints. Having to work shape restoration on large boats.
around previous expensive repairworka new-ish deck
Fortunately, lines plans or offsets for most of the
installed without regard to the need for reframing, for boats we work on are readily available through Kurt
example, or a reframing job that didnt restore sectional Hasselbalch, Curator of the MIT Museums Hart Nautical
curvescan also limit the amount a hull can be coerced Collections. Without such information, a different
back into shape. The ideal candidate is a boat that hasnt approach is called for. We can often derive offsets from
had too much work done before and is getting the section details drawn on a construction plan, if one exists,
works. In any such project, it would be a shame not to and make molds for those stations. If necessary, a lines
address the issue of shape.
plan can be re-created using these sections to give us the
From the designers lines or offsets, the profile view offsets for a mold station not shown. Obviously, this adds
(from the side) gives the shape of the sheer and the keel time and expense to the project.
rocker, the half-breadth view (from above) gives beam
If no drawings are available and the shape is signifidimensions at the sheer, and the body plan (from the cantly deformed, serious research may need to take place.
ends) gives the sectional curves. The important issue is Sometimes, information exists but is restricted for one
to decide when to restore each of those shapes.
reason or another, and it is worth every effort to cajole,
Sectional shape comes first (see main article). This is charm, or purchase the information from the individual
because the floor timbers and frames are typically the guardians, museums, or estates holding the records. This
first structural pieces to be replaced and will lock-in can take lots of time and needs to be considered well
this part of the shape. We use molds that fit inside the before the information is needed.
planking at a frame location, because they are simple to
If all else fails, drawings and technical information
construct, allow the boat to be moved around, and take will need to be created from original research. Full-sized
outside hull templates may be made of a sistership
in good condition, for example. Deducting for plank
thickness, these could be used to derive inside mold
shapes. Or, such measurements could be used to produce
a lines plan.
If no sisterships are available, then study of similar
boats from the same designer might yield clues. Girth
measurements at frames on the project boat might be
incorporated into a best-guess reconstructed set of lines,
keeping the girth measurements the same and using
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Page 48
similar curve styles learned by studying other examples

of the designers work.
A worst-case scenario is that there is nothing to go on
but old photos and maybe carcasses of like-minded
boats. If the end result is a rebuilt hull that is fair in section, then no one should find fault in your efforts.
So far, I have been emphasizing concerns regarding
sectional or transverse shape. In our experience, this is
the most difficult part of the shape to re-create accurately.
It is not uncommon or necessarily wrong to reframe a
boat as is if the sections are fair, even if they are not as
originally drawn.
Local unfairness can be corrected by any means of
force or torture, and the result will likely be acceptable if not indistinguishable from the original. To be
honest, if you end up with a pleasing sheer and a good
waterlinenot necessarily a straight one, eitheryou
will fool most of the people most of the time!
Once we have the sectional information we need
regardless of how we derive itwe plot these curves and
transfer them to our molds. As we insert these molds, we
sometimes wonder whether we lofted the right boat: the
amount of lost sectional shape can be remarkable.
The restoration of the profile and beam, and working out any twist in the hull, come later in the project.
Well discuss them conceptually here, but the details will
appear in the main articles, particularly in Part 6.
Most of the boats we work on have lost their original
sheer shape by hogging, or drooping at the ends, to some
extent. We regain this shape gradually over the course of
a restoration. Molds go a long way toward restoring the
sheer, because as they push the bilges down and out to
their original shape, the sheer comes down, too, especially
amidships.
As a boat hogs, the keel curves downward at its ends
beyond the deadwood and ballast, which are usually quite
effective at holding the original profile over the middle
of the boat. After the molds are in but before we start
reframing, we push up the ends of the boat, making sure
not to change the keel profile in the area of the ballast
keel. This simply prevents things from getting worse and
begins the process of bending the centerline structure
back where it belongs. The bulk of the profile restoration happens after reframing but before replanking, as
well discuss in Part 6.
While we have a good number of planks unfastened,
the backbone is fairly easy to manipulatechiropractor
style. The result is that the forward and aft sheer points
have found that more closely spaced cuts make the work
easier, so we use a cheap carbide blade, wear good eye
protection, and expect to hit a few fastenings. We use
chisels to split the frames and any sister frames in half
vertically along the fastening line, leaving the fastenings
exposed.
Floor timbers come out during the same phase. We
try to get them out whole to serve as preliminary patterns
for new floors. Its usually possible to wedge the planking and the floor timbers far enough apart to get a reciprocating saw with a long, fine-tooth metal-cutting blade
between them to reach the fastenings. If we intend to save
48
WoodenBoat 185
can now be established to their appropriate vertical

heights relative to the keel. This is relatively easy in boats
with thin, wide plank keels bent to a rocker to begin with.
Plank fastenings at one end may still have to be released
to increase plank pliability. This kind of work is more difficult on boats with a horn timber set on a sternpost; they
can still benefit, but further release of backbone fastenings may be required to make shape manipulation on
this kind of boat easier.
Before replanking (also to be addressed in Part 6), we
level the boat carefully athwartships, make sure the stem
is plumb and the transom sheer points are level, and
finally adjust the backbone profile to match the profile
plan. On small boats, we do this when the boat is upside
down; large boats stay upright. All of this adjustment has
to happen before the replanking phase, because once the
planking is fastened in place it will go a long way toward
locking-in the reestablished profile of the backbone.
Also before replanking, we check the beam and correct for any discrepancies we see in measurements compared to the half-breadth plan. If necessary, we recheck
the stem and transom for plumbness and securely brace
them. We then shore one side of the boat over until a line
strung from stem center to transom center indicates that
midpoint marks on all of the cross spalls line up along
the centerline, ensuring symmetry side to side.
After molds derived from original offsets are installed, the
degree of shape loss becomes quite evident, as here in the
Buzzards Bay 25 VITESSA. Note that the thin plywood mold
has perimeter cleats to stiffen it and provide good holding for
temporary fastenings.
BEN PHILBRICK
the planking in that area, we protect its inside surface

with a piece of aluminum flashing during cutting. We cut
the floor-to-frame fastenings and the floor-to-keel bolts
in the same manner. It takes a light touch to avoid damaging the planking when cutting the floor-to-frame fastenings, since the blade is often pointed right at the
planking. Slipping a thin metal guard between the floor
and the planking can help here as well.
Fastenings and Their Holes in the Planking

After removing the frames and floors, some fastenings
will be sticking up, others will have been cut or broken
2:36 PM
Page 49
Once the backbone profile is restored, upright posts (one of

which is visible within the hull) support and hold the profile
during replanking.
We also check the hull for twist. This adjustment has

to be dealt with after the reframing and most of the
replanking are completed but before the final sheerline
is determined and before the deck goes down. Up to this
point, the hull poppets have given us a measure of control over hull twist, but invariably they get moved around.
The deck is the structural component that gives a boat
its resistance to twist, so just before the deck is laid is
when twist adjustment is critical. Without decking, a person pushing and pulling sideways on the stem can get
even a large boat undulating like a snake. Once the deck
goes downespecially if it has metal diagonal deck straps,
which are common in large Herreshoff yachtsthe hull
becomes remarkably stiff. We work the twist out of the
hull before laying the deck, double-checking before we
start that the hull is level athwartships.
The sheerline is the last element of the profile shape
to be restored. We do this with the boat right-side up,
and we often bolt the ballast keel back on before establishing the final sheerline. We could use the sheer points
on the molds as our reference lines, but we prefer to
transfer sheer points from the profile drawing for every
frame, which the Herreshoff offsetsgiving a mold shape
under every single framemake very convenient. We set
up a sheer batten on one side of the boat, scrutinize it
from every angle, and agonize over it while making slight
adjustments (usually undoing them later). Eventually,
and with a deep breath, we scribe the frames on that side.
The resulting sheer heights are transferred from the
off short, and still others cut flush with the planking. We
have to get rid of all of these fastenings and remnants.
Eventually, all of the old fastenings will be knocked out
of any plank we intend to reuse, and we treat all of
the existing holes alikewe plug them all. To avoid
unnecessary work in fastening removal, which is timeconsuming, its best to have a fairly good idea at this
point of the eventual disposition of each plank (see
sidebar, page 53).
Regardless of the type of restoration, any plank that
will be reused will have to have its fastenings removed
and the fastening holes plugged. In the past, if a plank
scribed side to the frames on the other side using a laser

level (a process that will be described in Part 6). All of
this may seem like a huge ordeal, but of all the things
that make a thorough restoration unappreciated its a
lousy sheerline. In fact, a good sheerline and a straight
waterline can make up for a lot of shortcomings in a
boat.
With a from the ground up restoration, the various
components of the hull are so completely isolated and
disconnected that we can manipulate, torture, and tweak
the desired shape into being. This doesnt mean some
improvements cant be made without taking a boat apart
to this degree, however. Hard spots in sections can be
faired before framing, even without the use of molds.
Sheerlines can be improved by lowering the deck slightly
as a unitclamp and all. A twisted hull can be helped
even if the only project to be done is a deck replacement.
The point is to take advantage of any situation throughout the project that will allow some improvement toward
regaining the original shape of the hull.
All of this takes some forceand faith. Steady pressure
over time seems to work best; remember, it took the
Buzzards Bay 25 VITESSA 88 years to get the way she was
when she came in.
Careful measurements for reestablishing VITESSAs keel
profile were made after she was completely reframed and
turned upside down for replanking. Here, Andy Giblin is
measuring the height of the keel at a known station line from
a precise baseline, provided by a laser level.
BEN PHILBRICK
5/26/05
ED McCLAVE
were to be removed from the boat but reused, weve often

left the fastenings in until wed gotten the plank to
the bench, where we drove out the old fastenings and
plugged the holes. Recently, weve found that for any
plank thats going to be reusedwhether its removed
from the boat or notits just as efficient to knock out
all of the fastenings while the planks are still on the boat.
For planks that will eventually be replaced but that will
remain in place during reframing, we only need to cut
the fastenings off flush to the inside of the planking so
they dont interfere with molds and new frames.
Driving out the fastenings is a two-person job. First,
July/August 2005
49
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Page 50
A shop-made backing iron held against the

fastening head on the outside of the hull
prevents damage to the planking surface as
screws are driven out from the inside by a
second personin this case, Andy Giblin,
the top of whose head is barely visible in the
picture. This two-person job calls for close
communication, especially in a large boat.
The backing iron is hollow, allowing the screwand its bungto pass
into a chamber. The hollow continues all the way through, allowing the
chamber to be cleared by using a plunger from the outboard end. MP&G
has several sizes and types of these backing irons; another has a cutaway
allowing the screw and debris to be ejected out the side.
the person inside nips off the shanks of any bent or badly
deteriorated screws flush with the inside of the plank.
(Solid, straight screws can usually be driven out without
nipping.) The person outside holds a weighted, hollow
metal punch firmly against the planking to prevent the
head of the fastening from splitting out the planking surface when it comes through. Because the exterior paint
has already been stripped along the fastening line, the
position of each fastening is evident. When the outside
person is set, the person inside drives the fastening out,
using a hammer and a punch or nail set.
When using this method, its usually possible to drive
out the putty or the bung that covers the fastening head
right along with the fastening, so no preliminary digging is necessary on the outside. Heres where good
plank and frame labeling, inside and out, is essential. The
person inside and the one outside have to keep talking
to one another to stay coordinated. Much of the talk consists of frame numbers and plank numbers: Frame 26,
top of plank 5, in the original frame. Ready. Bang!
Frame 26, top of plank 5, in the sister-frame. Ready.
Bang! This is a job to do when theres not a lot of other
noise in the shop. If the person inside hits the shank of
a fastening that the person outside isnt backing up, the
head will likely split out a section of planking, which will
then need a time-consuming repair. Sister-frames and
various past rounds of refastening increase the number of
fastenings for a plank at a given frame location, making
the coordination more challenging.
50
WoodenBoat 185
Making the Molds

After the frames, or most of them, are out, the molds can
be inserted. The molds are placed right on the frame
locations so that temporary screws that secure them can
be driven through existing plank fastening holes.
The mold spacing ranges from every third frame to
every fifth, depending on the condition and stiffness of
the planking and how deformed the hull is. If the planking is in really good conditionrelatively thick, stiff, and
longitudinally fairthen the molds can be spaced relatively far apart. If, on the other hand, the planking is thin
and flexible or if there is longitudinal unfairness in the
hull shape, theyll have to be closer together. Ideally, there
will be enough room between the molds for a person to
get inside easily while fitting and installing floor timbers
and bending in new frames.
Taking our sectional measurements from the lines plan
or table of offsets, we enter them into software that we
have developed so that we can fair out any wrinkles in
each curve. Then we export the points to AutoCAD, the
computer-assisted design software, to produce a full-sized
plot of mold half-sections on polyester drafting film,
limiting them to about eight section curves per page to
minimize confusion. Lacking a computer program, it
would be best to loft out the section shapes full-size and
fair them physically. In either case, it is important to
subtract the plank thickness, just as you would for new
construction. (See WB No. 13, Bevels, by Sam Manning.)
The lines of carvel-planked boats are usually drawn to
SAM MANNING
ED McCLAVE
5/25/05
12:43 PM
Page 51
BEN PHILBRICK ( BOTH )
Above leftWhether using a computer program or lofting the traditional way, mold shapes are derived from original offsets.
Because lines are usually to the outside of planking, the thickness of the planking needs to be deducted from the faired line.
Other important information, like the height of the sheer, a waterline reference, and the height of the keel above the rabbet,
needs to be marked on each mold. Above rightMP&G outputs several mold shapes to polyester drafting film, then uses a
sharp-toothed pounce wheel to transfer the shapes directly to the surface of the mold stock.
the outside of the planking, but the molds must be cut

to the inside of the planking. On Herreshoff boats, we
subtract only the nominal plank thickness from the
outside curve, without correcting for the increased
apparent plank thickness as the mold bevels become more
acute in the ends of the boats. We believe that this is the
way it was done at the Herreshoff yard, and thus it gets
us back to the original inside line. This method works on
most Herreshoff boats because they are fairly slim and
the bevels are slight, thus the error is small.
We can also glean other important information from
the offsets or lines plansuch as the location of the rabbet line, the top of the keel, the load waterline, and the
sheerlineand plot those as well on the mold lofting.
If the location of the rabbet line is given in the offsets
or lines, we can graphically determine the height of the
top of the keel, which will also establish the bottom of
the mold. Its important to include the load waterline or
another convenient horizontal reference plane on the
lofting and to mark it on each mold to provide a way to
relate the installed molds to one another vertically. This
helps when restoring the longitudinal profile of the backbone and sheer. We also derive the location of the sheer
at the inside of the planking and the underside of the
deck. We plot a horizontal line through these sheer points
to represent the top of each mold.
In the absence of software, you could loft the section
shapes onto Mylar sheets. For a large boatfor which
Mylar sheets would be impracticalthe lofted shapes may
have to be transferred as in new construction. (There are
several ways to do this; see WB No. 137, page 72, for one
way that would work well to transfer the shapes from battened curves directly to the mold stock.)
When the lofting is completed its time to transfer the
lines and important points to the mold stock. We make
our molds of plywood, ranging from 1 4" thick for small

boats to 3 4" thick for large ones. We give thin molds a
perimeter of thicker wood to take fastenings. Each mold
is either a single piece of plywood or two mirror-image
pieces joined at the centerline by a butt block. We place
our plot on the plywood in such a way that the line representing the top of the mold aligns with a factory edge
of the panel. Then we roll a toothed pounce wheel along
each line so its teeth will prick through, making a faint
but readable impression on the plywood. We prick
through with a pointed scriber at each intersection of
lines. The transparency of drafting film allows us to flip
the plot over to mark lines on the other side of the centerline if were making a one-piece mold.
On Herreshoff boats, the frames are usually on the
side of the frame line toward the ends of the boat. In
order for the molds to contact the inside of the planking
on the frame line and to be temporarily fastened using
existing holes in the planking, the molds must be beveled
to fit against the inside of the planking and the top of the
keel. The hull bevels can be picked off a body plan if one
is available, or measured roughly right from the boat. Its
usually sufficient to take bevels at three places per mold:
the top of the floor timber, halfway up to the sheer, and
right at the sheer. The planking and keel bevels at
the floor timbers can usually be taken directly from the
old floor timbers themselves.
If the mold bevel is insufficient, the controlling edge,
which is the fat side of the mold, wont contact the planking. Its better to have a little too much bevel than not
enough. For efficiency, we usually find the most acute
bevel of the section, increase it just a bit, and then cut
the entire section out at that constant bevel.
We often screw pine cleats to the perimeter of the
molds, beveled to clear the planking. The temporary
July/August 2005
51
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Page 52
screws fastening the planking to

the moldsusing only existing
holesare driven into these cleats.
We also use 24 stiffeners (and
wider, if need be) across the top of
the mold and wherever else we
need them.
We install most of our molds
after removing the decks and sheer
clamps. Molds can be notched
around sheer clamps if necessary,
but its easier if you take the clamps
out of the hull first. Two-piece
molds notched around the clamps
could be used on boats whose
decks remain in placebut they
would have to be assembled in
place and may limit access from
one mold bay to another, and
openings large enough to crawl
through would have to be cut in
them. Instead, we often use external molds to fair out localized
kinks when doing this kind of
reframing on large boats, which
dont lose their shape with age as
badly as smaller, lighter boats do.
BEN PHILBRICK
Mold spacing depends on the stiffness of the

planking; VITESSAs planking was in good shape,
so relatively wide spacing worked. Because the
frames and floor timbers are all, or almost all,
removed, the hull is relatively flexible, but nevertheless the first mold, which is installed amidships,
can be difficult to force into position. Note that in
this instance the molds are notched to fit around
the sheer clamps, which were left in place.
52
WoodenBoat 185
SAM MANNING
Installing the Molds

Before we install molds, we make
and install new floor timbers at
The type of mold stock can vary. Thick plywood will often hold fastenings adequately.
each mold location. As we make a
Thin plywood, although easier to cut and handle, needs stiffeners across its top and
mold we also make a thin plywood
wooden cleats around its perimeter to take fastenings. In either case, however, the
pattern for the adjacent floor timmoldsand cleats, if there are anyhave to be beveled so that the face of the mold
ber by tracing right from the botthat lines up with the station line touches the hull all along its length.
tom part of the mold itself or by
picking up patterns from the mold
plot. We want the new floors at the mold locations to shimming of garboard seams over the years. In a restoramatch the mold shape perfectly. As we install these floors, tion, we want to return the keel to level.
we try to pull any side-to-side inclination out of the keel,
When we insert molds in a boat, the intention is to end
removing the garboards to allow the keel to straighten up with a transversely symmetrical hull, with the tops and
out if we have to. Slanted keels are usually not the result bottoms of all the floor timbers level athwartships, regardof careless original construction; theyre more likely less of how they were when the boat came to us. We install
the result of asymmetrical and excessive caulking and the new mold floors with temporary floor-to-keel bolts
and with the lower planks temporarily fastened
to them. The boat is forced to conform to these
floor timbers rather than having the floors fit
the distorted shape of the hull.
Once the stage is set, the actual mold installation proceeds quickly and continuously. We
usually start with the midship mold, then work
our way toward each end. The first mold is the
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Page 53
Planking
by Andy Giblin
July/August 2005
53
CHRIS WICK ( BOTH )
efore we get to work on a restoration project, we decide whether the planking

which we have found to be the most
time-consuming part of the workis worth saving at all. Does it have too many butts? Is it broken or cracked beyond repair? Is it riddled with
additional fastening holes? If we decide to save
the plankingor some of itthen we have to
decide which planks are worth saving and which
are to be trashed.
Often, we are amazed that a plank with so
many problems is still doing its job. It is uncommon to see a major problem caused by an actual
wood failure in a plank. This gives us confidence in the merit of replanking a boat with
repaired original planks.
During restoration, almost every plank will
be removed at some point. Most, if not all, of
them will be repaired and rebeveled on the
bench to be made ready for reinstallation.
This is almost always the case on small boats.
The thick planking stock of relatively large
boats typically has minimal caulking damage
and therefore less need for edge rebeveling,
so for such boats we often simply wedge the
topside planks tight to each other and concentrate our restoration efforts on the bottom.
Other than obvious damage or cracks, plank
repairs can involve several other kinds of problems. Typically, these include butt blocks that
were added during previous repairs and additional fastening holes bored during previous
refastening. Another typical problem is plank
thinning, a result of annual sanding in a misguided attempt to fair out hard spots caused by Instead of using butt blocks, the hide-a-butt uses a glued-in graving
piece to provide a more secure plank joint. First (top), the old butt block
frame or fastening failures.
The fewer butts blocks, the better. They are is removed, and scarf joints are cut into the ends of the existing planks.
time-consuming to fit and fasten and require Then (above) a new broadly wedge-shaped piece is cut to fit and glued
additional caulking. The first problems a and screwed into place.
plank ever has typically occur at the butt. On
small boats, with planks of up to about 24' long,
we try to eliminate butts entirely. Planks any longer than scarfed in at each end. This technique is known as a hidethat are difficult to handle, especially with thick stock.
a-butt. All of this work is done on the bench after refScarfing has become our preferred method of elimi- erence lines have been drawn on the plank across each
nating butts. On species that take glue well, such as cedar butt while the plank is still on the boat. Reference lines
and mahogany, a 12:1 scarf glued with epoxy has proven are also drawn on the planks inside surface along each
sufficient over a long period of time. On more difficult frame. These reference lines ensure correct alignment
species such as teak, oak, and yellow pine, we reinforce of the pieces being joined. We try to work on a group of
the glued scarf with fastenings such as rivets or bolts planks at a time to ensure that the actual replanking can
through a wooden butt block or a bronze butt plate. We move along efficiently with minimum starting and stopusually shy away from scarfing these species on planks ping. It is not uncommon to have almost all of the planks
that will be installed below the waterline; in those cases, off the boat, with just one or two left on to keep the molds
we use a through-bolted wood or metal butt block instead aligned.
and caulk the butt in the traditional way.
Planks that have been excessively thinned in an attempt
Often we will scarf in a new section of planking to to fair the hull in an area of frame or fastening problems
replace a butt that was installed as a repair. Or, we may will introduce unfairness of their own when the
elect to eliminate a butt by inserting a new short piece, hulls original shape is restored. If the thinning is not
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Page 54
If frames crack
in a series, a
hard spot in the
hull results. Over
the years, attempting to
fair this hard spot thins
the planks, and when these
planks are fastened to new
and fair frames, they
create a low
spot. This thinning can also
occur where
plank fastenings
have let go, allowing a plank to pull
away from the frames. Rather than fair
the hull by planing away the adjacent
planking, MP&G uses epoxy-based filling compound
to build up the areas that are too thin. This fairing is done after
the plank seams are caulked and then filled with oil-based seam
compound.
the plank. These worms are then knifed off, the

excess being used for additional holes. The filling mixture needs to be thin enough to push easily but stiff enough to keep from runningwhich
is the reason for the additional shot of silica. After
the fill cures, we use a heat gun and scraper to
clean any excess from the inside of the planking.
Once all the holes are pluggeda process
that often starts while the planks are still on
the boat and may be finished on the benchthe
remainder of the paint is removed and the edges
of the plank are dealt with. With the plank on a
bench or on simple stands on each side of the
boat, bevels are recorded from the plank being
fitted to (think upside down here). These bevels
are planed onto the edge of the plank we are
working on, and at the same time we make sure
to wipe out any existing deformation on the edge.
Sometimes we have to take off as much as 332"
or 1 8" (gulp!). The other edge of the plank is
planed square and fair even to the point of a careful longboarding with a special sanding board
fitted to a right angle.
After being plugged, scarfed, and rebeveled,
the plank is ready to hang. When we bore for the
new fastenings, we do so through the plugged
holes so that we preserve the strength of the plank
and provide a dense seat for the screw, which
helps avoid suck-through when the screws are
tightened down.
The entire process, although time-consuming,
has proved cost-effective. It is quicker than fitting new planks, which inevitably happens to
one degree or another. But even when a plank is
completely replacedas is often the case with
garboards, which seem to bear the brunt of all
types of evil deedsthe old plank, if kept intact, can be
used as a pattern. This way, even a condemned plank has
some value.
excessive, we sometimes use thickened epoxy to build up

this low spot when we refair the hull (see my article,
Fairing with Thickened Epoxy, in WB No. 170). If the
thinning is excessive, however, the plank, or a
section of it, may have to be replaced.
An important part of planking repair is filling old fastening holes. We first clean these out
with a Fuller countersink matching the size of
the existing countersink hole. We set this countersink on a drill bit that is slightly bigger than
the existing shank hole. If necessary, the countersink can be wobbled slightly to expose clean
wood. We are loath to go up a bung size because
a larger hole would further weaken the crosssectional strength of the plank. If a plank is
weakened by too many holes or holes that are
too large, it can break while it is being handled.
After vacuuming shavings out of the
cleaned-up hole, the sticky part begins. First
we prime the holes with unthickened epoxy
stuffed into the hole with acid brusheslots
of them. Before this priming epoxy kicks, we
use a putty knife to push in a thickened mixOriginal pilot holes and countersinks for plank fastenings are often made
ture consisting of epoxy mixed with three
wider and deeper during previous refastening projects. By filling the
parts of a microballoon-and-silica blend and
existing holes with thickened epoxy, new pilot holes and countersinks of
one part colloidal silica. We keep pushing
the right size, depth, and location can be bored for the new fastenings.
until worms come through to the inside of
54
WoodenBoat 185
SAM MANNING
SAM MANNING
5/25/05
1:32 PM
Page 55
toughest; it often has to be

forced down into the hull.
Usually, it will make contact
first near the turn of the bilge.
As it is forced down, the curve
of the hull, which has relaxed
over the years, is forced back out
and down to its original shape.
As the mold is maneuvered
into position, any frames still
in place may prevent the
planking from conforming.
If so, we crosscut them at
frequent intervals, stopping
short of their full depth so
they will still hold the girth
but will exert little influence
on sectional shape. If necessary, we cut them out entirely.
Once the first mold is in
place and down against the
keel, we install temporary fastenings to it through each
remaining plank and ribbands
that may have temporarily
replaced other planks. If the
mold floor is in place and
bolted down to the keel, we
may then fasten the mold to
its floor to keep it down. If
the shop has a fairly low ceiling, it can be useful to brace
the mold down from above.
As we install molds, we take
out frame remnants as we go,
crosscutting or removing any
remaining frames as necessary
beyond the mold were in- Because they arent influenced by old fastening holes or hard spots that have crept into
stalling. After all of the molds the hull over time, stiff ribbands often provide better fairing than the planking itself. In the
are in place, we take out the lower photo above, the 21 Herreshoff Fish-class sloop WANDA has her molds installed,
last of the remaining frames with ribbands only near the keel and in place of one strake just below the sheer. The fairly
and remnants so the molds light, closely spaced ribbands adjacent to the keel give the shape of the floor timbers
are now the only structures between molds. In the top photo, much more of her planking has been removed and
holding the boats sectional replaced by ribbands for excellent access during reframing.
shape.
The molds may or may not
be plumb fore-and-aft, depending on how weve set up that we plan to reuse. Fastenings arent necessarily needed
the hull; they follow the frame plane. However, we in every possible location.
As were installing the molds, or soon after they are
absolutely want all the molds to be level side-to-side. We
would also be happy if the tops of each sheerstrake hit in, we often take certain strategic planks off the boat and
the sheer marks on the molds exactly when the molds are put on ribbands, which are stiffer than planks and are
leveledbut if they dont, we dont worry about it. Many scarfed to full length. Because they have no defects, clusboats are not completely symmetrical when theyre ters of fastening holes, or butt joints, they bend more
builtbut when were done, this one will be symmetri- fairly over the molds than planks do. This helps when
cal. Getting the molds all level often takes a little time, coercing the hull into a fair shape. They are also narrower
and sometimes involves some unfastening and refas- than the planking, which allows clamp access when reframtening, but its worth it.
ing. We use plastic cable ties instead of screws to hold
We secure the molds with temporary stainless-steel steam-bent frames to the ribbands, avoiding unnecessary
square-drive screws through the planks and ribbands, temporary fastenings and their holes.
often using fender washers or small, square plywood or Ed McClave and Andy Giblin are two of the three partners in the boat
plastic pads under their heads. We put in as many screws restoration firm MP&G, LLC, 929 Flanders Rd., Mystic CT 06355;
as we need to keep the planks tight against the molds, 8605727710. Part 3 of this series will describe floor timber and
always using the original fastening holes in any planks frame strategies.
July/August 2005
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In a Class by Itself
Dennis Conner and the restoration
of COTTON BLOSSOM II
Sometimes it was painful, sometimes it was frustrating. It
seemed to take a long time to grow up, but in the end
Im quite proud of her.
I
Launched into the Marblehead, Massachusetts, Q class as
LEONORE in 1925, COTTON BLOSSOM II went through a
succession of owners en route to the hands of AMERICA's Cup
skipper Dennis Conner. Several of those new owners attended
the relaunching last year of the meticulously restored boat.
by Bill Mayher
Photographs by Benjamin Mendlowitz
o here I am with Ben Mendlowitz, the photographer,

in the last week of January, walking down the yacht
club dock in San Diego. While my neighbors back
home in Maine are digging out from a blizzard that
dumped two feet of snow, Im worrying about sunscreen
and lip stuff and searching aloft for the top of a tall mast
belonging to a Q class sloop named COTTON BLOSSOM
II. The boat, launched in 1925, has just been restored and
relaunched for Dennis Conner, a man who has spent a
career milking performance from cutting-edge yachts.
Since he came out of nowhere in the summer of 1974 to
stand the New York Yacht Club on its ear by winning the
job as starting helmsman aboard COURAGEOUS in the
successful defense of the AMERICAs Cup, the story of
this upstart commercial fishermans kid from San Diego
has always intrigued me. But I had no idea it would be
powerful enough to get me out of a blizzard.
We find COTTON BLOSSOM II lying alongside an outer
dock. Shes a beautyradiant; a shined piece of exquisite joinery. If they could get her through the doors at
Sothebys or Christies, shed be right at home among
the Hepplewhites and the Chippendales. Dennis greets
us, proud and edgy. In a news release reporting on COTTON BLOSSOM IIs October 14, 2004, re-christening, he
had already compared her restoration to having a child.
56
WoodenBoat 185
n my usual fashion Im fumbling around, looking the

boat over slowly, soaking in the details, trying to get
a grip. The trunk cabin merits study for sure, the arc
of its crown being particularly subtle. My pace is slower
than Conner can stand. I ask him who came up with the
crucial coach roof curve, and he said there was a good
deal of discussion in which the majority of shipwrights
and affiliates advocated a higher arc to provide greater
headroom below, while he wanted a gentler, more classically Scandinavian curve. For Conner, resolving this
standoff was simple enough. He applied his version of
the golden rule: He whos got the gold gets to rule.
So, gentle curve it was. To my eye, the result couldnt be
sweetera sure indication that Conner has a classic touch.
This should come as no surprise, since another of his
abilities is the evaluation of sail shape. According to former Ratsey sailmaker Jack Sutphen, Conners octogenarian sidekick who skippered his trial-horse yachts in
AMERICAs Cup campaigns from 1980 forward, Conner
is a superb sailmaker with a particular aptitude for compound curves and an encyclopedic memory for how these
shapes affect performance. Wed be out all day on the
course comparing a half dozen jibs. Id be taking notes
in a little book on all of them and trying to keep them
straight in my mind. When we got back to the dock to go
over what wed learned, Dennis could talk about the
strengths and weaknesses of each specific sail with no
notes at all. Where others needed numbers and diagrams,
he could download, verbatim, mental pictures of each
COTTON BLOSSOM II 's
new mahogany
cabintop is inlaid
with holly, for an
effect more refined
than the original.
Dennis Conner
himself finished
much of the
brightwork.
The restored boat
will soon head to the
Mediterranean,
where Conner plans
to race her on the
classic circuit.
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Applying his intuitive sense of rig design, skipper/owner Conner raised COTTON BLOSSOM IIs mast height considerably. As
rigged, the boat does not qualify for the Q class. But that's of little concern, for there is no Q class today. Rather, the refurbished
COTTON BLOSSOM II is intended to be competitive in handicap racing, against unlike boats.
July/August 2005
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Johan Anker, the Norwegian designer and builder of COTTON BLOSSOM II, was a popular choice for Marblehead yachtsmen
in the 1920s. His drawings of the boat guided the restoration.
sail shape, recalling in great detail how each performed

in a kaleidoscope of differing conditions.
An eye for complex curves might have something to
do with Dennis Conners turn to a project like the restoration of COTTON BLOSSOM II, but less tangentially the
idea of getting into wooden boats seems to have originated with fellow San Diegan Doug Peterson, who has
restored a couple of Scandinavian Meter boats and is part
owner of a Concordia yawl. After looking to buy a staysail schooner and finding nothing suitable, Conner heard
from Peterson that a Q-boat named COTTON BLOSSOM
II was up in Blaine, Washington, near the Canadian border, in okay condition and recently listed for sale. Both
Peterson and Conner remembered COTTON BLOSSOM II

fondly from when she was at the San Diego Yacht Club
in the mid-1960s. Conner had even been part of her crew
when she won the Lipton Cup at the time.
COTTON BLOSSOM II, whose original name was
LEONORE, was designed by Johan Anker and built in 1925
at his Anker & Jensen Shipyard in Asker, Norway, for
Marblehead yachtsman Robert Amory. From their original conception in 1904, Q-boats had gained considerable popularity over the next two decades, and by 1929 a
fleet of 14 boats designed by such luminaries as John
Alden, L. Francis Herreshoff, Frank Paine, Frederick Hoyt,
and Anker competed regularly at Marblehead.
COTTON BLOSSOM II's spring launching at Mystic, Connecticut, 1934.
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Over the years, COTTON BLOSSOM II acquired various anachronistic interior appointments. The restored accommodations are as
original; the new frames are laminated rather than steam-bent.
After changing hands once, LEONORE was sold to

Walter Wheeler of Stamford, Connecticut. To honor his
wifes Southern heritage, Wheeler changed the boats
name to COTTON BLOSSOM II after the name of the riverboat featured in Showboat, a popular musical at the time.
(Wheeler, who rose to be president of Pitney Bowes, owned
three other COTTON BLOSSOM IIs over the years: No. 1,
an R-boat; No. 3, a Burgess -designed, Abeking &
Rasmussenbuilt 12-Meter, ultimately lost in a shipyard
fire; and No. 4, the 73' Fife yawl now called HALLOWEEN
and rigged as a gaff cutter.)
In 1941 Wheeler sold COTTON BLOSSOM II to Chicago
owners, who renamed her SCIMITAR. After 10 years of racing on Lake Michigan she was shipped to southern
California, again named COTTON BLOSSOM II, and eventually bought by Ed Turner of San Diego. From Ed Turner
to her return to San Diego under the ownership of Dennis
Conner, COTTON BLOSSOM II was bought and sold seven
times. In an all-too-typical spiral away from her classic
lines, a new trunk cabin with doghouse was configured,
bulwarks were added, and finally her wooden spar was
replaced with an aluminum one.
Doug Cole, with his brother Roger, owned COTTON
BLOSSOM II between 1972 and 1977. He put together a
web site dedicated to the boats history and restoration
(www.toandos.com/DCole.html; much of the historical
information for this article is drawn from that research).
According to Cole, by 1981 COTTON BLOSSOM II was suffering from severe neglect, much of it the result of being
owned by a foundation in which she was used by many
and, after the first season, maintained by none.

This slide was halted, if not entirely reversed, by subsequent owners Carl Reichhardt and Rick Janecke. They
toiled for 22 years to bring her back to life, writes Cole,
but short of a major overhaul, her condition was terminal. It was at this point in the life of COTTON BLOSSOM
II that Dennis Conner entered the picture, buying her
sight unseen from Reichhardt.
f anyone involved thought the new owner would drift

gently into the ownership of COTTON BLOSSOM II,
they hadnt been paying attention to Dennis Conners
career thus far. Wooden boat owners divide into two types:
putty-and-paint-and-call-it-good-enough-to-get-by guys
and make-it-right guys. Dennis is a make-it right-guy if
there ever was one. When he got up to Seattle to have a
look at what he had just bought, Conner brought along
Johnny Smullen, who would become the manager of COTTON BLOSSOM IIs restoration. Johnny brought along
his Sawzall. With a crane operator standing by to unstep
the mast and a small group of well-wishers, including
Doug Cole, who had kindly brought along a set of original Johan Anker construction plans to share with Dennis,
Johnny went to work. Instead of fiddling with cotter pins
and backing off turnbuckles, Johnny just cut the standing rigging off as it stood before the crane plucked out
the stick and laid it off, as surplus, to the side.
Back in San Diego the dismantling continued at the
same brutal pace: bulwarks, cabintop, deck, and then on
down below, everything ripped out and thrown into a
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Much of COTTON BLOSSOM II's hardware

such as the gooseneck (left) and tiller fittings
(below)is original.
dumpster in something like

two days. Because her hull
shape appeared perfect it
was hoped that her original
English elm frames could
be saved, but when the
crew removed the two longitudinal bilge stringers
it turned out that every
frame, at the exact point
beneath the stringers, was
cracked clean through. It
was at this moment that
Conner knew he was in for
more of a project than he
originally anticipated, but,
groan and grumble as he
might, there was no other
choice but to plunge ahead. By the time he was done with
his Sawzall and his pry bar, Johnny and his crew had
worked COTTON BLOSSOM II down to her essentials: a
good deal of her deadwood, stem and horn timber, and
about 80 percent of her original planking.
By now Dennis had put together an all-star team that
included some of the most talented wooden boat builders
in the San Diego area. Doug Jones would be chief shipwright in charge of the hull and most of the interior
joinery. Bill Clark would build the spars. Steve Harrison
did the custom bronze work. Wilson McDonald, a Scotsman with roots that went back to the Fifes of Fairlie, along
with Dave Henderson, built the trunk cabin and the
hatches. And Patrick Langley (and Conner himself) did
the brightwork.
With the frames condemned, Conner, Smullen, and
Jones chose to laminate new ones in place. Once laminated, the frames were removed, cleaned up, replaced,
and fastened. If the original planking hadnt been in such
good shape (both literally and figuratively), this would
not have been possible. Finished bright now, and with no
ceiling forward to hide them from view, both frames
and planking showcase the exceptionally high level of
craftsmanship that characterizes the final product.
Scandinavian-built boats have long been noteworthy
for the fairness of their planking, and COTTON BLOSSOM IIs splined topsides, set off by a beautifully gilded
60
WoodenBoat 185
covestripe, are particularly impressiveall the more so

because their high-gloss deep blue is a demanding bliprevealer of a finish. Looked at carefully along the entire
length of the hull, the seamssplines and allare invisible.
Bill Cannell, Camden, Maine, boatbuilder and yacht
broker whose stunning restorations of such classics as
SERENADE and MARILEE put him in a unique position
as a judge of this sort of enterprise, says the restoration
of COTTON BLOSSOM II is as good as any hes ever seen.
He thought the details were appropriate, and that where
Conner and crew had to fill in the gaps, they did it in a
most tasteful and interesting way. He brought a great team
of guys together. I hope he can find another project so
they can stay together.
Doug Peterson, who earns his living as a designer of
speedy ocean racers and AMERICAs Cup-class boats but
has discovered an equivalent passion for classic yachts,
concurs with Cannells assessment: He did an incredible job on COTTON BLOSSOM II; everythings beautifully
done.
But will she go?
n over a half century of competition, COTTON BLOSSOM II certainly won or placed well in a number of
important races, including the Astor Cup, the

Mackinac Race, the aforementioned Lipton Cup, and
the Swiftsure Race. In 1973 Sailing magazine described
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Dennis Conner sails COTTON BLOSSOM II through a San Diego zephyr.
her as a gamely survivor. She moves to weather like a sailpowered javelin. With sheets started, she gulps air like no
modern high-aspect sliver ever will. Yet in spite of this
hyperbole, her record was such over the years that few
regarded her as unbeatable. Considering this, it is interesting to see what Conner, a man who has won 25 world
championships in various classes of boats, participated
in nine AMERICAs Cup campaigns, and who is still on
top of the heap in the world Etchells 22 class rankings,
has in mind for her as a raceboat on the classic circuit.
With a set of construction plans in hand from the
Anker & Jensen yard, he rebuilt her to her original lines.
But no such drawings existed for her rig, and this allowed
him to make choices. From his earlier days aboard COTTON BLOSSOM II in the 60s, Conner had concluded that
with her tiny jib she was underpowered. I didnt have
the drawings of the mast. But I had sailed her and I knew
what she needed. I just built it [the rig] the way I thought
was right.
Heres how Doug Peterson sees it: If you built the rig
back to the original, it would be useless [as a raceboat].
Because of this, few boats are restored back to a mid-1920s
rig [because of their tiny jibs]. People go to early 30s
masts with genoas. Conners interpretation took a different tack. Instead of loading up the foretriangle with a
big jenny, he kept the small headsail (a choice that makes

her sail plan beautiful in an old-fashioned sort of way)
and added something like 10' to the mast. Doing it this
way, if alterations were called for, he reckoned it would
be easier to shorten the mast rather than to add on. This
called for beefing up the chainplates, and adding bronze
hanging knees and strengthened mast partners, but these
jobs were done so skillfully and with such an eye for scale
that the overall effect below is harmonious.
The North-built mainsail Conner ordered (We just
do what Dennis tells us to do, chuckles Mark Baxter,
North Sails designer) is interesting as well. It is loose footed.
This means there will be no sail slides along the foot to
scratch the boom during race-day sail changes (a more
than theoretical possibility given the sails large size and
the fact that COTTON BLOSSOM II will carry a small main
to set on breezy race days). The space between mainsail
and boom provided by a loose-footed sail forms a
safe and handy slot through which to douse the spinnaker in a strong breeze. To conform to rules set for the
European classic yacht circuit, Mylar and Kevlar were
eliminated as options, but with five long, slender battens
(the top one full length) and full roach, the Dacron sail
is hardly of 1925 vintage. COTTON BLOSSOM IIs mast is
also a departure from the original. With three spreaders
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Dark blue is a color notorious for exposing

flaws, yet it reveals none in COTTON
BLOSSOM II s topsides. The bottom has
no antifouling paint; rather, Conner has it
scrubbed by a diver three times per week.
instead of two it appears to emerge from the deck canted

slightly forward of plumb and then sweeps aft in a lively
arc, giving the rig, in the style of contemporary AMERICAs Cup-class thinking, a dollop of unpenalized sail area
up high.
For a performance-enraptured competitor like
Conner, however, the proof of her rig and sail plan will
always be on the race course against other classics.
Nevertheless, after a couple of months of sailing, ballast
shifting, and rig tuning, he now concludes, She came
out just right, which one assumes is another way of saying well-balanced and plenty fast. Shes a boat to raise a
little hell in the Mediterranean.
Finally, there is the way the bottom has been prepared.
First came the renewal of her structure and the splining
of the planking. Then came the work of fairing the bottom, a job Conner says took seven guys three months to
complete. It was, by his estimate, a $100,000 labor of love
or hate or obsession or whatever word youd like to
describe the toil of transforming the bottom of a 49'
boat into a mirror finish so smooth and shiny that Conner
eschews antifouling paint in favor of a thrice-weekly
scrub-down by a scuba diver.
Fast bottoms have always been a metaphor for Conners
approach to yacht racing. Back when he was a kid learning to race sailboats, he was taken under the wing of a
carpet salesman named Alan Raffee. When it came to
sailboat racing, Raffee and I werent very good, Conner
wrote in his book The Americas Cup, but we were tenacious. He would have me sand every imperfection, every
pinprick from the bottom of his boats. Hed be out there,
too, helping me. I can remember one New Years Day,
lying upside down in his carport, sanding the bottom of
one of his boats to glossy magnificence. Meanwhile his
car, a new Pontiac convertible, was out rusting in the rain.
Then hed inspect the boat with a magnifying glass.
Tenacity, gleaned from Raffee as well as others, has
become a standard of mine to this day.
W
62
e bend on the mainsail and jib and push off in

a mere zephyr of a breeze. (COTTON BLOSSOM
II has an auxiliary engine and a set of hidden
WoodenBoat 185
controls, but Conner has long made

it his practice to sail on and off the
dock.) Sailing close-hauled we head
into the basin directly in front of the
dining porch of the San Diego Yacht
Club. At the last moment Conner puts
the helm down and in a perfectly
timed arc, the stern clears the dock
at the head of the basin by 3", maybe
312". Several heads turn our way from
the porch to watch perhaps the greatest competitive sailor of our time execute this graceful pirouette in a boat
that must surely bring back memories for a lot of them, but most of the elderly lunch crowd
are bent over their kiwi fruit cups and crab bisque and
fail to register the slightest notice.
When we are out and moving beyond the club, the
breeze freshens slightly, and COTTON BLOSSOM II leans
to her task with purpose. At the beginning of our conversation about his reasons for bringing COTTON BLOSSOM II back to life, Id asked Dennis leading questions
about the romance of sailing a classic boat; Id assumed
that must be part of his motivation, but hed blown off
my queries with verbal fusillades of irony and cynicism.
Nope, Id concluded to myself, I guess Im not going to
get some poetic wrap-up quote from this guy about classic boats in all their ineffable beauty to nail the piece to
the mast and make WoodenBoat readers the world over
weep for joy that Dennis Conner, at long last, had seen
the light and become one with us. But now as COTTON
BLOSSOM II stretches out her waterline in the puffs, I
notice that Dennis stops talking for a second, riding the
lifts, easily finding a groove to put this gleaming artifact,
the product of so much planning and risk and hard work,
at her very best. Doug Peterson told me, Dennis loves
sailing more than anyone we know. Its his life. For an
instant we see this in his face.
Of course what Dennis loves most is competition. Out
in the bay he scans the horizon for potential rivals.
Surprisingly to us Maine guys, a sunny day in the mid-70s
has lured out only two other sailboats, but if either of
these is even vaguely on the same tack we are, Dennis
wants a piece of them, grousing all the while about how
were doing. When no boat stands in the offing he picks
out a bell buoy to check our progress versus the ebb tide.
In a departure from current norms in raceboats, COTTON BLOSSOM II will carry no cluster of sophisticated
instruments, and according to Jack Sutphen, she wont
(with the exception of a compass, one assumes) ever need
them. Thats because one of Denniss strengths as a skipper is the sense for time and distance he has developed
over years of practice. Jack Sutphen says that over virtually any distance, at virtually any speed, Conner can predict within a second or so when he will arrive at a given
point. Sutphen recalls when Conner first came east to
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COTTON BLOSSOM II doesnt include taking part in East
Nope, Id concluded to myself, I guess Im not

going to get some poetic wrap-up quote from
this guy about classic boats in all their ineffable beauty tomake WoodenBoat readers the
world over weep for joy that Dennis Conner,
at long last, had seen the light and become one
with us.
race in 1974. Dennis could beat everyone in the AMERICAs Cup because [thanks to aggressive pre-start maneuvering and this internal computer] he always went over
the starting line a minute sooner.
n the spring of 2006, Conner will ship COTTON BLOSSOM II by truck to Florida. From there shell be loaded
onto a France-bound ship, offloaded at Toulon,

and then sailed in the classic yacht circuit in August and
September. As a member of the Royal Monaco Yacht Club
who has skippered the great Fife 15-Meter TUIGA, Conner
likes the classic scene. He likes the atmosphere of a hundred vintage yachts docked stern-to along the quay; he
likes the devotion and affection people show these boats
when they light them up at night and then go up to the
club for a banquet, and (in marked contrast to the animosity of the AMERICAs Cup) toast each other with grace.
Seeking out a competitive arena in which decorous
behavior is part of the deal represents a considerable
departure in the career of Dennis Conner. One doesnt
have to read much about the man and his basic modus
operandi to run across words like abrasive, cocky, and overbearing. So, in preparation for our meeting, along with
sunscreen and lip balm, I had applied several layers of
prophylactic hide-tougheners. These certainly came in
handy at the outset as Conner fulfilled an apparently visceral need to establish dominance at
the starting line of our talks together.
By days end, however, I can say that,
although he is hardly some seagoing
Mr. Rogers, the hours we spent
together were highly educational and
ultimately enjoyable. Now I think of
Dennis as a big kid, a notorious kid,
often an awkward kid with a deck shoe
poised perilously close to his mouth
at times, but a kid nevertheless, one
whos still having a hell of a good time
in boats after half a century.
As dusk gathers over the harbor
we adjourn below to enjoy the feel
of COTTON BLOSSOM IIs special
antique Brazilian leather settees and
a splash of Mount Gay rum. As the
talk goes this way and that, we wonder
why Conners plan for campaigning
Coast races like the Opera House Cup or the Eggemoggin

Reach Regatta.
Who am I supposed to race against, some NY 30? he
snorts, to which we reply that there might be a boat or
two back there to give him a go.
As we tease back and forth, Dennis sets his jaw: Ill
tell you what. Why dont they choose the best boat and
ship it out and Ill put up $100,000 and race them boat
for boat. With this new gauntlet thrown down, the gritty
warrior resurfaces. This kid who learned to sail in a derelict
Dyer Dhow some Coast Guard guys gave him back in the
early 50s when Shelter Island was being built up out of
dredge spoils from construction of the very yacht basin
we float in now. This boy who would then haunt the docks
of the San Diego Yacht Club, getting invitations to sail
on more and better boats as their owners realized here
was someone who could help them go fast. This kid all
on his own who never let himself off the hook by learning the social cues that just might have allowed him to
fit in, who instead keeps forcing himself out onto the edge
so that he will never, ever, let down and (somehow or
other) sink back to God-knows-where.
Conner doesnt trust bullshit, and to him adulation
often seems like bullshit. What he trusts is the close
circle of friends he has built over the years: talented and very
focused guys whose quietly expressed loyalty and affection for him represents treasure beyond counting. The
other thing Conner trusts is concrete achievement either
by himself or others: being hauled out from nowhere to
defend the Cup, winning those 25 world championships
he mentions often, still beating the world in his Etchells,
and now putting COTTON BLOSSOM II on the line as a
no-holds-barred job of yacht restorationthe finest, he
thinks, ever done. Once again the restless kid is on the
outside looking in, jostling and elbowing for a place at
the head tablethis time in a world of princes and their
gold-plated treasures.
Bill Mayher is a frequent contributor to WoodenBoat.
Conner, in his element.

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Sailing
MARIQUITA
The 19-Meter
19Meter sloop
sloop MARIQUITA
MARIQUITA flies
flies along
along on
on aa beam
beam reach
reach under
under the
the pull
pull of
of her
her gigantic
gigantic
balloon jib. For running, this sail gets boomed out on the opposite side from the mainsail to
become a single-luff spinnaker.
Photographs by Benjamin Mendlowitz

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Some Background
by Maynard Bray
ARIQUITA rather stole the show during last

years big-yacht Mediterranean racingas well
she should have. Not only was this her postrestoration debut where the world could see how gorgeous she looked and how very fast she was, but also
on display was the panache in how she was handled.
MARIQUITA is a 19-Meter sloop, 95' on deck, designed
and built in 1911 by William Fife & Son of Fairlie, Scotland, for racing against three others of the same class. Only
she has survived. Last season was her first one sailing after
some 60 years as a houseboat. Freshly out of Fairlie
Restorations on the River Hamble near Southampton in
England, MARIQUITA is truly spectacularlike all restorations turned out thereeither close up or on the race
course with all her sails drawing to perfection and her
white-clad crew lying prone yet perfectly aligned on deck.
Shes co-ed, with both male and female crew members, a male skipper, and a female mate. Six permanent
hands live aboard, six more are professionals who crew
aboard regularly but otherwise live ashore, and the
remainder of the eighteen it takes to race are made up
of well-trained volunteers. MARIQUITA has but two winches
and no lifelines, so theres a lot of muscle needed on the

sheets and halyards, and you have to be extra careful not
to fall over the side. Theres no bulwark on this sleek racing machine, but the toerails stand some 5" high. Unlike
todays high-footed mainsails, the boom on MARIQUITA
barely clears her deckhouses and will knock you not on
the head but in the chest if you dont get down so it can
pass over your head. She carries a pole topmast, which is
basically an extension of the lower mast, and both sticks
have running backstays that require tending with each
tack or jibeas do all three of her headsails.
Theres a mainsheetman, who is ready to slack or, with
help, to trim. His quick work at the start on the day we
sailed prevented a collisionenabling us to bear off when
one of the windward yachts decided she was too early,
bore away on top of two others to run the line, and forced
a squeeze play. It was a near thing, but MARIQUITA, once
eased, spun out of the way as she responded to her big
rudder.
Theres also a bow lookout, who, through hand signals, alerts the skipper back at the wheel when theres a
need. Even so, because of the low deck structures and
Beautifully cut sails, beautifully set and handled, go far in making MARIQUITA as fine a sight as youre likely to see among the
Mediterraneans restored racing fleet.
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The skipper depends upon a reliable bow lookout to help prevent collisions, as nearly occurred at this start when a windward
yacht that was too early for the starting gun decided to run the line and create an anxious squeeze play.
because the crew are flat on the deck when not occupied
otherwise, visibility from the helm is excellentbut even
that far aft the skipper has to duck under the boom when
it comes across.
For reaching or sailing downwind, a huge ballooner
or old-fashioned single-luff spinnaker flies from the
head of the topmast. And set above the gaff at all times
in normal breezes theres a jackyard topsail whose clew
extends beyond the gaff and whose head rises well above
the head of the topmasta truly spectacular sail which,
until the revival of big-class racing not so many years ago,
was seen only in pictures.
The husband-and-wife team of Jim and Lucy Thom
operate MARIQUITA as skipper and mate. Jim is a cool
guy who rarely raises his voiceor has towhile Lucy
organizes and directs the crew. Shes a snip of a woman
with a proper mates voice. Previous to MARIQUITA they
ran the big Fife ketch KENTRA . As skipper and mate, they
knocked the sharp corners off each other during a fouryear cruise around the world, and ended up marrying
at the end of that magical time.
KENTRA is traditionally rigged and has an owner keen
on traditional seamanship and maintenance. The engine
is small and so are the fuel tanks, so Jim and Lucy had
to make most passages under sail. Although the owner
understood the uncertainty of the situation, KENTRA was
rarely late for a rendezvous. She also had a library of old
texts that inspired Jim and Lucy. In Jims words, I became
more and more fascinated and involved in the history
of these yachts, and the skills that were employed to
sail them. I am inspired by the finesse, balance, and
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coordination that these [old time] sailors showed. Their

innate seamanship and almost unconscious understanding of the forces working on the vessel seem to me
the highest attainment of sailing skill. To read the accounts
of their racing those enormous, beautiful, overpowered
vessels to their limit and beyond leaves mewell, at a
loss for words! I think this is something to aspire to.
KENTRAs owner and Jim seemed to be on similar
wavelengths when it came to authenticity, so when the
owner heard that one of his friends was restoring MARIQUITA, he relayed the news to Jim and Lucy. They were
keen to become involved, so upon hearing of MARIQUITAs need for a skipper and mate, Jim and Lucy
appliedand KENTRAs owner unselfishly recommended
them. Needless to say, they got the job.
Jim has made a point of studying carefully the old
descriptions written back when MARIQUITA was new and
big-yacht racing was commonplace. Hes on the way to
managing the yacht and to establishing a sailing style
that harks back to the old-time yachting traditions.
Crews back then came largely from the Essex, England,
areaand thats where Jim tries to recruit from as well
picking up some whose grandfathers and great -uncles
used to man the big sailing yachts like MARIQUITA in the
early days of the 20th century.
Now lets hear Jim tell us how certain operations are
carried out aboard MARIQUITA . There may be parallels
today, but then, when was the last time you set a jackyard
topsail?
Maynard Bray is technical editor for WoodenBoat.
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Handling Sail on
MARIQUITA
by Jim Thom
ARIQUITAs rigging is still a work in progress.

Although we have the designers deck plan, it
doesnt show how every line should be made off.
In the old days, I guess the captain and crew would
develop these things as they tuned up the yacht, in the
same way we are doing it. (I sure wish I could go back in
time, buy the mate a beer, and pick his brain.)
Hoisting the Jib

The jib goes up, in stops, before the main, and often before
we leave the dock. Stop up the jib by laying it out with the
luff running the length of the deck; the rest of the sail lies
outboard. Make fast either the head or the tack and tension the luff with a handy billy pulling on the other end.
If you dont pre-tension the luff, the sail will prematurely
burst its stops after hoisting as you sway up the halyard.

After you have a good, taut luff, take the clew and lay it
midway along the luff. Then roll the sail tightly toward
the luff and, once there, stop it at intervals with wool yarn.
(Rotten cotton yarn used to be used, but laying your hands
on any these days is virtually impossible.)
The jib is not hanked on since there is no stay; instead,
it is set up hard enough with its own halyard to get its luff
bar-tight and to pull the mast forward a bit so as to balance the subsequent pull of the 3,500-sq-ft mainsail. While
hoisting the stopped-up sail, keep the sheets very slack so
the sail doesnt break out before youre ready. Then, after
youre away and the mainsail has been hoisted, break it
out by giving the sheet a tugand presto, who needs
roller furling?
Manually hoisting (there are no halyard winches) the heavy gaff and its mainsail takes two gangs pulling hardone for the peak
halyard and one for the throat. Mate Lucy, leaning outboard from the backstay, directs the gangs so the gaff remains level on its
way up the mast.
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RightChanging
jib topsails
requires a
bowsprit crew to
help bring down
one sail, unhank it,
then hank on
another. The jib,
however, can be
set from the deck,
since it is set
flying without
a stay.
LeftA pair of running backstays, one abreast the peak

halyard band and the other
leading from the topmast
head, help keep the headsails
tensioned for windward work
and hold the mast from
breaking over the bow when
sailing downwind.
BelowIdlers spread out

along the weather rail until
called upon for a sail change.
The boats solitary pair of
winches (one of which shows
here) serves, as originally, for
the jib topsail sheets.
Stopping is also a great technique for keeping your

jib topsail out of the way during pre-start maneuvering,
making one less sail to have to play with and keeping the
speed down as well. Then, as youre going for the line,
you can instantly power up.
Hoisting the Main While Sailing

Without an engine to hold the boat head-to-wind, there
are times when you cant even hoist the main before getting underway. Perhaps wind over tide on your mooring
means youll have to leave under the staysail and hoist
the main when you get more room to swing her round
into the wind.
Weve done this a couple of times, and the reason we
dont always do it is that its hard work for the crew, and
harder on the gear as well. Our engineless forebears were
stronger, and had to live with the wear, so to them it wasnt
seen as anything special. Ive found that this alternative
approach works quite well: Hoist the staysail and get
the boat sailing. MARIQUITA will close-reach with just the
staysail. Assuming youve topped the boom out of its
crutch, raise the peak through the topping lifts, then haul
away together on the throat and peak halyards. This is
harder work than hoisting at the mooring or while motoring because the wind is laying the sail hard against the
lee topping lift. This pressure, however, also starts to give
the boat some weather helm, and shell begin to sail closer
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to the wind, which reduces the pressure on the sail. The

helmsman is, of course, doing what he can to help
the hardworking crew by keeping the boat as close to the
wind as he can.
It will help enormously if you dont have the main
tightly sheeted to the centerline. Instead, ease the
mainsheet so the boom is off the quarter a little, and
the forward portion of the mainsail luffs as its being
hoisted. When the throat is fully hoisted but the gaff is
still fairly level, the lee topping lift can be let go slack.
This also makes a huge difference to the remaining effort,
as youre no longer dragging the sail over the wire lift.
Its tempting to do this from the start, but its a hell of a
lot of boom and sail to hang on the windward topping
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BelowA wire leader line keeps the vertical

yard vertical and, with help from the downhaul,
the topsails luff pulled close to the mast. The
topsails three sheets keep the sail flat and its
jackyard aligned with the gaff.
AboveAfter the boat crosses the finish line, MARIQUITAs topsail comes
down just as it went up: on the port side to leeward of the mainsailand
carefullyto avoid chafing the varnish. Already, except for the jib,
the headsails have been struck.
RightJogging nearly head-to-wind under main

and jib makes taking in and setting the topsail
easier, although theres still plenty of running
rigging to sort out and tend.
lift aloneand if that lift fails, youre in real trouble!

(Victorian-era yachtsman Major Brooke Heckstall-Smith
said he saw this happen twice with expensive and bloody
results.)
So, raising the mainsail when youre not head-to-wind,
while not technically difficult, will make you want to sit
down and get your breath afterward. And youll have to
varnish your poor abused gaff more often, replace the
topping lift covers that will have chafed through, and so
on.
Setting the Jackyard Topsail

The base of the mast is a very cluttered area. Currently,
the main topsail sheet comes down by the luff of the mainsail to a turning block on deck, then is belayed on one
of the cleats aft of the mast; such a heavily loaded line
should be made fast on deck, where cleats are bolted
down, not on screw-fastened mast cleats.
The old commentators, who I hold in very high regard,
suggest hoisting and lowering to windward. If theres
much breeze, youve got to drop to windward; otherwise,

as Heckstall-Smith says, there will be a devil of a mess.
The gear will blow out to leeward, and there will be no
way to control it. If youre lowering in a breeze, youve
got to let the yards and sail come down over the peak
spans (i.e., the peak halyard bridles), then slide them
down the mainsail. Its hard to get the topsail yards
started on their way down, but shooting the boat almost
into the wind so the main is as nearly as possible
head-to-apparent-wind will help to lift the topsail and
its yards off the spans; then, once the body of that sail
has been lowered enough to lie against the mainsail,
you can bear away again and drag the topsail downward,
yards and all, under control. As you might imagine, it
murders the varnish on the spars as you drag them over
the galvanized wire peak spans. But thats getting ahead
of ourselves. With luck, youre not putting this sail up in
a hell of a lot of wind, will be carrying it for the duration
of the race, and will be dropping it peacefully in an orderly
manner at the end of the day.
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By heaving-to under mainsail and backed jib, the

main is almost head-to-wind, and the topsail can be
hoisted also virtually head-to-wind, the slight leeward slant
helping to keep those precious varnished yards off the
spans, lessening the chances of the head of the yard catching under a span, and reducing friction for the crew.
The topsail and both its yards live in a bag that lies on
deck hard against the centerline deckhouses. To prepare for
setting the sail, we lay open the bag and shackle the ropeand-wire halyard to the topmast yard, and the sheets to
the jackyard. Check that the halyard runs inside the topping lifts, and that the sheet is also led fair. There are
actually three sheets to control the twist of the sail: the inner
sheet, the topsail sheet, and the outer sheet. The threestrand polyester topsail sheet is the biggest at 16mm,
while the other two are of braided 8mm. (They used to
use wire for these, but we see the weaker rope as a useful fuse, and its a bit kinder on the varnish.)
The outer sheet runs along the boom from its inboard
end to a sheave at its outboard end, then directly to the
outboard end of the jackyard. This sheet is enormously
useful to pull down the leech of the topsail and prevent
excess twist. The primary topsail sheet attaches midway
along the jackyard, runs through a gaff-mounted block
abreast of it, then forward through a lead block lashed
at the gaff jaws, then down to the deck. You can imagine
that if there were only this single sheet, the jackyard would
simply articulate around it. The inner sheet completes
the picture, running from the inboard end of the jackyard, through a small block abreast of it thats lashed to
the gaff, then along the gaff and through another block
lashed to the gaff jaws, then down the mast to the boom,
just aft of the gooseneck.
To control the vertical topsail yard and the luff of the
sail below it, theres a leaderline permanently lashed
around the topmast on a leather chafing band; this line
falls directly to the deck. Led through a grommet on the
heel of the topmast yard, the leaderline stops the yard
from kicking out of plumb. The line is also fed through
a series of grommets lashed to the unsparred luff of the
sail below the yard. Once the sail is up, this leaderline is
made as tight as possible, using a truckers hitch for purchase, which helps hold the topsail luff into the mast. (In
the good old days, the mastheadman, who lived aloft,
would lash the heel of the yard and lace the luff to the
mast. But the rising cost of replacing broken mastheadmen means that we havent revived this traditional task.
It also means we can bring the sail down in a hurry without having to send someone aloft.)
The topsail has to go up between the mainsail and the
portside topping lift. Its a hard pull for the halyard team
ofwell, as many as possiblehands to hoist two 35'
spars and the sail 100' up the mast and set it tight. As they
hoist away steadily on the halyard, the topmast yard is
guided upright and then off the deck. Once it is off the
deck, a crew member mans the heel rope to keep the yard
vertical, guiding it past the tight spots at the hounds and
keeping it off the peak spans. The sail itself quickly follows; then the jackyard is handed up off the deck and also
guided between the lifts and the mainsail.
As the team hauls away on the halyard, three men haul
on the sheet as well to help lift the weight of the jackyard
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MARIQUITAs topsail is always set to port of her mainsail, and
is furledyards and allin a long bag on deck just under

where the sail is doused.
sion on the sheet to stop the jackyard from flailing around.

If the sheet is pulled too hard it will prevent the hoisting
team from banging the halyard home. (Yes, we want to
be reassured by hearing the shackle bang against the
sheave box!) The two minor sheets simply have the slack
taken in so they dont tangle.
A stopper rope is then passed around the halyard at
deck level as that rope is transferred from the hoisting
crew to its cleat on deck. The halyard, being mostly wire,
allows no stretchso the topmast yard wont pull away
from the mast during the days racing. Once the halyard
is made off, the tack downhaul line is similarly purchased
down to the deck with as much contained violence as we
can muster. Then the leaderline is made bar-tight.
The topsail sheet is made up next by three or four crew
members pulling for all theyre worth. The aim is to get
the sail to set as flat as possiblelike a card, as they used
to say. (To help flattening, we slightly overhoist the mainsail peak so that, once the topsail has been set, slacking
off the peak takes an extra strain on the topsail.) Now we
make up the two minor sheets as hard as possible using
truckers hitches and plenty of brute force.
The topsail is now, in effect, part of the mainsail and
needs no further tending.
Lowering the Jackyard Topsail

Lowering is easier than hoisting, and is essentially a reverse
operation. If were lowering at the end of the day in not
too much wind, well heave-to on the starboard tack so
the sail can be lowered to leeward, nicely lifting off the
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For the reaching leg of the race course, the big ballooner
makes its appearance, being fed out of the hatch under mate
Lucys direction at the same pace as its being hoisted up the
mast.
spans and becoming blanketed in the lee of the mainsail

as it comes down. But if its windier, or if we have to drop
during a race, then its got to come down to windward.
Either way, we first let go the tack downhaul and ease
the leaderline a little, but keep it tight enough so the sail,
blowing aft from the mast, is still held in check. Lower
away on the halyard, being sure to keep it well under control. Its a lot of wood to drop from a great height, so its
important to carefully ease away on the sheets at the same
time.
The lowering crew pulls heartily on the heel rope to
bring the sail down, as for the first few moments it seems
to defy gravity. All the while, youre making sure it stays
free of the peak spans. As the sail comes within reach, it
is gathered down, the jackyard laid on deck with the topmast yard following it. All control lines are removed and
the sail is stowed together with its yards in the purposebuilt bag on deck, described earlier.
Handling the Single-Luff Spinnaker

The present spinnaker, or ballooner, is 3,000 sq ft, and
the next one will be even bigger. The pole is 52' long. I
think the important thing when dealing with gear this
size is to take heart and be of cheery disposition; its never
as bad as it looks. As with many aspects of these beautifully thought-out vessels whose handling evolved over
decades, the weight of the gear and the force transmitted through it often counterbalance each other. Balance,
and the use of purchases, means that a crew working
together can reduce the forces to a manageable level. An
example of this is the spinnaker pole. Its topping lift
attaches two-thirds of the way along its length, rather than
at its end as in modern practice. This stops the light and
flexible pole from bowing as its being hoisted and, more
important, balances the weight as the pole is being manhandled off the deck. The topping lift is a two-part whip,
giving enough purchase so that the pole can be hoisted
from horizontal to vertical (for stowage against the mast)
by a sole crewman.
The first thing to do as youre approaching the weather
Once the ballooner has been set and starts drawing, the jib
topsail comes down.
Having climbed
up the closetogether mast
hoops, the
mastheadman
gets ready
to start the
spinnaker pole
on its downward swing to
windward.
mark and getting ready to bear away and set the spinnaker, is to make sure that the sail is in stops, which makes
the hoist a lot smootherand means it can happen more
quickly. Have the head of the sail ready at the forehatch
and, if the pole is stowed on deck, prepare the tack outhaul, the after guy, and the foreguy. The bowman needs
to slip these over the end of the pole in that order. Shackle
on the topping lift at the lifting point, and make sure the
tack outhaul/inhaul line passes both forward and aft of
it. Three or four crew must now together lift and guide
the pole, while another hand takes its weight on the topping lift. The pole has to be run forward, then guided
into the articulating cup attached to the forward face of
the mast. This is not easy.
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With MARIQUITA having crossed the finish line, the staysail

and jib topsail are strucksoon to be followed by the
ballooner, whose sheet has already been let go. The jib remains
set, however, along with the mainsail, for jogging while the
maintopsail is being lowered and bagged.
Once the pole is cupped, trim it aft using the after guy.
This line is in two parts, the first being a single line
attached to the end of the pole and of about pole length.
The second part is a whip purchase with a fall led back
to the small winch normally used for the jib topsail sheet.
The winch gives enough pull to resist that of the spinnaker when the sail fills, and to subsequently trim the pole.
It may be that the pole has been stowed vertically
against the mast, as, for example, at the end of the last
run. In this case, the outhaul, foreguy, and after guy will
already be rigged. The after guy whip must be clipped
on, then the mastman will cast off the lashing and give
the pole a helping hand to clear the mast as the pole
swings down. There is some inertia at the beginning of
the drop, but once the pole starts falling it will come down
quickly, controlled by the topping lift and the fore and
aft guys.
Make sure the spinnaker halyard is on the forward side
of the topping lift, clip it on the head of the sail, and hoist
away. If the spinnaker is in stops, you can be sneaking it
up as you approach the mark; otherwise, youll have to
wait to commence hoisting until youre headed downwind. As soon as the tack and clew show up, clip the tack
to the outhaul and the clew to the sheet, which will ultimately be belayed to a cleat on deck near the mast. Make
sure the halyard is home before you haul out on the tack,
then give it all you can before belaying it on the spider
band. Once the tack is out, haul on the sheet to break
the stops, and away you go! If the stops break before the
tack outhaul is made fast, ease the sheet to spill the wind
and de-power the sail. As you might imagine, youve got
to be careful with this one. If the halyard isnt made off
when the kite fills, therell be trouble!
Once the spinnaker is drawing, ease the topping lift
until the sail takes the weight of the pole. Because of its
length and the poor guying angle of narrow yachts like
MARIQUITA, the pole has a tendency to swing skyward as
the breeze fills in; the pole also tends to bend horribly.
The crew can climb onto the poles inboard end to help
hold it down. Theres a great Beken photo of the schooner
WESTWARD running downwind in a good breeze with
her pole up at 45 degrees and three or four crewmen
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WoodenBoat 185
trying to scramble onto it.

We drop the spinnaker differently from the old practice.
Back then, the outhaul was only an outhaul, consisting
of a line leading through a block at the end of the pole.
One end was made onto the tack of the sail and the other
hauled tight and belayed to the mast. There was no way
to get the tack of the sail back inboard, so to drop the
sail, they would ease the pole forward, pull in on the sheet
and foot, while easing the outhaul and then the halyard.
To better manage, we have an endless outhaul/inhaul
line rove through the block at the end of the pole. While
we cant follow the modern yacht practice of lowering
the spinnaker behind the mailsail because of its being set
to windward of the forestays, we can make sure the sail
is de-powered and will stay that way.
To drop the spinnaker, its easier on both sail and crew
if the helmsman can steer dead-downwind, or as nearly
as possible, to keep the sail from blowing over the forestays.
You can leave the pole where it is, but make sure you take
up on the topping lift, as otherwise the pole will drop
into the water as soon as you de-power the spinnaker. Ease
the sheet smartly until the sail luffs and starts to collapse, then
ease away fast on the outhaul and bring in the inhaul
(and with it the tack of the sail) as quickly as you can.
Most probably, the luff of the sail started to invert when
you dumped the sheet, so now it will help to drive the sail
inboard, and this will keep the luff inverted until the tack
is on the centerline. The sheet is kept slack during all of
this so the sail cannot fill with wind, and the crew now
gather the spinnaker as the halyard is eased.
While the sail is being stuffed down the forehatch, the
pole is usually topped up against the mast, guided by
the fore and aft guys. The mastheadman grabs the upper
end of the pole and lashes it to the jumper strut so it is
secured for the next upwind leg.
Jibing in a Breeze
Be brave! First, dont jibe accidentally, as an unexpected
jibe is pretty much guaranteed to take out the rig, mast
and all, when the swinging boom crashes against the runners. For a deliberate jibe, first the boom has to be brought
in. Theres a lot of mainsheet to pullso all the crew
except the teams at the running backstays must line up
along the deck where theyre most effective. When the mainsheetman gives the rallying cr y, All hands on the
mainsheet, a stopper line is passed to take the strain
while the sheet is uncleated, then the crew haul steadily
but smartly. Theyll need to bring in some 200' of line
or perhaps even more. (The weather topping lift will have
been set up beforehand to support the leech of the sail,
and to keep the boom out of the water. This should be
left until the jibe is completed, then exchanged for the
new windward lift.)
Because the yacht is running, the apparent wind is as
low as its going to get, and the deck is fairly level; this
makes the hauling easier during the early stages. As soon
as the leeward runner teams can pass the mainmast and
topmast runners aft and hook in, they do so in readiness
for the final strain as the boom comes across. The rest of
the crew, meanwhile, haul for glory. The faster they can
get the sheet in, the less the boat will slow down, the lower
will be the apparent wind speed, the easier will be the
hauling, and the less chance therell be of broaching after
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Skipper Jim
and mate Lucy,
still smiling at
the end of a
days racing.
Their quiet
competence
pervades
MARIQUITAs
entire crew,
allowing the
yacht to operate
as a well-oiled
machine.
the jibe. The load on the sheet increases some as it begins

to come in, but as the mainsail comes to centerline (as
long as the yacht is held downwind), the sail presents a
decreasing area to the wind so the sheet load falls off again.
Quickly, the stopper is passed and the mainsheet turned
around the surging bollard and held on the cleat, ready
to be surged out quickly once the jibe has taken place.
The foredeck crew, once their part in the hauling
is complete, head back to their stat ions to hand
the headsails as each one comes across. The longer
keels of these classic yachts give them good directional
stability, and MARIQUITAs wheel steering and her huge

rudder are especially helpful in retaining control as
we run downwind with the main sheeted in tight.
The mainsail-amidships phase lasts only a moment
while the skipper checks that both the mainsheetman and
the teams on the runners are ready. Then, the skipper
turns her firmly through the wind, lets the mainsail fill
away on the other side, and meets the helm to hold her
on the downwind course. The mainsail and boom, pulled
down on centerline, have made it easy for the runner
teams to heave their purchases tight, and at their call
of made the new leeward runners are released as the
mainsail fills toward them, their hooks taken out in one
movement and run forward out of the way. (Broaching
can occur if the leeward runners arent let go fast enough
after the jibe, if the mainsheet is not let off in time, or if
the helm isnt put down quickly enough to meet the bow
of the boat as it tries to swing up into the wind. Broaching
this way is not a good thing.)
As soon as the mainsheetman sees those running backstays are clear, he smokes out the sheet, and as he does
so the weight comes off the wheel and the yacht sails happily away again, running downwind on the opposite jibe.
Jim Thom is MARIQUITAs captain; his wife, Lucy, is first mate. As
Maynard Bray describes in the article on page 65, the couple previously
ran the Fife ketch KENTRAa job that took them around the world.
Putting It into Perspective
lthough tempered by our democratic age where

crews consist of women as well as men and both,
on appropriate occasion, offer suggestions for
sailing MARIQUITA , I found the onboard scene surprisingly like the big-yacht sailing that L. Francis
Herreshoff tells of in his book An L. Francis Herreshoff
Reader. With editorial license applied here and there, Ive
tried to adapt Herreshoffs description of Victorian-era
yachting to what I observed a century later. Herreshoff
might have written:
When Capt. Thom wishes to give an order, he says very
quietly to the mate (his wife, Lucy), After jibing around
the mark, I would like the spinnaker set to starboard.
The mate then reviews the maneuver with the involved
crew and at the estimated time and distance to commence action, roars out, Rig out the spinnaker pole and
stand by to jibe. The crew, all lying prone in a neat row
with their heads near the weather waterways, then springs
into action and the deck suddenly changes to a scene of
intense activity as each person scrambles to his station
and stands crouched, ready for action, some at the sheets,
others at the upper and lower backstays, while the agile
mastheadman runs up the mast hoops like a monkey
climbing a ladder and releases the pole so it can swing
down and be rigged for the spinnaker.
Now the mark buoy is almost abeam and the yacht
swings like a gigantic turntable as Capt. Thom crouches
to leeward of the wheel and pulls the spokes toward
him hand over hand. The yacht rights herself, and the
wind, which had seemed quite strong, suddenly becomes
very light as the yacht, which before was heading into
it at some seven or eight miles an hour, now goes with
it, making the difference of some fourteen miles an hour

to the winds apparent velocity. But, in the meantime,
there are orders, and the whole yacht seems to quiver
from the jumping forward and aft of its crew as the big
mainsail is trimmed in, the runners are shifted, its boom
sweeps across the deck, and the jibe is completed.
The spinnaker, having been sent up earlier in stops,
now is broken out and trimmed. Soon everything quiets
down again, and the only movement is a few hands
coiling down sheets and halyards.
Now there is a slight movement at the forehatch, and
the steward is passing up great thick sandwiches and a cold
drink for each of the crew. What a pleasant sight it is.
The yacht is now rolling slowly back and forth as the
spinnaker pole rises and settles, and the great billowing
sails pull alternatively on one side and then the other.
The contrasts and shades of colors through the sails are
always changing, so that the yacht seems a great iridescent being of opalescent color, the creamy sails, and now
and then a shadow from a spar or sail reflecting the blue
of the sky and sea in a light violet shade. The varnished
spars of rich amber and gold, the gleaming teak railcap,
the scrubbed teak decks, the polished bronzeall seem
alive and moving as they sparkle in the reflection of the
sun.
This is but a glimpse of yachting at the turn of the
century when yachting was at its zenithalas, now all
gone and only a memory.
Had Herreshoff been aboard MARIQUITA and been

able to watch the fleet of restored classics competing
against one another off St -Tropez last season, he well
might have rejoiced at the sight instead of lamenting
its demise.
MB
July/August 2005
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Considerations for
a sun-powered cruiser
n January this year, a small crowd gathered to watch

a new 34' 9" raised-deck cruiser as she slid off a trailer
into the wide, brown waters of Australias Murray River.
The deep green hull, with her cream-colored cabinsides
and roof, drew immediate admirers. She trimmed perfectly. The onlookers were clearly impressed. Then they
were astonished as the new boat, called NOMAD III, got
underway. There was no noise.
There came the question: Hows it doing that ?
And then the answer: Battery. Solar-electric.
There was no fiddling with seacocks. No water cooling
systems. No fuel tanks. No rainbow of diesel fuel on the
water or injector bleeding. With a small movement of a
lever, the bow swung silently away from the wharf.
Hows it doing that ?
Bow thruster.
But thats what normal boats have!
NOMAD III is, in fact, the first normal looking riverboat on the Murray River to rely on solar-electric power.
Almost all solar-electric boats in this region to date
have been complex-looking hybrids of trimarans, solarpanel cabintops, and futuristic looks that no one but
an engineer could love. Only a masochist would feel
by Robert Ayliffe
comfortable aboard them. Maybe thats why electric-boat

technology has been so slow in its revival. Before the cheap
gasoline engine arrived in the early 1900s, electric launches
of great style and capacity were ubiquitous on the Thames
in Englandand on other rivers around the world.
he Murray River is as important to Australia as the

Mississippi is to America. For the Australian southeastern states, it is lifeblood. Before trucks and
roads came along, sidewheel steamers carted wool and
grain from the crackling dry hinterland to Australias
coastal ports for shipment worldwide. The river was the
source from which vast irrigation schemes and fruit blocks
and river towns rose. It still supplies much of the water
for the nations major capital cities. It also is home to a
host of increasingly endangered species. And it is terribly
abused.
The old steamers burned the hinterland eucalyptus
trees at the rate of up to a ton per hour. More significantly, the rivers watershed land was cleared of native
plants and trees for grain and wool farming. The river
red gum eucalypts on the immediate banks and floodplains were cut down and milled into ties for the nations
AboveThe river cruiser NOMAD III relies primarily on the sun for fuel. Her electric motor delivers about two horsepower; thats
low by contemporary gas- and diesel-engine standards, so efficiency was key throughout the design of her hull and systems.
74
WoodenBoat 185
DON BRICE
NOMAD III
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railwayswhich, as in America, eventually killed the steamboat trade. The lost trees had filtered salts from the watershed; their demise led to enormous salinity increases in
both the surface water and in subterranean waterways.
The ecological consequences of these salt spikes are only
now being realized.
While state and federal authorities bicker, the river
continues to be diverted, drained, polluted,
and exhausted by farm, factory, and recreational spoiling. Recreational spoiling? Yes,
the Murray River is a national playground,
especially for people in boats. While the treedepleting, external-combustion days of large
steamboats have come to an end, nearly every
one of the thousands of boats that use the
Murray today discharge the oily waste of internal combustion into the river. Along with
engines come wildlife-scattering noises and
bank-eroding wakes. These are the problems
we wanted to address with the launching of
NOMAD III.
The projects roots go back to early 2000
and a visit to the Mount Barker workshops
of Duck Flat Wooden Boats by Charles
Fitzhardinge of The Electric Boat Company,
based in Sydney. That visit piqued our interest in electric power. Later that year, Charles
requested that I ask American designer John Marples to

draw up a comfortable and slippery launch for electric
power. John was chosen because he and his friend Jim
Brown had developed the Constant Camber method of
building. This technique relies, essentially, on the use of
pre-curved plywood panels, rather than flat ones. It is
well suited to low-volume series production of compoundcurved hulls in wood-composite construction.
John worked quickly. With plans in hand, Charles commissioned the Duck Flat crew to build the 19' open electric boat. The result was GEEHI, a launch with a 5.5-kw Etek
motor. Etek motors are flat (often described as pancake
technology); they are half the size and 20 lbs lighter than
conventional electric motors, and they deliver superb torque.
NOMAD IIIs
predecessor was
an electric launch
called GEEHI.
She made a
35-nautical-mile
crossing of open
water, paving
the way for her
larger sister.
ADVERTISER NEWSPAPERS
ROBERT AYLIFFE (ALL)
Top, leftNOMAD III is driven by an Etek motor, whose flat

disc shape occupies less space than a conventional motor.
AboveOn days with optimal sun conditions, the solar panels
allow five hours of operation while on an extended cruise;
a generator backup is available to make up any deficiency.
LeftThe boat has a flat bottom, to which is affixed a pod-like
box keel; this houses the batteries and a bow thruster.
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AboveThe inspiration for NOMAD III came from the highly

efficient Phil Bolger-designed Tennesseea 29' 11" cruising
boat of only 6' 2" beam.
LeftThe boats box keel is similar to the one shown here
this on the 18' 6" Bolger-designed powered sharpie Hawkeye.
The keel adds storage space, buoyancy, and hydrodynamic
efficiency.
Power is suppled by two banks of four 6-volt golf-cart batteries. GEEHI spent the next couple of years in Sydney before
returning to South Australia in late March 2003.
On April 5 a skeptical gang of television, radio, and
print reporters joined Charles Fitzhardinge, Offshore
Energys Troy Ryan, and incoming Duck Flat director Ted
Dexter, who were about to attempt in GEEHI the first ever
solar-electric launch crossing from Adelaide to Port
Vincent, across open water, 35 nautical miles away. GEEHI
made the dash in six hourstwo less than wed predicted.

People noticed, and from small things bigger things grew.
n early 2004, John and Gabrielle Francis visited Duck

Flat Wooden Boats to discuss a new River Cruiser. The
conversation soon turned to a boat called MUNDOO
a concept that I had been developing since my earliest
days at Duck Flat. John and Gabrielle also talked about
GEEHI and electricity, for they saw in their new boat a
ROBERT AYLIFFE
NOMAD IIIs predecessor was the Mundoo-class river cruiser by Duck Flat Wooden Boatsan outboard powered cruiser inspired
by the Bolger-designed Tennessee (profile, above). This boats layout was reconfigured to concentrate occupants amidships,
reducing transom drag.
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WoodenBoat 185
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ROBERT AYLIFFE (ALL)
NOMAD III under construction at Duck Flat Wooden Boats,

near Adelaide, Australia. Lightweight plywood construction
was used for the hull and the interior joinery.
very real opportunity to take an ethical stand on the

powering of boats on the Murray River.
The Mundoo class of river cruisers owe their inspiration to the ver y handy, extremely shallow, easily
driven, flat-bottomed, plumb-sided Phil Bolger-designed
Tennessee launch that enjoyed great success (and owner
modification) during the early days of Duck Flat. Powered
by a single four-stroke 10-hp outboard, the simple-tobuild, easily trailered Tennessees were of lightweight plywood construction. The builder made up a set of
pre-shaped panels, then screwed and glued them
together without the need of a strongback. It was an
ideal method for builders of limited experience. The
original design had no side decks, but the boats still
proved to be popular smooth-water camp-cruisers with
their small cabins and soft tops over the stern. As ownerbuilders chopped, changed, and added to the Tennessee,
the design gradually evolved into a flare-sided, wider
edition having side decks.

In considering an electric-powered cruiser for John
and Gabrielle Francis, we realized that hull shape and
configuration would be critical to the finished boats efficiency. The original Tennessee design has a simple flat
bottom. To this we added a box keela longitudinally
tapered underwater pod, if you willthat houses the batteries and provides over a ton of additional buoyancy.
Because of this buoyancy, even when the boat is in its
heavily loaded cruising mode, the ends of the hull still
clear the water, and she runs sweetly. Boats with deep
transoms suck water, adding seriously to drag. NOMAD
III, on the other hand, just glides. The box keel improves
the boats manners in a crosswind, and also provides
an ideal home for the bow thrusterwhich makes for
polite handling in tight places.
Earlier boats of this general design had a wheelhouse
forward for the skippers seat, wheel, and controlsand
space for a mate to stand. Opposite that was the galley
and a passage aft to the head and shower area and on to
the convertible saloon and finally the after deck. Gabrielle
had observed that on most cruisers of this layout, people
tend to gather aft, leaving the skipper pretty much to himself on long journeys. On NOMAD III, at her insistence,
the head and shower area were pushed aft in favor of a
larger convertible wheelhouse with a big L-shaped settee
and table amidships; there is a chef-sized galley with stores
lockers to starboard. Since NOMAD III is a flatwater cruiser,
even the skippers seat became convertible.
The wheelhouse is now the boats social center, with
plenty of room for up to six to sit around and chat or
have a drink or meal. Guests now go aft or forward to rest
rather than to socialize. But the boats social functioning
isnt the only thing that gained from the layout changes:
the power efficiency did, too. The concentration of human
ballast now tends to concentrate in the middle of the boat,
July/August 2005
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Owners John and Gabrielle Francis enjoy a moment in

NOMAD IIIs galley/saloon. The wheelhouse is the boats social
center.
keeping the stern out of the water and preventing energyexpensive transom draga persistent problem with the
earlier Mundoos.
ROBERT AYLIFFE
ith a small movement of a lever, NOMAD III

gathers her skirt and slips away from her wharf
and out into the open river. She glides past a
houseboat, eliciting surprise and enthusiasm as the power
source is revealed.
What happens when your batteries go flat?
Its a fair question. Three hours later the launching
crew is still running the boat, conducting maneuvering
trials between Swanport and Murray Bridge. Traveling
into a headwind, crosswind, and speedboat chop, there
is no hesitation, no appreciable loss of speed. There is no
hint of battery loss. We are cautiously pleased.
As with all prototypes, there are unknowns. In spite of
the combined knowledge of Troy Ryan and his company,
Offshore Energy, Charles Fitzhardinges Electric Boat
Co., and the building experience of Duck Flat, its still a
bit of a gamble. NOMAD III is a luxurious boat. Shes 34' 9"
long, has a beam of 8' 2" , displaces about 3 tons, and is
set up for very comfortable extended living aboard for
two, plus guests. She has a refrigerator-freezer, evapora*In Australia, household current is 240 volts.
Whats a Watt?
by Troy Ryan
lectric boats are far from new. The difference with

NOMAD III is where the electricity comes from. Most
electric-drive systems rely on power from a shore charger
or an onboard diesel engine. On NOMAD III, at least 80%
of the energy comes directly from the sun. It is collected
by the photovoltaic (PV) solar panels mounted on the
boats cabintop.
Watts Different?
PV cells can only harvest a certain amount of energy from
the sun. There are limitations on the collection area available on a boat. This limits the power available for not
only driving the boat but also for powering onboard appliances. The cure for this issue is efficiency. Ill get back to
this.
By measuring the critical electrical values (volts and
amperes), you can determine how much energy is being
used by the drive motor (or any appliance) against how
much energy the sun is providing. A State of Charge
(SOC) meter gives a percentage figure for SOC of the
batteries (like a fuel gauge) and also tells you how
hard the motor is working versus how quickly the solar is
78
WoodenBoat 185
replenishing. (You dont see a horsepower meter on a

combustion engine very often, now, do you?)
The only other instrument is the speed controller. This
is set up like a conventional throttle and reverse lever.
Whats a Watt?
Engines are usually measured in horsepower (hp), while
electric devices use watts (w). Both are a measure of power.
One horsepower is equal to 750 watts or 0.75 kw.
Therefore, a 9.9-hp outboard can also be described as a
7.5-kw engine. Watts are used in electrical systems because
they relate directly to easily measured quantitiesvolts
and amperes (volts amperes = watts). On NOMAD III
there is a 48-volt battery bank; at normal cruising the
motor draws 30 amps.
Heres how to convert that to horsepower:
48 v 30 amp = 1,440 w or about 1.5 kw or 2 hp (this will
be slightly less at the propeller due to electrical efficiency
losses).
Speaking of Efficiency
That isnt very much powereven compared to a 9.9-hp
outboard. For this reason, efficiency had to be considered at every stage of this boats conception. The design
the boats shape and the layoutis discussed in Roberts
article, and it remains the biggest issue. These are some
of the other things considered:
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ROBERT AYLIFFE
NOMAD IIIs head is located aft, freeing space amidships for

socializing. The boats forward end is a V-berth. The macerator
toilet, like the motor, draws its power from the sun.
tive air conditioning, 240-volt* inversion for a DVD player.

She has fans, radios, a chefs galley, a macerator head,
and a bow thruster, etc. In short, shes loaded with the
convenience of electrical gadgetry. The skeptics, and
sometimes the building team, were worried that science
might not deliver on its promise.
Batteries are of the high-efficiency gel type, which

deliver 94% of the energy they gain from the solar
panels.
A device called a Maximum Power Point Tracker is
used to squeeze every last bit of energy out of the
solar panels.
The drive motor and speed controller are
electrically very efficient at 90%.
The drive belt is a toothed type for minimum drive
friction; you can lose 0.5 kw using a normal fan
belt type of setup.
The propeller shaft is small to reduce energy
required to accelerate it, and the shaft seal is
ceramic rather than a conventional stuffing box.
The propeller is a custom-made plastic 15" unit
spinning quite slowly at 400 rpm.
All appliances chosen for NOMAD III were the most
efficient available. For example, the lighting is LED
and the refrigerator is a low-energy chest-type unit.
When the supply of stored electricity is depleted, a gasoline-powered generator can be started; this will charge
the batteries underway. For NOMAD III, I used a 1-kw
silenced Honda generator. Next time Ill use a 2-kw unit,
During the trials, Troy Ryan was on board with a bank

of Offshore Energy testing gear. Performance and
endurance exceed all expectations. At 3-4 knots on a
sunny Tuesday, it seemed that NOMAD III was using less
power to drive her than the sun was putting in through
the roof-mounted panels. At this speed it would be easily possible to run for 10 hours per day without stopping.
Although such running hours would be rare for any pleasure boat, day in and day out, it is comforting to know
the boat has that capacity. The efficiency is a combination
of Troys sophisticated electronics and an easily-driven
hull shape. Even at full speed the wake is but a feather on
the water.
If the batteries were run down, a small Honda generator stored in an aft locker would get the boat back to
port, and on the Murray its pretty much always possible
to get to shore power within a few hours run.
The boat has now traveled over 300 miles from her
launching site to her new homeport of Renmark. There
were some initial teething problems: for instance, the
motor at first ran too hot; this was cured by better ventilation and by a larger heat sink. NOMAD III now attracts
friends and admirers wherever she goes. Just recently a
big paddle steamer ranged up beside the boat, stopped
her paddles, and glided for a while alongside. The skipper handed the wheel to his mate, cupped his hands, and
which will allow the boat to run at 1.5-kw cruising power

while still putting a little juice into the batteries. These
generators are smaller, cheaper, quieter, and more
fuel-efficient than outboard motors.
In Summary
Solar power = 1.1 kw in
Shore power charger or backup generator = 1 kw
in (next time it will be 2 kw)
Cruising requires 1.5 kw out
Other appliances on average use 0.2 kw out
All of these things combined allow the boat to operate
for four to five hours per day in sunny conditions on an
extended cruise, without using the backup generator. If
the boat is taken out for just the weekend, assuming the
batteries are fully charged and sun conditions moderate, NOMAD III can be operated for eight hours each day.
During the 300-mile journey to Renmark the backup generator was used to supplement the solar panels. It provided about 50% of the total energy for that trip. This
was largely due to the long hours of motoring and the
time constraints for the journey.
Troy Ryan is proprietor of Offshore Energy, a renewable energy company
based near Adelaide, Australia.
July/August 2005
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ROBERT AYLIFFE
NOMAD.xp FINALR1
Ted Dexter, managing director of Duck Flat Wooden Boats, during NOMAD IIIs initial trials. Hes speaking on the phone with
owners John and Gabrielle Francis, telling them their new boat is a success.
said, Weve heard about this boat. After some minutes

of listening he took his hands off the rail, turned his
thumbs up, and called out, Mate, shes perfect !
Owner John Francis says that her quiet running has
had some unexpected results. One hears drive-train and
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WoodenBoat 185
water noises that would normally be overpowered by an

engine; its like a car coasting with the engine off. John
calls them sewing machine noises. The best consequence
is the ability to travel quietly among animals without
alarming them. Most recently John said they got close to
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Troy Ryan holds NOMAD III away from the wreck of the steampowered riverboat LAXTON. Ryan designed the electrical system
for the solar-powered cruiser; his sidebar appears on page 78.
a flock of emus, Australias giant flightless birds, that were

swimming the 500 or so yards across the deep river near
Renmark.
Phil Bolger, from whom the original Mundoo inspiration came, once claimed that the success of a designer
lay with the choices made by good and brave clients as
much as it does with the designers skills. John and
Gabrielle Francis, good and brave clients, have set a new
standard with NOMAD III.
ROBERT AYLIFFE, (BOTH)
Robert Ayliffe founded Duck Flat Wooden Boats, but

now works with yacht designer Bruce Kirby as distributor of the Norwalk Islands Sharpies plans and special products. He runs wooden-boat interest tours from
Australia to the United States. With his wife Ali he sails
his 23'Norwalk Islands Sharpie CHARLIE FISHER as
often as possible between the Australian mainland and
their other home on Kangaroo Island.
NOMAD III at the ramp. A beam of slightly over

8' allows the owners to trailer her themselves.
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July/August 2005
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A rugged, easily made alternative to oarlocks
If you cant use tholes, you have not really learned how to row.
Pete Culler
Text and photographs

by Christopher Cunningham
holepins have been used for centuries. Theyre

often associated with working dories, but they can
be installed on almost any rowing boat. Theyre
inexpensive, adaptable to any size of oar, and easy to
make. They wear well, and I think theyre the most versatile fulcrum you can put on a gunwale. They even float
if they get dropped in the drink. Metal oarlocks are widely
used, but they arent cheap and are scarce these days in
the larger sizes.
In many parts of the world tholepins are still quite
common. In the Mediterranean, nearly all of the small

fishing boats I saw on some recent trips were fitted with
tholepins. Most of them were single tholes and used rope
grommets (WB No. 55, page 114) to hold the oar against
the pin. With the grommets a fisherman can let go of the
oars and theyll stay put while he tends his lines or nets.
For recreational rowing, I think double tholepins are a
more versatile arrangement. With double tholes you can
ship and unship both oars while keeping your hands on
the grips: just rest the oar blade flat on the water and
A simple technique for quickly and accurately tapering hardwood dowels allows us to make (from the right): tholepins, a reamer
for tapering holes in the rails to accept the pins, and the handle for a mallet that well use to set and release the tholepins.
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A 12" disc sander (left)

is the preferred tool for
cutting the tapers, but a
stationary belt sander, set in
the vertical position (below),
also will work. A variablespeed drill spins the dowel,
which is secured to a wrench
socket with masking tape.
lift the grips. Thats more difficult with some oarlocks,

because their horns curve inward over the oars loom.
Double tholepins often have a smaller-diameter pin
in the aft hole. The larger forward pin takes the force of
rowing while the aft one just holds the oar during the
recovery part of the stroke. The aft pin, however, does
need to be strong enough to hold up to stopping the boat
underway, and to backing, but it should be the first thing
to break if youve been looking over the stern too long
and your oar hits a buoy or a piling.
Proper tholepins have tapered lower ends, so they can
be wedged into the tapered holes of the rowing pads and
gunwales. The taper assures both a tight fit and easy
removal. With untapered pins youll get one feature or
the other, but not both. Drive a straight-sided pin into a
tight hole, and its going to stay there. When the wood
swells up its as good as glued. Thats fine for rowing, but
the pins may well get in the way of sailingnobody doing
duty as rail meat can sit thereand its difficult to roll the
boat bottom-up without breaking a pin or splitting
the gunwale. A loose-fitting pin, of course, will rattle in the
hole and widen it.
Getting matching tapers cut in tholepins and their
holes isnt difficult. Once you get the tooling made, it
takes only a few minutes.
The Reamer
The project starts with a reamer to taper the holes.
Reamers are common metalworking tools, but those most
readily available are too small for tholes and those large
enough are prohibitively expensive. It is easy to make one
around the blade of a compass (or keyhole) saw blade.
The taper of the blade is about 5 degrees, the perfect
angle for the job. The widest part of the blade would be
a bit more than 1", and most are 11 8" to 11 4" wide. Stay
away from saws with hardened teeththeyll be difficult
to work with when it comes to filing them flat.
To begin, remove the blade from the handle and clamp
it in a vise, teeth up. File the teeth down a bithalfway
down into the gullet is plentythen file the sides to flatten them; that is, take the remaining set out of the teeth.
With file, grinder, or hacksaw cut the tang end of the
blade away and discard it, then cut the tip off the blade
where it is about 38" to 716" wide. Save the tip.

With the narrow end of the newly christened reamer
blade to your left, bevel the filed surface about 40 degrees,
with the high side farthest from you. Flip the blade and
bevel the back side in the same manner. Youll have two
edges that will cut when the reamer is turned clockwise.
The edges will cut like a cabinet scraper, but they should
only be sharp, and not burnished into a curled edge.
Youll make the blade holder from straight-grained
1" hardwood dowels, the same stock youll use for the
tholepins. (For double tholes youll need 3 4" for the smaller
after pin.) You can use ordinary dowels from the hardware
store, but I prefer white oak dowels. The oak dowels that
you may find at home-improvement centers are often a
mix of both white and red oak. Red will work, but being
more porous it is more prone to rot. It is easy enough to
sort the white from the red: Just take a drag on the end of
the dowel. If you cant draw air, its white oak. If you can
July/August 2005
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A grooved block (above left) ensures that the bandsaw will cut a straight and centered kerf in the reamer body. The cross
section (above right) through the reamer shows the filed-down teeth of the compass (or keyhole) saw blade. Note the beveled
cutting edges as well as the bevel cut in the reamer-body kerf, which provides clearance for cuttings. The tool cuts when turned
clockwise.
draw air, its most likely red oak. If you plan on running
for office, dont inhale.
Cut a 10" length of 1" dowel for the reamer body. A 12"
disc sander is the best tool for cutting the tapers, but a
stationary belt sander will also work if you set it in the
vertical position and use the stop to support a plywood
table.
With the sander switched off, place the reamer blade
on the sander table with one edge against the sanding
belt or disc and, if using a disc sander, with the tip just
shy of the disc center. For a guide, place a block of wood
against the other edge of the blade and clamp it to the
table.
Youll use a variable-speed drill to spin the dowel when
you sand the tapers. A Forstner bit with the same diameter as the doweling taped to it is all it takes. A hex-drive
socket-wrench adapter, paired with a socket of the right
size, also works well. The external diameters of my 34"
and 19mm sockets match the 1" dowel, and the 9 16" and
14mm sockets match the 34" one.
Use masking tape to join the reamer-body dowel to
your adapter. Start the sander and set the dowel on the
table. Start the drill to get it spinning and gently push
the dowel in, bisecting the angle between the fence and the
sander. With the travel of the sander and the spin of
the dowel opposing each other, the taper will cut quickly.
Stop before the dowel crosses the center of the disc. If
you accidentally go too far, the upward-moving side of
the disc will push the dowel up from the table.
The reamer blade will be set in a kerf cut down the
middle of the tapered dowel. Saw the kerf on the bandsaw using a grooved guide, such as a piece of 24 run
twice through the tablesaw with its blade set for a
shallow 45-degree cut. Run the bottom of the groove into
the bandsaw blade a couple of inches to steady it, then
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WoodenBoat 185
place the tapered dowel in the groove and cut the kerf
8" to 1 2" longer than the reamer blade. That extra length
should be less than the width of the blade tip piece you
set aside. Check the fit of the blade. It should be a snug
slip-fit. The blade wont need to be tightly secured in the
kerf because when it is scraping the taper in a hole it will
settle in where it needs to be and cut on both its sides.
You might have to make a couple of passes on the
bandsaw to tune the kerf. The keyhole saw blades tip will
be used as a wedge between the end of the kerf and the
end of the reamer blade to adjust its depth of cut. If the
kerf is too deep, drill a hole and insert a metal pin or nail
to catch the back of the wedge. Bevel the edges of the
kerf on what will be the blades cutting sides to provide
clearance for the wood scrapings.
Drill a hole in the dowel for a tee handle made of 14"
steel rod or its equivalent.
Making Tholes
Cut tholepin stock from the hardwood dowels. For most
boats 9" is a good length, and youll get four pieces from
a 3' dowel. The length of the tapered portion should be
at least 12" longer than the depth of the hole in the rail.
The extra length provides something to tap against when
you need to remove the tholepin. When you have established the right length, you can mark the fence or put a
stop on it to assure a correct and uniform length to the
taper. You can drill a small hole in the tip for a light cord
that will be tied between each pair of tholepins and will
keep them from wandering when not in use. A tug on the
cord will pop them into their respective holes.
Making Holes
To determine the size of the pilot hole required to begin
the taper, measure the depth of the wood though the
5/26/05
10:26 AM
Page 85
tapered hole, sized to accept a

tholepin as a handle, will do the job.
To keep the head from flying off,
ream the small end of the hole slightly
and drive a wedge into a kerf cut in
the small end of the handle.
Rowing
Rowing with tholepins can take some
getting used to. Theyre used with
oars that have long leathers and no
collars. With long leathers you can
slide the oars in or out to change the
leverage to suit the conditions. In
rough going against a headwind or
into a chop, just pull the oars grips
inboard a littleyour hands may
overlap a bitfor a lower gear, more
power and less strain on the arms.
If you are used to rowing with buttoned leathers and conventional oarlocks, the oars will seem to slide in
The reamer makes easy work of matching the hole to the tholepin. Here it tapers the
and out with a will of their own. But
hole for the after pin. The cut-off tip of the saw blade, shoved through the kerf
as soon as you learn to pull the grips
above the cutting blade, controls the depth of cutto increase the depth, push the
through arcs around the tholepins
wider part of the tip farther into the kerf.
(rather than straight back) youll be
all right. Keep the tops of the oar
blades angled slightly toward the bow.
gunwale. There should be at least 2" thickness to provide The resulting downward force will prevent the oars from
a solid bed for the pins. You may have to block in the climbing the forward tholepins. In short order youll be
space between the inwale and the planking to add to able to row without thinking about it, and the oars will
the thickness of the tholepin pad.
be thumping softly against their pins with the lub-dub
Measure down from where the taper begins on the rhythm of a restful heart.
tholepin the distance equal to the depth of the wood at
the gunwale. Measure the diameter of the tholepin at that Christopher Cunningham has been building small boats since 1979.
point, and there you have the size of the pilot hole. If the He makes his home in Seattle, Washington, where he is the editor of
measurement falls between bit sizes, choose the smaller Sea Kayaker magazine.
bit. Bore the holes carefully so that they exit cleanly where
you want them to and not into the planking or inwale.
The distance between the pins will depend on the
diameter of the oars loom and the angle it will sweep
through. Install the forward tholepin first, and then use
your oar to figure out where to place the aft pin so that
the oar wont bind during the longest stroke youre likely
to take.
After the pilot holes are drilled, insert the reamer
and adjust the depth of cut for a good bite that cuts
smoothly. You may have to remove the reamer occasionally to clear compacted shavings. Check your progress
with the appropriate tholepin, and stop reaming when
the start of the taper in the pin is about 14" above the hole
with the tholepin tightly wedged.
You can put clear wood sealer inside the hole to keep
the grain from absorbing water. When that dries, youre
ready to tap in the pins and go rowing.
Youll want to have a mallet aboard for tightening and
releasing the tholepins. A block of hardwood with a
The tholepins extend below the bottom of the rail so they can
be tapped out with a mallet. A cord ties the pins together and
keeps them handy when not in use. Tugging the cord will pop
both pins into their holes.
July/August 2005
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GERTRUDE
and Her Kitchen Rudder
A thrust reverser for a low-powered dory

by Barry Millar
Photographs by Michael Nangreaves
ERTRUDE is an adaptation of an 18'6" Swampscott power dorya boat presented in John

Gardners book Classic Small Craft You Can Build.
She is powered by a 50-year-old engine and was launched
in the summer of 2003 with a conventional rudder. This
was replaced the following winter with a Kitchen rudder
so named for its inventor, John George Kitchen, of
Lancaster, England. Kitchen, an Admiral of the British
Navy, worked on the device with Isaac Henry Storey of
Ambleside, England, and the pair patented their creation
in the United States in 1916and in Britain sometime
before that. GERTRUDEs engine is a 3-horsepower, singlecylinder, two-cycle, hand-start antique built by the St.
Lawrence Engine Company of Brockville, Canada; it is probably one of the last of the one-lungers built by that firm.
This little power plant is directly connected to GERTRUDEs
propeller shaft, with neither clutch nor reverse gear.
86
WoodenBoat 185
The engine-starting process begins with the operator

kneeling facing the flywheel, looking aft. Various valves
and switches are turned on, levers positioned, carburetor adjusted, priming completed, and finally the flywheel
is gripped with both hands and rotated, forcing the piston over top dead center. Then, if the ignition system is
properly adjusted, a spark occurs, and this, if the engine
is in good spirits, causes the fuel-air mixture within the
cylinder to explode. The engine then rotates the propeller at about 400 rpm, moving GERTRUDE forward at
a speed close to 5' each second. The procedure with the
conventional rudder was followed by a frantic leap to
the steering station to avoid collision or grounding.
During my first summer with the boat, launching and
retrieval always required judicious and awkward use of a
paddle at the ramp. For the sake of dignity, a miraculous
intervention was required.
5/25/05
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1.
4.
uring GERTRUDEs first summer afloat, my friend

Murray Miner reminisced about his World War II
service at Shearwater, Nova Scotia; in the process
he spoke of Kitchen gear. By then, Id learned of the
Kitchen rudderone that reverses the thrust of a
propellerfrom Weston Farmers book, From My Old
Boat Shop, in which he describes the Kitchen rudder with
great enthusiasm. It is obvious from the rest of this classic book that he did not have time for wildly impractical
ideas. However, Farmer was exceedingly complimentary
of the Kitchen rudder, embracing it without qualificationwithout having himself ever used one. He wrote,
And yet here and there in marine thinking over the past
hundred years, there have been men who, well grounded
in marine practices at designing or building, have come
up with something of real merit. One of these was the
Kitchen reversing rudder.
The Kitchen rudder uses semicircular clamshell-like
deflectors; moving these, in unison, together or apart
provides variable-speed forward or reverse. A mechanism
3.
2.
5.
Various positions of the clamshellshaped deflectors, and their resulting

maneuvers: (1) full forward speed,
(2) a rapid turn to port, (3) full speed
astern, (4) neutral, and (5) rapid
clockwise rotation.
to control the deflectors was mentioned in the patent as

necessary, but not described in a level of detail useful for
a small boat like GERTRUDE.
Improvement patents were granted both to Admiral
Kitchen and to others after the original 1916 U.S. patent
issue. These focused on two broad areas: one to improve
reversing efficiency, and the other to provide the means
of operating the clamshells. However, in all cases the
means of operation was intended for a helmsperson in a
wheelhouse rather than for a coxswain in an open boat.
Murray Miner, when recalling the Kitchen gear of his war
years, said the coxswain manipulated the tiller and rudder as a single unit. Weston Farmer likewise described
and sketched a hand-cranked mechanism operated from
the end of a tiller. This was the device I chose for operating GERTRUDEs Kitchen rudder, and it is without
question the best choice for an open boat as it affords
the helmsperson seamless control of his boat.
The Kitchen system allows the engine to operate at a
constant speed and constant load when maneuvering.
July/August 2005
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GERTRUDE's 3-hp, single-cylinder engine is started by

gripping the 12"-diameter flywheel with both hands and
turning the piston past top dead center.
Excerpts from an article published in The Rudder in

January 1921 provide a comparable testimonial:
Conventional reverse gearing requires that the engine

be unloaded before shifting gears. Then the engine speed
is increased gradually to move the boat; often this cycle
must be carried out several times during a single maneuver, with actions that are individual and disjointed. The
Kitchen rudder provides a unique advantage with its seamless and harmonious manipulation. (This seamless maneuverability was probably not contemplated by the inventors,
who appeared to be seeking only a way to move a boat in
reverse.)
I stopped the conversation in mid-sentence to ask
Murray to elaborate on his Kitchen gear experience.
Here, possibly, were the only two people on the planet
engaged at that moment in a conversation about this neardormant bit of technology; one had a 60-year-old direct
experience, the other a current need.
Murray recalled that there were two open boats at
Shearwaterboth equipped with Kitchen gear, both
highly maneuverable. Weston Farmer had described how
well a British-built Vosper gig equipped with a Kitchen
rudder could be maneuvered. That was, perhaps, the reason for the Canadian Navys use of similar craft.
The rudders patent notes that the devices creators
have invented certain new and useful Improvements in
Means for Reversing Screw Propelled Boatswithout
reducing the speed of or reversing the propellers. It is
interesting to note that the original invention was limited to providing reverse, while subsequent patents
described devices that improve maneuverability, too.
GERTRUDE s Kitchen rudder likewise demonstrates
superior maneuverability when compared to the reverse
gearing commonly used today.
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WoodenBoat 185
The first boat to be equipped in this country is the

power cruiser, Violet, of Bridgeport. This boat is 38 feet
long and 10 feet in breadth, with a draught of 3 feet 4
inches. The engine is an Automatic tractor machine of
22 h.p. directly connected to the propeller shaft. As soon
as the engine is started the shaft and wheel begin to turn
and the entire manoeuvring of the boat, ahead, astern,
or from side to side, is done with the rudder.
The tests were made in the East River off the New York
Navy Yard on November 18th.
The boat was started at full speed; about 12 miles an
hour, and when she had full headway the rudders were
brought together and the boat stopped in less than her
own length. During the stoppage of the boat there was
no apparent strain or vibration. With the engine running
full speed the boat was stopped in the current and held
stationary by obtaining the proper amount of opening
in the blades. It was also demonstrated that the boat, when
standing still, could be made to turn about on her own
axis very rapidly.
The average astern speed taken from trialswas 4 1 2
miles an hour.
By var ying the opening of the blades the boat
manoeuvred at speeds of only a fraction of a knot.
The patent, now expired, was a rich source of information to me when I prepared detailed drawings for all
the parts required for construction of a Kitchen rudder.
Joe Crowe, who lives close by, is a machinist of extraordinary skill. Joes friend and associate, Scotty Dickie, is
an artist when forming and welding stainless-steel sheet
material. During the winter months, this team designed,
manufactured, and installed GERTRUDEs Kitchen rudder
for the 2004 summer season.
It requires practice to be able to manipulate the rudder effectively. GERTRUDEs Kitchen rudder is moved
from full forward to full reverse by rotating the hand
crank seven turns. Because of the precision built into the
mechanism and the power provided by the screw, this can
be accomplished within three seconds. The first five turns
from full open results in a gradual decrease in forward
boat speed. Tiller movement is normalthat is, moving
the tiller to port results in the boat turning to starboard,
etc. From about turn five to turn six, the boats response
to tiller movement is transitional, and requires skilled
manipulation to hold course. At six turns, boat movement ceases. This is, effectively, neutral gearand the
correct position for starting the engine. The Kitchen rudders control is very precise: When the boat is at a dock
with the engine running and the Kitchen rudder at its
neutral setting, the docklines are slack. Adjusting the
rudder as little as a quarter turn in either direction results
in tension on the docklines.
When the clamshells are fully closed at seven turns of
the hand wheel, GERTRUDE moves slowly in reverse. The
tiller becomes very sensitive and, as with a conventional
5/25/05
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The author devised a

hand-crank mechanism
to operate the Kitchen
rudder's pair of deflectors.
Spinning the crank on the
end of the tiller results
in counter-rotation of
the concentric tubes that
compose the rudderpost.
The deflectors are fixed
to these tubes.
ROBERT LAPOINTE
performance of a Kitchen rudder. GERTRUDE is a dory

with part of her transom submerged; to some extent this
resists reverse movement. Additionally, when GERTRUDE
is lightly loadedsay, with one or two people aboard
the top of her Kitchen rudder is at the waters surface
and the full benefit of reversed water flow is not available.
Reverse movement is adequate for powering away from
a dock but is not equal to the 37 percent of forward speed
reported by Weston Farmer. As expected, reverse improves
as the boat is more fully loaded.
GERTRUDEs top forward speed is 512 knots at 850 rpm
and represents a speed-length ratio of 1.4 based on her
LWL of 1512'. This is an acceptable speed for a displacement hull and suggests that increasing power would not
significantly increase hull speed. Top speed is the same
with conventional rudder or with Kitchen rudder. But
the great speed benefit is at the low end: Using the
conventional rudder, minimum speed is 3 1 2 knots,
whereas with her Kitchen rudder minimum speed is
less than 1 knot.
rudder, operates in the opposite direction from when

moving forward. Fifteen degrees of tiller movement with
the clamshells closed causes the boat to pivot through
360 degrees in about 10 seconds. Rapid closure from full
open to full closed causes an abrupt stop. Closing the
rudder by five turns from full open results in very slow
for ward speedless than 1 knot, compared to fullfor ward speed of 51 2 knots. Sideways movement of the
stern is possible, although it is not comparable to side
thrusters.
The underwater shape of a boat would influence the
ow, with full control over speed and direction,

GERTRUDEs launching procedure at the local
launch ramp is elegantand accomplished without a paddle. It starts upon arrival with a gathering of
locals who either stare in silence at the Kitchen rudder
or perhaps suggest that they have not ever seen one of
these. GERTRUDE is backed down the ramp, released, and
tied to the jetty with both bow and stern lines. Valves
and switches are set, rudder is adjusted at a three-quarters
turn open, engine is primed and started in forward direction. Because the rudder is close to the waters surface,
much frothing and splashing is evident and only serves
to solicit concerned comment from the gallery.
GERTRUDE, on the other hand, sits motionless at dockside. Her now-skilled coxswain quietly climbs onto the
jetty and without haste unties both docklines, then climbs
into the steering station and closes the clamshells.
GERTRUDE moves backward until clear of the launch
area, spins 180 degrees, and then gently moves forward.
If, by chance, the spectator gallery is full, GERTRUDE
then performs a 360-degree rotation on the spot, lifts
her bow with pride, and powers out to sea at full
5 1 2 knots.
Barry Millar lives in Canada in Port Colborne on the north shore of
Lake Erie. He continues to research the Kitchen rudder and continues
to improve his operating skills as a result of much practice.
July/August 2005
89
Designs185.xp 5/20/05 10:30 AM Page 90
DESIGNS
THE FRIDAY HARBOR FERRY

A different sort of performance
Particulars
LOA
LWL
Beam
Draft
Displ
Power
34' 8"
32' 9"
14' 8"
3' 0"
26,000 lbs
35-hp diesel
JAY R. BENFORD/S.E. BOWEN
Design by
Jay R. Benford
Commentary by
Robert W. Stephens
egular readers of this column are accustomed to

hearing me invoke various arcane ratios, such as displacement/length and sail area/wetted surface, as
an attempt to describe in hard numbers the fluid magic of
a well-designed hull slipping through the water. The ratios
are one way to get at the elusive characteristic that we name
performance.
To be truly fair, when we evaluate a boats performance,
we should keep the boats intended mission in mind and
examine how well it satisfies the requirements of that mission. A family daysailer, for example, no matter how well
she sails, should be considered a poor-performing boat
if she lacks sufficient room to accommodate several people
in her cockpit in reasonable comfort. By and large, however,
we ignore this fine point; when we talk about a boats performance, we mean the speed, ease, and efficiency with which
she moves through the water. A good performer is a boat
thats speedy, dry, and seakindly; any boat that doesnt
exemplify these attributes is, to a greater or lesser extent,
a dog.
As his work has so often done over the last three decades,
Jay Benford has given us a new way to look at a conventional
wisdom: with his line of Friday Harbor Ferries he shows us
90
WoodenBoat 185
high-performance craft that achieve their greatest success

when not underway at all.
Through the years, Benford has filled out the line to
include boats from 20' to 60' in length; common denominators are shallow draft, generous beam, extensive superstructure, and a broad resemblance to the passenger ferries
and steamboats once common in the harbors and estuaries
along both coasts of this country. Within this vernacular,
Benford has created boats that are easily driven, stable,
and economical to build and operate; but most important
to fulfilling their mission is not their ability when underway
but their tremendous available interior volume, which is best
utilized at rest.
Well take a close look at the 34' Friday Harbor Ferry; she
falls near the middle of the line in overall length. At 13'4"
beam, shes big enough to provide levels of comfort truly
staggering to those of us whose thinking remains locked
within more conventional hull forms, but small enough for
the amateur builder to realistically consider taking on without putting day job, fortune, home, and marriage seriously
at risk. Noteworthy is the fact that Benford has listed on the
various arrangement plans the number of square feet of living space enclosed within the lower and upper decks; the
The Friday Harbor Ferry offers better space than many shoreside cottages, and it provides the option of a moveable view.
totals of 420 to 520 sq ft compare favorably with many landbased vacation cottages. Benford has drawn a wide, shallow, nearly flat-bottomed hull, with great initial stability, and
he set a dead-flat deck upon it at waterline level; the lower
deck uses the full width of the generous beam. A close study
of the layout is more like looking at an architectural drawing. Rooms (it doesnt seem right to call them cabins) of
household dimensions are possible within the nearly vertical...topsides? Cabin sides? Walls?
In the most home-like layout, the living/dining room is
about 11' by 13', and includes a sofa-bed to serve as guest
room, and three doors to the outside: one to a small back

porch, and one opening to each side. These side doors will
provide step-aboard convenience when the boat is tied alongside a floating dock at a marina, or reasonably comfortable
access from a dinghy. Were I to anticipate spending many
nights on the hook or mooring, Id be tempted to build a
4' by 8' float that I could secure alongside for dinghy access,
and hoist to the boat deck when not in use.
The kitchen is as roomy as in many apartments; the only
sacrifice is the loss of the (usually nasty) storage space under
the sink, which is preempted by a 35-hp diesel engine to
July/August 2005
91
DESIGNS
The wide, shallow hull possesses great initial stability.

Construction is straightforward.
Downstairs, the section at Station 6 shows the washer/dryer

and kitchen. Upstairs, we see the master bedroom. Station 9
cuts through the living/dining room.
provide the motive power when its time for a change of

scenery. The bathroom encloses all the essentials, including
a washer/dryer, and two identical bedrooms will prevent
siblings squabbling over whose room is the nicest. Each room
opens to the front porch, which will provide a fine view of
the twists and turns of the Intracoastal Waterway or the
Inside Passage.
The only element of this interior that seems more like a
boat than a city apartment is the steep companionway to
the pilothouse and master bedroom on the second floor...I
mean, the upper deck. With ample room, a panoramic view,
and a veritable widows walk of outdoor space, this would be
a glorious place to spend nearly any season.
The fact that this boat achieves aesthetic success while
thousands of mass-produced houseboats of similar function
and proportion do not is due to Benfords practiced eye and
skilled pencil. He has proven his ability to bend traditional
forms to unconventional ends in hundreds of other inspired
designs, while maintaining a lovable bounce in the sheerlines and superstructures. Here he has given us a sheer that
serves no functional or structural purpose, but is crucial to
the aesthetic success of the boat. The strong, springy sheer
draws the eye away from the large, flat expanse of superstructure, and gives whats essentially a floating box an
undeniable boat-like charm.
The hull is about as simple to build as a floating box, as
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WoodenBoat 185
well, but shows considerable sophistication in the shapes

coaxed into the plywood skin. While the sheerline is symmetrical in both plan view and profilea must to call up the
ferry allusionthe chine shows a hull thats clearly designed
to go in one direction. Though bluff, the bow includes enough
lift to the buttocks to allow chop to break under her chin,
rather than blowing up over her nose and onto the front
porch, while the run is flat and straight enough to preclude
squatting, forming a shape below the chine thats quite reminiscent of the ducktail bustles seen on her larger cousins,
the Trumpy houseboats of the early 20th century.
Construction is straightforward and economical. All the
hull structure is below the cabin sole, which performs an
important function as the top of a box-beam section.
Transverse floors of light plywood define the shape of the
bottom and topsides and support longitudinal framing that
in turn supports the plywood planking. At a total thickness
of 3 4", the planking is none too thick for a craft displacing
better than 26,000 lbs, but the stringers help provide insurance against holing, as does the shallow draft (combined
with careful navigation). The cabin sides threaten little
more complexity than studding up a cottage. Were I to
contemplate building her, Id be starting to dream up some
trim detail that would let me retain Benfords delightful archtopped window openings while installing stock modern
double-hung windows from the building supply store
easier said than done, as closer inspection shows that the sills
include a subtle but essential sweep.
In addition to this boats residential promise, Benford
has foreseen other possibilities for the combination of
economical space and delightful surroundings that such a
structure can offer. In fact, one of the possibilities he presents looks blatantly autobiographical: Hes provided a
charming interior layout that features a fully equipped design
office and sleeping rooms downstairs, with living spaces
above. Imagine being able to take your entire workplace with
you in search of inspiration.
Bob Stephens designs and builds boats at Brooklin Boat Yard,
Brooklin, Maine.
Plans from Benford Design Group, 605 S. Talbot St., St. Michaels, MD
21663; 4107453235; <www.benford.us>.
WB185Pgs25,28,93.xp.r1
5/25/05
8:11 AM
Page 93
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Simply better.
that is applauded and envied.

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CAPTAINS 1015 and E-Z Care

Woods most envied finishes.
Launchings185.xp FINAL.r1
5/25/05
10:35 AM
Page 94
LAUNCHINGS
Edited by Mike OBrien
AboveGreg Chaplin purchased Pat Spurlocks plans for a 23'

fantail steam launch from Elliott Bay Steam Launch Company.
He built the plank-on-frame hull of cypress on oak, with liberal
use of mahogany for decks and interior. Instead of installing a
steam engine, Greg hid a four-stroke outboard in a well. The
striking ANAWA cruises on Lake Chippewa in Ohio. Plans from
the designer at 6744 S.E. 36th Ave., Portland, OR 97202. You can
reach the happy builder at 503 Shorefield Dr., Chippewa Lake,
OH 44215.
AboveMark Reuten built this dory to Iain

Oughtreds Amberjack design. He planked the
glued-lapstrake hull with okoume plywood and made
the oars of Sitka spruce. Owner Allison Banks rows
her 16' dory in Glacier Bay National Park and the
adjacent waters of Icy Strait and Cross Sound in
southeastern Alaska. Mark does business as Nomad
Boatbuilding, 5576 Fleming St., Vancouver, BC, V5P
3G2, Canada. Plans from The WoodenBoat Store,
8002737447. You can reach Iain at Struan Cottage,
Bernisdale, Isle of Skye, IV51 9NS, Scotland.
AboveKen Bassett designed the 14' 9" Rascal outboard runabout to stir
memories of classic mahogany speedsters from the early 20th century.
That it doesbut it offers lighter weight, and simpler mechanicals. Art
Bergstrom and his son, Steven, made a nice job of building this one,
which they named MISS JODI. Plans from The WoodenBoat Store,
8002737447.
LeftTracey Lesser
assembled this fine 16LT
kayak from a kit supplied by
Waters Dancing. The multichined hull went together
stitch-and-glue fashion with
okoume plywood and
fiberglass. Tracey paddles
her kayak in the waters off
Portsmouth, New Hampshire,
and she has high praise for
its performance. Contact
Waters Dancing, 6316 106th
St., Edmonton, AB, T6H 2
V3, Canada.
TRACEY LESSER
94
ARTHUR BERGSTROM
ALLISON BANKS
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) boats 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 past year); (8) brief description of
construction or restoration.
GREG CHAPLIN
WoodenBoat 185
5/25/05
12:35 PM
Page 95
DOUG HYLAN
JOE STEPH
AboveDoug Hylan designed and built MARSH HEN for a fellow who plans
to carry three kayaks to secluded creeks and marshes along the Georgia
and Carolina coasts. He sheathed the hull sides with sheets of 12" plywood
and did the bottom with two layers of 3 8" plywood planks laid diagonally.
Pushed by a 90-hp Evinrude outboard, which works in a covered well, the
slippery kayak carrier moves easily to 20 knots if not too many people are
aboard. D.N. Hylan & Associates, P.O. Box 58, Brooklin, ME 04616.
SCOTT WHARTON
AboveJoe Steph built this 14' 6" Sonatina Scow to a

design by Chris Koper. The hull is of 5mm okoume plywood sheathed with Xynole polyester cloth set in epoxy
and trimmed with mahogany. RAGTIME JOE lives on the
Peace River and sails the Charlotte HarborGulf Island
area of southwest Florida. Plans from Sea K Designs, No.
243265 S. Millway, Mississauga, ON, L5L 2R3, Canada.
AboveSteve Redmond drew the elegant 15' 7" Whisp skiff more
than two decades ago. Scott Wharton has built this one for rowing along the western shore of Mount Desert Island, Maine. He
got the hulls glued-lapstrake sides and the bottom from 6mm
okoume plywood. The transom and frames are of mahogany.
Scott does business as Bluewater Boats, Seal Cove, ME 04674.
Plans from the designer at 4640 Guilford Center Rd.,
Brattleboro, VT 05301.
J.R. PINTO
BelowRandy Colker began working on this Joel Whitedesigned

11' 2" Shellback Dinghy while attending Larry Murrays class here at
WoodenBoat School. Upon returning home to Virginia, he completed
the glued-lapstrake dinghy and now sails it along the Poquoson River
on the lower western shore of the Chesapeake. Plans from The
WoodenBoat Store, 8002737447.
RANDY COLKER
AboveA friend gave Julien Pinto a copy of Richard Kolins

Traditional Boatbuilding Made Easy (WoodenBoat Books,
1996), and Julien set about building the 12' Heidi skiff
described on its pages. As you can see, the boat turned out
fine; and Julien, a cabinetmaker by trade, has opened his
own boatshop: Sailcrafts, S7, 2nd Floor, Sanzgiri Arcade,
Colva, Salcette-Goa 403 708, India. Rich Kolins book is
available from The WoodenBoat Store, 8002737447.
July/August 2005
95
5/25/05
12:35 PM
Page 96
JIM SCHADLICK
F.H. RUSSELL
LAUNCHINGS
AboveFrank Russell designed and built this picnic barge.

He sheathed the hulls bottom with 34" plywood; sides and decks
are 12" of the same. Propelled by a 30-hp outboard motor, the
19' 9' 5" DANSKE KONGE can carry up to 10 passengers at
speeds of 10 to 12 knots. Frank saves the squaresail for running
downwind. He describes the results of his efforts as: Fun, stable,
safe, and cheap to build. Write to him at 4738 Lake St., Bridport,
VT 05734.
MIKE HANSEN
AboveWorking to drawings and instructions in Building the

Greenland Kayak by Christopher Cunningham (Ragged
Mountain Press, 2003), Jim Schadlick of Oxford, Michigan,
built himself this fine 17' 6" 24" skin-on-frame kayak. The
skin consists of Dacron cloth; the skeleton is made from white
pine (for rails, chines, and keelson) and oak (for frames and
coaming). Jim employed artificial sinew lashing and oak pegs
to fasten the frameno screws and no glue. You can obtain
Chris Cunninghams book from The WoodenBoat Store,
8002737447.
AboveDave Wagner made good use of 750 hours

spare time and built this 15' 2" pocket cruiser to Sam
Devlins plans for Nancys China. The little sloops
stitch-and-glue construction came naturally to Dave,
as he had previously built a Chesapeake Light Craft
kayak. Plans from Devlin Designing Boatbuilders,
2424 Gravelly Beach Loop NW, Olympia, WA 98502.
You can write to Dave at 318 Morning Glory Trail,
Powder Springs, GA 30127.
96
WoodenBoat 185
HERB DAVIS
DAVE WAGNER
AboveCanadian builder Mike Hansen tells us, Summer is short up

here. So he added a pilothouse to Karl Stambaughs Redwing 18 design.
Powered by a 15-hp Evinrude, Mikes new outboard cruiser travels the
lakes and rivers of the Ottawa Valley at a comfortable 6 knots. Plans for
the stock Redwing from The WoodenBoat Store, 8002737447. You can
reach the builder at P.O. Box 58, Douglas, ON, K0J 1S0, Canada, and the
designer at 794 Creek View Rd., Severna Park, MD 21146.
AboveVolunteers at the Deltaville (Virginia) Maritime Museum built this

16' South Jersey surfboat to plans drawn by Jim Thimsen. Led by Steve
Smith, the building crew planked APPRENTICE with juniper on bent-oak
frames. The Virginia Maritime Heritage Foundation had commissioned the
new pulling boat as a tender for the recently launched pilot schooner
VIRGINIA (WB No. 184, page 104). For more information, contact Steve
Smith, Deltaville Maritime Museum, P.O. Box 466, Deltaville, VA 23043.
5/25/05
12:36 PM
Page 97
...AND RELAUNCHINGS
MOORES MARINE
Below FUN, a 26' 6" Quarter Tonner, was built for Laurie
Davidson in New Zealand in the 1970s. At the turn of the
century, Patrick Kohlman bought the boat and updated it.
As built, the cold-molded sloop had a centerboard, a spade
rudder, and lead bricks in the bilge. Patrick installed a
retractable IMS-style carbon-fiber keel, a removable outboard rudder with anti-cavitation plate, a carbon-fiber
mast and is now working on sail development. His efforts
have given old FUN 25% more righting moment and 20%
more sail area. Patrick expects an exciting ride. You can
reach him at P.O. Box 907, El Granada, CA 94018.
PATRICK KOHLMAN
AboveThe crew at Moores Marine survived two hurricanes and

numerous power outages during the structural refit of EMMA,
William Jenkinss 1962 Trumpy motoryacht. The 58-footer is
shown here during sea trials after completion of the four-month
project. Moores must know the type well, as this is the twentieth
Trumpy they have restored or substantially repaired. Youll find
them at 1410 Avenue E, Riviera Beach, FL 33404.
MARK THOMPSON
RightIn 1949, at Killarney, Ontario,

Reg Lowe built GENEVIEVE for his
brother. Pete Lowe skippered the
rugged 45' workboat for 51 years
fishing, hauling freight and
passengers, and taking on all sorts
of waterfront chores. Now Mark
Thompson and Barry Hague have
rebuilt the old workhorse and
others of its type. They offer the
boats for private charter on
Grand Traverse Bay, Michigan.
Classic Workboats, 10881
S. Orchard, Traverse City,
MI 49684.
Hints for taking good photos of your boat:

1. Use 35mm slide film. (If you use a digital camera, shoot at the highest
resolution and largest size possible. Send an unretouched electronic file and a
print.)
2. Clean the boat. Stow fenders and extraneous gear below. Properly ship or stow
oars, and give the sails a good harbor furl if youre at anchor.
3. Schedule the photo session for early, or late, in the day to take advantage of lowangle sunlight. Avoid shooting at high noon and on overcast days.
JOHN L. STEFANO
4. Be certain that the horizon appears level in your viewfinder.

5. Keep the background simple and/or scenic. On a flat page, objects in the
middle distance can appear to become part of your boat. Take care that it doesnt
sprout trees, flagpoles, smokestacks, or additional masts and crew members.
Above John Stefano, with help from Paul Coccia,

rebuilt his 1956 Lyman runabout. The old 16-footer
needed new rails, decks, several frames, and more. After
the work had been completed, John clamped a 25-hp
four-stroke Mercury outboard to the transom. LIL
FRANKIE now runs around the upper Chesapeake at
about 23 knots. Contact John at 107 Montana Dr.,
Chadds Ford, PA 19317.
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 workit affirms the vitality of the wooden boat community.
Unfortunately, a lack of space prevents our publishing all the material submitted. If you
wish to have your photos returned, please include appropriate postage.
You can find more launchings, old and new, online at <www.woodenboat.com>.
Click on My Wooden Boat.
July/August 2005
97
WB185Pgs98,103Fract.xp.r1 5/25/05 7:40 AM Page 98
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253-680-7439 or 7410
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1981
2005
ALL ALUMNI, along with past

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invited to our Brooklin, Maine
campus to celebrate our anniversary.
Come join us July 21 24, 2005
for plenty of good memories,
messing about in boats, live music,
speakers, presentations, great food,
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Please contact the school office
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WoodenBoat School
Box 78 * Brooklin, ME 04616
207-359-4651
school@woodenboat.com
98
WoodenBoat 185
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REVIEW185.xp 02.r1 5/26/05 10:05 AM Page 99
REVIEW
PRODUCTS BOOKS VIDEOS STUFF
Classic Boats
of the Thousand
Islands
Classic Boats of the Thousand Islands, by Anthony Mollica,
Jr., and George Fischer. The Boston Mills Press, Ontario,
Canada. Distributed by Firefly Books, Ltd. 160 pp., $39.95.
by Bill Swanson
he moment they slip their dock lines, some sailors

cant wait to get to the open sea and out of sight of
land. Other boaters (and I confess Im one) have a
marked preference for coasts and shorelines, the intersection of sea and land. (To be sure, we prefer to be on
the seaward side looking in toward the shore, but the
point remains.)
There is a smaller subset of us coasties who have a
thing for islands (fair disclosure: again, Im one). Big
islands, little islands, tropical islands with only two palm
trees and a washed-up rum bottle containing a Help,
Im marooned message (per a thousand New Yorker cartoons); Islands in the Stream; craggy limestone outcroppings spattered with lichen and bird droppings; New
England summer vacation islands with ferry landings and
cottages rented to Jennifer ONeill and Whitaker Walt;
treasure islands with Jim Hawkins, Long John Silver and
giant Xs marking spots, or even long-lost islands peopled
by Crusoe, Friday, Tom Hanks and Wilson, Evangeline
Lilly and Hurley, or the gang from Lord of the Flies. No
man is an island, but (almost) everyone craves one.
Islands almost always mean boats, of course, and what
better place to slake both obsessions than the Thousand

Islands. That first 50-mile stretch at the mouth of the St.
Lawrence River draining the Great Lakes is clogged with
some 1,800 islands that separate, or more likely unite,
New York with Canada. This is one of the worlds most
beautiful cruising grounds, and not surprisingly is home
to some of the worlds most beautiful boats. Many of these
are wonderfully shown in Classic Boats of the Thousand
Islands, written by Anthony Mollica, Jr., with color photographs by George Fischer. Many readers will be familiar with Tony Mollica, long a bastion of the Antique and
Classic Boat Society as well as a patriarch of the worldrenowned Antique Boat Museum at Clayton, New York.
When hes not busy bastioning and patriarching, he doubles (or triples) as a regional historian and has written
books on boats built by Dodge, Chris-Craft, and Gar
Wood, and on runabouts in general. He and Fischer have
also previously teamed up to produce the recent classic
Castles & Cottages: River Retreats of the Thousand Islands.
For his part, Fischer has produced photos for works on
classic cars and on lighthouses and islands, among
July/August 2005
99
WOODENBOAT REVIEW
(207) 236-3561 www.gambellandhunter.com
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Visit our factory store at 20 Water St.

Orono, Maine 04473 207-866-4867
100
WoodenBoat 185
other things maritime. Between them, they lack not for

credentials.
Classic Boats of the Thousand Islands highlights 47 boats,
beautifully photographed in their natural habitats and
usually near or in front of their owners homes scattered
among the Thousand Islands. The boats range from the
25' 1885 Charles Seabury steam launch ARIEL to RULETTE
VIII, a 1969 32' Bertram express cruiser (and the only
one of the 47 in this book constructed from the F-word;
the rest are built as God and Nature intended). The mixture is reasonably diverse, with a number of boats built
locally (including the famous and indigenous St. Lawrence
skiff) by single individuals or companies such as the worthies L.E. Fry, Fitzgerald & Lee, or Hutchinson Boat
Works; and a somewhat larger number of imports, including boats by Chris-Craft, Hacker (and modern Hacker
reproductions), Gar Wood, Viking, Lyman, and Hubert
Johnson, and one or two reproductions by the well-known
Turcotte brothers. Theres even a neat Old Town canoe
and a WW I harbor launch built by Consolidated and still
adorned in her original Navy gray paint scheme.
The majority of boats are runabouts and open boats,
but even within this category the field varies from double- and triple-cockpit barrelbacks to post-Depression
and post-WW II utility boats, flat-out racing boats like
BABY GAR V, fishing launches and guideboats, and sportsman models. Among the bigger boats are the commuters
and cruisers of the between-the-wars golden era of
powerboating. That said, one would suppose these kinds
of boats were built there or imported into the Thousand
Islands region primarily as means of transportation, a
way to get from the mainland out to the summer cottage
on an island, and back again. Yet you hardly have to glance
at these boats to understand theres a lot more going on
here than mere rude transportation; ferryboats these are
not, any more than the summer cottages and bungalows
(read: mansions and castles) on the islands are simply
weekend second homes. Of course were talking Money
and Old Money, but thats not the point. Were really talking about appreciation for craftsmanship, for tradition,
for style, for elegance.
At first I was a bit put off because Mollica describes
the boats well enough but omits all reference to their
present owners, and pays little or no attention to many
of the island locations and homes used as backdrops; I
suppose this is my Information Age mentality and hardcore desire for the who-what-why-where-and-when.
Presumably, many of the owners are themselves shown
in the photographs operating their own boats, and I suffer from the newspapermans insistence on having all
the relevant information in the captions. Names, dammit,
give me names and addresses! But after a couple of pages
I began to relax, and even develop some appreciation for
Mollicas sense of propriety and privacy in protecting the
people who generously allowed their boats (and homes
and selves) to be photographed. The whole point of these
boats, these homes, and this book is to escape the
Information Age. Escape is what islands themselves are
all about, and it is why we love them.
Bill Swanson is a Maryland-based writer and editor. He studied yacht
design through the Westlawn program, and is writing a four-volume
history of Elco.
WOODENBOAT REVIEW
Peapods of the
Maine Coast
Peapods of the Maine
Coast. An interactive
DVD, by Juliet Bennett.
Available from: Curator, Penobscot Marine
Museum, 5 Church St.,
P.O. Box 498, Searsport, ME 04974; <www.
penobscotmarinemu
seum. org>. 85 minutes,
$20.00.
by Greg Rssel
efore the ubiquitous and familiar powered Maine

lobster boat came the peapod. These able, seagoing
double-enders were once everywhere on the Maine coast.
While the jury is still out as to when exactly the peapod
was developed, many believe its origin hails from Maines
Penobscot Bay in the mid to late 19th century. The design
made for a nimble craft that could easily work around
ledges and shallow waters. Fishermen could row them
pushing or pulling, sitting or standing, and their stability and carrying capacity made them a natural for the
lobstering industry. The boat and the people who built
and used them make for an important piece of the rich
tapestry of Maine coastal tradition. Its a great story and
one that needs to be told.
Far too often, however, academic histories of a given
boat design and the people associated with it are written
in the past tense. The stories are told only after the vessels are found moldering in museums and bone yards,
and folks with firsthand knowledge are dead and gone.
Fortunately, this is not the case with the peapod. Although
the vessels are no longer regularly used for lobstering,
some of those who remember using them commercially
are still hale and hardy. And, like the Friendship sloop,
the peapod has evolved into a pleasure craft, giving it a
second chance on the maritime stage. The boat is still
being commercially built, not only in the traditional
manner of carvel, lapstrake, and strip, but also in the
stitch-and-glue plywood technique.
Often, the best historical accounts are compiled by
someone who has the prescience to recognize when something is on the cusp of crossing from common lore about
old stuff to important historical documentation. Such is
the case with Peapods of the Maine Coast, a DVD produced
by Juliet Bennett.
Bennett developed an interest in this boat type while
building a Matinicus Island peapod during her two-year
apprenticeship in wooden boat building at The Apprenticeshop of Rockland. Drawing on her past experience
in oral history and video production, she began work on
a unique approach to maritime history: the DVD. The
interactive DVD is a different beast from the written
word, audio recording, or even straight video that generally attempts to tell a story in a linear fashion. This
WOODEN BOATS? YES!

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Carl Albert
John Alden
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Colin Archer
John Atkin
Benford
Besotes
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Brownell
Burger
W. Starling Burgess
William Burgess
Butler
Casey
Century
Chapelle
Cheoy Lee
Chris-Craft
Colonial
Concordia Co.
Consolidated
Correct-Craft
S. Crocker
Crosby
B.B. Crowninshield
Dawn
Derektor
Dickerson
Ditchburn
Dodge
Dunphy
Egg Harbor
ELCO
Eldredge-McGinnis
Fay & Bowen
Feadship
Fife
Gamage
William Gardner
Gardner
Gar Wood
Laurent Giles
Thomas C. Gilmer
Goudy & Stevens
Grady White
Grand Craft
Grand Banks
Greavette
John Hacker
William Hand
Hanna
L. Francis Herreshoff
Nat Herreshoff
Lyle Hess
Higgins
Hinckley
Hodgdon Bros.
Hood
Huckins
C. Raymond Hunt
Hubert Johnson
Morton Johnson
Palmer Johnson
Kettenburg
Knutson
Lawley
Luders
Luhr's
Paul Luke
Lyman
MacKenzie
Mason
Matthews
E. Monk
Moody
Morse
Murphy
Aage Nielsen
Nevins
Old Town
Olsen
George Owen
Ownes
Pacemaker
F. Paine
Pembroke
Penbo
Penn Yann
Murray Peterson
Post
Nick Potter
Phil Rhodes
Rice Bros.
Richardson
Riva
Arthur Robb
Rybovich
Shepherd
Shields
Edwin Shock, Jr.
Skiff-Craft
Slickcraft
Sparkman & Stephens
George Stadel
Olin Stephens
Sweisguth
Thompson
Tollycraft
Bill Tripp
Trojan
Trumpy
Ulrichsen
Viking
Walsteds
Wink Warner
Watson
Wheeler
Wittholz
Fenwick Williams
WE INSURE IT!
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July/August 2005
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WOODENBOAT REVIEW
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For complete information, please call Jim Cassidy at

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102
WoodenBoat 185
newer technology allows for the compilation of captured

interviews, snippets, and vignettes of information that
can be viewed in a linear fashion or sampled and assembled in any order the viewer wishes. This is similar to a
reference book that you can easily read all the way through
or flip back the pages to reread a sectionor skip ahead
to a new topic or chapter.
So, in any sequence you wish, you can watch
Dynamite Payson explain how his Sweet Pea peapods
are built. Then, you can have Frank Junior Day describe
his traditional carvel boats, built to lines by his brother
Arno Day. Next, Brion Rieff demonstrates lapstrake planking techniques, Doug Hylan introduces you to his stitchand-glue Beach Pea design, and Jimmy Steele follows up
with a tour of his shop of innovation and invention. Woven
into the fabric of technology is the history. Ben Fuller
offers a good background on the peapod while, elsewhere, people reminisce in the first personsuch as when
97-year-old Una Ames of Rockport speaks of the 1913
photographs of the boat shop where her father, Alton
Whitmore, built North Haven peapods. There is also a
slide show that illustrates a number of different kinds of
peapodsboth new and old.
The interactive format does take a bit of getting used
to, however, and requires either a TV with a DVD player
or a computer with a DVD drive. For me (a confirmed
quasi-Luddite) the computer and its menu-type navigation is easier than the fiendishly designed TV remote
(with its multifarious inscrutable buttons). That said, if
you can rent a movie and watch it, you should have no
problem using this DVD.
Juliet Bennetts Peapods of the Maine Coast is an enjoyable introduction to these elegant little boats and the
people who built and used them. Heres hoping that in
the future she will also produce a print volume to accompany the DVD.
Greg Rssel is a contributing editor for WoodenBoat.
The DVD also features Phil Filo Dyer of Vinalhaven; Lance Lee; The
Apprenticeshop of Rockland; Charlotte Beal of Jonesport, whose family
owned one of the peapods now in Mystic Seaports collection; as well as
Peter Vermilya and Sarah Blachly of Mystic Seaport. Peapods of the
Maine Coast is available from <julietbennett@gmail.com>; 207594
1964; or from Curator, Penobscot Marine Museum, 5 Church St.,
P.O. Box 498, Searsport, ME 04974; <www.penobscotmarine
museum.org>.
BOOKS RECEIVED
Broken Seas, by Marlin Bree. Published by Marlor Press,
4304 Brigadoon Dr., St. Paul, MN 55126. 216 pp, paperback, $15.95. ISBN 192147092. A mosaic of seafaring
misadventuresincluding the raising of the 1846 Great Lakes
schooner ALVIN CLARK and the loss of solo ocean racer Mike
Plant.
The Solitude of the Open Sea, by Gregory Newell Smith.
Published by Seaworthy Publications, Inc., 626 W. Pierre
Ln., Port Washington, WI 53074. 264 pp, paperback,
$15.95. A collection of essays and meditations on the sailing life.
WBStore185Spread.xp.r1 5/26/05 8:15 AM Page 104
WOODENBOAT
Stainless Steel Sliding T-Bevel
Same concept in a more compact, smaller

version. Knurled brass tightening nut. 7" long.
#835-021 7", Ship Wt. 1 lb $8.00
#835-022 9", Ship Wt. 1 lb $13.50
Great
deals on clamps.
Plus they are laminated steel,
and ribbed for extra strength.
F Clamp 6" x 2" Set of 3
#835-057S Ship Wt. 3 lbs $16.00
C Clamp 4" x 2" Set of 6
#835-058S Ship Wt. 7 lbs $23.00
#835-059S Ship Wt. 6 lbs $20.00
#835-060S Ship Wt. 2 lbs $17.50
#835-061S Ship Wt. 2 lbs $14.50
Cabinet Scraper/Holder
Made by Veritas, this comfortable molded holder
with brass adjusting knobs can take scrapers up
to 6" long. It keeps your hands and
thumbs from getting overworked.
Includes one .032" blade.
#835-030 Ship Wt. 1 lb $28.00
Scraper Burnisher
Burnisher
Chisels
Terrific price on a good quality 5
piece chisel set. Chrome Vanadium
Alloy Steel blades, heat treated,
and shock-resistant polypropylene
handles, they include protective
endcaps. Made by Anant. 10mm
", 16mm ", 20mm 34", 26mm 1",
30mm 1"
#835-051 Ship Wt. 3 lbs $28.00
Boxed Chisel Set

Great chisels from Two Cherries. Just like
their much more expensive counter-parts,
this set of four bevel edge chisels are
forged to Rockwell hardness of 61 C to
hold an edge longer. The lower pricing is
due to the blades not being highly polished.
Boxed set includes ", ", " and 1".
#835-002 Ship Wt. 5 lbs $98.00
Taper Drills Boxed Set

Accept nothing less than perfect screw holes for all of
your woodworking/boatbuilding
projects. Set of 5 taper (pointy,
not blunt-ended) drills with
counter-sinks for #6, #8, #10,
#12, and #14 sized screws. Plus
stop collars, and two plug
cutters, " and ". All kept nice
and neat in a mahogany box.
#835-016 Ship Wt. 2 lbs
$82.00
Japanese Handsaw
This saw operates on the pull rather
than the push stroke. Cross-cut on one edge, rip teeth
on the other. Discover a better way to work.
9" blade, 23" overall.
#835-005 Ship Wt. 1 lbs $24.95
Extra blade
#835-006 Ship Wt. 1/2 lb $13.95
A slick way to put a hook edge on your

scrapers. Adjusts from 0 to 15. Complete
instructions included.
#835-025 Ship Wt. 1 lb $25.00
Cabinet Scraper Set

Cabinet scrapers are wonderful for extra-nice
finishes that are much clearer than with
sandpaper. This set of four includes .015",
.024", .032" and .042", and are approx. 2" x 6".
#835-023 Ship Wt. 1 lb $14.50
Curved Cabinet Scraper Set

Three shapes in a .024 thickness, to take care
of most shape variations youll run into.
#835-024 Ship Wt. 1 lb $10.00
DuoSharp Bench Stones

Diamonds are a woodworkers best friend.
Sharpen planes, chisels, knives, and just about
anything else with an edge using
this professional grade stone.
Diamonds with a single-crystal
structure are actually
embedded into nickel and
steel. Its double-sided so you get
a fine and a coarse grit. At 8" long, 2"
wide, its quite handy. And, there is a non-skid
pad if you work without the stand.
#835-018 Ship Wt. 2 lbs $105.00
Proprep Plus Scrapers

The best scrapers just got handier to use. Blades
click in place, so you can swap shapes in an
instant. Youll only need one size handle as the
smaller blades have been engineered to fit, plus
you can keep everything together with the nifty
organizing pouch. Besides being comfortable to
use, these scrapers are designed to reduce blade
chatter making for smoother work.
Includes 8 different blades.
#834-001 Ship Wt. 1 lb $52.95
(Extra blades or handles: $7.50 each.
Please note: old style blades and handles
are still available)
Hand Drill
No batteries, no electricity, no brainer. Just crank
the egg-beater type gear, and drill away. Solid steel
frame, three-jaw " chuck. Frame chuck and
ferrule are bright nickel plated, handle is hardwood.
#835-064 Ship Wt. 2 lbs $12.50
THE WOODENBOAT STORE, PO BOX 78, BROOKLIN, MAINE 04616
WBStore185Spread.xp.r1 5/26/05 8:16 AM Page 105
TOOLS
Ball Pein Hammer

Okay, they arent that hard to find, but
this is nicely made, and a great price.
Medium/lightweight, its 12 ounces
with a comfortable hardwood handle.
A truly riveting tool.
#835-050 Ship Wt. 1 lb $6.50
Adjustable Iron Planes from Anant

10" Smoothing Plane
Ribbed cast iron body for strength, the carbon steel blade is tempered
and precision ground. Blade cut: 2 " wide.
#835-049 Ship Wt. 6 lbs $35.00
Clinching Irons
9" Smoothing Plane
Ever wonder what they use to

make nails bend-over when
planking a canoe? These irons
do the job. Just hold on the inside
while you tap the canoe nails through. Why spring for the
bronze? It doesnt make black marks on the wood.
Iron: #835-017 Ship Wt. 5 lbs $32.00
Bronze: #835-017B Ship Wt. 5 lbs $60.00
Ribbed cast iron body for strength,

the carbon steel blade is tempered
and precision ground. Blade cut:
1" wide.
#835-048 Ship Wt. 5 lbs
$30.00
6" Block Plane
Mallet
3" diameter head, with kashi
handle. Great for use
with the chisels or caulking irons.
#835-028 Ship Wt. 2 lbs
$30.00
$22.00
Caulking Irons
Theyre back! We are getting more
requests for these again. Perhaps its
due to Building Small Boats (see pg.
2) and more carvel boats going together.
Choose from three sizes, 00, 0, and 1, with
1 being the thickest, and 00 thinnest.
#835-033 Size 00 Ship Wt. 1 lb $15.00
#835-032 Size 0 Ship Wt. 1 lb $15.00
#835-031 Size 1 Ship Wt. 1 lb $15.00
3/$42.00
Solder Pot
Ideal for making your own ballast, weighting down
a centerboard, even making your own castings. Mix
your lead-weighted soup in this 7" diameter pot.
Holds 40 lbs of lead.
#832-003 Ship Wt. 12 lbs $38.00
Ladle
Forged steel, will evenly pour lead, iron, aluminum,
bronze, and beryllium. 5" bowl, 20" handle.
#832-004 Ship Wt. 3 lbs $24.00
Spokeshaves
In our quest to find a replacement for the
Record version (no longer made) we luckedout with these, made by Anant. While "tuning up" will make
it nicer, this is an incredible deal on a tool that everyone
should own. To tune, smooth up the surfaces with
some 220 grit and go even finer if you
want. You may want to order a couple given
the exceptional pricing.
Flat #835-042
Ship Wt. 1 lbs $14.00
Round #835-042R
Ship Wt. 1 lbs $14.00
Drawknives
What a nice thing to do for yourself, and your woody projects.
This set has flat, concave, and convex shaped blades. Makes sense, eh?
These are VERY sharp, and each comes with a leather blade cover.
Overall length: 12", Blade width: 6".
Set of 3: #835-043 Ship Wt. 6 lbs $120.00
Or specify concave, convex, or flat if you want just one ($46.00)
Rabbet Plane
Cutting a rabbet (or channel) for fitting planks is so much easier with a
bona-fide rabbet plane. Built by Anant, and patterned after the longgone Stanley classic, Anant has been making planes for over 50 years,
and this little plane has proven itself for several years. If you remove the
front piece, you have a chisel plane.
Overall Length: 4"
Height including handle: 2"
Width of Cutter: 1"
#835-001 Ship Wt. 3 lbs $36.00
TURN THE PAGE FOR MORE
1-800-273-7447
Body is cast iron, blade is high

carbon steel and held in position by
a lever/cam. The mouth is
adjustable for fine or coarse work.
Blade cut: 1" wide.
#835-047 Ship Wt. 3 lbs
WWW.WOODENBOATSTORE.COM
STORE
WBStore185Pg106.xp.r1
5/26/05
11:28 AM
Page 98
WOODENBOAT STORE
NEW! A World of Boating 2006
by Onne van der Wal
Celebrating its 8th year with that unique Onne van der Wal style, A World of Boating continues to take you on-tour presenting beautiful boats and interesting locales. Every weeks lefthand page features a new color photograph,
from sleepy coves to rolling seas, big
boat races and the farthest of destinations. Throughout 2006, youll see
workboats, daysailers, classic yachts,
racing dinghies, schoonersa range
of boats broad enough to easily hold
and perhaps expand your interest of
our world of boating. Each right-hand
page gives you space enough to note
your significant appointments, as well
as at-a-glance calendars for the past,
current, and next month. Also included
are moon phases and the primary
holidays and events.
#325-W06 Ship Wt. 12 lb $15.95
or 2/$28.00
WWW.WOODENBOATSTORE.COM 1800-273-7447
Born in Holland, raised in South Africa, Onnes home has been in Rhode Island
for several years now. Aside from A World of Boating, Onne has a stock photo
business and a gallery to show (and sell...) his work at Bannisters Wharf in
downtown Newport.
NEW! The Register of Wooden Boats 2005-2006

Compiled by Anne Bray
Newly updated, this is our fifth edition of the popular Register patterned after
the old Lloyds registers. It provides essential information on wooden boats with
a minimum length of 20' overall. The Register lists approximately 6000 boats
alphabetically, and includes former name, class, designer,
builder, year built, home port, sail number, radio call,
and more. Plus it has cross reference indices by
designer, former name, and sail number. New to
this edition is the inclusion of a photograph
index which features several hundred images of
boats included in the Register. So, whether you
are looking for an old friend, or curious about
what boats are around from a particular designer,
or just want some ideas for boat names, pick up
a new copy of the Register of Wooden Boats.
Anne and Maynard Bray,
another time, another place.
#325-055 Ship Wt. 3 lbs $39.95
THE REGISTER OF WOODEN BOATS
ON-LINE:
Point your browser to http://rwb.woodenboat.com
and youll find all the listings in a searchable database,
including all of the photos. This will be continually
updated and added to, so if your boat missed the
2005-2006 print edition, fret not... you can add your
boat from the link at the rwb.woodenboat.com site.
Its another free service from the good folks in our
research department.
TO ORDER:
Use the handy order form in this magazine or contact:
The WoodenBoat Store,
PO Box 78, Brooklin, Maine 04616 USA
Call Toll-Free: MonFri 8am6pm, Sat 95 (EST)

1800273SHIP (7447) US & Canada
24-Hour Fax: 2073592058

Email: wbstore@woodenboat.com
Web Site: www.woodenboatstore.com
WOODTECH185.xp 04.r1 5/26/05 4:16 PM Page 107
WOOD TECHNOLOGY
The Weak and the Strong

Cedars and Oaks
by Richard Jagels
feel obliged to begin this column

by relating an embarrassing incident. Several years ago, a student came
into my office with a standard No. 2
lead pencilI dont remember the
brand, but it had the usual hexagonal shape and yellow paint. He
asked if I could please identify the
wood.
I pulled out my penknife to
smooth an end for viewing with my
hand lens. I could see a porous structure, but was having difficulty even
placing it into a softwood or hardwood category. The student sat
patiently with a placid expression
while I struggled on. After about five
minutesjust as I was about to postpone my agony by suggesting I might
have to conduct a more rigorous
analysis with a microscopeI noticed
that the pencil had a bit more flex
than I associate with wooden pencils.
I quickly lit an alcohol lamp and held
the pencil over the flame for a few
seconds. Sure enough, it began to
bend: it was a thermoplastic resin
replica of a wood pencil.
I mention this incident because
the process of identifying some object,
living or dead, requires an open mind
and an approach that musters as
much direct or indirect evidence as
possible. Reader Jim Keefe recently
asked, How can I differentiate white
cedar from red cedar trees by looking at the exterior of the trees? Since
this e-mail question was relayed to me
from WoodenBoats Brooklin office, I
dont know the location of Jim Keefe;
however, I will assume that he is looking at trees in the eastern United States.
I base this on the deductive reasoning
that although the West Coast has its
famous Western red cedar (Thuja
plicata), other West Coast cedars
do not have the common name of
white cedaralthough Port Orford
cedar (Chamaecyparis lawsoniana) and
Distinguishing Three Eastern U.S. Cedars

Common name Northern white cedar
Atlantic white cedar
Eastern redcedar
Botanical name Thuja occidentalis
Chamaecyparis
thyoides
Juniperus
virginiana
Tree height
5065 (rarely to 80)
6595
3060
Leaves and
branchlets
Small, scale-like,
closely pressed
to branchlets;
branchlets
flattened into
one plane
Tiny, scale-like,
closely pressed
and overlapping;
branchlets slightly
flattened into
one plane
Tiny, scale-like,
closely pressed
to branchlets;
branchlets not
flattened in one
plane
Cones
Egg-shaped
to oblong;
distinct scales;
reddish brown
at maturity
Rounded, hard, and

unstalked; green with
bluish white bloom;
turning purple at
maturity
Small, fleshy,
berry-like; light
green, turning
dark blue
at maturity
Bark
Thin, light reddish

brown with
numerous
shallow fissures,
forming narrow,
flat ridges; often
shredding
Thin, dark reddish

brown, with shallow
furrows and
numerous flat,
slender ridges
Thin, light
reddish brown,
produced in
long, narrow
scales that
readily separate
Geographical
range
Canadian Maritimes
to southeastern
New York and west to
Minnesota; scattered
populations at
higher elevations in
southern Appalachian
Mountains
Narrow belt along

the Atlantic coastal
plain from southern
Maine to northern
Florida
Southern
New England to
northern Florida
and west to
South Dakota
and eastern
Texas
DATA FOR THIS TABLE MODIFIED FROM: TREES OF NORTH AMERICA, BY T.S. ELIAS (GRAMERCY, NEW YORK, 1987)
Alaska yellow cedar (Chamaecyparis

nootkatensis) are close cousins of the
Atlantic white cedar (Chamaecyparis
thyoides).
Three Pseudo-Cedars
East of the Mississippi, we have three
cedars that reach tree size. I should
first note that no true cedars are
native to North America. The genus
Cedrus is restricted to Eurasia and
includes the famous Cedars of
Lebanon. Within North America, the
genera Thuja, Chamaecyparis, and
Juniperus produce lightweight, aromatic woods that have the common
name of cedar. In the table, I have

provided distinguishing taxonomic
features of the three Eastern species.
Because these features are close, site
preference and geographical ranges
can provide additional information
to help distinguish these tree species.
Because Atlant ic white cedar
and Eastern redcedar (note red and
cedar are fused into one word to
distinguish this woodalso known as
juniperfrom Western red cedar)
have the largest overlapping ranges,
I assume that reader Keefe is referring to these trees. However, I am
also including Northern white cedar
July/August 2005
107
WOOD TECHNOLOGY
(also known as arborvitae), since its

range slightly overlaps with the other
two species.
Sites and Associates

Although Eastern redcedar is occasionally found in wet, swampy areas,
it most often colonizes upland abandoned fields and rocky outcrops,
where it survives due to its high
drought tolerance. A closely related
and taxonomically very similar
Southern redcedar is found in the

coastal plain from South Carolina
through the panhandle of Florida
and a section of the Texas coast.
The wood of this tree is identical
to that of Eastern redcedar.
The two white cedarsparticularly
Atlantic white cedarare most often
found in wet, swampy areas. Both of
the white cedars also attain greater
maximum height than redcedar (see
table). Northern white cedar prefers
neutral to alkaline soilsespecially

of limestone originwhile Atlantic
white cedar is often found in acidic
bogs or on peat beds. The common
tree associates of Northern white
cedar are black spruce and tamarack
in swamps or birch, hemlock, silver
maple, and black ash in wet forests.
Atlantic white cedar grows with red
maple, black gum, swamp tupelo, and
bald cypress. When not isolated on
rocky outcrops or as pioneers in abandoned fields, redcedar may associate
with oaks, hickories, and shortleaf
pine.
Taxonomic Differences
Probably the best way of separating
the white cedars from redcedar is to
examine the small branchlets. In
Northern white cedar, branchlets are
distinctively flattened with scale-like
leaves lying closely appressed. Atlantic
white cedar is quite similar, but the
branchlets are not quite as flattened.
In Eastern redcedar, the tiny scalelike leaves are also closely appressed,
but the branchlets are not flattened.
Bark and cones can also help
distinguish the species, as noted
in the table. The table also shows that
the maximum height of redcedar is
less than that of the two white cedars,
in large part because the tallest redcedar trees were harvested in the
recent past for pencil stock. (The
pencil industry moved west decades
ago to find a new source in the large
Western incense cedars, Libocedrus
decurrens.)
The pencil industry was not the
only cause leading to the decimation of many redcedars. A skirmish
between apple growers and forest
landowners broke out in the early
decades of the last century over a disease called cedar-apple rust, which
attacks both trees. Apple growers
called for eradication of redcedars
within a mile radius of orchards, and
promoted this cedar destruction
under the slogan Cedar or Cider.
As a consequence of these events,
large redcedars are quite rare.
Another Trick
If you have access to an increment
corer, you could take a small core of
wood from the tree. You will need
to penetrate about 6" to be certain to
get into the heartwood. The color of
the heartwood of Eastern redcedar is
108
WoodenBoat 185
WOOD TECHNOLOGY
a purplish or rose-red color, especially

when fresh, while the two white cedars
have light brown to straw-brown
colored heartwood. You could also
do this test with a severed branch of
sufficient size.
Separating the white cedars from
redcedar is important because while
all three have decay-resistant heartwood, only the two white cedars are
highly prized by boatbuilders. In
addition to the difficulty of finding
redcedar trees that are large enough
for boatbuilding uses, the wood is
also considered to be too brittle. For
boatbuilding purposes, Atlantic white
cedar has properties slightly better
than Northern white cedar: the wood
is stronger (but not by much) and is
also more oily, which imparts higher
water-repellent properties.
the CONSTITUTIONs nickname,

Old Ironsides.
In short, the wood is highly prized
for heavy boat construction and has
almost mythical significance for us
Yankees. Back in 1977, Jon Wilson,
replying to a similar question about
live oak in WB No. 19, wrote, If you
can get hold of a supply of live
oak...youre really accomplishing
something; and if you have access to
some Id be interested in purchasing
a small piece...to try out with some

tools. When I lived in Baton Rouge
in the late 1970s, I noticed quite a bit
of live oak being sold for firewood
in upscale neighborhoods. Shifting
some of that wood to boatbuilders
would be great.
Dr. Richard Jagels is a professor of forest
biology at the University of Maine, Orono.
Please send correspondence to Dr. Jagels to the
care of WoodenBoat.
King of Oaks?
In my last column, I discussed red
and white oaks, but did not mention
live oak. A reader identifying himself as Eddie Bienvenu e-mailed the
following: I seem to remember that
live oak was a preferred wood of the
old navies. I think Spain dedicated
the Florida panhandle forests to this
purpose. I also saw in WoodenBoat the
refit of the CONSTITUTION showing
live oak timbers. The old dead live
oaks in and around the swamps here
in south Louisiana seem to retain
their integrity forever. Sadly, many
oaks are felled for development,
power lines, or hurricane salvage,
and most are burned or sent to
landfills. Some are truly massive
trees. If suitable for boatbuilding,
many could be salvaged. Is this
a worthwhile effort? I only hear of
red and white oak in construction
articlesperhaps due to the unavailable nature of live oak. I was thinking of pursuing this with tree
surgeons rather than seeing the trees
wasted as they are now. Let me know
what you think.
Live oak (Quercus virginiana) is
classified by some as a white oak
because of its decay resistance and by
others as a red oak because of its
wood anatomy. But, in fact, it is
unique and should be distinguished
on its own merits. It exceeds all U.S.
oaks in density and strength properties. Before ships were built of steel,
live oak timbers provided the best
armor against artillery firehence
July/August 2005 109
CALENDAR185.xp Final
5/25/05
1:52 PM
Page 110
CALENDAR OF EVENTS
EAST
Continuing through September 3
Friendship Sloop Events
Various harbors, New England
Events are New London (Connecticut)
Rendezvous, July 910 (contact Greg
Roth, 8604422747); Southwest
Harbor (Maine) Rendezvous, July 23
(contact Miff Lauriat, 2072444313);
the 45th Annual Homecoming,
Rockland, Maine, July 2529 (contact
Miff Lauriat, as above); Friendship
Day, Friendship, Maine, July 30 (contact Bill Zuber, 2073548036); and the
Gloucester (Massachusetts) Schooner
Races, September 3 (contact Cape Ann
Chamber of Commerce, 5082831601).
Friendship Sloop Society, Friendship, ME
04547; <www.fss.org>
Lecture Series
Baltimore, Maryland
The USS CONSTELLATION Museum
continues its Second Saturday lecture
series August 13 and September 10.
An August 27 Festival of the Sea
commemorates the ships 151st
anniversary. July 10 and 17, the
theatrical presentation Levys Ghost
is scheduled. USS CONSTELLATION,
Pier 1, 301 E. Pratt St., Baltimore, MD
21202; 4105391797;
<www.constellation.org>
Maine Windjammers Activities
Various harbors, Maine
The Windjammer Parade will be July
15 in Rockland, followed by
Windjammers Music Festival the
week of August 1, Camden
Windjammer Weekend the week of
August 29, and the season-concluding
WoodenBoat Sail-In September 13.
Maine Windjammer Association, P.O.
Box 317P, Augusta, ME 04332; 800
8079463; <www.sailmainecoast.com>
Continuing through August 31, 2006
Exhibit: A Storied Lens
New Bedford, Massachusetts
A show of 75 images representing the
work of New Bedford photographer
Norman Fortier, whose collections
the museum has acquired. New
Bedford Whaling Museum, 18 Johnny
Cake Hill, New Bedford, MA
027406398; 5089970046;
<whalingmuseum.org>
July
57 Pulsifer Hampton Reunion
Rockwood, Maine
An annual gathering of the Mainebuilt launches, this year at The
Birches on Moosehead Lake. Richard
Pulsifer, 642 Mere Point Rd., Brunswick,
ME 04011; 2077255457;
<www.pulsiferhampton.com>
110
WoodenBoat 185
9 Fulton Chain Rendezvous

Old Forge, New York
The show is in its 15th year. Event
information, Paul Hornick, P.O. Box
290, Old Forge, NY 13420; 315369
3552. Adirondack Chapter, Antique &
Classic Boat Society, P.O. Box 1377,
Clifton Park, NY 12065
1317 Wooden Canoe Assembly
Paul Smiths, New York
Seminars, lectures, and canoe events,
with a special focus this year on
lapstrake canoes. Wooden Canoe
Heritage Association, Box 226, Blue
Mountain Lake, NY 12812;
<www.wcha.org>
1516 Richardson Boat Owners Association
Annual Rendezvous
Geneva, New York
Event information, John Bowman,
<johnbowman@optonline.net>. Sponsored
by Richardson Boat Owners Association,
<www.richardsonboats.com>
16 Festival of Oar, Paddle, and Sail
Clayton, New York
Antique Boat Museum, 750 Mary St.,
Clayton, NY 13624; 3156864104;
<www.abm.org>
16 S.S. Crocker Memorial Race
Manchester-by-the-Sea, Massachusetts
Honoring yacht designer Samuel
Sturgis Crocker, the race is sponsored
by the Manchester Yacht Club and the
Manchester Harbor Boat Club, of which
Crocker was a member. Event information, Carl Doane, 9785267608.
Crocker Memorial Race Committee,
24 Woodholm Rd., Manchester-by-the-Sea,
MA 01944
16 Antique and Classic Boat Show
Jamestown, New York
The show, featuring about 40 antique
and classic boats and entertainment,
will be held at the Holiday Harbor
Marina on Lake Chautauqua,
near Jamestown. Event information,
Gil Maringer, 3306446084, or
<gbmaringer @juno.com>. Sponsored by
North Coast Ohio Chapter, ACBS,
P.O. Box 299, Avon, OH 440112399
Greenwood Lake, New York
To be held at Antons On the Lake
Marina. Event information, Walter
Parelli, 9149490878 or Rick Erixon,
9144283867. Sponsored by Hudson
River Chapter, Antique & Classic Boat
Society, 44 Hunns Lake Rd.,
Stanfordville, NY 125815937
1617 Lake Champlain Small Boat Festival
Vergennes, Vermont
Demonstrations of boatbuilding,
lectures, movies, and a cardboardand-duct-tape regatta. The Lake
Champlain Maritime Museum also
plans a special exhibit, Rabble in Arms,
Compiled by Tom Jackson

August 2021, and a juried photography exhibit, September 3 to October
15. Lake Champlain Maritime Museum,
4472 Basin Harbor Rd., Vergennes, VT
05491; 8024752022; <www.lcmm.org>
1724 Family BoatBuilding Week

Various locations
A coordinated effort by WoodenBoat,
with Family BoatBuilding events in a
wide variety of locations. Refer to the
web site for an up-to-date listing.
WoodenBoat, P.O. Box 78, Brooklin, ME
04616; 2073594651;
<www.woodenboat.com>
2124 WoodenBoat School 25th Anniversary
Brooklin, Maine
A gathering of alumni and past and
present staff of the school, with onthe-water activities, music, and more.
WoodenBoat School, P.O. Box 78,
Naskeag Rd., Brooklin, ME 04616;
2073594651;
23 Annual Auction
Wolfeboro, New Hampshire
The auction supports the Antique &
Classic Boat Museum. Auction item
previews are on July 22. New
Hampshire Boat Museum, P.O. Box
1195, 397 Center St., Wolfeboro Falls,
NH 03896; 6035694554;
<www.nhbm.org>
2324 Antique and Classic Boat Rendezvous
Mystic, Connecticut
The gathering along the Mystic
Seaport waterfront is for restored
wooden powerboats and sailboats
built before 1952, with a downriver
midday parade on Sunday. Mystic
Seaport, 75 Greenmanville Ave., P.O. Box
6000, Mystic, CT 063550990; 888973
2767; <www.mysticseaport.org>
2831 Mahone Bay Wooden Boat Festival
Mahone Bay, Nova Scotia
Boats of all types and sizes in the
water and on shore. The program
includes races, boatyard tours, and
more. Mahone Bay Wooden Boat
Festival, P.O. Box 609, Mahone Bay,
NS, B0J 2E0; Canada;
<www.woodenboatfestival.org>
Meredith, New Hampshire
Event information, Roger Hamblin,
6032846467 or <thamblin@att.net>;
or Bob Breidert, <bob@westielover.com>.
Sponsored by New England Chapter,
Antique & Classic Boat Society
Skaneateles, New York
A judged show, sponsored by the
Finger Lakes Chapter of the Antique
& Classic Boat Society. Event information, Arnie Rubenstein, 3154453345
or Brad Wirth, 3156730134 or
<emsawake@aol.com>
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CALENDAR OF EVENTS
2931 Lawley Homecoming

Newport, Rhode Island
The rendezvous and symposium will
be held at the Museum of Yachting.
Albert Hickey, Lawley Boat Owners
Association, P.O. Box 242, Gloucester, MA
019310242; 9782827439;
<www.Lawley-Yachts.com>
31August
Melville Marathon
Mystic, Connecticut
A 24-hour reading of Moby Dick
aboard the CHARLES W. MORGAN.
Mystic Seaport, 75 Greenmanville Ave.,
P.O. Box 6000, Mystic, CT
063550990; 8889732767;
<www.mysticseaport.org>
August
36 Eggemoggin Reach Regatta
Brooklin, Maine
This year marks the regattas 20th
anniversary. Feeder races are August 3
from Castine to Camden; August 4 from
Camden to Brooklin. August 5 is a lay
day. (Concordia Co. is co-sponsoring
an additional feeder race July 31 from
Cape Cod Canal, Massachusetts, to
Castine.) The ERR itself will be
August 6. This year, the regatta joins
forces with the Sweet Chariot Music
Festival, which will shift from its usual
Swans Island location to the Lookout
Inn on Flye Point for a special August
7 concert. Other races in the WoodenBoat Regatta Series through midSeptember are the Opera House Cup,
August 2021, Nantucket, Massachusetts; Classic Yacht Regatta, September
24, Newport, Rhode Island; and the
Governors Cup, September 910,
Essex, Connecticut. Music information,
<www.sweetchariotfestival.com>.
Regatta information, Jim Cassidy,
WoodenBoat Classic Regatta Series,
P.O. Box 188, Mystic, CT 06355;
8009593047
46 Mountainview Woodies
Classic Boat Show
Naples, Maine
A boat parade and dinner cruise are
scheduled for Friday, with the show
itself on Saturday from 10 a.m. to
2 p.m. Event information, Jeff Murdock,
<Tbuds@pivot.net> or Naples
Information Bureau, 2076933285.
Sponsored by New England Chapter,
57 Antique Boat Show & Auction
Clayton, New York
Antique Boat Museum, 750 Mary St.,
Clayton, NY 13624; 3156864104;
<www.abm.org>
MATTHEW P. MURPHY
3031 12-Meter Regatta

Museum of Yachting, P.O. Box 129,
Newport, RI 02840; 4018471018;
<www.moy.org>
The Eggemoggin Reach Regatta, which typically attracts well over 100 classic yachts
to the waters of Brooklin, Maine, will mark its 20th anniversary this year. Feeder
races begin August 3, and the regatta itself is August 6.
6 Mid-Coast Maine Lyman Rendezvous

West Boothbay Harbor, Maine
Event information, Carol Merrill,
4349900105 or <merrillintl@att.net>.
Sponsored by Lyman Boat Society of North
America, New England Chapter
67 Beetle Cat
National Championship Regatta
Barnstable, Massachusetts
The Leo J. Telesmanick
Championships will be held at
Barnstable Yacht Club. Sponsored by
New England Beetle Cat Boat Association,
c/o Peter Clapp, 14 Linden Ln.,
Duxbury, MA 02332; 7819346063;
<www.beetlecat.org>
67 MacKenzie Boat Club Rendezvous
Mystic, Connecticut
The boats will be available for viewing
all day Saturday and Sunday morning
at Mystic Seaport Museum. Event
information, Bill Cullinane, 401596
4250 or The MacKenzie Boat Club, c/o
Chris Ward, 23 Rayfield Rd., Marshfield,
MA 02050; 7812238014;
<letsgo55mac@msn.com>
7 Boat Builders and Seafood Festival
East Boothbay, Maine
Tours of area boatyards, a sail loft,
and related businesses, with seafood,
music, art, and boat models, too. A
fund-raising event. Event information,
Dawn Kidd, 2076334818; Peggy
Voight, 2076335380; or Pam Wilde,
2076337221. Sponsored by Boothbay
Region Land Trust, P.O. Box 831,
Boothbay Harbor, ME 04538
Lake Pleasant, New York
The show, held at Lake Pleasant
Marine on Route 8 two miles west of
Speculator in the southern Adirondack
Mountains, is now in its fourth year.
Event information, 5185484521 or
5185487711. Sponsored by the

Adirondacks Speculator Region
Chamber of Commerce
13 Alton Bay Boat Show
Alton Bay, New Hampshire
Event information, Jill Gardner, 603
5697730 or <jgardner@metrocast.net>.
Sponsored by New Hampshire Boat
Museum, <www.nhbm.org>
13 Baystate Woodies Boat Show
Northampton, Massachusetts
At the Oxbow Marina on the
Connnecticut River off U.S. Route 5,
with best viewing expected to be from
9 a.m. to 1 p.m., after which the boats
will depart for a cruise. Event information, Charles Raymond, 4135628442;
or John de Sousa, 8606580353 or
<jdrunabout@aol.com>. Sponsored by
Bay State Woodies Chapter, Antique &
Classic Boat Society
Kingston, New York
Event information, Greg Smith, 162
Browns Pond Rd., Staatsburg, NY
12580; 845 8762608;
<gregsmith@frontiernet.net>. Sponsored by
Hudson River Chapter, Antique &
Classic Boat Society, c/o Chester Oakley,
44 Hunns Lake Rd., Stanfordville, NY
125815937
Essex, New York
The show will be from 10 a.m. to 4
p.m. at the Essex Marina and Essex
Shipyard. Event information, John and
Anne Weeks, 5185632049 or
<teak1@verizon.net>. Sponsored by Lake
Champlain Chapter, Antique & Classic
Boat Society
2021 Classic Boat Show
Tuckerton, New Jersey
Boatbuilding classes for parents and
July/August 2005
111
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CALENDAR OF EVENTS
2021 Antique and Classic Boat Festival

Salem, Massachusetts
To be held at the Hawthorne Cove
Marina, 10 White St., in the heart of
historic Salem, with classic boats of all
kinds, from canoes to runabouts to
schooners. Sponsored by Lowells
Boat Shop of the Newburyport
Maritime Society and Hawthorne
Cove Marina. Event information, Pat
Wells, Antique and Classic Boat Festival,
16 Preston Rd., Somerville, MA 02143;
6176668530; 6174953260;
<www.by-the-sea.com/bacbfestival>
2021 Antique Marine Engine Exposition
Mystic, Connecticut
Mystic Seaport, 75 Greenmanville Ave.,
P.O. Box 6000, Mystic, CT 063550990;
2628 The WoodenBoat Show
Sponsored by WoodenBoat
Publications, the annual show will be
at the Newport Yachting Center this
year, with a gathering of boats and
boatbuilders, demonstrations in the
water and on land, vendors, and
entertainment. WoodenBoat
Publications, P.O. Box 78, Naskeag Rd.,
Brooklin, ME 04616; 2073594651;
2628 Herreshoff Regatta
and Members Clambake
Bristol, Rhode Island
The regatta is an annual event of the
Herreshoff Marine Museum. Also
during the mid-July to mid-September
period, the museum plans regular
Tuesday evening lectures August 2
and September 13, the Hospice
Regatta in August, and the
Leukemia/Lymphoma Regatta
August 1920. Herreshoff Marine
Museum, 1 Burnside St., Bristol, RI
028090450; 4012535000;
<www.herreshoff.org>
2728 Unlimited Regatta
Newport, RI 02840; 4018471018;
<www.moy.org>
2728 Seafood Festival and Craft Fair
West Sayville, New York
The festival reflects Long Islands
maritime heritage and includes volunteer boatbuilders at work in the
Long Island Maritime Museum. Event
information, 6318544974. Sponsored
112
WoodenBoat 185
PAUL VON GOERTZ
children, a gathering of boats from

the Philadelphia Chapter of the
Antique & Classic Boat Society,
displays by the New Jersey Model Boat
Club, vendors, crafts, food, and music.
Event information, Chip Paradis, 610
5440528 or Brian Gagnon, 856727
9264. Co-sponsored by Philadelphia
Chapter, Antique & Classic Boat Society,
<www.acbsphl.org>, and Tuckerton Seaport,
P.O. Box 52, Tuckerton, NJ 08087; 609
2968868; <www.tuckertonseaport.org>
Lake Superiors largest wooden boat festival is Woodies on the Water, which will be
July 30 at Barkers Island Marina in Superior, Wisconsin.
by Long Island Maritime Museum,

P.O. Box 184, 86 West Ave., West
Sayville, NY 11796; 6314478679;
<www.limaritime.org>
September
24 Classic Yacht Regatta and Parade
Newport, RI 02840; 4018471018;
<www.moy.org>
34 Gloucester Schooner Festival
Gloucester, Massachusetts
Michael Costello, Cape Ann Chamber of
Commerce, 33 Commercial St., Gloucester,
MA 01930; 9782831601;
<www.cape-ann.com>
9 Huckins Owners Rendezvous
Newport, RI 02840; 4018471018;
<www.moy.org>
911 Shuffle Off to Buffalo
Buffalo, New York
A judged antique and classic boat
show, raceboat reunion, and Upper
Niagara River cruise. Event information, Alan Frederick, 588 Sweeney St.,
North Tonawanda, NY 14120; 716692
3611 or <fredmach@buffnet.net>. Sponsored
by Niagara Frontier Chapter, Antique &
Classic Boat Society,<www.nfacb.org>
911 U.S. Vintage Model Yacht Group
National Regatta
Spring Lake, New Jersey
Event information, John Henson,
7324581370 or <senlivjh@aol.com>.
Sponsored by John Snow, U.S. Vintage
Model Yacht Group, 78 East Orchard St.,
Marblehead, MA 01945;
7816314203;
<www.swcp.com/usvmyg>
1011 Arctic Boat Weekend

Mystic, Connecticut
A gathering of boatbuilders, paddlers,
and enthusiasts of Arctic craft, with
rolling demonstrations, lectures, skills
demonstrations, and information
swapping. Mystic Seaport, 75
Greenmanville Ave., P.O. Box 6000,
Mystic, CT 063550990; 888973
11 Paddle on the Kennebec
Sidney to Gardiner, Maine
Event information, Bob Bassett, 207349
2814 or <kpboatbarn@yahoo.com>.
Sponsored by Wooden Canoe Heritage
Association, Box 226, Blue Mountain
Lake, NY 12812; <www.wcha.org>
11 Short Ships Rowing Regatta
Rockland, Maine
Atlantic Challenge, Traditional Small
Craft Association, and Maine Rowers
Association co-host friendly small-craft
rowing races. Atlantic Challenge, 643
Main St., Rockland, ME 04841; 207594
1800; <www.atlanticchallenge.com>
1517 Vintage Race Boat Regatta
Wolfeboro, New Hampshire
Racing heats involve some 50 of
the best-known classic racers in the
country. New Hampshire Boat Museum,
P.O. Box 1195, 397 Center St., Wolfeboro
Falls, NH 03896; 6035694554;
<www.nhbm.org>
Point Pleasant, New Jersey
To be held at Johnson Brothers Boat
Works, with a range of wooden boats,
artists, vendors, model boats, and
gondola rides. (Rain date is September
18.) Event information, Chet Ehrman, 908
6475022 or 732349 9209. Co-sponsored by Barnegat Bay Chapter, Antique
& Classic Boat Society and the New Jersey
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CALENDAR OF EVENTS
Museum of Boating, Point Pleasant, NJ

08742; 7322952072; <www.njmb.org>
CENTRAL
Continuing through March 31, 2006
Exhibit: With Indomitable Spirit
The Great Lakes War of 1812
South Haven, Michigan
The exhibit provides historical background for the museums coldmolded replica 56' LOD sloop-of-war
FRIENDS GOOD WILL, launched at
Scarano Brothers, Albany, New York,
in 2005. The Michigan Maritime
Museum, 260 Dyckman Ave., South
Haven, MI 49090; 8007473819;
<www.michiganmaritimemuseum.org>
July
30 Woodies on the Water
Superior, Wisconsin
Boats ranging from canoes to classics
in the water at Barkers Island Marina
from 10 a.m. to 5 p.m. The showthe
largest on Lake Superiorconcludes
with a boat parade. Paul von Goertz,
Woodies on the Water, 345 Canal Park
Dr., Duluth, MN 558022315;
2187227884; <paulvg@vgvh.com>
August
6 Classic Boats on the Boardwalk
Traverse City, Michigan
The show features up to 65 boats
along the city waterfront. Event information, John or Pat Bergstrom, 2816
Hall St. S.E., Grand Rapids, MI 49506;
8884545044; <JWBerg@aol.com>.
Sponsored by the Water Wonderland
2521 Chippendale Dr., Kalamazoo, MI
49009; <www.wwcacbs.com>
67 Classic and Wooden Boat Show
Sturgeon Bay, Wisconsin
Sponsored by Door County Maritime
Museum, 120 N. Madison Ave.,
Sturgeon Bay, WI 54235; 920743
5958; <www.dcmm.org>
1213 Antique and Classic Boat Regatta
Buckeye Lake, Ohio
Classic wooden boats, with ACBS
judging, a cruise, a lakeside barbecue,
and music, at the Buckeye Lake Yacht
Club, Watkins Island. Event information, Nick DeSantis, 8004529110 or
<Nick20SU@aol.com>; Howard Clark,
7402464231; Jim Shriner, 740928
6999; or Keith Eschbaugh, 740467
02292 or <boat1@Columbus.rr.com>.
Sponsored by Buckeye Lake Chapter,
1214 Great Lakes Wooden Sailboat Regatta
Huron, Ohio
Two days of gamming, mug-ups, and
what is described as a very friendly
regatta. Event information, Seam or Jim
Bryan, 7346754786; Ruthie Goetz,
4408718194; or Seamus Donagain,
7166811315. Sponsored by Great

Lakes Wooden Sailboat Society,
<www.geocities.com/glwss>
13 Les Cheneaux Islands
Antique Wooden Boat Show
Hessel, Michigan
Combined with an arts festival, the
event features a wide variety of classic
runabouts, launches, and other boats.
Les Cheneaux Islands Antique Wooden
Boat Show, P.O. Box 324, Cedarville, MI
49719; 9064842821
13 Ottawa International Antique and
Classic Boat Show
Manotick, Ontario
Historic, antique, and classic boats
will be on display August 13 alongside
the newly restored Long Island Lock
on the Rideau Canal at Manotick.
Before the boat show, a cruise of the
St. Lawrence River and the Rideau
Canal will be held August 812.
Cruise information, Linda Potter, 613
692 4208 or <lp7001@aol.com>.
Show information, Paul Blaber, 613
8420777 or <lmdixon@sympatico.ca>.
Sponsored by Manotick Chapter, Antique
& Classic Boat Society,
<www.manotickclassicboatclub.ca>
1314 St. Croix Concours dlgance
Bayport, Minnesota
A non-judged show open for public
viewing. Event information, Joel Lemanski,
6512487314 or <joel@classicboat
hardware.com>. Sponsored by Bob Speltz
Land-O-Lakes Chapter, Antique &
Classic Boat Society, <www.acbs-bslol.com>
14 BaysvilleLake of Bays Classic
and Antique Boat Show
Muskoka, Ontario
Event information, Barb Williamson,
<willyes@sympatico.ca>; or Catherine
Racine, 7057672170 or <catherine.
racine@sympatico.ca>. Sponsored by Baysville Riverfront Group, Muskoka, Ontario,
Canada; <www.baysvilleriverfront.ca>
Pewaukee, Wisconsin
A new event, the show will be held at
the Pewaukee Yacht Club. Sponsored by
Glacier Lakes Chapter, Antique & Classic
Boat Association, 533 W. Grand Ave.,
Port Washington, WI 530742102; 262
2843650; <mr.fwp.wood.boat@att.net>
27 Wooden Boat Show and Parade
Pentwater, Michigan
Event information, Dave Peterhans, 248
6351625 or <lizziep@earthlink.net>.
Sponsored by Pentwater Yacht Club, P.O.
Box 607, Pentwater, MI 49449;
<pentwateryachtclub.com>
September
911 Dispro Annual Regatta
Orillia, Ontario
The regatta, dedicated to
disappearing-propeller boats
(see WB No. 55) will be held at Fern
Resort. Dispro Owners Association, 305
Duckworth St., Barrie, ON, L4M 3X5;

Canada, 7057266600
911 Century Boat Club Thoroughbred
Roundup & Show
Manistee, Michigan
The show, which will be held across
the Manistee River from the Century
plant, will pay special attention to the
Coronado models 50th anniversary.
(Best public viewing will be Saturday.)
Event information, Dave Kamaloski,
A&A Marine, 2317238308 or
<aamarine@classicboating.com>.
Sponsored by Century Boat Club, c/o Fred
Marks, 7552 Sunset Circle, Almond, NY
14804; <www.Centuryboatclub.com>
1011 Bob Speltz Antique
and Classic Boat Rendezvous
Excelsior, Minnesota
The rendezvous is celebrating its 30th
year. Andreas J. Rhude, Bob Speltz LandO-Lakes Chapter, Antique & Classic Boat
Society, P.O. Box 11, Hopkins, MN
553430011; 6128233990;
<www.acbs-bslol.com>
1217 ACBS International Annual Meeting
and Boat Show
Lake of the Ozarks, Missouri
As many as 200 boats will converge at
the Tan-Tar-A Resort for the 30th
anniversary show. Event information,
Bob Bush, 9254620716 or
<cgmgear@aol.com>; Tom ORourke, 650
3458163 or <toro101746@aol.com>; or
<www.acbs.org>. Sponsored by Heartland
Classics Chapter, Antique & Classic Boat
Society, P.O. Box 339, Langley, OK
74350; <www.heartland-classics.org>
SOUTH
August
2125 Marine Corrosion Conference
Wrightsville Beach, North Carolina
LaQue Center for Corrosion Technology,
P.O. Box 656, Wrightsville Beach, NC
284800656; 9102562271;
<www.marine-corrosion.com>
September
1016 Tennessee River Cruise
Various locations
A biennial river excursion, starting at
Chickamauga Lake, Tennessee, and
ending in Barkley Lake, Kentucky.
Event information: Tim Brown, Dixieland
3293 Hoot Owl Ln., Birmingham, AL
35210; 2059569304;
<timabrown@bellsouth.net>
WEST
Continuing through August 28
Ancient Mariners
Sailing Society Events
San Diego, California
July/August 2005
113
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CALENDAR OF EVENTS
1723 Capt. Raynaud International

Schooner Race and Cruise
Various locations, Washington and
British Columbia
Predominantly wooden schooners,
with an emphasis on youth sail training. Boats rendezvous at Deer Harbor
on the July 17, and the racing concludes at Pender Harbor on July 23.
An optional cruise continues to
Desolation Sound for an additional
week. Schooner MARTHA Foundation,
Seattle, Washington; 2063108573;
<www.schoonermartha.org>
August
56 Lake Tahoe Concours dlgance
Carnelian Bay, California
More than 125 boats of all kinds, with
1950s boats with car-style fins especially celebrated. Held at Sierra Boat
Co., on the lakes north shore. Wooden
Boat Week, of which the concours is
the climax, is from August 4 to 11.
Tahoe Yacht Club Foundation, Inc., P.O.
Box 7620, Tahoe City, CA 961457620;
5305814700; <www.tahoeyc.com>
57 West Coast Wooden Kayak
Rendezvous
Port Townsend, Washington
A gathering at Fort Worden State Park
for those who own, build, or wish to
build wooden kayaks. Joe Greenley,
Redfish Kayak & Canoe Co.,
3623 Stone Creek Way, Boise,
ID 83703; 208344 7116;
<www.RedfishKayak.com>
6 McNish Classic Wooden Boat Race
Channel Islands Harbor, California
Pacific Corinthian Yacht Club,
2600 S. Harbor Blvd., Oxnard, CA
93035; 8059857292
67 Thunderbird Regatta and
Rendezvous
Seattle, Washington
The Center for Wooden Boats,
1010 Valley St., Seattle, WA 98109;
2063822628; <cwb.org>
1314 Footloose Sailaway Challenge
Seattle, Washington
A weekend of racing at The Center
for Wooden Boats for physically
disabled sailors. Sponsored by Footloose
Sailing, <www.footloosesailing.org>.
CWB, 1010 Valley St., Seattle,
WA 98109; 2063822628;
<cwb.org>
2021 Wooden Boat Show
Portland, Oregon
The show of boats in the water and on
land at the Eastbank Esplanade will
include workshops, demonstrations,
114
WoodenBoat 185
JAN BELLAMY/VANCOUVER WOODEN BOAT SOCIETY
A Coronado cruise will be July 2324

and the Commodores Cup will be
August 28. Ancient Mariners Sailing
Society, P.O. Box 6484, San Diego, CA
92166; 6196886961;
<www.amss.us>
In Vancouver, British Columbia, wooden boats of all descriptions gather annually at

Granville Island. This years Vancouver Wooden Boat Festival will be July 2528.
and model boatbuilding for children.

RiversWest Small Craft Center,
P.O. Box 82686, Portland, OR 97282;
5032816825; <riverswest.org>
2528 Vancouver Wooden Boat Festival
Vancouver, British Columbia
The festival, held on Granville Island,
includes boatbuilding demonstrations, music, races, a family boatbuilding event, and activities for
children. Jan Bellamy, Vancouver
Wooden Boat Society, 1905 Ogden Ave.,
Vancouver, BC, V6J 1A3, Canada;
6046889622;
<www.vcn.bc.ca/vwbs>
September
24 Victoria Classic Boat Festival
Victoria, British Columbia
An annual festival at Victorias
charming Inner Harbour. Classic Boat
Festival, c/o Victoria Real Estate Board,
3035 Nanaimo St., Victoria, BC,
V8T 4W2, Canada;
2503857766;
<www.classicboatfestival.ca>
68 Deer Harbor Wooden Boat
Rendezvous
Deer Harbor, Washington
Event information, Deer Harbor Boatworks,
3603764056 or Deer Harbor Marina,
P.O. Box 344, Deer Harbor,
WA 98243; 3603763037
9 Summers End Regatta
San Francisco Bay Area, California
Master Mariners Benevolent Association,
San Francisco, CA 94109;
4153641656;
<www.mastermariners.org>
911 Wooden Boat Festival
Port Townsend, Washington
More than 150 wooden boats, with
many activities including workshops,
demonstrations, music, and races.
Wooden Boat Foundation, 380 Jefferson
St., Port Townsend, WA 98368;
3603853628;
<www.woodenboat.org>
EUROPE & BEYOND

July
1617 Thames Traditional Boat Rally
Henley-on-Thames, England
At Fawley Meadows, with anything
constructed from traditional
materials. Stuart Wilkinson, Thames
Traditional Boat Rally, 3 Endsleigh
Gardens, Surbiton, Surrey KT6 5JL,
England; +44-(0)1813901110;
<www.tradboatrally.com>
2024 Hopsjdagene
Melandsj, Hitra, Norway
A Court Days festival at the historic
former trading post on the midNorwegian coast. Hopsjstiftelsen,
Melandsj 7250, Hitra, Norway;
+4772445090;
<www.hopsjobrygga.no>
August
47 Risr Wooden Boat Festival
Risr, Norway
Risr Wooden Boat Festival, Solsiden 8,
Risr, 4950, Norway; +4737153070;
<www.risor-woodenboat.no>
September
1921 Nations Cup for Classic Yachts
Kiel-Laboe, Germany
Event information, Harald Grehl,
+494313054692.
German Classic Yacht Club,
c/o Wilfried Horns, Muhlenstr.
36, Kiel, 24143, Germany;
+494619030620
CALENDAR DEADLINES:
EVENT DATE
January 16March 15
DEADLINE
October 15
March 16May 15
December 15
May 1July 15
February 15
July 16September 15
April 15
September 16November 15
June 15
November 16January 15
August 15
WB185Brokers.xp.r1
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Page 115
BOATBROKERS
These fine companies have specific expertise
in the care and maintenance of Riva boats.
Sales, Service and Parts
Alan Weinstein Associates Inc.

Alan Weinstein 7490 NW 42nd Court
Lauderhill, FL 33319 954-747-1851
e-mail: tlviking@aol.com
St. Lawrence Restoration Co. Inc.

Don Price 411 Franklin St. Clayton, NY 13624
315-686-5950 e-mail: slr@gisco.net www.boatrestoration.com
Sierra Boat Co. Inc.

Herb Hall 5146 N. Lake Blvd. Carnelian Bay, CA 96140
530-546-2551 e-mail: sales@sierraboat.com
www.sierraboat.com
Brokerage of quality used Rivas is available.
1953 BRAIDWOOD 7 METER

VARUA is a fast, lovingly restored,
38' sloop with Peruvian mahogany
bronze fastened to white oak frames.
Volvo diesel, full sail inventory, WC,
stainless sink and stove. Sleeps four in
classic paint and varnish interior.
Owner has purchased a larger wooden
vessel and wants to see VARUA in the
hands of another classic boat enthusiast.
All reasonable offers considered.
$55,000
For more information,
please call Dick Thursby at 4018467355
dickthursby@bartbrak.com
July/August 2005
115
BOATBROKERS
WB185Brokers.xp.r1
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Page 116
VINTAGE BOATS FROM A PRIVATE COLLECTION
FOR SALE
Thornycroft/hydroplane 1928
Camper & Nicholsons 1922
The Circolo Nautico Italiano has been founded to create a

collection able to represent the best shipyards of the past. All
vintage boats have been restored at Museum quality by the
Circolo itself.
Baglietto
Riva
Ischia 1966
Prototype 1949
Ventnor
Racer 1946
Consolidated Fast Commuter 1929
Herreshoff
Chris Craft
Sloop 1930
Racer 1949
The collection includes in addition rowing boats, motor and sailing

boats, 9 RIVA runabouts, a great number of books and nautical antiques.
www.classicboat.it - tel. +39 (0)11 3988111
NAUTILUS
43' Herreshoff New York 30.
Exquisite rebuild & restoration
finished in 2002. Compete in
the 2005, 100th Anniversary
Regatta. As new $400,000
CZARINA
33' Buzzards Bay 25
(2 available)
Cold-molded 1995/96.
Both in excellent condition.
$125,000
WHEN & IF
63' Alden Schooner
Strong, capable, 1990s rebuild,
USCG Certified
Special boat.
Ged Delaney Broker, Ext. 43

Doug Weber Broker, Ext. 47
1 (508) 563-7136
116
WoodenBoat 185
One Shipyard Lane / PO Box 408

Cataumet (Cape Cod), MA 02534
www.KingmanYachtCenter.com
METINIC
YACHT
BROKERS
Member
Take advantage of 20 years of experience with the yacht business.

Whether your search is for buyer or boat, the process should be effective
and painless, even a pleasure. It takes time as well as experience to best
serve your needs. We give you both.
124 Horseshoe Cove Rd., Harborside, Maine 04642 2073264411
Located at Seal Cove Boatyard
Even Cy Hamlin must give up

sailing sometime (as a small boy he
watched Civil War vets marching)
and that time is here. His 30
EasyYacht ML HAMLIN, which
he and Mary Jane have sailed since
its launch in 1992, is looking for a
new home. Just right for one or two
people for day sailing, cruising and
liveaboard. Efficient cutter rig for
all weather sailing. $68,000 in the
water and ready to go.
MERMAID is a 45 Sparkman
and Stephens Yawl. Paul Luke
built in 1958. One owner
since new. Always maintained
to the highest standards.
MERMAID is in very unspoiled,
original condition and is sure to please. This is a rare opportunity
to own a classic yacht of the first order. Fairly priced.
WB185Pgs117,131.xp.r1
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CANNELL, PAYNE & PAGE

Y
American Boathouse, Atlantic Avenue

P.O. Box 1208 Camden, Maine 04843
2072362383 Fax 2072362711
Further details and more listings at
www.cppyacht.com
Email: info@cppyacht.com
BILL CANNELL
JIM PAYNE
66' EASTERNER-C. Raymond Hunt 12-Meter Sloop, 58.

Extensively upgraded & highly recommended. Lovely design &
rare opportunity. RI.
LADY PATRICIA-49' Elco Flat-Top Motoryacht, 1936/rebuilt

1992. Twin Perkins. Sleeps 6. Elegant classic. VA. $200,000.
ARABELLA-47' Rhodes Ketch by Jacobs, 1937. Teak planking &

deck. Handsome offshore classic cruiser/racer. Sleeps 4 in teakpaneled interior. Much-beloved New England yacht. ME.
45' Downeast-Style FB Cruiser, custom built by Rockport Marine,

1999. Cedar/ oak/bronze. Cat diesel. Very well built & exceptional. ME.
33' Modified Buzzards Bay 25 Marconi Sloop, 86. Outstanding

performance in keel/centerboard daysailer/weekender. ME.
HERON-24' Johns Bay Downeast Dayboat by Henry Thorpe,

2004. Cold-molded mahogany, 300-hp Crusader. Sleeps 2.
Attractive, traditional dayboat/cruiser. ME.
FIRST LIGHT-47' Huckins Corinthian, 1958. Twin 2001 Yanmars.

Sleeps 6. Classic Huckins beautifully & comprehensively restored
& maintained. Highly recommended. NJ/CT.
42' Alden Nordfarer Yawl. Extensively upgraded & rebuilt under

current ownership. Ocean proven & ready. Highly recommended.
CT.
LEGACY-56' Huckins Sportfisherman, 1966. Twin Cat 3208s.

Excellent example of the vintage Huckins sportfisherman, maintained with great care. CA. $237,000.
FAIR SADIE-28' Herreshoff daysailer. Captain Nats improved version of his own famous ALERION. Excellent condition. (Photo (c)
Maynard Bray.)
31' Ronald Rich Downeast-Style Lobster Yacht, 59.

Cedar/oak/bronze. 91 Ford gas engine w/700+ hrs. Well maintained by longtime owner. MA.
32' Custom Walsted K/CB Sloop, 61. Teak deck. Recent diesel.
Built by one of the best & extensively upgraded. Highly recommended. VT.
36' Ohlson 36 Sloop. Stunning example of well-regarded excellent-sailing Swedish-built sloop. Recent teak decks & sails.
Exceptionally well maintained. ME.
42' Matthews Flybridge Convertible Sedan. Extensively upgraded

structure & systems. Very handsome classic. CT.
50' DeVries-Lentsch Raised-Deck Cruiser, 33. Teak planking.

Twin Perkins diesels. Comfortable, lovely classic. Ontario.
Reduced & reasonable offers encouraged.
43' New York 30 No. 1. Restored to original specs. Unique & available for 2005 centennial. ME. (Sistership photo.)
33' Herreshoff Araminta Cold-Molded Ketch, 82. Beautifully built

& maintained to high standards. Outstanding daysailer/weekender. ME.
30' Monroe Sea Sailer Motorsailer, 67. Teak/yacal/copper. Very

well equipped & extensively upgraded. Highly recommended. ME.
39' CONCORDIAS-Several 39 & 41 Yawls. Inquire for

prices & locations.
40' 6-METER Fractional-Rig Sloop by Nevins. FL.
40' KERR Double-Headsail Center-Cockpit Ketch.
Spacious LA cruiser. ME.
40' LUDERS SLOOP, 1955. Hot-molded mahogany.
Elegant design. NY.
43' NIELSEN/WALSTED Double-Ended Ketch. Recent
major rebuild. Outstanding condition. Tasmania.
44' A&R YAWL, 1957. WI.
44' SCHEEL-Designed Fishers Island 44 Pilothouse
teak ketch, 62. NY.
47' CUSTOM ALDEN Clipper-Bowed Ketch featured
in Hiscocks book. ME.
47' WILD GOOSE-McInnis Eastward Schooner #4,
1929. $88,000. MI.
55' DOUBLE-ENDED Pilothouse Ketch OS LA Cruiser.
FLA/RI.
59' LOD FULLY RESTORED HERRESHOFF NYYC 40.
61' HAND Motorsailer, 33. Handsome classic w/many
upgrades. ME.
62' KETCH-RIGGED ALDEN MS. Teak/oak/bronze.

Twin GMs. MA.
65' CROCKER Clipper-Bowed Schooner. ME.
SAIL
16' HERRESHOFF 1212 -2 available. ME & MA.
17' HERRESHOFF Buzzards Bay 14. Electric motor,
trailer. ME.
21' RAISED-DECK STRIP-PLANKED SLOOP by Day,
01. RI. $30,000.
21' SANDBAGGER GAFF SLOOP, 02. MA.
24' ANNIE Fenwick Williams Double-Ended Yawl.
Highly recommended.
27' CUSTOM YAWL by Higham, 01. MA. $28,000.
Motivated seller. All offers encouraged.
32' KNUTSON Fractional-Rig S&S Sloop. Extensively
upgraded by top ME yard. ME.
33' ALDEN CUTTER, 25. Much recent work.
Recommended as good value. RI.
33' HILLYARD Double-Ended Sloop, 1964. Much
recent work. ME. Try offers.
36' ALDEN CUTTER, 36. Cold-molded overlay.
Westerbeke diesel. ME. $29,000.
38' BRIGHTWOOD 7-Meter 7/8-Rig Auxiliary Sloop.
Mahogany/oak/bronze. RI.
POWER
17' 1989 GEORGE ALLEN Yawl Boat/Launch.
Traditional workboat. Highly recommended. ME.
21' CUSTOM ZIMMER Diesel Launch.
Cedar/oak/copper. Highly recommended. CT.
24' JOHNS BAY Downeast Dayboat/Cruiser by Henry
Thorpe 2004. Cold-molded construction.
24' RICH DOWNEAST-STYLE Dayboat/Overnighter.
Recently repowered handsome model. Highly
recommended. ME.
30' LETHININ Downeast-Style Dayboat/Overnighter.
ME.
31' PARECE Downeast-Style Power Cruiser, 60. MA.
40' ACF Double-Cabin Cruiser, 29. Twin Crusader
engines. Lovely classic. CT.
40' Downeast Twin-Screw Cruiser by Eaton. Reduced &
seriously for sale.
NEW LISTINGS WELCOME MORE LISTINGS AVAILABLE ON REQUEST
BOATBROKERS
Y.B.A.A.
MEMBER
5/25/05
5/24/05
2:20 PM
1972 50' Grand Banks $229,000
Page 118
1960 40' Chris-Craft

Conqueror $25,500
See our website

www.cwbw.com
for more boats...
1973 42' Trojan w/diesels $57,900
1964 38' Viking $17,900

435 Old Taughannock Blvd. Ithaca, NY 14850
800.570.5335
1928 H 12 1/2 with a Traid trailer. . . . . . . . . . . . . $23,000 (PA)
David Jones Yacht Brokerage
CI
AT I O N
&
RO
T E CT S
HI
KER S
P.O. Box 898 Rockport, ME 04856

207-236-7048 www.davidjonesclassics.com
Classic Wooden Boats
YA C HT
BOATBROKERS
WB185Brokers.xp.r1
1963 Crocker Cutter 30'. Price reduced to. . . $18,000 (ME)

1936 Gaff-rigged Schooner 46'. Must see. . . . $52,000 (ME)
1948 John Alden Sloop 37'. An original. . . . . $60,000 (ME)
1947 Herman Frers Ketch 44'.
Passagemaker. . . . . . . . . . . . . . . . . . . . . . $95,000 (ME)
1953 Concordia Yawl 39'.
Very good condition. . . . . . . . . . . . . . . . . $99,900 (ME)
1986 Tancook Pinky Schooner 48'.
Cold-molded. . . . . . . . . . . . . . . . . . . . . . $139,000 (BC)
1946 Luder Yawl 49'.

$175,000 (CT)
1988 Herreshoff Ketch 45'.

Handsome classic. . . . . . . . . . . . . $270,000 (Kiwi) (NZ)
New Lobsterboat 24'.

$89,500 (ME)
#53
1959 39' 10" Concordia Yawl #66. $125,000

1954 39' 10" Concordia Yawl #21. $85,000
1956 39' 10" Concordia Yawl #44. $125,000
218 Elm Street, P.O. Box P-203, So. Dartmouth, MA 02748
Tel (508) 9991381 Fax (508) 9990450 rmacgregor@concordiaboats.com
118
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57' Trumpy 1958 Cruiser. T-671 GMs,

2 staterooms + Crew. Beautifully redecorated. Beautiful condition. $339,000.
57' Chris-Craft 1971 Constellation.

T-Cat diesels. 3 staterooms, galley down.
Refastened, shed kept beauty. $99,999.
36' Chris-Craft 1969 Corvette. 1 of 34

built, very original, very rare, needs
total restoration. Under cover $20,000.
40' Chris-Craft 1959 Conquerer. Refinished,

repowered, refastened. Gen/air. Beautiful!
$49,900.
37' Egg Harbor 1964 T-453 GM

diesels. $29,900. Several other 37s
available gas power, $15,000 to $45,000.
25' Richardson 1956 Picnic cruiser.

T-95 HP Chrysler Aces. An older
restoration, 95% original. $14,900.
BOATBROKERS
63' Trumpy/Mathis 1939 T-471 GMs,

3 staterooms + Crew. Over $1 Mil
restoration. Charter potential,
Spectacular! $699,000.
323 Piney Narrows Rd

Chester, MD 21619
(410) 643-8100
Fax: (410) 643-8155
Please visit our website: www.bayport.biz
Uncommon Boats...
for the boatman and boatwoman who love
exceptional watercraft!
The boats offered by ACW are truly special. Classic and vintage boats restored to as-new condition.
One-of-a-kind masterpieces. New classics custom-built to suit your desires. Sail, power, and oar. At
ACW we offer our clients only the BEST classic watercraft: pristine in appearance, structurally impeccable, with finest provenance. And we help you keep your boat that way with our unique Classic Boat
Maintenance Program: well take complete care of her for you; you just enjoy her. Here are just a few
of the exceptional boats currently available from ACW.
T/T VedetteHistoric 1923 Consolidated Speedway Saloon

Launch. Frederick Vanderbilts owners launch for his
famous yacht Vedette
Historic 1929 Lawley Yacht Tender.

Award-winning restoration
GENUINE Hoopers Island Draketail
14' Sea Mew Gaff Sloop
1956 Chris-Craft Capri Runabout
New & Restored Classics For Sale Full Restoration Services & New Construction
Fine Yacht Carpentry & Finishes Pilothouse School Classes
For more information on ACWs exceptional boats
and services, please visit our website
www.uncommonboats.com
2000 Talbot 20 Custom Hi-Performance Runabout
866-263-9366 (toll-free)
110B Severn Ave., Eastport

Annapolis, MD 21403
July/August 2005
119
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BOATBUILDERS
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36' Sport Fisherman, Twin 350hp Cats.
SHEERLINER 22'28'
Designed by C.J. Jannace
Designed by Doug Van Patten
Top speeds combined with a soft ride and superb handling qualities.
WEST System construction. Many other models available!
Custom Built Motor Boats

920B SE 15th Ave., Cape Coral, FL 33990 Ph: (239) 5741299
EDGECOMB BOAT WORKS, INC.

BOATBUILDERS
Professional Restoration of Fine Wooden Boats Since 1987

Any project completed to
original specifications, or
thoughtful incorporation of
modern engineering for
maximum safety and reliability.
Todays continuing success in

contemporary classic mahogany
runabouts.
957 Boothbay Road

Edgecomb, ME 04556
phone/fax 207.882.5038
e-mail ebw@wiscasset.net
292 WELLMAN RD.

PORT ANGELES, WA 98363
1965 Lyman
FLETCHERBOATS.COM
(360) 4528430
CROCKERS BOAT YARD, Inc.

15 Ashland Ave. ~ P.O. Box 268 ~ Manchester, MA 01944
9785261971 ~ 8883326004 ~ Fax 9785267625
www.crockersboatyard.com
Full service yard for wood & fiberglass yachts
Restorations a specialty
New Construction
Maintenance
Restoration
Storage
Repair
43 Eliphamets Lane
Chatham, MA 02633
508-945-7800
E-mail info@peaseboatworks.com
www.peaseboatworks.com
28' Crocker Design #271

All of Sam Crockers designs
available at Crockers Boat Yard
This 21' gaff cutter was built

to our design in the traditional
fashion: cedar over oak. We
specialize in custom building,
repair and restoration for both
sail and power. We can build to
our design or yours.
Computer Plotting and Lofting
Southwest Harbor,
Maine 04679
(207)244-3795
www.ralphwstanley.com
THE WOODEN BOAT SHOP

Specializing in the restoration of classic and antique watercraft
Complete & Partial Restorations WEST Bottoms Structural Work

Upholstery Chris Craft & Graymarine Engine Parts,
Engine Installation
Restoration & woodworking supplies at competitive prices
Interlux WEST Systems Smiths 3M
Boat Parts Crusader Engines Westerbeke Generators
Marine Power marine engines
Varnishes & Stains - 20% discount
Nationwide Service We Ship Daily
Jack McCarthy, Owner

6569 Gracely Drive, Sayler Park, Cincinnati, OH 45233
Phone (513) 9417281 (800) 8077281 Fax (513) 9417280
www.woodenboatshopinc.com Email: woodenbts@aol.com
122
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BEETLE, INC.
Sole Builder of the Beetle Cat Boat
WE OFFER:
New Boats
Used Boats
Rentals
Parts
Repairs
Maintenance
New 12' Beetle Cat Sailboat

in production
BOATBUILDERS
28' C.C. Hanley Catboat

currently under construction
Custom wooden boat building

from traditional rowing crafts to 30' catboats
BEETLE, INC.
3 Thatcher Lane Wareham, MA 02571
Telephone 508.295.8585 Fax 508.295.8949
www.beetlecat.com
iver Marine
Six R
WEST POINTER 18
CLASSIC LINES COLD-MOLDED CONSTRUCTION
NEW CONSTRUCTION RESTORATION REPAIR

160 ROYAL ROAD, NORTH YARMOUTH, ME 04097
E-MAIL: INFO@SIXRIVERMARINE.COM
TEL:
(207) 846-6675
WWW.SIXRIVERMARINE.COM
LAUNCH A DREAM. BUILD A BOAT.

The Wooden Boat Workshop of Norwalk, CT can help you realize your dream
with courses for all ages and skills, from novice to advanced woodworker.
Sign up now for courses such as:

BUILDING A LAPSTRAKE BOAT ~ BUILDING A STITCH & GLUE KAYAK ~ BUILDING A PULLING
BOAT OR DORY SKIFF ~ PADDLE MAKING ~ ELEMENTS OF TRADITIONAL BOATBUILDING
For an application, complete schedule and course descriptions,

go to www.woodenboatworkshop.com or call 203 831.0426.
Interested in
traditional small boats?
Join TSCA!
The Traditional Small Craft

Association is a non-profit
tax-exempt educational
organization encouraging
the use, preservation,
design, and construction of
traditional small craft.
Annual dues of $20 provide
you with a subscription to
the TSCA magazine,
The Ash Breeze.
Traditional Small
Craft Association
P.O. Box 350
Mystic, CT 06355
124
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Seal Cove Boatyard, Inc.

BOX 99 / HARBORSIDE, MAINE 04642
TEL: 207-326-4422 / FAX 207-326-4411
You Will Find Us

Personable, Knowledgeable
and Skilled in a Broad
Range of Services
Same
Folks...Its the
Thats Right,
Railway
Shes Off the
Boat.
E-mail: sealcove@acadia.net www.sealcoveboatyard.com
in Southern California
150 Ton Capacity
Full Service Yard
30 Ton Capacity
Self-Service Yard
photo by John McIntyre
VENTURA
HARBOR
BOATYARD
Tamerlane 1933
69' Sparkman & Stephens Motorsailer
Undergoing total restoration
1415 Spinnaker Dr.

Ventura, CA 93001
(805) 654-1433
For details visit: www.wood-boat.com or www.vhby.com
Expert Shipwright Services

Complete Welding and Fabrication Shop
Expert Painting & Fiberglassing
Experienced Mechanics
Wooden Boat Restoration Our Specialty!

July/August 2005
125
BOATBUILDERS
DESPERATE LARK - Herreshoff, 1903.

In Our Care for Over 40 Years
5/25/05
11:40 AM
Page 126
Avalon
Classic Yachts
Classic designs built to the highest possible standards.
new construction restoration repair custom interiors

w w w. a v a l o n c l a s s i c y a c h t s . c o m
1418 Outer Pleasant St. Blue Hill, Maine USA 04614
Phone: 207-374-5728 Fax: 207-374-5792
Email: avalonyachts@prexar.com
MARINE CORPORATION
(425) 252-8330
3816 Railway Avenue
Everett, WA 98201
Since
1974
BOATBUILDERS
www.nexusmarine.com
Nexus designs and

builds modern,
low maintenance boats
with classic beauty.
Send $3 for brochures.
21' Dory plans now available
20' Coho
Frank M. Weeks Yacht Yard
LOVE SCHOONERS?
OWN ONE?
Building Boats on Long Islands Great South Bay Since 1898
DREAM OF
Restoration Experts
www.weeksyachtyard.com
OWNING ONE?
OR DO YOU
JUST HAVE AN
AVID INTEREST IN
TRADITIONAL VESSELS?
Now building the new 26' Weeks Sea Skiff
Three Generations of Quality Craftsmanship, Family Tradition and Pride.

Call for Your Restoration or Building Project Quote Today!
10 Riverview Court Patchogue, NY 11772 631-475-1675
The American Schooner Association

invites you to join us. We hold annual
meetings, annual rendezvous, publish
a quarterly newsletter, Wing & Wing
with news of schooner activities in the
U.S. and around the world and sponsor an annual award for the person or
organization whose efforts best exemplify our goals. Be part of all this.
JOIN US! Please copy and return to address below:
Name _______________________________________________
Address _____________________________________________
City, State ___________________________ ZIP __________
Phone (H) ___________________ (W)_____________________
FAX ___________________
Vessel ______________________________________________
LOA ____________ Rig: _______________________________
Designer _________________ Builder: ___________________
Year: ____________ Homeport: _________________________
Yes, sign me aboard. My $25.00 annual dues are
enclosed. Mail to: A.S.A., P.O. Box 484, Mystic, CT 06355
email: Treasurer@AMSchooner.org
126
WoodenBoat 185
www.AMSchooner.org
5/25/05
11:40 AM
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Elegant & fast no wake
Rumerys Boat Yard
Torpedo 38
Biddeford, Maine 04005

(207)282-0408
www.rumerys.com
A full service boatyard
Inside storage, custom construction
Repairs & restoration of wooden &
composite boats to 50 feet
BUILD RESTORE REPAIR
A haven for wooden boats
70 MAPLE STREET, BRANFORD, CT 06405 (203)4889000
Wooden Boat Repairs

Since1981
1981
Since
Plank and Frame Repairs
Interior Joinery
Cold-Molding
Annual Maintenance
CUTTS & CASE

SHIPYARD
a full-service boatyard
DESIGNERS & BUILDERS

OF
FINE WOODEN YACHTS
SINCE
1927
1-800-397-3442
P.O. BOX 9
TOWN CREEK
OXFORD, MD 21654
410-226-5416
www.zimmermanmarine.com
July/August 2005
127
BOATBUILDERS
Modern techniques with old-time skills.

One of the few remaining yards where craftsmanship
at the right price is not lost.
Most of our employees have been with us for over 20 years.
Competitive prices quoted upon request.
5/25/05
11:41 AM
Page 129
Custom Wooden
Boat Builders
Wood/Wood Epoxy
Construction
Fiberglass
Maintenance & Repair
CLARENCE R. HEISLER
& SON LTD.
Design
Restoration
Marine Surveys
Haul-out
Storage Services
(in shed & outside)
Master Boat Builders
Indian Point RR2 Mahone Bay

Nova Scotia, Canada B0J 2E0
www.heislerboatbuilding.com
Cecil R. Heisler,
General Manager
Bus: 902-624-9134
Res: 902-624-9197
Tennessee River
hil Mitchell
Wooden boat
restoration and
repair. All makes
cruisers, runabouts,
and sail. Major hull
work, small repairs,
refinishing.
Custom wooden boat

construction
Restoration
Maintenance
Repair and storage
Custom metal fabrication
Call 865-603-1418
1316 Indian Shadows Dr., Ten Mile, TN 37880
pmitchell@lock-net.com
ROCKPORT MARINE, INC.

P.O. BOX 203, ROCKPORT, MAINE 04856
TEL: 207 2369651 FAX: 207 2360758
office@rockportmarine.com www.rockportmarine.com
D.N.HYLAN & ASSOC.

YACHT CONSTRUCTION, DESIGN & RESTORATION
SINCE 1987
A 26 FT. GENTLEMANS LAUNCH

PO BOX 58
PLANS OR COMPLETED BOATS
WEST BROOKLIN, MAINE 04616

www.dhylanboats.com
2073599807
MCCLAVE, PHILBRICK & GIBLIN

Wood Boatbuilding & Yacht Restoration
Current Projects:
H-23
30' 1928 Fay & Bowen Golden Arrow.

New deck, new transom, repowering.
21' Herreshoff Fish. Complete restoration.
34' 1932 Herreshoff Fishers Island 23
Princess. Complete restoration.
Recently Completed:
24' 1923 Mower/Nevins Fishers Island One
Design Petrel. Complete restoration.
43' 1905 Herreshoff New York 30 Amorita.
Repowering, joinerwork, refinishing.
34' 1933 Herreshoff Fishers Island 23
Rose. Complete restoration.
HERRESHOFF FINNED NECK BOLTS AVAILABLE
929 Flanders Rd., Mystic, CT 06355 8605727710 Fax 8605364180
Lions Whelp
65' Alden Staysail Schooner
A new vessel constructed to
exceptional scantlings for
world cruising with respect
for the wisdom and
discipline of tradition.
Launched July 18, 2003

by
Portland Yacht Services,

58 Fore Street
Portland, Maine 04101
A full service boatyard with the
practical off-shore experience for
restorations, refits and rebuilds
of cruising yachts.
www.portlandyacht.com
207-774-1067
July/August 2005
129
BOATBUILDERS
Electrical and electronics

design and installation
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KITS & PLANS

Chesapeake Light Craft
The best boats you can build.
We make the
parts. So you
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ou can buy a boat. Or build one. Over

10,000 people know building is better;
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Its simple. A couple of ordinary tools; we supply everything else, including the best manual in
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Each complete kit comes with perfectly shaped
Okoume panels, epoxy, templates the works.
Its a fun project that gives you the pride of paddling a custom boat.
Isnt that worth a
call for our free catalog? Or a visit to
our web site?
130
WoodenBoat 185
Call or e-mail us for our

free full-color catalog of
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Chesapeake Light Craft
1805 George Avenue
Annapolis, md 21401
410 267.0137
W W W . C L C B O AT S . C O M
info @ clcboats.com
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KITS & PLANS
July/August 2005
131
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DUDLEY DIX YACHT DESIGN

Different boats for different folks
Two small plywood designs, two very different reasons.
Cape Cutter 19 for relaxed cruising
Lapstrake plywood trailer-sailer
Didi Mini for hard-nosed racing
Radius chine plywood.
Please visit our website
for more info.
dixdesign.com
1340-1272 N Great Neck Rd. #343

Virginia Beach, VA 23454-2230
dudley@dixdesign.com T: 757-962-9273 F: 757-965-3573
KITS & PLANS
July/August 2005
133
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NORWALK ISLANDS SHARPIES

The Modern Classics!
Contact Us
PO Box 843
Mount Barker
South Australia 5251
Ph/Fax: 61 8 8391 3705
Mob/Cell: 61 (0)428 817 464
robert@nisboats.com
18 Yawl
18
23
26
29
31
Bruce Kirby's legendary and distinctive designs.

Plans and kits for modern plywood/epoxy construction.
NIS 26
NIS 18
NIS 26
NIS 23
NIS 26
Norwalk Islands Sharpies are what happens when a fast

cruising and racing aesthetic meets work boat commonsense
and heritage. Now, the distinctive perky sheer and sail profile
graces waterways the world over. They have earned an
enormous racing and cruising reputation, from Australia to
the Mediterranean, from the United States to Europe.
KITS & PLANS
NIS 23
134
WoodenBoat 185
Study packet, including CD of over 100 photographs drawings

and articles US$22.50 or Au$30.00 inc. air pack and post. Pay by
Mastercard, Visa Card, or PayPal on site www.nisboats.com
NIS 29
WB185Kits.xpR1
5/25/05
3:17 PM
Page 135
Boat Design
Quarterly
No.10
Fine plans from top designers
No.1
7
KITS & PLANS
Insightful commentary by
Mike OBrien (editor of
WoodenBoats Launchings
and Designs)
Original drawings
Complete hull lines
Full particulars
Designers addresses
and phone numbers
Acclaimed, and
subscribed to, by the
experts.
For a free illustrated

brochure write to:
BDQ, P.O. Box 98, Brooklin, ME 04616
Sign aboard for a four-issue subscription ($24),
and order back issues Nos. 1 through 27.
Call 1800273SHIP (7447)
See cover drawings and lists of designs at:
www.woodenboat.com
(Click on WoodenBoat Store)
July/August 2005
135
WB Class185FINAL.xp.r1 5/24/05 12:26 PM Page 136
CLASSIFIED
To place a Classified Ad in WoodenBoat , visit our website <www.woodenboat.com>
or call our Classified Ad Manager at (207) 3594651.
Deadline for the September/October issue: July 5, 2005
BOATBUILDING
SHOPS
SMALL CRAFT built by eye since 1961.

ROBB WHITE & SONS, P.O. Box 561,
Thomasville, GA 31799, fax, 229226
2524, <www.robbwhite.com>.
NORTH GEORGIA BOATBUILDING

& REPAIR, all types of custom work.
MTB Yacht Repair, 7065401544,
<mtbyachtrepair@yahoo.com>.
REDDS POND BOATWORKS, Thad

Danielson, 1 Norman St., Marblehead,
MA 01945. 18886863443, 781631
3443. Classic wooden boats, traditional
materials. <www.reddspondboat
works.com>. <thaddanielson@com
cast.net>.
WINDRUSH FARM BOAT SHOPbeach

cruisers and other small craft for
sail, paddle/oar, built, restored and
repaired. NC, 3365979397.
NEW CONSTRUCTION and restoration. Quality craftsmanship. Located

in Mar yland. New website: <www.
choptankboatworks.com>, 410673
2977.
HADDEN BOAT CO. Wooden boat

construction and repair to any size;
sail and power. 11 Tibbetts Lane,
Georgetown, ME 04548, 2073712662.
JOHN M. KARBOTT BOATBUILDING. Custom wooden boat building
and repair. Lobsterboat styles a speciality. WoodenBoat School instructor.
Member Massachusetts Marine Trades
Association. 789 Rocky Hill Rd, Plymouth,
MA 02360. 5082243709, fax 508
2248560, <www.bythesea.com/
karbottboatbuilding/>.
CUSTOM-BUILT WOOD-STRIP canoes,

kayaks, and recreational shells. Plans
for hollow-shaft oars, single or double
shells. Fully illustrated, 237-page building manual. Free brochureAeneas
Originals, 2401 Lower Valley Rd.,
Kalispell, MT 59901, <www.aeneas
originals.com>.
CHIP FLANAGAN/BOATBUILDER.
Traditional plank-on-frame daysailers. PISCES 21. Cold-molded daysailer
<www.chipboat.com>. Portland, ME, crafted to the highest standards for
2077993400.
long-lasting value and low maintenance.
Also custom wooden boat building,
THE DORY SHOP offers 12 different- brokerage and full service boatyard.
sized do|ries from original Lunenburg Visit us on Mount Desert Island, Route
patterns. Sails and canvas. KIM SMITH, 102, Bernard, ME 04612, 2072443374,
P.O. Box 1678, Lunenburg, NS, B0J <www.ClassicBoatShop.com>.
2C0, Canada. 9026349196. <www.
CUSTOM BOATBUILDING, REPAIR. doryshop.com>.
Wood/composite, WEST System. Carl
Pickhardt. Halcottsville, NY, 6073264071, CLASSIC YACHT RESTORATIONS.
<www.cpboats.com>.
Highest-Quality Hand Craftsmanship
with an Artisans Eye. Serving southeastern CT and RI shoreline. 860
5147766, <www.yachtrestorations.
com>.
ANACORTES, WASHINGTON:
Restoration, repair, joinery, and furniture. Quality craftsmanship; fair rates.
Fully equipped shop, boats to 50'
indoors, easy haulout. Emerald Marine
Carpentry, Andy Stewart and crew.
3602934161, <emeraldmarine@earth
link.net>.
CUSTOM CRAFTWORKS, INC.

Boatbuilding, restoration, repairs, custom woodworking. Northern NJ,
9739522828, <www.customcraft
worksinc.com>.
STONEY CREEK WOODEN BOAT

SHOPsmall, custom craft for rowing and sailing, time-honored design
and detail, moder n methods of
construction. Building/repair/workshops. Rochester, MI, 2486508737,
<www.stoneycreekboatshop.com>.
INDEPENDENCE BOATWORKS,
builders of traditional designs. Specializing
in glued-lapstrake and other types of
construction. P.O. Box 145, Defiance,
OH 43512. 4197822876. <www.inde
pendenceboatworks.com>.
REPAIR, RESTORATION, STORAGE,
and SURVEYS. Low overhead and low
rates$28 an hour31 years experience. MICHAEL WARR BOATWORKS,
Stonington, ME, 2073672360.
136
WoodenBoat 185
MIAMI, FT. LAUDERDALE, FLORIDA

KEYS. 30 years experience building,
repairing, and restoring vintage and
modern boats. Nice people, quality
workmanship, reasonable rates. Please
call 3056344263, <rmiller35@bell
south.net>, or visit our webpage <www.
millermarinesystems.com>.
DREW MAPLES BOATSFeaturing
the Flatfish by Herreshoff/White.
LOWELL BOATS, renovation and refin- Traditional wooden boats, new conishing in the Carolinas. GARY LOWELL, struction, and repairs. Brooklin, ME,
Greensboro, NC, 3362740892. 2073599883, e-mail <drewm@
<www.lowell.to/boats>.
acadia.net>.
BUSINESS
OPPORTUNITIES
LET GOVERNMENT GRANTS/LOANS

FINANCE your boat-related business
to $2,200,000. <www.usgovernment
information.com>. Free information:
7074498600. (LT8).
THE BOAT BUILDING ACADEMY at
Lyme Regis on Englands historic
Durassic Coast requires time-served
boatbuilders to teach highly practical
City and Guilds Institute of London
courses. For further information:
<www.boatbuildingacademy.com>
or contact <office@boatbuilding
academy.com>,+44 1297445545.
CHARTERS
SAIL AROUND THE WORLD in square
rig to South Pacific, Far East, Africa.
Join our 13-month adventure in the
tradewinds. Barque PICTON CASTLE,
9026239984. Web: <www.pictoncastle.com>.
CLASSIFIED
GRAYMARINE ENGINES, PARTS,
MANUALS, REBUILDING. Also, ChrisCraft, Chr ysler, Interceptor, Borg
Warner, Paragon, etc. DUBY MARINE,
254 Sweeney St., North Tonawanda,
NY 14120. 7166940922; fax
7166940976.
REBUILT CHRIS-CRAFT 6-cyl engines,
parts, manifolds, pistons, and bearings.
Also a few Chris V-8s. MITCH
LAPOINTES <www.classicboat.com>,
9524713300.
MAINE COASTAL CRUISING COURSE

or charters on Huntress, 35' wooden
No.1 Hinckley pilot sloop. One to seven
days. Call Kevin, 2074433837,
<www.sailahinckley.com>.
GRAYMARINE, CHRIS-CRAFT, Chrysler

engines remanufactured to the highRATTYS CELEBRATED QUOTATION est standards. All engines are test run
with original illustrations featured on at our facility and come with a written
our shirts and bags. Toll-free 877637 warranty. We stock many models including the Gray four-112 and the Sea Scout7464. <www.MessingAbout.com>.
91. We also have a large parts department with parts for above engines, also
Zenith carburetors, Paragon, Borg
Warner, AC and Carter fuel pumps.
Van ness Engineering, 252 Lincoln
CLASSIC BOAT GIFTST-shirts,
Ave, Ridgewood NJ 07450, 201445
coffee mugs, caps, and more from
8685, fax 2014453099.
<www.authenticboats.com>.
CLOTHING
SAIL MAINE ABOARD MAINES OLDEST WINDJAMMER, Lewis R. French.

Enjoy great sailing, lobsters, new friends,
and fresh air (no smoking). Sailing
from Camden, 3-, 4-, and 6-day cruises
with only 22 guests, May-October. Capt.
Garth Wells, P.O. Box 992 W, Camden,
ME 04843. 8004694635. <www.schooner
french.com>.
EDUCATION
NAVTECH MARINE SURVEYORS

COURSE. Surveying recreational/commercial vessels. U.S. Surveyors Association,
Master Marine Surveyor program. FL,
8002454425.
SAILING ADVENTURES ABOARD

schooner Keewatin in Bahamian
warm, clear water. See us <www.sailkee
watin.com>.
SAIL MAINE WINDJAMMERS. Exciting

getaway sailing aboard schooners
American Eagle and Heritage. Enjoy
beautiful scenery, snug harbors, relaxation, island exploring. Down East fare
and lobster. North End Shipyard
Schooners, Box 482, Rockland, ME
04841. 8006484544. <www.schooner
heritage.com>.
THE FIRST CHOICE of mariners on

the British Columbia coast, these pure
wool sweaters are warm, comfy, easy to
care for, and very durable. The dense
double knit of washable wool allows
freedom of movement and wont shrink,
itch, or lose its shape. <pollensweaters.
com>, 8006676603.
HERCULES PARTS: Specializing in

engine parts for older Hercules engines
to include the QX and JX models. OH,
7407451475.
SABB AMERICA EAST, INC. Your supply center for new engines and parts
for all Sabb engines from Norway. 119
Lake Shore Circle, Leesburg, FL 34788.
Phone 3525892882 or 8883011706,
fax 3525897722.
MARINE ENGINE RESTORATION.

Total engine remanufacturing. We can
machine for hardened valve seats and
re-babbitt bearings, plus all the usual
machine and assembly work. DRAKE
ENGINES, INC., 2285 Ridgeway Ave.,
THE BOAT SCHOOL, SINCE 1969. Rochester, NY 14626. 5857231336, fax
Many of todays industry leaders started 5857231078.
here, why dont you? We are Maines
affordable educational opportunity CARBURETOR REBUILDING since
and career starting place. We are a 1957; marine, automotive, and indusunique waterfront campus, part of the trial. Show-quality finish. All carbureMaine Community College System, tors are test run, all work guaranteed.
providing comprehensive and accred- For more information, call 8:305 pm
ited hands-on education focused on EST, 6078298321. Treadwell Carburetor
the marine industry. Our Boatbuilding Co., 4870 County Hwy. 14, Treadwell,
Technology curriculum includes instruc- NY 13846.
tion in wood and composite boatNEW 39-HP HUNDESTEAD, 1-cyl
building and repair, small-craft design,
diesel, 400 rpm, variable-pitch prop,
CAD, mechanical systems, electrical
installation kit. NC, 2767334358.
systems, and boat handling. We also
offer training for national certification
in CCT (CFA). NEAS&C accredited,
financial aid, VA approved. WCCC,
Marine Technology Center, 16 Deep
Cove Rd., Eastport, ME 04631. Tel.
2078532518 or visit our website
<www.wccc.me.edu>.
41st ANNUAL BOAT SHOW AND
AUCTIONAnitque Boat Museum,
Clayton, New York, Saturday, August
6th, 2005. Preview at 11 am, auction
begins at 1 pm sharp. Exceptional selection of boats! Our biggest auction this
year! Low 10% buyer's premium.
Proceeds benefit Antique Boat Museum.
For consignments, contact Peter Mellon,
BMW D7 INBOARD DIESEL engine. 6137200449. For donations, contact
New in box with single-control side John Summers, 3156864104, x.225.
mount and control mechanism. High The Antique Boat Museum is a 501 3(c)
quality. $3,750. Call 6036734967, corporation. To register: <www.antique
boatamerica.com> or call 6137200449.
<info@jcdevine.com>.
EVENTS
SAIL ON THE MAINE CLASSIC

SCHOONER, Ellida. The grace and
charm of an Alden for your pleasure.
Ten passengers. Six, four, three-day,
and custom charters. Personal service,
double beds, private heads. Rockland,
ME, 18888076921, <www.maine
classicschooners.com>.
MARINE
ENGINES
SINCE 1982, SUPPLIER OF Distinguished

lawn-tennis and yacht club apparel to
North Americas premier private club
& corporate clientele. 18008293412,
<www.grasscourt.com>.
July/August 2005
137
CLASSIFIED
MARINE ART
MODELS
Bands in Gold & Platinum

Hand-crafted in Maine
HISTORIC WOODEN SHIP MODELS. U.S. Constitution, U.S. Frigate

Old Ironsides, 1797. Complete and
ready to display. Handcrafted since
1950 by PIEL CRAFTSMEN, 312 Center
St. (W), Newbur yport, MA 01950.
9784627012. Catalog on request or
visit <www.pielcraftsmen.com>.
HOUSEBOAT/TRAVEL TRAILER.
Information, $4 US. BERKELEY ENGINEERING, 1640A Reche Rd., Fallbrook,
CA 92028. 7607238234.
COMPLETE UNUSED PLANS with

parts list and instructions for Subarupowered 16' mahogany runabout.
Includes low-mileage Subaru engine
ELEGANT SCALE MODELS. Traditional, with most parts to complete marine
modern, sail, power. JEAN PRECKEL, conversion. For info, phone 3154476706,
P.O. Box 352, Blacksville, WV 26521. or <weconk@usadatanet.net>.
<jpreckel@yahoo.com>, <www.preckel
boats.com>, 3044327202.
Brochure available
www.davidvirtue.com
800.735.2058
THE FINEST wooden pond sailers.

Free brochure: 18002060006.
UNIQUE MODEL BOAT KITS. See
<www.modelsailboat.com>.
Freedom Song Boatworks at
<www.nemodel.com>, or call, ME,
2078827154.
PLANS & KITS
CUSTOM WOODEN BOAT PORTRAITS, from your photograph or

select from existing paintings in gallery.
Acrylic paint on handmade paper for
vibrant color. Call Jan: 5867648538,
or e-mail <JanneCM@aol.com>.
BUILD YOUR OWN BARTENDER.

Plans for the seaworthy Bartender line.
19' frame kits, bare hulls, and complete boats available. $5 brochure,
information: <www.Bartenderboats.com>.
Bartender Boats, 2713 Madrona St.,
Bellingham, WA 98225, 3606472260.
PAUL GARTSIDE, LTD. Boat plans
for home builders. New catalog of
wooden boats $10 US or CND.
MasterCard/Visa. 10305 West Saanich
Rd., Sidney, BC V8L 5T8, Canada.
2506562048. <www.gartsideboats.com>.
WOODEN POND MODEL KITS. Models

that really sail! Great fun in pool, pond,
or sea! Order toll free (U.S.) 8005339030.
Visa/MC accepted. Other kits and plans
available, catalog $1. SEAWORTHY
SMALL SHIPS, Dept. W, P.O. Box 2863,
Prince Frederick, MD 20678. <www.
seaworthysmallships.com>.
SAILING! 171 Cedar Island Road,
Narragansett, RI 02882, 4017834959.
LEARN HOW TO BUILD your own
cedar-stripped boat. Plans for dinghies,
canoes, row, sail, paddle, outboard.
<www.compumarine.com>. AZ, 520
2812901.
VISIT <www.gaboats.com>. Monfort
Associates. 25 designs. Plans, partial
kits, video. ME, 2078825504.
OUR AUTHENTIC, ALL-WOOD KIT

of this famous Maine-built clipper ship
is one of over 75 museum-quality scalemodel kits available. Visit us for finished models, too, as well as books and
tools. Call for a catalog or to discuss a
custom model. BLUEJACKET SHIPCRAFTERS, celebrating our centennial year! Route 1, Searsport, ME 04974.
SEND ME A PHOTO, and Ill paint a
18004485567, <www.bluejacket
high-quality portrait of your boat.
inc.com>.
Jennifer Roussin, 3148327731.
<jlroussin@sbcglobal.net>, <www.
chameleon-arts.net>. For nautical gifts
<www.cafepress.com/chameleonarts>.
138
WoodenBoat 185
TRAILERABLE RACER/CRUISER 40'

8.5', 8,200-lb, 7' draft, 3,600 lbs drop
keel, SA/D 24. Sleeps four, standing
headroom, galley, nav, enclosed head,
10' cockpit. Easy tow, launch, and sail.
Build in balsa or wood-cored FRP. Info:
Rio Hondo Yachts, tel. 4802310959,
ATKIN ILLUSTRATED CATALOG. <www.riohondoyachts.com>.
Over 200 designs. Famed Atkin doubleenders, traditional offshore and coastal BOAT KITSPLANSPATTERNS.
cruising yachts, rowing/sailing dinghies, Worlds best selection of 200+ designs.
utilities, and houseboats. $10 U.S., $15 Catalog$5. Boatbuilding supplies
Canada, $18 overseas airmail. Payment: easy-to-use 50/50 epoxy resins/glues,
U.S. dollars payable through a U.S. fasteners, and much more. Free catabank. ATKIN & CO., P.O. Box 3005WB, log. CLARKCRAFT, 1642 Aqualane,
Noroton, CT 06820. <apatkin@aol. Tonawanda, NY 14150. 7168732640.
com>, <www.atkinboatplans.com>.
<www.clarkcraft.com>.
CLASSIFIED
PIROGUE KIT, $49.50, includes plans,

precut cypress stems and ribs. Skiff kit,
$89.95, includes plans, precut transoms, and seats. Add plywood, screws,
glue. Price includes shipping. Louisiana
residents add 4% sales tax. UNCLE
JOHNS, 5229 Choupique Rd., Sulphur,
LA 70665. Visa/MC, <http://www.uncle
johns.com>; 3375279696.
CATALOG OF 40 SIMPLE PLYWOOD
boats, $4. JIM MICHALAK, 118 E.
Randle, Lebanon, IL 62254. <www.
apci.net/~michalak>.
<SHELLBOATS.COM>. Sailboat kits,
handcrafted in Vermont. Check out
our website or call VT, 8025249645.
BUILD N.G. HERRESHOFFS

COQUINA, 16' 8" sailing & rowing
boat. Under license from MITs Hart
Nautical Collection, Maynard Bray and
Doug Hylan have produced a builders
FOUR SIZES. Information, $5 US. package designed for both amateur
BERKELEY ENGINEERING, 1640A and professional builders. Plans11
Reche Rd., Fallbrook, CA 92028. sheets of detailed drawings for both
cedar and glued plywood lapstrake
7607238234.
construction. Includes Herreshoffs
original construction drawing. $200 +
$10 S&H. CD550 photos and text
describing all aspects of construction,
$50 + $5 S&H. Study plans4 pages
of small-scale drawings & photos, $10
+ $2 S&H. Send check or money order
to: Coquina, P.O. Box 58, Brooklin,
ME 04616.
CLASSIC BOATING MAGAZINEFor

21 years, the most popular and complete publication on antique and classic boats. Sample issue $5. Subscription
$28, Canada $32, and Overseas $36,
USD. CLASSIC BOATING, 280-D Lac
La Belle Dr., Oconomowoc, WI 53066.
2625674800.
WOODENBOAT magazine, complete

collection in binders, No. 1current
issue. Perfect condition. Call for details.
ROBERTO BARROS Y ACHT GA, 7065690919.
DESIGNStock plans for amateur
construction. Sailboats, trawlers, and
SMITHSONIAN INSTITUTION plans runabouts. More than 2,000 boats built
from the National Watercraft Collection, from our designs. Visit our website,
H.I. Chapelle drawings, Historic American <WWW.YACHTDESIGN.COM.BR>.
Merchant Marine Survey, etc. Send
$20 check to SMITHSONIAN INSTITUTION for 250-page catalog to:
Smithsonian Ship Plans, P.O. Box 37012,
NMAH-5004/MRC 628, Washington,
DC 20013-7012. <www.american
LIVING ABOARD magazine, dedicated
history.si.edu/csr/shipplan.htm>.
to enjoying your time aboardweekELECTRICIANS, CARPENTERS, end, month, lifetime! $18/year (6
MECHANICS, painters with marine issues). Free sample issue. 8009276905,
experience. Good pay, benefits, and <www.livingaboard.com>.
drug-free workplace. Send resume:
Huckins Yacht Corporation, 3482 BUILD YOUR WOODENBOAT magaLakeshore Blvd., Jax FL 32210 or zine library, 19791992 nearly com<info@huckinsyacht.com>.
plete (76 issues). $250, plus shipping.
POSITIONS
BUILD YOUR OWN trailerable trimaran. Unique, proven folding system

for easy trailering. Thousands already
sailing. Step-by-step plans. Farrier
Marine, 4254625349, <www.f-boat.
com>.
MA, 6175108396.
PUBLICATIONS
FUN PROJECT for the whole family!

Mahogany, runabouts, sailboats, speedboats, cruisers, more. Free online catalog <www.Glen-L.com/WB>, send
$9.95 for 216-page Design Book, How
to Fiberglass Boats book, $18.95, Epoxy
Manual, $2. GLEN-L Marine Designs,
Box 1804/WB55, 9152 Rosecrans Ave.,
Bellflower, CA 90707-1804, 562630
6258.
THOMPSON OWNERS NEWSLETTER! $19.95/yr. THE THOMPSON

DOCKSIDE, 10061 Riverside Dr. PMB143,
BUILD LITTLE GEM, 13'6" 4'4" Toluca Lake, CA 91602. 8189858690.
skiff. 27 other designs in our $12 <www.thompsondockside.com>.
brochure. Ken Swan, P.O. Box 267,
Hubbard, OR, 97032. 5039825062, MARINE COMPOSITES (Concepts and
Techniques): New second edition, a
<www.swanboatdesign.com>.
practical guide for boatbuilders. Paper
WHARRAM CATAMARANS. For Design or CD-ROM versions, $21.95 USD
Book of all designs from 14' to 65', (includes surface shipping in North
send $15 ($24 CDN). JAMES WHAR- America). Checks payable to N. Parkyn,
RAM DESIGNS, Greenbank Rd., Devoran, 2148 Mayflower Blvd., Oakville, ON
Tr uro, TR3 6PJ, U.K. <www.whar L6H 4E5, Canada. E-mail <np.design
@cogeco.ca>.
ram.com>.
13 PROVEN TAPED-SEAM designs for
oar, power & sail. 10'26'. Free catalog. TRACY OBRIEN MARINE DESIGN,
3607484089 or <www.tracyobrien.
com>.
FIRST SEVEN ISSUES OF WOODENBOAT magazineVol. 1, No. 1 thru 7.

Excellent condition. Sell as set only.
$350 USD. Contact <alloutdoors
@thot.net>.
July/August 2005
139
CLASSIFIED
WOODENBOAT magazine, Nos. 53184,
missing Nos. 54, 55, 69. Free to a
good home, you pay shipping. ONT,
5192711562.
SUPPLIES
WOODENBOAT complete, mint, $875,

plus shipping. Will deliver within 100
miles of Oriental, NC. 2522493359.
REAL ESTATE
CAROLINA WATERFRONT. Great sailing! Great fishing! Great people! Near
Pamlico Sound on ICW. Spectacular
views! Homes, lots, acreage, on protected deepwater. Affordable prices,
low taxes! Call for free information.
Sail/Loft Realty Inc., Oriental, NC.
8003274189, <www.sailloftrealty.
com>.
JASPER & BAILEY SAILMAKERS.

Established 1972. Offshore, one-design,
and traditional sails. Sail repairs, recuts,
conversions, washing and storage. Usedsail brokers. 64 Halsey St., P.O. Box
852, Newport, RI 02840; 4018478796.
<www.jasperandbailey.com>.
HAGERTY CLASSIC MARINE INSURANCE. The largest insurer of collector boats in the United States. With
over 50 years insurance experience.
Agreed Value Policies, unlimited navigation and transportation in U.S. and
Canadian inland and territorial waters,
restoration policies, no required layup.
A++ underwriter. Hagerty Classic Marine
Insurance, P.O. Box 87, Traverse City,
MI 49685. <www.hagerty.com>, e-mail
<marine@hagerty.com>, 8007622628.
COASTAL NORTH CAROLINA.

Spectacular lots in waterfront communities with the boater in mind. Priced
to sell as low as $34,900. Financing
available. Coastal Marketing, New
Bern, NC.18005665263, <www.
boatingproperty.com>.
EVA PILING FENDERSDurable EVA

Piling Fenders protect your equipment
from expensive repairs. They can be
easily bolted or strapped to your existing piling. We also offer EVA Boat
Fenders in three sizes and EVA Dock
Fenders. Save 1020% now on all fender
products. For more information, call
us at 18003246090, or shop online
at: <www.fenders-for-boats.com>.
CAMDEN, MAINE, intown, Wiltshire

Place Village Condominiums. New,
55+, seven rooms. $450,000. <wiltshire
SMALL-CRAFT AND CRUISING SAILS:
place@camdenvillagecondominiums.
Bermudan, gaff, gunter, lug, sprit, etc.
com>, <www.camdenvillagecondomin
Aerodynamic designs in tanbark,
iums.com>.
cream,white. See <www.dabblersails.com>
for sample work and quotes. Stuart
OCEANFRONT PROPERTYIncredible
Hopkins, P.O. Box 235, Wicomico
7.4 acres, paved road, electric, and
Church, VA 22579. Ph/fax 8045808723.
awesome building site. $195,000.
E-mail <dab@crosslink.net>.
Gouldsboro, ME, 6174257049, 978
8972516.
FREE CATALOG of sailmaking and
canvas fabric, hardware, and supplies.
HEMLOCK FOUNDRY, CUSTOM
SAILMAKERS SUPPLY, toll free,
CASTINGS. Aluminum, copper, brass,
877374SAIL. <www.sailmakers
bronze, iron. 1580 Acworth Rd.,
supply.com>.
Charlestown, NH, 6038263692, fax
6038264330, <HemlockFoundry@
NEW AND USED SURPLUS SAILScusadelphia.net>.
tom sails. Furling packages. Discount
Sunbrella. Unbeatable guarantee!
THE BOAT INSURANCE STORE.
Cash for sails. Sarasota, FL, <porpoise
Insurance program for wooden boats.
sailing.com> or 18005070119.
LAWRENCE FOX AGENCY, 1800
5537661. Our 40th year. <www.boat
DOUGLAS
FOWLER
SAILMAKER.
BUD McINTOSHS BOATYARD. House,
insurancestore.com>.
Highest-quality,
full-seam
curve
sails
woodshop, metal shop, marine railway
since
1977.
Traditional
sails
a
special1
on secluded, wooded, 1 2 -acre private
valley, yet only an hour from Boston, ity. White, colors, and Egyptian Dacron
CUSTOM CAST BRONZE BELLS.
Portland, Manchester airports, and in stock. 1182 East Shore Dr., Ithaca,
(ancient lost-wax method). <www.bell
minutes from Portsmouth, Dover, NY 14850. 6072770041.
inghambell.com>, <grant@bellingham
Durham. Overlooks two-mile vista of
bell.com>, 3603981245.
historic Piscataqua River. We might
SPARS
even include Buds own sloop,

Bufflehead, for the right buyer. Visit
us at <www.BudMcIntosh.com/boat
yard> or email <Boatyard@Bud
McIntosh.com>.
SERVICES
SILICON BRONZECorrosion resisFINELY CRAFTED wooden spars; holtant. Excellent for boat repair, keel,
low or solid. Any type of construction.
frames, ribs, and chainplates. Plate,
ELK SPARS, 577 Norway Drive, Bar
rod, bar. ATLAS METAL, Denver, CO,
Harbor, ME, 04609, 2072889045.
8006620143, <www.atlasmetal.com>.
NAUTICAL RESEARCH and marine
consultingtraditional wooden boats TRADITIONAL WOODEN MASTS
and classic yachts a speciality. <www. and spars, solid or hollow. All shapes
vineyardsailing.com> or 508693 and construction. Custom oars hand- CANOE HARDWARE: 1 2 ", 1116", 7 8 "
2436.
crafted in Sitka spruce or fir. BC, canoe tacks; 38 " oval brass stembands;
2507433837, <www.classicyacht clenching irons; 316" bronze carriage
HAVE TOOLS WILL TRAVEL. Wooden services.com>.
bolts; canoe plans; clear white cedar.
Catalog $1. NORTHWOODS CANOE
TANBARK SAILS from Mariner 40 boat builder will build, rebuild, or
repair
your
project
on
site
or
in
my
SITKA SPRUCE BOOM, built by Ferd CO., 336 Range Rd., Atkinson, ME
ketch. Four sails, good to excellent
shop.
$20/hour.
MA,
4135862007;
Nimphius.14' 3". Complete hardware. 04426. Order, phone 8885642710,
condition. $2,000/offer. MI, 734255
VT, 8023657823.
Never used. <jbpagen@newnorth.net>. fax 2075643667.
2305.
SAILS
140
WoodenBoat 185
CLASSIFIED
COPPER FASTENERS and riveting
tools, Nor wegian 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
322, East Middlebur y, VT 05740,
18005058692, <faering@together.
net>, <www.faeringdesigninc.com>.
MODERN MANILA. New Leoflex-X. The

latest rope technology. Looks great,
works hard. American Rope & Tar,
18779651800 or <tarsmell.com>.
LeTONKINOIS. All-natural varnish.

Centuries-old formula. Long-lasting,
beautiful finish. Extremely user-friendly.
American Rope & Tar, 18779651800
or <tarsmell.com>.
NEW FOUND METALSFull line of

opening port windows starting at $89.95.
Epoxy resins and all types of fiberglass
Eleven sizes in bronze, six sizes in 316
and composite materials.
Lowest prices and same day shipping.
stainless, and three sizes in TRIMATRIX. See website for all products:
Catalog: www.raka.com Ph: 772.489.4070
cleats, chocks, door catches, washdowns, handrails, and more. Contact
CUT COPPER CLENCH NAILS, pure
us at 8884375512 or 3603853315,
half-hard hand-drawn copper. Three
<www.newfoundmetals.com>, e-mail:
diameters: 116, 332, 18, 11 sizes: 34138. For
<nfm@newfoundmetals.com>.
sample packet and information, send
$3. For orders, call 6034227525 or write
Strawbery Banke Museum, P.O. Box
300, Portsmouth, NH 03802.
SOFT COTTON FENDERS and classic knotwork. For catalog, send SASE
to: THE KNOTTED LINE, 9908 168th
Ave. N.E., Redmond, WA 980523122,
call 4258852457. <www.theknotted
line.com>.
FLAGSTAFFS
Traditional Styling
Ash - Mahogany - Teak
Non-Fouling Burgee Flagstaffs
SHROUD ROLLERS
Ash - Teak - Mahogany
Please Send or call for Catalog
Bete-Fleming, Inc.
Box 906, Mattapoisett, MA 02739
8887584996
www.bete-fleming.com
CANOE MATERIALS for wood-canvas

canoes. Canvas filler, oval-headed brass
canoe tacks, clear Northern white cedar,
canvas, brass bang plates, 3/16" bronze
carriage bolts, and other fasteners,
lumber, and materials. Free catalog
upon request. THOMSON CANOE
WORKS, P.O. Box 284, Shelburne Falls,
MA 01370, 4136258555, <makobe
@gis.net>.
Suncor
Quick Attach
Swageless Fittings
Three easy steps...
1. Insert Wire
2. Tighten Fitting
3. Youre Done!
The best on the market!
Eyes, Studs, Jaws, &
Turnbuckles Wire
from 5/32" to 1/2"
Strength,
Quality,
and
Dependability...
plus a Lifetime
Warranty!
Stainless Steel
Marine Hardware,
Rigging & Fittings at
Reasonable Prices.
See our complete catalog

& order on the Web:
www . B OSUN S UPPLIES.COM
Or call toll-free 1 (888) 4333484
STARS AND STRIPES PENNANTS.

Authentic historical design exquisitely
handcrafted in the most durable fabrics. 4', 6', 8' and 12' sizes in stockother
sizes and designs by custom order.
Custom design and fabrication is our
specialty. Also in stock, all sizes U.S.,
state, foreign, historical, marine, and
decorative flags, banners, pennants,
and accessories. 77 Forest St., New
Bedford, MA 02740. 5089966006,
<www.brewerbanner.com>.
STOCKHOLM TAR. Genuine kilnburnt pine tar. Its the Real Stuff.
American Rope & Tar, 18779651800
or <tarsmell.com>.
WOODEN BOAT FOUNDATION, Port

Townsend, WA, Western U.S. Distributor
for DAVEY & COMPANY, England.
Traditional boat hardware, hard-tofind tools and equipment, copper fasteners, pine tar, Buff poly rope, Tufnol,
and wood blocks. <Woodenboat.org>,
3603853628.
HERRESHOFF 12 12, HAVEN 12 12,

DOUGHDISH custom cast-bronze
hardware; 4 12" mast hoops. Price list
available. BALLENTINES BOAT SHOP,
Box 457, Cataumet, MA 02534.
5085632800.
CANVAS FOR DECKS and canoes.

Natural, untreated. No. 10, 15 oz., 96",
$17.50/yard; 84", 14.50/yard, 72", $12/
yard; 60", $9.50/yard. Minimum five yards,
prepaid only. FABRIC WORKS, 148
Pine St., Waltham, MA 02453, 781
6428558.
HERRESHOFF AND HAVEN 12 12 and

others. High-quality bronze blocks with
ball bearings, cleats, fairleads, and
more, carefully machined and finished
by hand. See our display ad elsewhere
in the issue. J.M. Reineck & Son, MA,
7819253312.
YOURE JUST ONE CLICK away from

the Fein Tools that you cant do without. <http://www.waltertool.com>.
MultiMaster tools, sanders, vacuums,
polishers, routers, grinders, caulking
cutters, nibblers, shears, hacksaws, plus
all accessories & parts.
CAULKING MALLETS. We are now
offering caulking mallets in addition
to forged caulking irons of any size or
pattern. GENUINE FORGERY, 1126
Broadway, Hanover, MA 02339. Phone/
fax, 7818268931.
GOT SPLINE WEIGHTS? Visit

<SplineWeights.com> to see our affordable whales and ducks.
OARS: SPOON and straight. Paddles:
canoe and kayak. <www.doryshop.com>.
TOOLS
NO ODORS! NO THRU HULLS! NO

HOLDING TANKS! <www.airhead
toilet.com>, <wboat@airheadtoilet.
com>, 7403923642, P.O. Box 5, Mt.
TARRED HEMP MARLINE. Several
Vernon, OH 43050.
styles; hanks, balls, spools. American
Rope & Tar, 18779651800 or
<tarsmell.com>.
UNSCREW-UMS, BROKEN-SCREW
EXTRACTORS. Remove damaged fastenings. Minimal damage to wood.
Hollow tool uses stub as guide. Sizes
to remove screws from No. 2 to No.
24, lags, nails, and drifts. T & L TOOLS,
<www.tltools.com>. CT, phone
8604649485, fax 8604649709,
<unscrew-ums@tltools.com>.
July/August 2005
141
CLASSIFIED
LINEKIN BAY SAILING RESORT. Large
fleet of sailboats, instruction for novices.
Heated saltwater pool, tennis, canoeing, fishing, seafood and lobster.
Boothbay Harbor, ME 04538,
18668472103, <www.linekinbay
resort.com>.
ABACO, BAHAMAS. Charming handbuilt cottage directly on Eastern Harbour,
Man-O-War Cay, for rent by week or
month. Call/e-mail for brochure.
Bahamas, 2423656156, <margot_lee
@earthlink.net>.
<WWW.SILENTPAINTREMOVER.
COM>. Remove 20 layers of varnish
and paint in 30 seconds. Hands-free
attachments and scrapers available.
Phone 5859248070.
WANTED
BOAT-GRADE HEART CYPRESS,

Atlantic white cedar, live oak, heart
pine, Douglas fir, and Sitka spruce.
6,000 board feet thoroughly air-dried
heart Southern black cherry. Random
lengths, widths, and thicknesses available. BARBER LUMBER SALES, FL,
ATLANTIC WHITE CEDAR, excellent 3864623772; fax 3864627037.
quality. Canoe and dinghy strips,
bead/cove. Teak, mahogany (genuine PREMIUM STIKA SPRUCE aircraft,
& Philippine), cypress, and domestic mast, and spar grade. Old growth
hardwoods. Marine teak, okoume, Douglas fir, yellow cedar (cypress pine),
mahogany, and fir plywoods. Fax or and red cedar. Custom milling to order.
phone. Visa/MC. ANCHOR HARD- Cold-molded veneer, strip-plank
WOODS INC., 24B Station Rd., bead-and-cove. Classic Yacht Services,
Wilmington, NC 28406. Phone, 2507433837, fax 2507332046,
9103929888, fax 9103929078. e-mail <beanest@telus.net>.
<www.anchorhardwoods.com> or
<csr1@anchorhardwoods.com>.
WOOD
PORT ORFORD CEDAR milled to your

specifications. Fir, cedar, locust available. WA, 3603859022. <janda@cable
speed.com>.
TEAK LUMBER. Best prices in the
USA! $3/bf and up. All sizes and thicknesses available. SC, 8006771614.
PLANER-SCARFFER ATTACHMENT.
Convert your Makita 1900B, 1912B to
easy-to-use 8:1 scarffer in minutes. Cut
3
8" plywood with 3 14" planer; 12" with 4
3
8" planer. Complete units available.
JOHN HENRY, INC., P.O. Box 7473WB, Spanish Fort, AL 36577.
2516262288. <scarffer@netscape.
com>.
VACATION
EGGEMOGGIN OCEANFRONT
LODGE, 3.7 miles from WoodenBoat.
Great room, with fireplace. Seasonal
rates. ME, 2073595057, <www.Egge
mogginOceanfrontLodge.com>.
NEED A MATE for pictured controls

for 1929 Elco. Will buy pair if available. Any leads appreciated. Tom
Heckman, 6103535893, <tom@hare
chaseandheckman.com>.
TEAK LUMBER AND DECKING. Large

selection to fit your budget. Excellent
pricing on 3 8 " 11 2 " decking. New
World Teak. CA, 8059015333,
<newworldteak.com>.
TEAK, MAHOGANY, PORT ORFORD

CEDAR, FIR, etc. Long lengths of fir,
yellow cedar, red cedar cut to order.
WOODS UNLIMITED, 1620 Doolittle
Dr., San Leandro, CA 94577.
WANTED: MAHOGANY INBOARD 5108955266; fax, 5108952619.
runabouts 1628', any condition. Paying
fair prices. Will transport. Mitch LaPointe, TEAK DECKING, $.67/linear foot,
3824 Sunset Dr., Spring Park, MN 55384. and up. Best decking prices in the USA.
9524713300.
Call SC, 8644567433.
TEAK, MAHOGANY, ASH, purpleheart, lignumvitae, white oak, teak

decking. Complete molding millwork
facilities. Marine plywood. Custom
swim platforms. SOUTH JERSEY LUMBERMANS INC., 6268 Holly St., Mays
Landing, NJ 08330. 6099651411.
<www.sjlumbermans.com>.
WANTED: DONATIONSAILBOAT
for charter high school. 501(c)3 donation, fully deductible. Western US
preferable. <moss@relia.net>, 801
3356677.
MARINE PLYWOOD. Fine Douglasfir, Philippine ribbon stripe, Honduras,

ash, teak, okoume1 8 ", 14", 38 ", 12", 58 ",
3
4", and 1". 48', 410', and 416', part
sheets available. Solid lumberteak,
ash, Honduras, oak, teak decking.
DONATE YOUR BOAT TO our non- BOULTER PLYWOOD CORP., 24
profit SEA SCOUT organization and Broadway, Dept. WB, Somerville, MA
take tax write-off for appraised value. 02145. 6176661340. See Display Ad.
Your donation benefits young kids.
Contact Mr. Johnson at WI, 262241
0808.
SLOW-GROWING, OLD-GROWTH
white oak (Quercus alba), up to 50' long
and 42" wide. Longleaf pine (Pinus
pilustrus) out to 50' long. Old-growth
white pine, 22'28'. Black locust,
American elm, and larch. NEW ENGLAND NAVAL TIMBERS, CT, 860
6938425.
ATLANTIC AND NORTHERN WHITE

CEDAR, flitch-sawn, boat planking,
special orders. Long lengths, wide
boards, premium quality, fair prices.
CT, 2032451781. <www.whitecedar.
com>.
FLORIDA, 50+ SPECIES, domestics,

exotics. Retail, great sizes, selection.
Quality inventory. ALVA HARDWOODS,
FL, 2397282484, 18888946229.
WANTED TO BUY: Reuel Parker
Commuter 36. Bob, 2394818486,
<wd0d@andrew.cmu.edu>.
142
WoodenBoat 185
BOAT LUMBERWhite oak, ash,

mahogany, cedars, cypress, and more.
Long and wide available. Marine plywood. Custom timbers. Millwork facility. Large selection hardwoods,
specialize in birds eye and curly maple.
GOOSEBAY SAWMILL & LUMBER,
INC., Chichester, NH, 6037985135
or <www.goosebaylumber.com>.
CLASSIFIED
NORTHERN WHITE CEDAR coveand-bead strips and planks. Also Northern
white pine. E-mail: <friendship.
kayak@earthlink.net>. Phone: 207
3540511.
SAPELE MAHOGANY MARINE plywood, TA-Certified, BS 1088, three

sheets 1 4", six sheets 1 2". Half retail
price. E-mail<hfaulk@maine.rr.com>.
Call 2078396036.
BOATS FOR SALE
ANTIQUE ADIRONDACK GUIDEBOAT with original oars and folding

seat. Painted, very restorable condition. No big problems. Probably built
by Chase, very early boat. Photos upon
request. ME, 2078642731 or
<tsf1941@megalink.net>.
MISCELLANEOUS
28' RICH BROTHERS LOBSTERBOAT,

Gracie B. 1963, 8' beam, cedar on
oak. Refastened bronze, Isuzu diesel,
WEST System on outside of hull. Updated
for pleasure 12 years ago. $14,500. Blue
Hill, ME. Evenings, 2073745719,
<scot@woodenboat.com>.
ANGLO CONCERTINAtraditional
shipboard instrument; finest quality.
Play songs, shanties, jigs, reels, hornpipes. Complete instruction book and
case included. Send $495 ppd. to
GREEN MTN. INSTRUMENTS, P.O.
Box 964, Burlington, VT 05402. Phone
8028653337 or 8006371833.
CANOE LOVERSDecorative canoe
posters, reprint catalogs, postcards,
decals. Also fine canoe T-shirts, sweatshirts, caps. Peterborough, Chestnut,
etc. <www.ivyleashirtco> or call
6136593629. Plumpsweep Press &
Ivy Lea Shirt Co., Box 321, Lansdowne,
Ontario, K0E 1L0.
FLORIDAS ONLY WOODEN BOAT
SUPPLY Storeteak, mahoganies, oaks,
fasteners, glues, and more. Moores
Marine, 1410 Ave E, Riviera Beach, FL
33404, 5618412235, <www.wooden
boatrepair.com>.
BIRCHBARK CANOE, 18', 36" beam.

Dry leaf canoe #7, built by Steve Cayard.
See WoodenBoat No. 181. Winterbark
not decorated. $6,000. Call ME,
2078382165.
1961, 28' CHRIS-CRAFT CONSTELLATION, well maintained, in water.
$10,000. Located Chesterfield Twp., 1938 KETTENBURG CRUISER, 30'
MI 5869490067.
LOA. Dry bilge, no rot, planing hull.
Details at <www.kettenburgboats.com>.
1936 CHRIS-CRAFT 35' cabin cruiser $28,500. Located Wilmington, CA
with two Chrysler Crown 6 flathead 3105190245.
engines. Refinished interior and exterior mahogany. Excellent condition.
Moored in Amityville, NY. Asking
$15,000. Contact Peter at 5166765352
or <pvollmer96@aol.com>.
ANCHORS, ANTIQUE OUTBOARDS,

outdrives, engines, transmissions, instruments, hardware, mufflers, shifters,
control boxes, cables, plus much
more. <www.kevrowmarine.com> or
<kevmarsvc@juno.com>.
53' NORSEMAN SPORTFISH, 1971.

2-903T Cummins, 12.5-kw Onan, recent
paint and fiberglass/epoxy-sealed decks,
flying bridge and tuna tower controls,
three staterooms, five AC, surroundsound, color TV, microwave, full electronics. Ready to fish/cruise. $119,000,
offers. FL, 7273636115 or <yachtz
man1@aol.com>.
TEAK, ANGELIQUE, SILVERBALLI,

located San Diego. Wide and long
lengths, exceptional quality. 5086936397,
6199939295, <info@vineyardsail
ing.com>.
39'10" CONCORDIA YAWL #11, 1952.

Completely rebuilt to standards higher
than original. Race and restoration
awards winner. None finer. Spectacular.
$150,000. <www.concordia39.com>,
6034334465.
THE WEBS LARGEST selection of

fossil ivory marlinspike knives all
hand etched with your favorite boat
and name. Personalized wine openers,
goblets, 14kt nautical jewelry, registered scrimshawed whales teeth. Find
your perfect nautical gift on our exten- GREY EAGLE, 23' fast launch designed
sive website, or call for catalog! Rated by Luther Tarbox. Built 1973 in
TOP SERVICE by Yahoo!
Marblehead of finest materials: Port
Orford cedar on teak frames, backbone, and seam battens; teak deck and
transom. Bronze fastened; 170-hp
MerCruiser with stern-drive. Penobscot,
ME. For details, contact Matt, <matt@
woodenboat.com>, 2073594651.
1988, 25' MURPHY CONCORD, freshwater boat, well maintained, excellent

condition. 875 hours, 5.0L V8 OMC
stern-drive, Halon fire system, lots of
extras, includes 1997 dual-axle Karavan
trailer. $23,895. WI, 7157793012.
20' GLOUCESTER BANKS DORY,

2000. 1884 offsets. Mahogany on red
oak. Beautiful spar finish. 6-hp motor.
Trailer. Covered, dr y storage since
2002. Pristine condition. $11,500.
History and pics: <zaitsev@earthlink.
net>. ME, 2077293121.
July/August 2005
143
CLASSIFIED
1966 WILLIAM GARDEN DESIGN 45'

motor sloop. Lying Seattle. Bristol condition. Carvel, teak planked, copperriveted, bright finish. Spacious center
cockpit, two cabins, two heads, sleeps
seven, 6'4" headroom, daylight saloon,
full dodger, Perkins 6-354, WH autopilot, GPS, radar, Max prop, fridge, freezer,
250 water, 175 fuel, roller furled, boat
cover, laptop with nav system and charts.
$189,000. For full details, go to:
<http://home.earthlink.net/~rohoh7/>,
<rohoh7@earthlink.net>, 2068601869.
REDWING 182004 epoxied Dynel

deck, bottom, and sides equal to and
better finished than featured in WoodenBoat
178181. Suzuki 9.9-hp four-stroke.
Located FL, 3219528337.
HISTORICALLY RESTORED 26'

FOLKBOAT on custom trailer. Lots of 52' CUSTOM BUILT YACHT, built
extras. $14,900. MI, 7349968506.
1959. USCG-certified for 29 persons.
Twin Buda diesels. Long-leaf southern
yellow pine on oak frame. Well-maintained. $85,000. Will consider trade.
MA, 7817183100.
12' RUSHTON ST. REGIS paddling
canoe. Turn-of-the-century boat with
known history since the 1950s. Restored
1998. $6,000. Stony Creek, NY.
5186962505, <khvandusen@hot
43' WHEELER EXPRESS, 1958. Third mail.com>.
owner and direct descendant of builder
offers this pristine example of a bygone
era. Much renewed, rebuilt, and refurbished, she shows great pride of ownership. Historically cor rect with
modern-day conveniences. Full canvas covers. Full details on YachtWorld
and on <dreamcatcheryachts.com>.
$150,000. Lying Newport Beach, CA.
Contact Carl at Dream Catcher Yachts,
1924 CONSOLIDATED SPEEDWAY.
9492487100, cell 9495007261.
Extensive restoration in Mystic, CT,
2001, including new Caterpiller engine.
$99,000. 8603950405. More info
at <http://listings.diversecg.com/
cherokee/>.
1929 ELCO 50' PROTEUS, Mystic

award winner. Major restoration. Ready
to cruise. $190,000. CT, 2033772079.
1963, 25' LYMAN , 270 Crusader, 800

hours. Swim platform, cushions, cov- 42' CUSTOM PEDRICK, 1982. Colders, varnished decks and interior. molded, classic beauty built in Newport
$20,000. CT, 2039338409.
by Frank McCaffery. Hood furling mast,
electric winches, complete refit 9904.
Recent survey available. Lying Oyster
Bay, NY. $189,000. <rfagiola@shear
man.com>.
31' VAN DE STADT SLOOP, custombuilt raceboat. Hull; Honduras

mahogany, cold-molded. Teak brightwork. New Yanmar diesel. Excellent 1961, 35' CHEOY LEE LION. Arthur
Robb design. Teak hull, Yanmar diesel.
race record. FL, 7723352161.
Transatlantic veteran. Beautiful con1963 ERIC JR., 25', double-ended dition, good inventory. $33,000. CT,
William Atkin design. Strip-planked, 8602359068.
7000-lbs, recent Yanmar engine. NY,
5852667469.
1928 ELCO 42'. Hull rebuilt 19992000.

Ver y original, except electronics.
Equipped for distance cruising. Frequent show winner. $170,000. VA, Tony
Hannold, 8047259655.
28' KINGS CRUISER, built in Sweden
in 1961. Marconi-rigged sloop. Mahogany
on oak. Head, galley, four berths,
inboard diesel. Its on mooring in
Biddeford Pool, ME. $15,000. Call Mike
at 2072826387 or <mswanton@
maine.rr.com>.
39'3" McINTOSH SLOOP. Built as

Merrywing in Dover, NH, 1962. Third
owner. Competitive local and longdistance racer with good cruising
amenities. Very well maintained, good
electronics, sails, engine, and canvas.
Details on YachtWorld and <dream
catcheryachts.com>. $75,000. Lying
Newport Beach, CA. Contact Carl at
Dream Catcher Yachts, 9492487100,
cell 9495007261.
42' CHRIS-CRAFT CONSTELLATION,

1957. Repowered 2000, Mercury 350s
E.F.I. 6.5 kW Onan, air conditioner,
GPS with plotter. Very good shape.
1952, 20' CHRIS-CRAFT RIVIERA.
$67,500, negotiable. NB, Canada,
Visit our website for large inventory
5068511155.
of classic boats all at one location,
<www.classicboat.com>. Color photo
26' LUBEC DOUBLE-ENDED SLOOP.
available. Get on our mailing list. Mitch 1969, 43' EGG HARBOR, FDMY, TTrouble-free composite hull. Low-hours
LaPointes, 3824 Sunset Dr., Spring 427 Chris Power, 3.5 generator, clasYanmar. Good condition. Located
1916 HERRESHOFF New York 40 Chesapeake. $12,000. PA, 7244472344. Park, MN 55384. We deliver. 9524713300. sic, refurbished interior, AC/heat,
roomy, stable, new through-hulls. Hull
Rowdy, 65' LOA. Recently completed
25,000-hour museum quality restora- 12' SAILBOAT, plywood on frame, 20' WHITEHALL WITH SAILS, designed and cabin in ver y good condition.
tion. Bristol. View at <http://new good trailer. Clean, sound, and ready by Bruce King. Built by Linekin Bay Heads will turn when you cruise into
york40rowdy.com>. Contact Cannell, to sail. $650. Cooperstown, NY, Woodworkers, 2005. Traditional apple the marina with Eager Miss. E-mail
Payne & Page at <http://www.cpp 6072873530, <grahrens1@hot knees, teak trim. ME, 2076336653, pictures available. MD location.
<tonyjose@gwi.net>.
$76,500. Steve at 4109234528.
yacht.com>.
mail.com>.
144
WoodenBoat 185
CLASSIFIED
1980 MURRAY PETERSON COASTER

III gaff-rigged schooner, 42'. Cedar
over oak, teak and holly interior, 100hp Detroit diesel, 12-sail inventory. A
traditional beauty. $145,000. Contact
Jim Elliott at <elliott@ardell-ca.com>
or 9496425735.
BUD McINTOSHS OWN 32' SLOOP

Bufflehead, built 1966, in the family ever since. Perfect simplicity and
grace, but cant accommodate our
childs wheelchair. Excellent condition. See WB No. 51. Buds own boatyard included for the right buyer.
Visit us at <www.BudMcIntosh.com/
Bufflehead> or email us at <Bufflehead
@BudMcIntosh.com>.
1940, 17' RESTORED POULSBO FISHING SKIFF. Trailer. Extras. $9,000.

2063039380, or 2069330365.
<a1940poulsboskiff@yahoo.com> or
<melmenk@comcast.net>.
21' ALDEN SLOOP DESIGN #406.

Unfinished project boat. Most of the
boat has been built. Needs to be assembled. Sails, engine, hardware, and the
shop tools to finish boat included.
$13,000. ME, 2072830753.
HERRESHOFF 24' PRUDENCE, classic cruising boat for two. Built 1981,
lovingly maintained, excellent condition. Mahogany-planked, white oak
frames, bronze-fastened, teak deck,
Clark sails, Randolph Sitka mast, Volvo
diesel. Located Lunenburg, NS. $55,000,
CDN. <Pneill@theW2O.net>.
1941, 44' CHRIS-CRAFT, superior prebullnose woodwork, craftsmanship,

30' KNARR, 1955. Completely restored, clear cedar decks, roofs, birds-eye
1984, two berths, cedar on oak, good maple aft, beautiful inside helm stasails, recent standing rigging and well- tion. $15,000. NY, tel. 6318420025.
maintained. Full of speed and grace.
$12,000. NY, 5166712927, <skoal@peter
fleishman.com>.
1934 WHEELER PLAYMATE, 34'. Cedar
on oak, mahogany, repowered twin
Chevy 350s, Furuno, very sound and seaworthy, sleeps four. Sistership to
Hemingways Pilar. Danvers, MA.
$79,000. Details: <hclark@chelaw.
com>.
30' WICKS BROTHERS CABIN
CRUISER, 1930, white cedar over oak
with copper rivets, very good original
condition. E-mail <rdavis@bnl.gov> for
35' PACEMAKER, 1962. Wood and additional pictures. $18,000. NY,
glass, five berths, galley, head, refrig- 6318788847.
erator, shower. Good condition. $7,000.
8607397229.
1951 HINCKLEY SOU'WESTER 34.
13' BEACH PEA PEAPOD, designed
by Doug Hylan. Sailing model. White
with green sheerstrake, red bottom.
IL, 8153383783.
HANDY BILLY 21' center-console

launch. Cedar on oak. Cruise in style
at 18 mph. <www.goldenpondclas
sicboats.com>. Belgrade, ME, 207
4957793.
Cedar on oak. Refastened and recaulked

in 2003. Yanmar with five seasons.
Excellent condition with many upgrades.
Unique Sou'wester built for 1951 boat
show. $26,000. Boston, MA. 6172832092,
<stephenL7@yahoo.com>.
40' HANNA KETCH. Heavy-built. Lowtime rebuilt Westerbeke diesel. Original

fir decks. Sound hull. Good sails. $42,000.
CA, 3107807818, <artsail@adel
phia.net>.
GALATEA, 1931 HARRISON BUTLER yawl, rebuilt in 1984 and in excellent condition. Offshore veteran and
great sea boat. Cedar and fir on oak
and elm, teak decks. 40' on deck, 10'
beam, 6' draft. Located in British
Columbia. $68,000 CDN. <galatea3
@telus.net> or 2506534609.
1960, 22' SILVERTON. Loran, fishfinder,
VHF. Inboard, rear controls, outriggers. $3,000 or best offer. 5085834877.
WHITEHALL 16' SAILING/ROWING
dinghy, stored indoors, built by Great
Lakes Boatbuilding. $7,500. NY,
9148341479.
HISTORICAL DITCHBURN BOATS,

1923 R-boat, 39'. Mahogany over oak.
Excellent condition, highly successful
racing record. New electrical system, 2004.
ST-60 instr uments. $49,000. Call
47', 1926 STEVENS BROTHERS 5087582282 for pictures.
MOTORYACHT. 1989 Perkins Range
4 M135 diesel with only 500 hours.
Huge galley with gas range, full-sized
porcelain sink, antique ice chest retrofitted with modern electric cold plates,
loads of storage and dinette seating
for four. Large saloon with skylight and
enclosed helm. Full-sized head with
push-button head, brass sink, and
shower. Sleeping quarters with bunks
for two. Air conditioning. Loads of
open deck space with cushioned seating. Upper flying bridge operating sta- 23' GLEN-L DESIGN PILOTHOUSE
tion. Brass search light, Racor fuel filter, DORY, 2002. Fiberglass over marine
hydraulic steering, Morse engine con- plywood, white oak framing, 90-hp
trols. Absolutely beautiful, a true must- Suzuki four-stroke, tandem-axle trailer,
see! $69,000. VA, 7576170078 or electronics, fully equipped. Like-new
condition. $21,000. FL, 3525631336.
<matth@furniture classicsltd.com>.
July/August 2005
145
CLASSIFIED
NEW YORK 32 #15, Sparkman &

Stephens, 1936. Located Great Lakes.
Additional photos <www.newyork32. 23' FRIENDSHIP SLOOP replica, 1983.
org>. Serious buyers contact <breckny32 Mahogany strip-planked. Volvo diesel
@worldnet.att.net>.
inboard. Hull, engine, and sails in
excellent shape. $8,000 or best offer.
H-55 HERRESHOFF MARCO POLO. NY, 6317254535, <jeffsander@opton
Mahogany, oak, Sitka, teak, bronze. 14 line.net>.
knots, 6,000 mile diesel range. $195,000.
CT, 8604349414.
1953 UFFA FOX, 72' pilothouse ketch,

largest design from legendary British
designer Uffa Fox. Cold-molded hull
on steel framing. Four staterooms,
three heads, 8'-headroom saloon, huge
flush afterdeck, aluminum masts with
roller furling. 165-hp MAN diesel
engine. Fully functional. Asking $189,000.
Please call Leonardo, 7862523872,
305 5328600, ext. 114, <www.florida
yacht.com>.
BEETLE CAT: full restoration, white oak
and cedar, bronze fastened and hardware. New stem, board, trunk, transom, skeg, ribs, deck, toerail and rubrail,
coaming. Sail and trailer. WoodenBoat
alumnus. $8,500. CT, 2032889000,
<omkohler@hotmail.com>.
1958 CHRIS-CRAFT CONNIE, 38'.
Totally restored in 2002, including new
paint and varnish, refastened bottom,
new head, updated galley, new carpet,
drapes, etc. Twin Olds 455s, new shaft
and reconditioned props. Everything
works. Boathouse-kept since new.
$50,000. Michael Igou, 423344
2090.
65' CLASSIC WORKBOAT, 1939, heavybuilt ex-trawler. Would make excellent

conversion. GMC 12-71, 12-kW generator, full electronics. $112,000. CA,
7079645423, <ancona@mcn.org>.
1936 MATTHEWS BOAT: Gas engines,

dinghy davits, Sunbrella winter cover,
fiberglassed cabintops and decks. A
well maintained boat in great shape.
$22,500. MI, 2699211573.
2002/04 MARK V-39 power sharpie 39

9 11. Just back from one-year cruise.
Great liveaboard, shallow-draft cruiser.
Excellent condition. Dinghy, solar, fourstroke outboard, GPS. $85,000. <sailor
CHRIS-CRAFT 18' DELUXE UTILman@boone.net>, 8284930660.
ITY. New bottom, chrome, varnish.
Rebuilt K-engine. Spare parts. Trailer.
$17,000. MA 5082690068, <willyauk
@worldnet.att.net>.
22' CHRIS-CRAFT CUTLASSExtensively

customized by professional boatbuilder.
New cuddy cabin with V-berth and
head. WEST System epoxy hull, deck,
and house. Awlgrip paint, teak trim
and transom. Bottom modified with
skeg and attached rudder. Freshwatercooled Chrysler 360. Beautiful, handy,
and able. Asking $21,500. MD, 1965 RIVA 20' SUPER FLORIDA. Fully
4107455715, <mcbeg@goeaston.net>. restored, excellent condition. All original, including oars, boarding ladder,
BEAUTIFUL, MAHOGANY racing and 185-hp engine. $60,000. NC,
pirogue, 15'. Perfect condition. Single 8287432072.
seat with slots for oarlocks. Asking
$1,850, plus actual S&H. <ChinaCat 24' CROSBY STRIPER, 1952, Hull #20.
Trading@aol.com> for photos, or call 6-cyl Chrysler Crown. Clean, restored
5123603003.
condition. $7,000. NJ, 7324775641.
146
WoodenBoat 185
1998, 28' CAPE ANNE LAUNCH. Cedar

over white oak, lovely lines, center-console, 292 Chevy. $21,000 CDN. NB,
Canada, 5068494114.
1930 DEEWHITE MODEL 9. 19' runabout, African mahogany on white oak.

Original Gray 6-cyl 70-hp with V-drive.
Purchased in 1930 by sellers grandfather, not in water since 1956. Top
and sides of outer hull sanded and
seams routed 1 8". Rare boat in excellent condition. $10,000 or best offer
for boat and motor together. Serious
inquiries contact <1930deewhite@
comcast.net>.
1948, 34' CHRIS-CRAFT Express Cruiser

with forward cockpit. Award-winning
restoration, all systems upgraded.
Excellent condition, kept under cover
in Seattle. $49,500. Fred at 206329
0769, <fredrowe126@comcast.net>.
LANDING SCHOOL 26 SAILBOAT.

Built 96 by The Landing School,
Arundel, ME. Classic ME styling. By
many accounts, the perfect mid-size
daysailer/overnighterhuge cockpit,
cuddy cabin, head, and V-berth. Coldmolded, stored inside, sailed often,
but excellent condition and extras.
<www.landingschool.org/ls_week
ender.html> for details. Islesboro,
ME. Asking $55,000. 2077346754.
73' TRADITIONAL MOTORYACHT,

GM6-71 diesels, main saloon with fireplace, five staterooms, A/C and heating, designed by Geerd Hendel, built
1956 by Camden Shipbuilding. $295,000.
GLEN-L MINUET 15' SLOOP. Information at <ArcticFjord2.com> or
Plywood/composite construction. Had call 5087287948.
one trial run, sails ver y well. MI,
2699441429.
22' 9" HERRESHOFF PRUDENCE,

2004. Traditional construction. Finest
craftsmanship. Herreshoff fittings.
Spacious cabin with beautiful joinery.
$99,900. RI, 4014872090, <steven.stone
@cox.net>.
37' ALDEN COASTWISE CRUISER,

1939 (#675). All-new custom restoration on her hull and interior, maintaining traditional style of this classic
boat. Beautiful! Towing trailer included.
In Michigan, asking $99,000. <kger
vasi@att.net>.
CLASSIFIED
18' SORG SPEEDBOAT/OPEN UTILITY, 1956. Seldom used, full-service

records, 1999 Mercury, trailer, accessories.
Excellent condition, garage stored,
original owner. Bel Air classic two-tone
blue/white, mahogany brightwork.
Insured at $8,000, offers accepted.
Viewing by appointment, Harbert, MI,
5742875453, 2694694104.
1967 OWENS CABIN CRUISER, fully

restored, Chevy 327 gas engine, full
canvas, custom-built trailer, stored
under roof. SC, 8438355501.
12 1 2 ' CONCORDIA BEETLE CAT,
1981, gaff-rigged sailboat, trailer (new),
extra spars, and parts galore. $7,000.
ME, 2074547408, <bradleyj@local
net.com>.
20' POLYNESIAN OUTRIGGER made

to accommodate seven different boats.
Best materials used. Built 1970s, never
launched. Price negotiable. MA,
7818629480.
60' COVACEVICH TRAWLER YACHT,

built in 1941, completely rebuilt in
1996 by Nathaniel Zirlott, and documented as a new boat by the USCG.
Well maintained. Sleeps nine. 471
Detroit diesel engine. Burns 2 12 gallons fuel/hour underway with genset
running. Award winner at two recent
wooden boat shows (Madisonville, LA,
and Biloxi, MS). The Maritime Museum
of Biloxi has two photographs and
a discussion of this vessel in its publication, Maritime Biloxi. Excellent for
long-or short-range cruising, liveaboard,
and fishing. $96,500, offers considered. Contact Scott, 251 4435784,
e-mail <slmayfield1@yahoo.com>.
LYMAN CLASSIC 21', 1962, 178 hp,

mahogany decks, nice top and upholstery, always covered, great condition.
$10,500. Ithaca, NY 6072571333,
<dde3@cornell.edu>.
1963 GRADY WHITE, 19' long, with
convertible top, bow rail, compass cushions, etc. 1963 Evinrude 4-cyl, 75-hp
motor with gas tanks. Two-wheel boat
trailer. 7.5-hp trolling motor. All good
condition. $3,000, as is, where is. OH,
2167318229.
42' GRAND BANKS, 1973. Last wooden

hull produced. Twin 120 Ford Lehmans.
Immaculate condition. NC, 2529752174.
MAKE A GREAT FAMILY YACHT, 58'

schooner hull, cedar on oak. Tight,
comfortable. 400 hp, 110-V Lister, much
equipment. Currently groundfishing with
permits, $270,000, will sell with or without. ME, 2075945870.
1903 LAWLEY YAWL Leilani, 50'

LOD. George-built, Fred-designed.
WEST System cold-molded cedar skin,
1992. New rigging, 1995. New sails,
1999. Westerbeke 154, 53-hp. Original
plans, Rosenfield photos and complete
history available. Perfect proper restoration candidate. See Save a Classic , WB
No.172. One-of-a-kind and still winning races. Ready to sail 2005. Visit
<classicyachtleilani.com>. $150,000.
NY, 7183322717.
32' McINTOSH/REMICK doubleended cutter, 1983. Cedar on oak. 1939 ELCO CRUISER, 58' Encore,
Perkins diesel. Reduced to $39,500. ex-Do-Ho, owned by restaurateur
Gray & Gray, Inc. ME, 2073637997. Howard Johnson. First of seven built,
displayed in artificial pond at 1939
Worlds Fair. GM6-71s, 7.5 Onan, Cruisair.
Cedar on oak. Absolutely original. Busy
New England charter boat 19872001.
$175,000. 4018628620, 5613013455.
1890s PETERBOROUGH CANADIAN

cedar sailing canoe, 17'. Ash batten,
Basswood floorboards, walnut thwarts,
leeboards and rudder, ash coaming,
1937 FRANK PAINE/GEORGE LAWbutternut decking, Egyptian cloth sail.
LEY 60' sloop, Good Hope. Impressive
Rare. Pristine. $15,000. CT, 8604347680.
1950s SORC history. Winner of the last
St. PeteHavana race, 1959. Semi-com23' REDWING, 2004, shoal-draft pilotposite, mahogany-on-oak. Busy Caribbean
house cruiser, marine plywood/epoxy,
charterboat 19812001. $125,000.
mahogany cabin, head, sink, 25 four4018628620, 5613013455.
cycle Mercury, aluminum trailer. $44,950.
NY, 5853462000 .
26' SKIFFCRAFT HARDTOP, 1977.
Twin 160-hp MerCruisers. Head, refrig1928 CUSTOM-BUILT 28' hardtop
eration, custom canvas. Marine survey,
cruiser. Vintage 6-cyl Chrysler (rebuilt
2001. Stored inside. Good condition,
02). New canvas. Must see. Located
many extras. $7,900. MI, 8107678868
East Hampton, NY. $35,000. 6315371442
or 2314996499.
or <njboland@aol.com>. Email for picture.
1956 CLASSIC HERRESHOFF H-28,

ketch, 28' 8' 9" 4'. Varnished mahogany
hull, oak frames, Sitka spruce spars,
mahogany cabin, teak deck, wooden
blocks, five brass winches. Major rebuild,
2002. Seven bags of sails, including
genoa and covers, as new. Rebuilt 4cyl 20-hp gas engine, Danforth and
Bruce anchors and rode, safety equipment, and new steel folding cradle.
Stored inside, Wiarton Marine, Wiarton,
Ontario. $24,000 CND. Phone Mr.
51' SPORTFISHERMAN. This fine
45' HUCKINS, 1954. Completely refur- Allen, 5196412914.
yacht was designed for marlin fishing
bished. $165,000, Venice, FL. Tel.
9417162313, <nauticaltrader@earth 1948 HINCKLEY SOUWESTER, 34'. off the North Carolina continental
link.net>.
Mahogany on oak, 31-hp Graymarine. shelf. Launched in 1963, powered by
Lovingly cared for by present owner twin 6-71 Graymarine diesels. Custom
1949, 52' STEPHENS. Major hull restora- for past 15 years. Always stored in marina built of mahogany, teak, heart pine,
tion completed, needs engines/inte- building during winter layup. $27,000. Monel, and silicon bronze. 12' 17'
rior, all original parts rechromed. Phone 3159385435, or e-mail cockpit. A tough, well-founded yacht.
$89,000. Phone 9102562313.
$20,000, make offer. CA, 5624330521. <vanben@gisco.net>.
56', 1965 HODGDON BROTHERS

built, Alden-designed motorsailer, the
well-known Hawksbill, with Caterpillar
diesel, bow thruster, watermaker, upto-date nav electronics, ready for long
distance cruising. In Bristol condition,
$250,000. VA, <www.hawksbill.org> or
call 6179014531.
23' LYMAN, 1958. Restored 1995, including new Crusader 350 V8. Many extras.
Located Candlewood Lake, CT. $10,000.
Call 2037780800.
July/August 2005
147
CLASSIFIED
26' MACKENZIE CUTTYHUNK

Bassboat. One of the most famous
Mackenzies, Rita Rachael, 302 V-8,
low hours, teak decks, helm, covering
boards and windshield, cypress cockpit sole. Truly a turn-key vessel. $32,000.
MA, 7817067357, <jshepherd3@sspon
line.com>.
1936, 32' NUNES Classic Cruiser.

Located Doug Hylan Boatyard,
Brooklin, ME. Cruised locally last two
seasons. Extensive rebuild in 2000, but
still needs more. Offered at $18,000.
Buyer should plan to put at least that
much into further restoration. ME,
2072443531.
1967 ADAMS JERSEY SKIFF 24', restored,

350 Chevy/Volvo Penta gas engine,
195 hours, cedar on oak, aft controls
and tiller, rewired, new Bimini, full
cover, second owner, 25 years. Excellent
condition. Offered at $20,000. PA,
6106965873.
1968, 38' CHRIS-CRAFT tri-cabin. Twin

V8s, nice condition. Harpers Boat
Sales, NH, 6032798841, <www.harper
boats.com>.
1968, 45' CHRIS-CRAFT tri-cabin. Twin

427 V8s, nice condition. Harpers Boat
boats.com>.
18' 6" CULLER CORNISH GIG

immaculate condition. Will deliver.
$10,500. For details, photos, and contacts: <www.geocities.com/hindes5440>
or fax 2538534903.
48' RALPH WILEY Passagemaker

trawler, 1962. S. Yanmar 140-hp diesel.
Inside and outside steering, two separate cabins. First-class condition and
equipment. $139,000. Gray & Gray,
Inc. 2073637997.
32'2", 1965 BROWNELL BASSBOAT,

Eldredge-McInnis design, batten-seam
mahogany, 6V-53 diesel 215-hp, integrated Furuno electronics, builder
maintained, documented. Asking
$40,000. MA, 5086452849.
TAHITI KETCH Clytie, 1948. Cedar

and cypress on sawn oak frames. Bronze
fastened. Diesel. $39,500. ME, 207
8410757.
22' PULSIFER HAMPTON, 1988, named

Little Guy, diesel powered. 400-plus
hours, lots of upgrades, hull completely
stripped and refinished, 2003. Stored
inside. $23,500. Call 2076473935.
1929, 38' ELCO TRI-CABIN cruiser.

Two staterooms, sleeps six, two heads,
saloon.Total restoration, beautiful condition, many show awards. Must see,
selling due to declining age of owner. 1949, 52' CHRIS-CRAFT tri-cabin, one
Serious inquiries please, call 845635 of only eight. Built with three engines.
3126.
Harpers Boat Sales, NH, 603279
1967, 36' GRAND BANKS TRAWLER,
8841, <www.harperboats.com>.
wooden, twin 120-hp Lehman diesel
engines. Boat in great shape, has
electronics. $69,900. ME, 207871
1015.
42' CLASSIC MAINE CRUISER, 1928,

rebuilt completely recently. Perkins
140-hp diesel, accommodates four.
Superb condition. $95,000. Gray &
Gray, Inc. ME, 2073637997.
MATHIS-TRUMPY CUTTER, 1935,

30.5' 9.5' 4', recent keelbolts, skeg,
diesel, cushions, autopilot, etc. Safe
and comfortable. The world is yours
aboard RIP TIDE. Asking $18,000.
19' SLOOP, HOWARD BLACKBURN. Located MI, 6169427746, <tourison
Strip-planked. Sleeps two. Built 2001. @aol.com>.
Used one season. $10,900. Photos,
2072884324.
11'6" OLD TOWN SAILING DINGHY,
1933. Fully restored with new sail, spars,
oars, cover, and Karazan trailer. $7,000
or best offer. Northampton, MA,
4136651390, <brookskahn@com
cast.net>.
1958 CLASSIC CHRIS-CRAFT 26'

Clipper express cruiser model. Last
40' McINTOSH KETCH, 1973. Westerbeke one made, #152. All original, single
diesel, new sails, new electronics, new 175-hp MCL rebuilt. Boathouse kept.
systems. $129,000. Gray & Gray, Inc. $20,000. BC, 6045355940, <grod
ME, 2073637997.
dan@telus.net>.
148
WoodenBoat 185
2004, 40' HARPERCRAFT TORPEDOstern, sleeps two, seats 10. All WEST
System, optional power. Harpers Boat
boats.com>.
1924, 26' INDIAN LAKES GENTLEMANS racer. 454 V8, leather upholstery,
WEST System bottom. Harpers Boat
boats.com>.
KETTENBURG PCC 47', built 1948.
1952 Lipton Cup winner. Totally overhauled 2002. 12 sails, engine rebuilt
2005, Port Orford cedar on oak, sound
condition. $30,000. CA, 9259469321.
23' HERRESHOFF SLOOP, Prudence
model. Auxiliary, many extras. 25-gallon copper water tank, legal head, new
galley and icebox. Refastened 1984.
$3,800 or best offer. MA, 9789222170.
15' BARNEGAT BAY SNEAKBOX.
Sailing model, cat-rigged. Very good
condition. Eastern LI, NY. $1,850.
Phone, 6313233511, fax, 6313239734.
1954 BUNKER & ELLIS, 34' lobsterboat.

John Deere 165-hp diesel, many extras,
ANTALYA, 1980 Colin Archer 47', cedar on oak, bronze fastenings. $5,000.
built in New Zealand by shipwright ME, 2075653568.
Paul Zeusche (CEO, Townsend Bay
Marine). Contact Swiftsure Yachts at 20' NORDLAND SAIL/ROW BOAT,
<www.swiftsureyachts.com> or 206 built in Norway, 1999. Trailer. $12,000.
ME, tel. 2075295335.
3781110 for details. $380,000.
CLASSIFIED
52' DANISH GALEASSE, built 1898,

oak on oak, hull, technic and interior
in fantastic condition, 10 sails, well
equipped. Per fect for charter or
family cruising. $ 189.000. Located
Ger man/Baltic waters. Contact:
<stefan.deerberg@deerberg.de>.
17' ALDEN APPLEDORE POD single

or double sliding-seat rowing boat.
Bright gunwales and interior finish
with deep green topsides and white
bottom. Cold-molded epoxy cedar
veneer construction that is substantially lighter and stiffer than the fiberglass version of this design. Package
includes the boat, two Oarmaster rowing rigs, heavy-duty weather cover, and
Trailex road trailer. Pictures available
by e-mail. $5,000 for the package. Call
2074395824.
DEVSHIRE 40' 10'8" 5'. Any

knowledgeable sailor would be proud
to own this stunning, multiple-racewinning expression of Henry Grebes
craftsmanship. Substantial restoration
2004. Specs and photos, e-mail <boat
guy206@aol.com>. Seattle, 206227
2628.
LIONS WHELP FOR AUCTION,

83' Eldredge-McInnis motor yacht.
Hailed by top yacht designers as one
of the Best Powerboats Ever. For
complete vessel and auction details,
log on to <www.lionswhelp.com> or
call 18005445857.
1992 DEVLIN DESIGN, 22' Surf Scoter,

3-cyl, turbo-charged Yanmar diesel,
434 hours. This boat is in Bristol condition. Dual-axle trailer included.
Asking $49,000. Call Phil, 4017221160.
1905, 21'6" WILTON CROSBY CATBOAT. Step back in time with this
museum-quality catboat Victor y.
Underwent extensive rebuild at the
Cape Cod Crosby Boatyard in 70s
and was owned by the Crosbys. Excellent
ownership history ever since. Newer
Graymarine engine. Lots of brightwork, decks, etc. Excellent condition.
$52,500. Orleans, MA 5082552221.
EX-NORWEGIAN FISHING BOAT

Havorn, 48' 18' 8', built 1936, gaffrig ketch, 70-hp diesel, worldwide
cruiser. Currently hauled out in Port
Townsend, WA, for hull repairs. Need
to sell. $40,000. Contact Lee at
<havorn@pobox.com>.
1112' SAILING PRAM, 1994. All wood

materials, copper/rove fastenings, two
rowing stations. Never launched. Built
at Wooden Boat Shop, San Francisco,
CA. $1,500. Mystic, CT 8605721587.
44' ELCO CRUISER, 1939. Bronze-fastened, white cedar on oak with mahogany
cabin. Repowered with twin MerCruiser
260 V8s. A classic beauty that is very
original and well maintained, always
with inside winter storage. Kept in
eastern Lake Ontario area since 1940.
$38,000 US. Call 6133898757, e-mail
<rmacmillan2@cogeco.ca>.
22' McDONNELL BASSBOAT, 1953.

Restored 2002, current survey. ACBR
citations at Mystic Seaport Antique
1930 MONTEREY CLIPPER, 41' with Boat Rendezvous, 20032004. $50,000.
long sweeping bow. A true motorsailer Mystic, CT 8605721587.
in very good condition for its age. Very
solid for restoration. Need a new,
younger owner to take the Andiamo
HERRESHOFF 17'. Good condition. back to sea. $4,000 or best offer. Near
SEAFAIR 32 SLOOP, Ben Seaborn Wood spars, well equipped. Built in Portland, OR, 5034351552.
design, built in Toronto, 1964. Carvel- 1977. New sails and trailer. $15,500.
planked Western red cedar, edge-glued, 2078711407.
bronze-fastened over steam-bent oak
frames. Sitka spruce laminated hollow RHINELANDER VINTAGE 1940s, 16'
mast, spruce boom. Full-battened main, Pilot 50, Guides model special. Owned
Harken roller furling. Perkins 3-cyl, since 1949. Stored in barn past 20 years.
28' GILLMER NEW MOON YAWL,
26-hp diesel. Autohelm, wheel steer- $5,000. Write to: Paul Lorenz, P.O. Box
1997. Cedar/oak on oak, bronze fasing. Well-maintained, freshwater boat. 146, Ettrick, WI 54627.
tened. Robust construction. Excellent
ON, 9054275947, <rogerbush@
85' TUGBOAT, 1926. 320 Atlas Imperial condition. Great little ship. $79,000
rogers.com>.
diesel. $58,000. <www.tugpalomar. (approximately one-third construction
cost). <ACCraftworks@aol.com>,
com>, 3603766049.
40' TEAK MOTORSAILER, Angelman
4109568958 for information.
Mayflower, built Hong Kong, 1961.
Finest craftsmanship. $50,000, offers.
1999, 40' GAFF-RIGGED ketch. Thomas
NYC, 3475134205.
Colvin design, Althea, centerboard,
23-hp Farymann diesel, full set sails.
46' CUSTOM BREWER KETCH, 1972.
Custom built, interior not completed.
Teak hull. $139,000. San Diego. See
Oak and cedar. Excellent condition.
<www.custombrewerketch.us>.
$40,000 firm. Leesburg, New Jersey.
<kagyhays@juno.com> or 8567850318.
30' ATKIN CUTTER, built 1959. Copper24' BLUENOSE SLOOP, built 1998 riveted, pine planking, 30-hp Perkins 37' EGG HARBOR Sportfisherman,
Stevens Boatworks, Chester, N.S. Excellent diesel, GPS chart plotter. Excellent twin 440s, bright hull and fresh paint. 22' MARTHAS VINEYARD CATBOAT
condition. $12,500. Eastern LI, NY. condition. $29,000. ME, 2074391928, Ready for season. $18,500. CT, by Elsaesser, 1971. Solid condition,
Phone, 6313232726, fax, 6317270138. evenings.
yard trailer. Tony, 2528300190.
8602131403 cell, 8604645310.
July/August 2005
149
CLASSIFIED
GALLANT, PETE CULLERS 44'
Concordia-built, gaff-rigged schooner.
$85,000. Vineyard Haven, MA. 508
6806470, 5086966126, <ted.box@
verizon.net>.
1970, 30' BUNKER & ELLIS picnic

boat. Immaculately restored in 1997
by Ellis Boat Company. Cedar-on-oak.
300-hp Marine Power gas engine, SeaFire fire suppression system, V-berth,
head, new brightwork, and bottom
paint. $250,000. Southwest Harbor,
ME, 2072449221. See more photos
and info at <www.ellisboat.com/
brokerage>.
16' HAVEN, 2003, Joel White/Herreshoff

12 12 centerboard. Pine/oak/WEST
epoxy, bronze hardware, custom Triad
trailer. Excellent. $21,900. CT,
2038532740, <adrew638@aol.com>.
38' GREAT AFT-CABIN KETCH, 1981,

classic Al Mason design. Honduras
mahogany strip planking, white oak
frames, teak decks, bronze and epoxy
fastened and epoxy coated in and out,
nine sails, Perkins 108 diesel. Fully
19' SWEDISH DOUBLE-ENDED equipped including 300 charts. $69,000.
sailboat. Copper-riveted lapstrake. Pictures and specs: <www.fair
Traditional Scandinavian design and gale.00go.com>. MD, 3013738594.
craftsmanship. Built in 2003 by Sven
Johansson. Beautiful boat. $35,000.
NC, 9194549016.
58' KETCH, CUSTOM BUILT, 1954.

Solid hull, teak, mahogany all around.
Ideal for liveaboard. Incredibly priced
at $69,900. Call Tony, FL, 3056933668,
3056933654, <infotonyssw@aol.com>.
BEAUTIFULLY RESTORED CLASSIC

Dyer sailing dinghy. Available with or
without Bandit trailer. Chatham, MA,
5089451940. Medical sale, $4,950
with trailer.
MASON 38 KETCH, built 1974 by

Transpacific Taiwan. Mahogany and
teak. Present owner 20 years. $75,000
<billfinley@telus.net>.
1951, 16' CHRIS-CRAFT RIVIERA

Runabout. Excellent restored condition, green leather interior, 150-hp
Mercury 8-cyl engine. Located Idaho.
Includes EZ Loader trailer. $30,000 or
best offer. Color photos and more
information at <kjeffreys@comcast.net>
or Greg, 3039442658.
38.5' FUN: BRUCE KING-designed
double-ended racer/daysailer. Wing
keel, ellip rudder, strip-planked tongueand-groove cedar with diagonial veneer
outer layers. Race winner, North 3DL
sails, assy spins, Lewmar winches, Harken
hardware, B&G Network, helmsmans
cockpit, custom Triad trailer. $95,000.
WI, 4146514667.
1929, 22' CHRIS-CRAFT TRIPLECOCKPIT, well-above-average project
boat that was in use up to several years
ago, but now needs a new bottom and
decks at a minimum. Most hardware is
original and relatively complete. Power
is a replacement 105-hp Chris-Craft
six, with a recent rebuild. $12,000 firm.
Many other mahogany runabouts
available. Inventory at <www.boyds
antiqueboats.com> or send SASE to:
Boyds Boatyard, P.O. Box 9, Canton,
CT 06019, 8606934811.
21' 39" CEDAR ROWING SKIFF,

hand-crafted, lapstrake design, Circa
1920, Richmond, England. Imported
from British Rowing Club in Buenos Aires,
Argentina. All fittings, sliding seat,
backrest, rudder, oars, and lines come
with skiff. $8,000. MA, Linda or Ralph
at Pampa Imports, 5086360945,
<pope3@earthlink.net>.
150
WoodenBoat 185
54' GREBEFLUSHDECK MOTORYACHT, 1958. Your own getaway on

the water or great liveaboard. Three
staterooms, well maintained under
shed in fresh water. $94,500. NC,
2526331404.
16' HAVEN 12 12, cedar on oak, mahogany

trim. Gaff rig. Center Harbor sails, sail
cover, cockpit cover, and road cover.
Bristol bronze fittings, including removable outboard mount. Custom-built
low- launching trailer. Built 1996 with
help from Eric Dow. Indianapolis, IN.
$18,500. 3175858619, <ted@scofiel
design.com>.
24'6" ZEBCRAFT, SHOW-QUALITY
speedboat. Harvard Forden built, coldmolded shape inspired by early Gold
Cup Racers. Exquisite, strong construction. Bright Honduras mahogany
hull and deck. Custom-cast blindfastened bronze hardware. Chevy 454
CI high-performance engine, Castall
V-Drive, custom-fitted trailer. $48,000.
Call WI, 4146514667.
34' PACEMAKER, 1967 Sportfisherman
Express. Twin 350s, sleeps seven, two 14' WHITEHALL ROWING SKIFF,
working stations, galley down. Turn 2004. Professionally crafted lapstrake
key and go. $10,900. NY, 5163794688. construction, exquisite lines, sailing
model also available. Great tender or
MID-1950s MAX ANDERSSONS 17' day boat. $5,500. VA, 8047257595
molded, plywood canoe. Near-mint or <www.MerrinerYachts.com>.
condition, with references from original seller and buyer. Possibly five in 35' DICKERSON KETCH, 1968. Fully
the States. Valued by the original seller equipped, excellent condition. $25,000.
at $5,000$6,000. Taking offers. GA, Chesapeake Bay, MD, 4108277679,
7063100031, <nathan@boxerworks. <hrljbl@myshorelink.com>.
com>.
28.5' HINCKLEY H-21, Alden design,

1946. Oak /cedar / bronze /lead. Many
upgrades, refastened, floors, ribbands,
garboards, rewired, repowered Yanmar
3GM30F, more, see website <www.
obadiahboat.com>. $18,500. Located
Cape Cod, MA, 5085482991.
1989 MURRAY PETERSON KETCH, 26'.

Cedar on white oak, bronze fastened.
Ply/epoxy decks, solid fir spars. Yanmar
2GM diesel. Excellent condition. $35,000.
7188234570.
1940, 51' CONSOLIDATED, Detroit
diesels 6-71N, C-flexed hull. Very original. $65,000. LA, call, pic 5043383738.
52' ALDEN SCHOONER 2000, exceptional design, 7' headroom. White

oak/cypress planking, deck fiberglass.
Best offer. Telephone, 7329912346.
CLASSIFIED
CLASSIC WOODEN FOLKBOAT,
located in Maine. Needs some new lapstrakes. 2072895313, <dennygal@
richmond.k12.me.us>.
DAHLIN 17', 99, mahogany. Classic

design. Built in Finland by the com36' VICTORIAN-ERA GLASS-CABIN pany that produced the interior to
river launch, 60% finished. Extensive Swan. MerCruiser Jet. Beautiful! 28.000
inventory. $22,500, offers. <www.Vic Euros. <lgr@elanders.at>.
torianRiverLaunch.info>. 541935
8956.
14' WOLVERINE RUNABOUT, 1956,
seats four, 100% restored, unused,
stored inside, watertight, cold-molded
mahogany epoxy hull. Lightweight
(three men), newly varnished hull,
deck, inside. 25-hp Johnson, trailer
included. $5,200. 6102964878.
WASHINGTON COUNTY PEAPOD,
15' 9", wood, sails, and oars, good condition. Boat located Andover, MA.
2078634973, 9784744300.
16.60 METERS MOTORBOAT, 1962,
teak, 2 160-hp New Holland (2004).
Recent Restoration. 200.000 . <alvaro
villodres@hotmail.com>
25' QUADRANT, 1962, built Hartge

of Galesville, hull #13, M'S Q. Boat
is clean inside and out. Located Havre
17' CULLER THREE-STATION pulling de Grace City Yacht Basin, MD,
boat. Built for Concordia, 1974. Cedar 4109394800, <museum@comcast.
on oak. Completely rebuilt 2004. Finished net>.
bright inside and out. $16,000. MA,
5082690068, <willyauk@world CHRIS-CRAFT 27' SPORT, wood hull,
net.att.net>.
complete galley, head, V8 engine, good
project. Pick up for free. Rindge, NH.
Call 6035638231.
SNIPE, REBUILD PROJECT. Sails and
hardware included, complete with
trailer. NY, 5852231850, <chancock
@frontiernet.net>.
LIGHTNING HULL 239, <http://www.

darthunix.com/pics/thumbnails.php? 1927 CASEY CUTTER, needs belowalbum=10>. Located VA, <dasreboot waterline repairs. 1953 Downeast sedan
cruiser, interior removed, no engine,
@verizon.net>.
mahogany/oak/Monel. To good homes
47', 1970 PACEMAKER MOTOR LATE 1950s CHRIS-CRAFT ski-boat only. Both on Cape Cod. Bob, 941
YACHT. Refurbished in 2001; new car- for restoration. Needs a good home. New 6854568.
pets throughout, remodeled master prop and Johnson bushing, new shaft.
stateroom, hull stripped and refin- Tandem-axle trailer. NY, 7167453768. 1925 HISTORIC BRISTOL CHANNEL
cutter "Zarefah," 54' LOD 13' 8'6".
ished, new pilothouse vinyl curtains,
port engine rebuilt. Full complement 40' ALDEN and a Jersey Sea Skiff. See Teak planking, new mast. Needs a lot
of electronics new in 2001. Runs great, our website <www.woodenboat of work, but worth it. Long Island, NY,
ready to cruise. $125,000. Tel. 207 rescue.org>, e-mail <bioelf@mind 5165092096, <mkortch@optonline.
net>.
6936872.
spring.com>, tel. 8608732169.
INDEX TO ADVERTISERS
ADHESIVES
& COATINGS
Detco Marine. . . . . . . . . . . . . . . 6
Epifanes . . . . . . . . . . . . . Cover II
Interlux. . . . . . . . . . . . . Cover IV
Pettit Paint . . . . . . . . . . . . . . . . 93
Sandusky Paint . . . . . . . . . . . 103
Star 10, Inc. . . . . . . . . . . . . . . 100
System Three Resins, Inc. . . . . 4
West System . . . . . . . . . . . . . . . 22
BOATBUILDERS
Adirondack Guide Boat . . . 124
Avalon Classic Yachts . . . . . . 126
Beetle, Inc. . . . . . . . . . . . . . . 124
Billings Diesel & Marine . . . 123
Boothbay Harbor
Shipyard . . . . . . . . . . . . . . . 123
Brooklin Boat Yard. . . . . . . . 128
Comitti/Turner
Marine Group . . . . . . . . . . 120
Conanicut Marine
Services, Inc. . . . . . . . . . . . 125
Covey Island Boatworks . . . 128
Crockers Boat Yard, Inc. . . 122
Cutts & Case Shipyard . . . . . 127
Dutch Wharf . . . . . . . . . . . . . 127
Edgecomb Boat Works . . . . 122
Fletcher Boats . . . . . . . . . . . . 122
Hacker Craft Boat Works . . 121
Clarence R. Heisler
& Son Ltd. . . . . . . . . . . . . . 129
D.N. Hylan & Associates . . . 129
J.L. Yachting. . . . . . . . . . . . . . 120
Lakeland Boatworks . . . . . . 126
Laughing Loon. . . . . . . . . . . 128
Legendary Yachts . . . . . . . . . 120
McClave, Philbrick
& Giblin . . . . . . . . . . . . . . . 129
Phil Mitchell,
Boat Restoration . . . . . . . . 129
Nexus Marine Corp. . . . . . . 126
Pease Boatworks . . . . . . . . . . 122
Pendleton Yacht Yard, Inc. 128
Piantedosi Oars. . . . . . . . . . . 128
Portland Yacht Services. . . . 129

Richard Pulsifer . . . . . . . . . . 128
Rockport Marine . . . . . . . . . 129
Rumerys Boat Yard . . . . . . . 127
Hugh Saint, Inc. . . . . . . . . . . 122
Seal Cove Boatyard, Inc. . . . 125
Shearwater Boats . . . . . . . . . 126
Six River Marine . . . . . . . . . . 124
Ralph W. Stanley, Inc. . . . . . 122
Univ. of Hawaii Marine
Edu. & Training Ctr.. . . . . . 14
Van Dam Wood Craft . . . . . 125
Ventura Harbor Boatyard. . 125
Frank M. Weeks Yacht Yard 126
The Wooden Boat Shop . . . 122
Zimmerman Marine . . . . . 127
BROKERS
Annapolis Classic
Watercraft. . . . . . . . . . . . . . 119
Antique Boat America.com 118
Bartram & Brakenhoff . . . . 115
Bayport Yachts. . . . . . . . . . . . 119
Cannell, Payne & Page . . . . 117
Cayuga Wooden Boatworks 118
Concordia Yacht Sales . . . . 118
Covey Island Brokerage . . . 118
DESTINY/Lela Wright . . . 119
David Jones
Yacht Brokerage . . . . . . . . 118
FAPA SpA . . . . . . . . . . . . . . . . 116
Kingman Yacht Brokerage . 116
Metinic Yacht Brokers . . . . . 116
Sierra Boat Co. . . . . . . . . . . . 115
Sparkman & Stephens. . . . . 116
Vintage Boats
of the Potomac . . . . . . . . . 118
EVENTS
Boston Antique
& Classic Boat Festival . . . . 31
Door County Classic
& Wooden Boat Show . . . 100
Family BoatBuilding Week . . 28
Mahone Bay
Wooden Boat Festival. . . . . 30
Victoria Classic Boat

Festival. . . . . . . . . . . . . . . . . 109
The Vintage Weekend. . . . . . 20
Port Townsend Wooden Boat
Festival. . . . . . . . . . . . . . . . . . 12
WoodenBoat
Regatta Series . . . . . . . . . . 102
WoodenBoat Schools
25th Anniversary. . . . . . . . . 98
WoodenBoat Show. . . . . . . . 89
WoodenBoat Show
12-Meter . . . . . . . . . . . . . . . 108
HARDWARE &
ACCESSORIES
Atlas Metal Sales . . . . . . . . . . . 17
Barkley Sound
Oar & Paddle, Ltd. . . . . . . . 98
ccfasteners.com. . . . . . . . . . . . 98
Hamilton Marine . . . . . . . . . . 80
Jamestown Distributors . . . . . 21
Meissner Winches . . . Cover III
R&W Rope Warehouse . . . . . 16
J.M. Reineck & Son . . . . . . . . 15
Shaw & Tenney . . . . . . . . . . . 100
Spartan Marine Hardware . . 32
KITS, MODELS, PLANS

Arch Davis Design . . . . . . . . 132
Benford Design . . . . . . . . . . 131
Boat Design Quarterly . . . . . . . 135
Chesapeake Light Craft . . . 130
Clark Craft . . . . . . . . . . . . . . . 132
Dudley Dix Yacht Design . . 133
The Dromedary . . . . . . . . . . . 19
Dumas Products . . . . . . . . . . 80
Glen-L Marine Designs . . . . 134
Guillemot Kayaks . . . . . . . . . 133
Jordan Wood Boats . . . . . . . 132
Midwest Products . . . . . . . . . 135
nisboats.com . . . . . . . . . . . . . 134
Pygmy Boats, Inc. . . . . . . . . . 133
Redfish Custom
Kayak & Canoe . . . . . . . . . 135
Waters Dancing
Boat Kit Co. . . . . . . . . . . . . 133
Wayland Marine, Ltd. . . . . . 135
LUMBER
Boulter Plywood Corp. . . . . . 19
Noahs . . . . . . . . . . . . . . . . . . . 98
PRINTS
& PUBLICATIONS
Boat Design Quarterly . . . . . . . 135
Register of Wooden Boats . . . . . 128
The Raven & I . . . . . . . . . . . . 103
Tiller Publishing . . . . . . . . . 131
SAILS
E.S. Bohndell & Co. . . . . . . . 103
Gambell & Hunter . . . . . . . . 100
North Cloth . . . . . . . . . . . . . . . 18
Sailrite . . . . . . . . . . . . . . . . . . . . 32
Nathaniel S. Wilson,
Sailmaker . . . . . . . . . . . . . . . 81
SCHOOLS
& ASSOCIATIONS
American Schooner
Association . . . . . . . . . . . . . 126
Atlantic Challenge/
The Apprentice Shop . . . . 18
Bates Technical College . . . . 98
Hurricane Island
Outward Bound . . . . . . . . . 31
International Yacht
Restoration School . . 23, 123
The Landing School of
Boatbuilding . . . . . . . . . . . . 17
Northwest School
of Wooden Boatbuilding. . 81
Sail & Life
Training Society . . . . . . . . . 14
Seattle Central
Community. College . . . . 103
Silva Bay Shipyard School . . . 30
The Traditional Small Craft
Association . . . . . . . . . . . . . 124
Univ. of Hawaii
Marine Education &
Training Center. . . . . . . . . . 14
Westlawn Institute
of Marine Technology . . . . 33
The Wooden Boat Workshop of
Norwalk . . . . . . . . . . . . . . . 124
The WoodenBoat
School . . . . . . . . . . . 3435, 98
TOOLS
Grizzly Industrial. . . . . . . . . . . . 1
MISCELLANEOUS
Hackworth & Co. . . . . . . . . . . 15
Hagerty Marine Insurance . . . 7
Half-Hull Classics . . . . . . . . . . 16
Heritage Marine Insurance 101
Nautical Gold Creations . . . . 33
Power Squadron . . . . . . . . . . . 81
Pussers Rum . . . . . . . . . . . . . 11
Wooden Boat Rescue
Foundation . . . . . . . . . . . . . 98
The WoodenBoat
Store . . . . . . . . . . . . . . 104106
MUSEUMS
Chesapeake Bay
Maritime Museum . . . . . . . 26
Great Harbor Museum . . . . . 27
H. Lee White
Marine Museum . . . . . . . . . 24
Havre de Grace
Independence
Seaport Museum. . . . . . . . . 27
Lake Champlain
Maine Lighthouse Museum . 24
Maine MaritimeMuseum . . . 26
Mystic Seaport Museum . . . . 25
Nantucket Whaling Museum26
New Bedford Whaling Mus. . 24
Newburyport Maritime
Society.. . . . . . . . . . . . . . . . . . 26
Penobscot Marine Museum . 26
Portland Harbor Museum . . 24
Tuckerton Seaport . . . . . . . . . 27
Woods Hole Historical Mus. 26
July/August 2005
151
SaveAClassic185.xp 02R1
5/25/05
12:10 PM
Page 152
SAVE A CLASSIC
KRK
A Danish trawler
KRK Particulars
LOA
Beam
Draft
Built in Denmark, 1947
34' 0"
14' 0"
7' 0"
MAY NARD BRAY
The trawler KRK has sat on dry land for the

past several years, but good construction of
durable materials have helped to keep her intact.
The drawings are of a near sister, the Lobals
boat VICTORIA.
by Maynard Bray
lanked with oak and powered by a single-cylinder

80-hp Hundestadt diesel, KRK is typical of the
mid-20th-century Danish fishing fleet. The thumping diesel
takes up the entire after third of her hull and connects
to the two-bladed propeller by a hollow shaft that controls
the pitch of the blades. To back the boat, you reverse the
propellers pitch instead of engaging a reverse gear; for
the equivalent of neutral, you move the inner shaft so theres
no pitch at all on the propeller blades. While this means of
operation is a novelty on this side of the Atlantic, to the
Danes its traditional.
KRK and her sister trawlers evolved from the lapstrake
double-ended sailing craft of the 19th century, but they still
carried sailsat first as primary propulsion (when the primitive engine was auxiliary) and, finally, for steadying the boat
at sea. While KRKs rudder is inboard and she steers with
a wheel, earlier versions were tiller steered and had rudders
hung off the stern (as in the drawings of the Lobals boat
VICTORIA above).
As I understand her story, KRK steamed across the
Atlantic on her own bottom, was trucked to Wisconsin during the 1980s for use on the Great Lakes, then some six years
later was trucked back to the East Coast, where shes been
ever since. Shes been languishing on dry land in Rockland,
Maines, Journeys End Marina for the past few seasons,
152
WoodenBoat 185
looking ever more down at the heels as her planking dries

out and her decks admit increasing amounts of rainwater.
Her heavy construction, mostly of wonderfully durable
Danish oak, has enabled KRK to survive abandonment
better than most Save a Classic candidates. Her planks
remain hard against the frames and have not pulled away
at their hood ends as is common in less-robust aging hulls.
Converting her to a cruiser would make sense, once her
immediate structural needs were attended to. I can see
her with a low, midship deckhouse for standing headroom
in what now is the fish hold, the sleeping space in the focsle
where its always been located, a moderate, jib-and-gaffmainsail sailing rig, and the monster single-cylinder
engine (or one like it) for a reliable and easy-to-live-with
powerplant. KRK was well built to begin with, but to a
commercial standard without fussy fits and finish, so her
restoration and conversion wouldnt demand a yacht level
of workmanship.
For more information, contact owner Paul Dorr, P.O. Box 743, Rockport,
ME 04856, phone 2075420231, or e-mail <paulwebster50@
hotmail.com>.
Send candidates for Save a Classic to Maynard Bray, WoodenBoat,
P.O. Box 78, Brooklin, ME 04616.
5/25/05
6:41 AM
Page 3
5/25/05
6:55 AM
Page 4
The worlds your playground.

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Endless play

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THE MAGAZINE FOR WOODEN BOAT OWNERS, BUILDERS, AND DESIGNERS

What every well-heeled boat

86 GERTRUDE and Her Kitchen Rudder

edited by Tom Jackson

29 The Apprentices Workbench

151 Index to Advertisers

107 Wood Technology

99 The WoodenBoat Review

103 How to Reach Us

110 Calendar of Events

Finally boat building and repair epoxies have

The SilverTip Application-Specific

Silvertip Trial Kit:

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CONTRIBUTIONS: Address all editorial communications to

the aspects of this often discussed and

Sterling Linear Polyurethane Coating Guide

Detcos Crystal Varnish

CALL OR WRITE TODAY FOR YOUR FREE TECHNICAL GUIDE!

boat. We do not usually require surveys

Apparently the insurance business

and a good example of Herreshoffs

For Your Safety

(wood, 40 years old,

Gaff Rig and Sail Track

o the ever-growing list of things

wave. Anyone who has

Edited by Tom Jackson

Our first boat

MAY NARD BRAY (BOTH)

we decided to buy that sloop right then

Massachusetts. Her condition was decent

for cruising. The structure turned out

Kathy, were still in the hospital.

The double passion

David N. Goodchilds interest in

found a small publisherD.N. Goodchild

out-of-print nautical titles that Goodchild

The double passion

David N. Goodchilds interest in

found a small publisherD.N. Goodchild

out-of-print nautical titles that Goodchild

or 28-lb bond. Cream-colored paper has

2814, Bala Cynwyd, PA 19004; 215

Around the Yards

(LAMI), was hauled out April 4, 2005,

Creating The Ships Half Model ...

Call us first for:

CO. brass &

Blocks and rope

R & W Rope Warehouse

Since 1790 the

W hen the artistry

becomes the mastery

MARY ANN NOETH

checked for deformation.

initial damage reports indicate that the

The Landing School, P.O. Box 1490,

The Landing School

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