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WoodenBoat 224 JanFeb 2012
WoodenBoat 224 JanFeb 2012
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52 The Wee Pup
A small, able tender in the wake
of the Monhegan skiff Darin Carlucci
Page 64
Page 38
56 Shantyboat Renaissance
Features A simple floating home for
a complex world Harry Bryan
24 Seacocks
The unsung heroes of 64 Building the 12' Peapod
watertight integrity Steve D’Antonio Part Three Arch Davis
38 Pragmatic Beauty
The life and career of
designer Reuel Parker Donnie Mullen
Page 82
74 A Simple Mast for
a Small Boat Arch Davis
2 • WoodenBoat 224
ReadeR SeRviceS
20 How to Reach Us
depaRTmenTS
RTmenTS 107 Boatbuilders
January/February 2012 • 3
Whether you are looking for a boat to motor, sail, or paddle, there will be lots of them on display at the
21st Annual WoodenBoat Show. And if you already have the perfect boat, come learn new skills, find
a book on her history, buy oars for her dinghy, or a cap for you. Bring the family. Build your own boat!
Admission includes access to all the ongoing Mystic Seaport exhibits and collections.
TM
January/February 2012 • 5
Making Friends with Your Build Your Own Build Your Own Build Your Own Traditional Wood-and-
Building the Caledonia Yawl
Marine Diesel Engine Northeaster Dory Greenland-Style Kayak Stand-Up Paddleboard Save A Classic with Eric Blake Canvas Canoe Construction La
with Geoff Kerr
with Jon Bardo with David Fawley with Mark Kaufman with Geoff Kerr with Rollin Thurlow
Build Your Own Building the Introduction to Stitch-and-Glue Build Your Own Bronze Build Your Own Plank Fine Strip-Planked
Woodcarving Boat Cabinetry with
Fox Canoe with Asa Thomson Skiff Boatbuilding with Construction with Salute Cannon with Duke Constructed Pond Yacht Boat Construction C
with Reed Hayden Dave Merrifield
Bill Thomas with John Karbott Bill Thomas Sam Devlin McGuiggan & Michael Caldwell with Thom McLaughlin with Nick Schade w
*May 13-19 and Inspecting Wooden Inspecting Fiberglass Elements of Elements of Seamanship Vintage Pond Yachts
Lofting with Marine Electrics The Art of Scrimshaw Bu
May 20-26 Boats with Boats with Seamanship with with Annie Nixon & Part II with
Greg Rössel with Patrick Dole with Ron Newton w
Alumni Work Weeks David Wyman Sue Canfield Jane Ahlfeld & Annie Nixon Steve Stone Thom McLaughlin
WANDERBIRD with The Skills of Coastal Bronze Casting for Metal Working for the Elements of Seamanship II
Coastwise Navigation L
Rick & Karen Miles Seamanship with Boatbuilders with Boatbuilder & Woodworker with Martin Gardner &
with Jane Ahlfeld Jane
(June 23-July 2) Andy Oldman Sam Johnson with Erica Moody Robin Lincoln
Gift certificates
Kayaking with Seamanship with with Martin Gardner & ABIGAIL with
Bill Thomas Jane Ahlfeld & Sue LaVoie Sue LaVoie Hans Vierthaler
WoodenBoat co
Sailing Downeast
Modern Welding with & Seamanship with Seamanship on ABIGAIL
with Andy Oldman
Doug Wilson & Will Dupuis Andy Oldman with Hans Veirthaler
Can’t make it to Brooklin, Maine? Try our courses at Chesapeake Light Craft Shop,
We’re very excited to be working with John Harris APRIL 2-7 BUILD YOUR OWN PASSAGEMAKER DINGHY
OR EASTPORT PRAM
and the good folks at CHESAPEAKE LIGHT CRAFT With Geoff Kerr
in Annapolis, Maryland, and, once again, to be able Materials: $1305 (dinghy) $1005(pram)
to offer courses at their excellent facility. APRIL 16-21 BUILD YOUR OWN ANNAPOLIS WHERRY
With David Fawley
Tuition for each of these courses is $750
Materials: $1429
Check our website for our entire 2012 program MAY 14-19 BUILD YOUR OWN CHESAPEAKE 17LT SEA KAYAK
www.woodenboat.com With Geoff Kerr
Materials: $1029
AUGUST SEPTEMBER
29 – 4 5 – 11 12 – 18 19 – 25 26 – 1 2–8 9 – 15 16 – 22 23 – 29
ld
Wooden Boat Restoration Methods Advanced Fundamentals of Boatbuilding Fundamentals of Boatbuilding
on FAMILY WEEK Building the Ben Garvey with Geoff Kerr
with Walt Ansel with Greg Rössel with Wade Smith
d- Build Your Own Build Your Own Build Your Own Glued-Lapstrake Finishing Out Build Your Own Willow/
Building a Dory Traditional Lapstrake Construction
tion Lapstrake Canoe with Shearwater Sport Kayak Annapolis Wherry Plywood Construction Small Boats with Quickbeam Sea Kayak
with Walt Ansel with Geoff Burke
w John Harris with Eric Schade with Geoff Kerr with John Brooks John Brooks with Bill Thomas
Build Your Own The Essentials of Build Your Own Building the 12½' Boatbuilder’s Hand
th Building the Somes Sound 12½ The Art of Woodcuts Building Half Models
Chuckanut Kayak Fine Woodworking Skipjack Sailing Model Semi-Dory Skiff with Tools with
with John Brooks with Gene Shaw with Eric Dow
with David Gentry with Janet Collins with Alan Suydam John Karbott Harry Bryan
Elements of Boat Strip Composite Traditional & Modern Coastal Maine in Introduction to Introduction to Inspecting Fiberglass
aw Build Your Own Pram Rigging with
Design with Construction with Oar Making with Watercolor with Sailmaking with Canvas Work with Boats with
n with Bill Thomas Myles Thurlow
Graham Byrnes Clint Chase Clint Chase Amy Hosa Marti & Jed Siebert Ann Brayton David Wyman
p II Elements of Seamanship Elements of Seamanship Sailmaking for Pond Small Boat Voyaging Marine Photography
Learn to Sail with Lofting with
& (women only) with Jane with Martin Gardner & Yacht Owners with with Jane Ahlfeld & with Jon Strout &
Jane Ahlfeld & Annie Nixon Ahlfeld & Gretchen Snyder Greg Rössel
Dave Gentry Alan Suydam Bill Thomas Jane Peterson
Craft of Sail on Beach Cruising & Coastal Sailing Traditional Daysailers Elements of Coastal
Craft of Sail II Craft of Sail on MISTY Sea Sense Under Sail
BELFORD GRAY Camping with Ross Beane & Beach Cruisers with Kayaking (over 40)
with David Bill with Queene Foster with Havilah Hawkins
with David Bill & Bill Thomas Al Fletcher & Mike O’Brien with Mike O’Brien
SEPTEMBER 10-15 BUILD YOUR OWN WOOD DUCK KAYAK Check our website for our entire 2012 program:
With Eric Schade www.woodenboat.com
Materials: 10’ - $954 12’ - $1029 or call Kim or Rich at
SEPTEMBER 24-29 BUILD YOUR OWN NORTHEASTER DORY 207–359–4651
With David Fawley To order a complete course catalog, call toll-free
Materials: $1425 (rowing) $2524 (sailing) 1-800-273-SHIP (7447)
OCTOBER 22-27 BUILD YOUR OWN STAND-UP PADDLEBOARD WoodenBoat SChooL
With Geoff Kerr P.O. Box 78,
Materials: $915 Brooklin, Maine 04616-0078
8 • WoodenBoat 224
new boat this fall and was expecting downwind with the bow up in classic Erratum: The Compleat Name
trouble with that plumb stem, as form, never leaving the protection of Dear Editor,
the garboards make a 45-degree the slick she creates to windward. It is In WB No. 223 I committed a sin
twist in 30". I was quite wrong—and very comforting to see the breaking unpardonable in the eyes of all anglers:
didn’t even have to use steam—so waves disintegrate upwind between I misspelled the given name of the
encourage anyone who admires these our bow and stern, while continuing revered 17th-century poet and writer
classic boats to do likewise. If anyone to break both forward and aft of us. I Izaak Walton, author of The Compleat
has a lapstrake Fourteen dating from would not care to be fore-reaching out Angler. I acknowledge my error and
the 1940s, I’d like to hear from them. of that protected slick, however slowly. beg forgiveness of all fly fishermen.
Plans for AVENGER—a very similar Mark Bennett Bruce Stannard
boat—are available from the Uffa Fox Mintaka Robinson, NSW Australia
website (www.uffafox.com).
Simon Watts Bruce Halabisky replies:
San Francisco I agree that when heaving-to it For Your Safety
simonawatts@earthlink.net is best to eliminate any headway. Working in a boatshop requires certain
However, the real objective of considerations to ensure your safety
Heaving-To? and health. We want you to enjoy doing
heaving-to is to create a comfortable your own work, but urge you to exercise
Dear Editor, and safe environment on the open caution throughout the process. Before
Mr. Halabisky’s concept of heaving-to sea. Sometimes this is only possible using a power or hand tool with which
(WB No. 223) differs from mine and when there is no headway and, as you are unfamiliar, consult operating
instructions. Many materials found in
from authors Lin and Larry Pardey. Mr. Bennett describes, there is a boatshops are deadly or may have long-
In Storm Tactics, page 31, they say, “If protective slick to windward. In less term ill effects; before using any toxic
the boat is making headway, you are severe conditions an acceptable level material, consult the Material Safety
not hove-to, you are sailing!” In my of comfort and safety may be reached Data Sheet for that substance. Above
own boat, an Ingrid 38, I have hove-to without the boat being stationary and all, protect yourself from improper use
that may lead to permanent injury or
many times under mizzen alone. In she might, in fact, fore-reach slowly at death.
this configuration, she drifts dead a half a knot or so.
Treading lightly:
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is cedar strip planked and sheathed in carbon fiber. She burns only 1.5
gallons of fuel per hour at 10.5 knots. Throughout Zogo's construction,
builder French & Webb of Belfast, Maine, relied on WEST SYSTEM 866-937-8797
Epoxy for superior performance and unsurpassed technical support. www.westsystem.com
January/February 2012 • 9
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The Return of
The WOOD Regatta
Rock Hall Yacht Club, Rock Hall, MD
The WOOD (Wooden Open One-Design) Regatta was
established by WoodenBoat magazine in 1991, and won
U.S. Sailing’s One-Design Creativity award in 1992. It’s a
sailing contest in which wooden sailboats less than 30'
in length race against others, with handicapping under
May 18–20, 2012 Portsmouth Yardstick.
Please join us in this event for one-design and custom wooden sailboats of all ages.
12 • WoodenBoat 224
A warm place in
the heart of a city
by Tom Jackson
TOM JACKSON
these characteristics, The Center for
Wooden Boats in Seattle, Washington,
is performing for a new adjacent city
park the same role it has always played
for the city: it is humanizing the place. Above left—A new city park adjacent to The Center for Wooden Boats in Seattle,
The recently completed park itself Washington, has space for historic and visiting ships, and soon the Museum of
struck me as a bit of a blank slate when I History and Industry will move into a former armory. Above right—Next to the
visited in September 2011. Its largely flat concrete of the new park, the CWB’s upgraded entry and floats are proof of how
expanse of grass is transected by con- warm and inviting wooden construction can be.
crete walkways, and the boat shape of
the concrete flower beds is only evident
when seen from the air or in artist’s ren- mental reasons. The canopy, however, is south Lake Union, even the most rock-
derings. The park’s saving grace is all wood and blends well with the origi- ribbed preservationists had to admit it
found in the sum total of its water fea- nal buildings designed for the center was painful watching her long fall into
tures: a rather uninspired sidewalk line by its founder, Dick Wagner. The new decrepitude just an arm’s reach from
of water jets that kids should find fun on entryway has places to linger, and the the CWB. She was cut up in 2009 (see
a hot day, a tiny-looking beach cut into boats moored alongside show up better. Currents, WB No. 208). Pieces of the
the shore between concrete walls, the The floats, too, have been upgraded, historic ship will re-emerge, however, in
use of the lake’s cleaned-up and restored with wood decks with central gratings. exhibits at the Museum of History and
shoreline itself, and above all a large cir- New steel pilings hold them in place. Industry when it moves in to a former
cular concrete pool which should be Because of the park’s construction, the U.S. Naval Reserve Armory just a stone’s
wonderful for pond-yacht sailing. New center had to rework its utilities and throw from the CWB. The museum,
mooring quays are home to the venera- provide another ramp, predominantly which will include a maritime histori-
ble and important steamship VIRGINIA built of wood, as a western access via the cal component, is expected to reopen
V and the Northwest Seaport’s historic park. In all, it was a $600,000 project, at the new site in late 2012 after a
fleet. It has ample space for visiting according to Betsy Davis, the center’s $60-million renovation now underway.
ships— LADY WASHINGTON was in when executive director. As these changes swirl within it and
I was there. No doubt time will soften The CWB also plans to eventually around it, the CWB continues as a quiet
the new park’s hard edges, especially construct a $1.5-million education but persistent reminder that people
when its trees mature into the envi- building on land at the head of the gravitate not to architectural models
sioned groves. But for now it seems more park, with construction bays visible for but to places where activity is real and
of a place to pass through than to light. trolley riders and anyone stuck in traf- interaction comes naturally. The center’s
Fortunately, a new round of facili- fic. The two-story building, 10,000 sq ft wooden structures reinforce its purpose,
ties upgrades at the CWB have made as proposed, would expand the center’s but it is the boats themselves, above all,
the center, even more than ever, a place boatbuilding space and house class- that beacon people to put their hands,
not only to light but to spend the bet- rooms, exhibits, a sail loft, administra- and their character and their humanity,
ter part of a day, regularly. It has always tive space, and a sorely needed library. to use.
been active and lively. Boats come and (Off-site, the CWB has lost a lease on
go, young volunteers hustle around, a boat-storage site and is looking for Tom Jackson is WoodenBoat’s senior editor.
hulls are under construction or repair, another one, though it may have to end
people ambling along the floats stoop
to read boat information cards. A
up shedding some of its collections.
Meanwhile, the Center has reached Around the yards
new ramp installed this year as part an agreement to lease a site near a
of a facilities upgrade makes the main large city park at north Lake Union ■ Two of Maine’s pre-eminent wooden
entrance even more inviting. The ramp that would first provide building space boat builders are partners in a new
itself is a metal structure—all ramps and, in the long term, a second urban boatyard in Belfast, Maine. Front
these days seem to need the capacity to “campus” for the CWB with ample water Street Shipyard has sprung up very rap-
move vast herds of very tall cattle—but access and large-boat repair facilities.) idly on what had once been, among
it has wood in its decking. Central grat- Sad as the loss of the 1895 three- other things, a sardine packing plant, a
ing lets light pass through for environ- masted schooner WAWONA was for railroad roundhouse, and a proposed
January/February 2012 • 13
The Maine
BoaTBuilders show58 FORE STREET • PORTLAND, MAINE 04101
10 – 6 FRIDAY AND SATURDAY & 10 – 4 ON SUNDAY
14 • WoodenBoat 224
TOM JACKSON
and several stories tall, one side with to the city. They have been closely
two 5-ton overhead rolling cranes and associated with cold-molded wooden
the other with a single 10-ton. Mezza- yachts, and for a couple of transitional
nines will allow efficient work access. years remained in offices at Brooklin
The yard has its own 31'-wide launch- Boat Yard with yard owner Steve White Paul Waring (left) and Bob Stephens
ing ramp, plus a 165-ton capacity Trav- as part of the design partnership. Ste- have moved their yacht design firm to
elift fitted with an 18-ton mast-hauling phens and Waring are hoping to design an office in Belfast, Maine.
crane. A 60-ton Brownell trailer will be series boats for production in materials
January/February 2012 • 15
TOM JACKSON
it was going to be cold-molded wood.
And that wasn’t very long ago. But the
development of alternative materials for
custom boats has changed the market-
place.” Winning races and being on the The William Fife–designed schooner ADVENTURESS, 83’ on deck, is undergoing a
cutting edge of technology, which have complete reconstruction at Rockport Marine in Maine.
always heavily influenced custom yacht
design, now often involve building with
high-end composites such as carbon- ■ Speaking of Brooklin Boat Yard, the retained little of its original appear-
fiber. One recent Stephens and Waring yard in November 2011 began building ance. Working with Fife drawings, and
design, done “on spec,” is a 38-footer two new boats, both designed earlier with consultation from Fairlie Restora-
that has potential for series construc- by Bob Stephens and Paul Waring. One tions in England, the yard is renewing
tion, and another is a 56' custom yacht is a 46' 7" sistership to LENA , a cold- the boat but matching original styling
whose hull material is still under review, molded sloop designed in 2000. The at least conceptually. The largest deck
although the yacht has been discussed second boat is 26' 3" jet-drive runabout, structure, for example, matches the style
as a prototype for a line of production a near-sister to PANDL , which the yard of the original but is longer, a change
boats. A French firm, meanwhile, is nib- built several years ago. necessitated by the installation of a new
bling at a design for aluminum produc- engine farther forward than the origi-
tion. “We don’t necessarily care what ■ And speaking of Rockport Marine, nal. The interior is to be trimmed in
material something is built out of,” War- the yard is well along in a complete res- European walnut, with extensive use
ing said, “but we’ll certainly try to push toration of the 83' LOD William Fife– of raised-panel construction. “Except
or recommend certain materials for the designed schooner ADVENTURESS for some components of the hull, it’s
right job and the right mission or focus of 1924. The yacht was brought to the essentially a new boat,” Allen said. “The
of the particular design.” yard two years ago, after having been guy said, ‘Look, build me the boat, do
The designers have also long been in Newport, Rhode Island, for about the best job you can, make it as close to
associated with the “spirit of tradition” 10 years. “The new owner, who’s a ter- the design intent as original, but don’t
class, for which many of the designs rific guy, knew when he bought the boat go overboard.’” Where the yacht differs
have had long, fine overhangs like that he would need an entire new deck mightily is in her systems, with all-Monel
yachts from the early 20th century. and deck frame, and that we would be tanks for water, fuel, and waste, hydrau-
Lately, though, the two men have been doing some other things as well,” yard lic controls for some of her winches, and
working in a different vein, using influ- owner Taylor Allen said. “But it has extensive electronic systems. The rig, too,
ences as varied as hulls of historic racing developed into a full-blown restoration is entirely redesigned. The boat, origi-
sandbaggers and aspects of rig and deck of the entire boat,” not just extensive nally launched as a marconi schooner
layouts from modern Open 60 racing deck and hull work but an entirely new and later converted to a ketch, will sail
yachts. “The ‘spirit’ of tradition to me rig and a new interior as well. “We’ve as a gaff-topsail schooner. Her sails will
is a name that suggests the idea of evolv- replaced all of the backbone, except be made by Nat Wilson of East Booth-
ing the process and utilizing the tools for the big plank keel and some of the bay, Maine. She’ll have all-new Sitka-
that we already know and have seen, but deadwood. Everything else is new. The spruce masts and spars made in-house
trying to incorporate something com- previous owner reframed the middle at Rockport Marine. Most of her new
pletely new and different,” Waring said. half of the boat, and when the deck was bronze hardware is made in-house, with
“We see it as our challenge and our duty off we then reframed both ends, so all some elements, such as a complex main
to press that envelope in directions peo- of the framing is new.” The double-sawn boom gooseneck fitting, by Fairlie Res-
ple haven’t thought of before. But also frames are of white oak. “We got rid of torations. “This is the combination of a
there’s just so much territory to explore all the iron floor timbers, which had great piece of work, and a great owner,”
in terms of aesthetics, shape, and per- really destroyed a lot of the oak down Allen said. “For us, it’s as good as it gets,
formance. Primarily, what we’re saying there. We replaced all of them with frankly.” Relaunching is expected in
to the world is, ‘Here we are.’ We believe bronze. We’ve replanked probably half June 2012, more or less. Rockport Marine,
we’re a force in the marine industry, the boat,” matching the original teak 1 Main St., P.O. Box 203, Rockport, ME
and we would like to expand our busi- planking. The deck and deckhouses, 04856; 207–236–9651; www.rockportma-
ness opportunities and have larger too, are all-new teak constructions, as is rine.com.
goals in mind to try to achieve.” Stephens the transom. All the work is to Lloyd’s
Waring Yacht Design, 92 Main St., Third specifications. The yacht, confiscated in ■ Kit versions of some of Sam Devlin’s
Floor, Belfast, ME 04915; 207–338–6636; France during World War II and heavily stitch-and-glue boat designs from Devlin
www.stephenswaring.com. altered by a French owner after the war, Designing Boatbuilders in Tumwater,
16 • WoodenBoat 224
O
ur kids need to learn how to use bottom and keel; and install the frames, rails,
math. They need more “hands-on” and seats. We have found that when we want
experiences than they usually get in to optimize math instruction, boatbuilding
a classroom. I believe, by working as teach- happens in a different order.
ers, wooden boat builders can help. This When teaching math, jump right in. Start
piece introduces how to do this work, and I with a kit of parts, so the students see the
hope it will also serve as a call to action. shape of their boat quickly—usually the
Build a boat with kids and they’ll learn first day. After one class launches its boat,
fractions, geometry, and maybe even a little we have those same students lay out and cut
bit of algebra. More important, they’ll learn the parts for the next building group. This
that without math they can’t do the job right. order of work keeps the students motivated
Being unable to do the job right has direct and matches their growing math skills with
consequences: the boat will leak and they the tasks they need to accomplish.
are going to get wet. Kids who learn to use Many math skills and concepts are repeated
math in the shop can transfer those skills to throughout the construction. This is a won-
the classroom with confidence and ability. derful teaching environment. Repetition
Most of my experience in building boats reinforces concepts, and the same topic can
with kids has involved the Bevin’s Skiff, a 12' challenge different kids in different ways.
rowing and sailing skiff that we designed at For example, one student may learn about
the Alexandria Seaport Foundation in 1997 isosceles triangles by measuring back along
specifically as a teaching tool. A “Math In- each side the same distance from the stem
structor’s Guide” accompanies the volume while laying out frame spacing. Another stu-
of building instructions for the boat. So, dent may already know that isosceles trian-
naturally, that’s the boat we like to use in gles have two equal legs but may be chal-
teaching these skills, and it’s the boat shown lenged when using the same kind of triangles
in these pages. But most of these skills can to lay out perpendicular lines.
be taught by building any simple skiff. Repetition of math skills also gives the in-
The usual process of skiff-building starts structor multiple chances to figure out how
with raw lumber and a set of plans. You then an individual kid learns best. Remember, if
lay out and cut the parts; assemble the stem, the student hasn’t learned, the instructor
sides, center frame, and transom; put on the hasn’t taught.…
Getting Started in Boats is dedicated to those who are new to boats and boatbuilding.
Please tear out and pass along your copy to someone you know who will be interested.
Earlier volumes of Getting Started are available in past issues of WoodenBoat, and as PDF (electronic) files, from
The WoodenBoat Store. Please refer to the web pages, at: www.woodenboat.com/wbmag/getting-started
WoodenBoat Publications
41 WoodenBoat Lane, Brooklin, ME 04616
207–359–4651 • www.woodenboat.com
WoodenBoat’s Boatbuilding & Rowing Challenge (BARC) is the beginning of a grassroots effort which could
be emulated around the world. It's an endeavor to involve communities and, in our specific case, high school programs,
in the team-building aspects of boatbuilding and then competitively rowing one specific boat: Iain Oughtred's 22',
330 pound St. Ayles Skiff, with a crew of four rowers and one helmsperson (coxswain). Using Alec Jordan's (Jordan
Boats in the UK) CNC's files and his cooperative agreement with Hewes & Company in Blue Hill, Maine,
WoodenBoat is spearheading BARC programs in five downeast Maine high schools.
For further information, please see our website: http://BARC.woodenboat.com
January/February 2012 • 17
HM MARINE
construction of a replica of an 18th-
18 • WoodenBoat 224
MUSEUM
10038; www.seany.org. Museum of the City tion was formed to run the combination
January/February 2012 • 19
TO WRITE:
For subscriptions: For anything else:
WoodenBoat WoodenBoat
Subscription Dept. P.O. Box 78, 41 WoodenBoat Lane
P.O. Box 16958 Brooklin, ME 04616
N. Hollywood, CA 91615-6958 <woodenboat@woodenboat.com>
20 • WoodenBoat 224
COURTESTY DESTINO
tion (see Currents, WB No. 213), more tional Boat Show—a venue not
boats are being built, and rowing events known as a seething hotbead of
are again part of life on the Merrimack wooden boat and small craft inter-
River. A tip of the hat and a raise of the est—comparatively small boats
YACHTS
pint to her, if you please. Lowell’s Boat won prizes this year. One of them,
Shop, 459 Main St., Amesbury, MA 01913; the Destino 20 mahogany run-
978–834–0050; www.lowellsboatshop.com. about by a new wooden boat build- A 20’ runabout by Destino Yachts of
ing company in Connecticut, took Connecticut won powerboat awards at the
honors for “best powerboat under Newport International Boat Show in 2011.
30' ” and “best new powerboat.”
2012
Sanstad. He is also the sole instructor
since lead instructor Dave Mullins’s
retirement in fall 2010. Sanstad says Ever hear a smile? It sounds like this: “My Calendar of
the building will have a total of 65,000
sq ft, housing programs of which the Wooden Boats arrived...” because year after year the images
boat carpentry course is one part. The from Ben Mendlowitz continue to be awe-inspiring, and the
program, the successor to the Edison
Boatbuilding School founded in 1936, Maynard Bray captions continue to enlighten. This year’s
was incorporated into the community dozen include a pinky schooner, a Herreshoff Coquina,
college system in 1967.
a Concordia yawl under a full moon, a 1910 tug from the
January/February 2012 • 21
Families or Groups:
Greenwich, CT 06830; 203–687–4700;
www.sparkmanstephens.com.
Find YOUR Opportunity to Build a Boat
Across the bar
■ Ole Crumlin-Pedersen, 76, October 14,
Family BoatBuilding Organizers:
2011, Roskilde, Denmark. Mr. Crumlin-
Pedersen was only 21 years old when he
List Your Event for Free
approached the Danish National Museum
www.FamilyBoatBuilding.com
about doing something to study an old
ship, which he believed was from the
Viking age, known to be at the bottom of
the Roskilde Fjord near Skuldelev. The
careful excavation of a wreck that had
been nicknamed locally as “Queen Mar- The Motherlode of all
grete’s ship” turned out to be not one but Family BoatBuilding events
five Viking-age ships, which together pro- will be taking place at the
vided an uncommonly well-rounded view
of the era’s boatbuilding techniques. Mr.
Crumlin-Pedersen was a leader in the WoodenBoat Show
excavation, which began in 1956 with the June 29–July 1, 2012
placement of a cofferdam so the site could
be drained, a technique that became a
Mystic Seaport, Mystic, CT
model for shoal-water seafloor archaeol-
ogy. Mr. Crumlin-Pedersen went on to Come build a kit in two and a half days during the show with
play a key role in founding the Viking the help of expert instruction. Then take it home with you!
Ship Museum at Roskilde, which houses NO previous boatbuilding skills are required.
the excavated remains. In addition, the
We hope to have as many as 8–12 different kits to
museum built accurate replicas of all five
ships to study their construction, use, and choose from. We will be posting available kits for you at
handling (see WB No. 206). Another of www.thewoodenboatshow.com. Click the
his legacies is the museum’s exceptional “Family BoatBuilding” tab at the top of the page.
record of publications, including many
books by, or in collaboration with, Mr. We use the expression “family,” but you may form your own
Crumlin-Pedersen himself, focusing on group of friends, 4-H or Boy Scout troop, church group, or other
Scandinavian and northern European well-meaning organization.
maritime culture and history (see www.
vikingeskibsmuseet.dk). “We, who worked
closely with Ole, knew him as a man with Family BoatBuilding is produced by WoodenBoat magazine,
a mission,” museum director Tinna online at www.woodenboat.com.
Damgård-Sørensen wrote. “Professional
January/February 2012 • 23
ALISon SHAw
T
he volume of water even a small hole in a boat’s Let’s say that hole in the boat is 1" in diameter and
bottom will admit can be astounding. If you’ve 3' below the waterline—the approximate dimensions
ever removed a transducer for cleaning or forgot- of an engine’s raw-water intake (raw water is simply
ten to install a garboard plug when launching your boat, the water in which the boat is floating, whether it’s
you know that the momentary gush of water is alarming. salt, brackish, or fresh). That hole would admit 34 gal-
There is value in witnessing this force of nature, as it can lons per minute, or 2,040 gallons per hour. You might
demonstrate the severity of a failed below-the-waterline be tempted to think, “I have a 2,000-gallon-per-hour
hose, through-hull fitting, or seacock. pump that can almost keep up.” However, the actual
Above—Seacocks are the valves that can stem the flow of raw water in through-hull fittings. Install them correctly, maintain
them well, and they’ll give decades of reliable service.
24 • woodenBoat 224
January/February 2012 • 25
26 • WoodenBoat 224
This Marelon seacock is installed in a cold-molded sailboat. Note the UL tag, approving its use as a “sea valve.”
three threads of engagement—far fewer than the as you are, post the chart in a conspicuous location—at
eight or ten threads afforded by matching fittings— the navigation station or even in the head, where it will
and, therefore, far more prone to failure. be viewed while the occupant is sitting down.
These ABYC strictures leave little doubt as to where There’s another accessibility issue that involves sea-
seacocks are required. There’s more to a good seacock cocks and through-hull fittings: You must be able to get
installation, however, than simply complying with these to them easily, without the need for tools and without
recommendations. In order to be considered secure, having to move large quantities of provisions, gear, or
reliable, and functional, seacocks must meet several permanently installed equipment. I recently inspected
material and installation parameters. a boat aboard which a set of house batteries had been
installed on a shelf that was located over a seacock. The
Ready Accessibility only way to reach that seacock was to unship the bat-
If a raw-water component—a hose, strainer, or even a teries. After doing so, the seacock was, not surprisingly,
seacock itself—fails, the resulting flooding may quickly found to be seized. In a flooding emergency, it’s likely
inundate the batteries, alternator, and other electrical this seacock could not be reached in time to be closed.
gear. The search for the leak will likely require that you
intimately know your boat and where each seacock is Materials
located. You may be conducting the search in the dark The materials from which seacocks, through-hull fit-
and by feel. tings, and related plumbing components are made
You can prepare for such an event by thoroughly play an important role in their longevity and reliability.
familiarizing yourself with the locations of all through- The selection is not as straightforward as it may seem
hull fittings, both above and below the waterline. Walk because alloys whose characteristics differ significantly
around the boat next time she’s hauled out, make a may look alike. Ideally, you should select only seacocks
chart of each through-hull location, both above and that are UL-approved “sea valves” or those that carry
below the waterline, and then match these up with the an ABYC approval. Be aware that most generic, in-line,
hardware on the inside, labeling on the chart each UL-approved valves are not “UL-approved sea valves.”
one’s function as you go. Ensure that each through-hull Many valves carry a UL approval, but only a select few
penetration is equipped with a seacock, if required; are rated for use as seacocks.
ideally, each seacock itself should also be charted. If Copper-based alloys are among the most popular
you cruise with crews who aren’t as familiar with the boat for seacocks and through-hulls, and with good reason.
January/February 2012 • 27
28 • WoodenBoat 224
January/February 2012 • 29
A
lthough there are several common through-hull threads in the seacock. If the through-hull has too
installation methods, my preferred approach many threads (i.e., if its neck is too long), it will need to
is as follows: For a new seacock installation in be trimmed. Do this by marking the cut’s location, then
a planked hull, select a location that avoids caulked remove the through-hull and install the nut you took
plank seams, then drill a 1/8" pilot hole. After confirm- off earlier. Clamp the end of the through-hull that’s to
ing that the location is correct, use a holesaw to cut a be cut off in a vise, and don’t overtighten or you’ll dis-
hole that is as close to the through-hull fitting’s outside tort the through-hull. Make the cut as straight across
diameter as possible. A snug fit is desirable; a 11/2" hole the neck as possible with a hacksaw, then unscrew the
for a 1" through-hull fitting is less than ideal, while a nut from the remaining portion of the through-hull.
1 1/8" hole for the same through-hull would be fine, as it The nut will act as a thread chase, removing any burrs
allows some clearance to absorb plank swelling. or irregularities. It’s important that the through-hull
Replacement of an existing seacock with a similar not bottom out in the seacock’s threads; it’s preferable
unit requires no hole drilling, provided the existing for the through-hull to be two or three threads (or
hole is correctly sized. But the old through-hull and approximately 1/4") shorter than the available threads
seacock must be removed—a task that presents its within the seacock. When the cutting is done, dry-fit
own set of challenges. If the components are being the seacock and through-hull assembly to ensure that
held together by polyurethane adhesive or sealant, the threads of the through-hull do not bottom out
the through-hull and seacock may be heated carefully in the seacock before the seacock flange has seated
using a heat gun; in most cases the sealant’s bond will against the backing block. If the fit is good, remove the
be released once heat is applied. components.
With a proper hole in the hull, the procedure goes
as follows: 3) Apply sealant and thread the through-hull
into the seacock. All bottom paint in the area must
1) Shape and install the backing block. The be removed—nothing adheres well to bottom paint—
backing block is an essential component for any so sand it down to bare wood or primer and lightly
seacock installation, and it should be proportional abrade the area with 180-grit sandpaper. Liberally coat
to the size of the seacock base. In general, a round the through-hull threads with an appropriate, below-
backing block that shows a minimum of 1" to 1 1/2" waterline-approved marine polysulfide or polyure-
between its outside perimeter and the seacock base thane sealant. Begin applying it two or three threads
is appropriate. For a planked hull, a strong, dura- down from the un-flanged end of the through-hull to
ble hardwood such as oak or locust will serve well; prevent sealant from being pushed inside the through-
this should be fitted to the hull and liberally bedded hull and seacock during assembly, where it may clog or
in a medium-strength polysulfide or polyurethane interfere with the valve’s operation. Coat the through-
adhesive-sealant. In plywood or wood-composite hulls, hull flange (outside the boat) and the seacock flange
a block made of 3/4" marine plywood, glued in place (inside the boat) with sealant. This sealant is being used
with thickened epoxy, is my preference. The block is as just that: a sealant, rather than an adhesive. So, high-
“clamped” in place with the through-hull itself while strength adhesive-sealants such as 3M 5200 are overkill
the epoxy or bedding compound cures; waxing the for this job. Again, with your helper and a through-hull
through-hull fitting with mold release—or any wax— holding tool (these are available for specific brands of
will prevent it from becoming stuck in the hole when through-hulls or they may be made up from flat steel or
the epoxy cures. Whether you’re using epoxy, poly- aluminum stock), assemble the two components, ensur-
urethane, or polysulfide bedding, any surface you’re ing good sealant squeeze-out both inside and outside
applying it to should be free of debris, sealant, oil, the hull. Do not use alcohol to clean excess sealant, as it
paint, or grease. is apt to inhibit the curing. Initial cleanup should only
After your bedding of choice has cured, remove the be carried out with a putty knife or plastic filler appli-
through-hull fitting. cator, then followed by solvents approved by the sealant
manufacturer.
2) Dry-fit and trim the through-hull fitting.
The seacock is now ready for its dry-fit. Measure the 4) Install lag screws. Finally, if the seacock flange
available threads within the seacock body. With a has fastening holes in it, drill pilot holes for 1" bronze
helper outside the hull, have him or her push and hold lag screws using a drill bit stop (or a few wraps of mask-
the through-hull fitting into its hole so that the visible ing tape to mark the bit). The lag screws, while provid-
threads can be viewed and measured. (Remove and ing some supplemental holding power, are primarily
save the nut that comes with the through-hull; it will designed to prevent the seacock from spinning off the
be used later, but not as part of the permanent instal- through-hull if it’s accidentally struck.
lation.) There should be sufficient visible threads in Once the seacock is installed, it can be plumbed
the through-hull to engage nearly all of the available using a pipe-to-hose adapter, appropriate raw-water
30 • WoodenBoat 224
hose, and hose clamps. Hose should be specifically be connected to a seacock via a length of hose. The
rated for raw-water use. My preference is for a variety reason for this is to minimize the leverage such plumb-
referred to as Marine Wet Exhaust Hose that carries ing can exert on the seacock. If additional rigid
an SAE designation of J2006R. This hose is available plumbing is connected directly to the seacock, then it
in either a conventional or wire-reinforced styles, the must be capable of enduring the 500-lb, 30-second
latter being well suited for suction applications such as stress test. Passing this test becomes extremely prob-
engine and generator intakes. Ideally, raw-water hoses lematic if a seacock has sprouted what I refer to as a
should be double-clamped, provided the pipe-to-hose “plumbing tree.” —SD
adapter over which they are installed will support twin
clamps. If it won’t, a single high-quality clamp will
have to suffice. (ABYC guidelines do not specifically
call for double clamps other than on exhaust and fuel-
fill hoses; however, two clamps are always preferred
where possible.)
Avoid installing additional rigid plumbing directly
to a seacock unless it’s absolutely necessary. Ideally,
only a pipe-to-hose adapter—and possibly a 90-degree
elbow—should be directly plumbed to a seacock. Any
other plumbing, T-fittings, valves, strainers, etc. should
January/February 2012 • 31
Dreaming...
Building...
Maintaining...
There is something
for everyone!
RTED IN B gazine
OATS
GETTING STA Ma
of
the Editors
Getting Started
from
Bonus in Boats
n
Sectio A beginner’s guide
to boating, simple
boat construction,
Volume 27
Powerboat
Handling maintenance and how-to’s
PM
1/12/11 1:37
1
Powerboat_5.indd
GS_Vol27_
Installing 2 3
Chines
Attaching the sides to
the bottom of your hull
by Harry Bryan A typical chine in a flat-bottomed
boat. Note that the frame end need An outside chine, although not
January/February 2012 • 33
34 • WoodenBoat 224
on Cape Cod
Celebrating 35 years of making the produced by
.
highest quality performance sails
January/February 2012 • 35
Bottom
A B
frame Note in Figure A how a ¾" × 1¾"
13⁄4" chine fits into the angle between
the bottom and the side of the
⁄"
34 aftermost frame. Make a pattern
of the chine’s cross section using
Topside thin cardboard or a scrap of the
frame Batten
actual chine material (if there’s
extra). Trace this pattern in the
bottom-side angle of each frame
moving forward from the stern.
C D As you approach the bow, you
will find that the chine joint falls
too high to give enough area on
Too little area the vertical face of the chine to
fasten the topside planking (Fig-
Chine position as Better position ure C). To fix this, tack a batten
determined by for the chine in along the topside corner of the
pattern does not give Drawing C as notches you drew on the after
enough area to fasten determined by a frames (Figures A and B), then
topside planking near bow batten carried on let it flow in a fair curve to the
of boat. to the stem. stem. This batten represents one
36 • WoodenBoat 224
Rabbet
A
Design Excellence Award Winner
M E R IC A’ S PR I VAT E E R
tells the story of Lynx, a ship
with two lives that sailed in
two different centuries.
Woodson K. Woods, an entre-
preneur and lifelong sailor, brought
the 1812 Lynx back to life as a
modern privateer in 2001.
The first square-topsail, wooden
schooner built in Rockport, Maine,
since 1885, Lynx sails America’s
“The War
Solid Teak
coasts, teaching young people about the
craft of sailing a tall ship and about the
of 1812 Wood
War of 1812.
privateer
Lynx comes to
Furniture
J. Dennis Robinson captures the drama
life brilliantly
in the true story of the swift vessel, its
in America’s Teak
stealthy origins, its heroic missions, and
its amazing reappearance. An informative
Privateer… Lumber
an inspiring
and moving “sea yarn” for a contemporary
audience, this engaging account, accompa- book.”
nied by over 190 color photographs, maps, —P ET ER S TA N FOR D
President Emeritus The Best Waterproof Adhesives and Stainless Steel Hardware
and paintings, is for every reader, sailors National Maritime True Teak from a Sustainable Source
and landlubbers alike. H Historical Society
January/February 2012 • 37
T
he Vietnam War changed the course of Reuel “I was dropped straight out of being a good college kid
Parker’s life. In 1967 he was a junior at Colum- right on down to being terrified on a daily basis,” he
bia University in New York, studying mechanical remembered.
engineering and music. His college enrollment should After eight months, Parker turned himself in as a
have protected him from the draft, but a bout of bron- conscientious objector. He was discharged “for the
chitis had left him one credit below the draft-deferment good of the service,” and was immediately faced with
minimum. At the age of 21 he found himself plucked the need to earn a living. He worked as a carpenter and
from school and deposited into the Army. musician.
A nonviolent Unitarian, Parker refused to kill peo- In 1971, he moved to San Francisco, where, within
ple, and during basic training he formally enlisted to three years, he owned his own contracting business
avoid being assigned to the artillery. “The military was a (cowboy style: no license, no phone) specializing in
nightmare and it radicalized me,” Parker recently said. high-end residential and commercial construction. He
“It derailed a formal career in engineering or physics.” also began to experiment with architecture. Socially,
Unfortunately, he received orders that would lead to he explored alternative communities and spent a few
the frontlines. Pushed to his moral limit, he deserted. years living in a commune in the redwood forest. When
38 • WoodenBoat 224
36' SamPan
18' Seabright
28' Pilot Schooner
27' commuter
17' FiSherman
that community dissolved, Parker, still bitter over his crowd just about anywhere, and they know who he is.
Army experience, started to think about a fresh start. Yet he keeps his distance, preferring to live and work
In 1974, he decided to revisit a fascination from his on his own. He is a talented designer and builder, an
youth, and a new goal emerged: He would build a big accomplished cruiser, and an author of books and mag-
cruising sailboat and get lost. azine articles. He is a tireless worker. When engaged in
a building project, he is known for his efficiency and
I
n today’s boating world, Reuel Parker has carved a ability to accomplish a mountainous workload. If the
lasting place for himself. Mention him to the big- project is larger, he employs a crew, but when building
name builders of the U.S. East Coast, to the seri- smaller boats he often works alone. He is always design-
ous cruisers of the Bahamas, or to the do-it-yourself ing in his head and continues to use pencil, paper,
January/february 2012 • 39
and a drafting table to bring his new ideas to life. His Reuel’s boats stop your eye.” Among his many cher-
writing reflects his love of cold-molded construction, ished creations, there are a couple that have captured
design history, and cruising. He is largely self-taught. popular attention. Primary among them is the breath-
“Today everything is about documentation,” he said. taking LEOPARD, a 75' hot rod based on a Virginia pilot
“I have no paperwork. I have a very good, varied back- schooner but with a round-bilged, moderate-draft hull
ground,” and, he added, his life has been populated by and centerboard. Parker designed LEOPARD to carry a
good teachers. lot of sail and gave her relatively flat sections aft, which
Trying to distill Parker’s 130-plus boat designs to a allow her to exceed hull speed.
cherished few or a “type” is far from fair. Tom Lokocz, “When people think of Reuel Parker they think of
a mechanical engineer, longtime friend, and neighbor LEOPARD,” said Tom Lokocz. Indeed, it’s amazing how
of Parker, said, “Reuel’s known for relatively simple- many sailors have a prophetic LEOPARD sighting to
to-build shallow-draft cold-molded boats.” Joel White share. One such story was recounted by the former pub-
helped to describe Parker’s niche further when he lisher at International Marine, Jon Eaton, who worked
wrote, “Parker’s boats are often based on older designs with Parker on his first two books. “I remember seeing
modified to take advantage of modern materials and LEOPARD pass the mouth of the anchorage, heading
modern thinking.” for Seal Harbor. With her raked masts and bowsprit,
“He’s an eccentric,” said Bill Smith, Parker’s boat- she looked stately, even majestic.”
building partner of nearly 30 years. “He certainly has Another standout in Parker’s design repertoire is the
the ability and the eye to do more modern yacht design elegant Commuter 36, a motorboat designed after
and probably could have profited more by falling in the American commuter yachts of the 1930s but with
line, but he’s stuck to his guns.” a sharpie-inspired hull. In 2009, the Commuter 36 was
Dan MacNaughton, co-editor of The Encyclopedia of one of several boats used to determine the parameters
Yacht Designers, wrote in an email that he thinks Parker’s of a contest to design an efficient and economical small
work comes close to the optimum in design: “He has powerboat, sponsored by this magazine and its sister
kept things simple and rugged, with traditional appeal publication, Professional BoatBuilder.
and design references, without building in any of the There are hundreds of boats out there that began on
disadvantages of their [his boats’] working ancestors.” Parker’s drafting table. Beyond what he’s designed and
As one fan put it: “A lot of designers sell boats, but built himself (nearly 50), he’s in the enviable position
40 • WoodenBoat 224
R
Yes, Parker is a respected designer-builder, but a euel Bartlett Parker was born in Denver, Colo-
homebody he is not. He has logged tens of thousands rado. In 1948, when he was two years old, his
of cruising miles that range from California to the Pan- family moved to Bangor, Maine, where his father
ama Canal on the Pacific Ocean and from Nova Sco- served as the minister at a Unitarian church. At four
tia to Grenada on the Atlantic. At first glance, cruising years old, Parker found himself standing on a dock in
seems a happy offset to Parker’s workaholic nature. Yet, Maine, peering down at the deck of a coastal schooner.
his brand of cruising is not for the faint of heart. “I “Something clicked,” he remembered. “I just thought
still sail a gaff-rigged schooner,” he said, referring to it was the most beautiful thing I’d ever seen.”
his 45' IBIS, which he finished in 2009. “There’s not a That same year, Parker’s father died unexpectedly,
winch on that boat. There’s not even a windlass. I like and his mother, a high school English teacher, moved
the physical exercise of sailing.” Reuel and his younger brother to the south shore of
Parker has sailed IBIS to the Bahamas each winter Long Island, New York, where Reuel’s fascination with
since her launching. Over his career, he has celebrated boats blossomed.
the completion of every large non-commission cruis- “I became a water rat right from the start,” he said.
ing boat (five including IBIS) in similar fashion. When As a child, Parker was mechanically inclined and
asked why he cruises, Parker reflected, “The Bahamas, headstrong. His innate understanding of machines led
man, the color of the water alone makes it worthwhile him to take apart—and reassemble—watches, small
to go.” motors, and appliances. Early on, he began designing
Nowadays, he carries a laptop when cruising and and building models of boats and airplanes. At eight,
builds a drafting table into every personal boat. He he built a boat with a handsaw, roofing nails, tar, and
does allow himself more reading time (three to four a piece of plywood. It sank. Parker befriended the
IBIS, Parker’s prototype Sharpie 45, was launched in February 2010. The boat, measuring 45’ overall and displacing 15,000 lbs,
draws just 2’6” with the centerboard raised.
January/February 2012 • 41
W
hen not involved with his contracting business when he had to, living on $3,000 to $4,000 a year. One
in San Francisco, Parker spent every avail- paying project was the restoration of IMAGINE, a John
able minute building FISHERS HORNPIPE . Alden Malabar Jr., which became the subject of his first
He read nearly a hundred books: on marine architec- WoodenBoat article, “A Story of Priorities” (WB No. 65).
ture, sailing, cruising, and boatbuilding. In practice, he Then, in 1984, tired and in need of a change, Parker
learned from trial and error. returned to land and set up shop as a marine architect
Some days he had a crew of 20 helping him, at other in Islamorada, Florida. His first commission, SARAH,
times he proceeded alone. FISHERS HORNPIPE was a would become the blueprint for his now-famous Exuma
54' LOA ferrocement cutter designed by James Patrick 52. He designed SARAH free of charge on condition
Cotton, a naval architect and co-worker of Parker’s. that she be built, and to ensure her completion, signed
FISHERS’ interior design and sail plan were all Reuel on as the builder. She was cold-molded utilizing a new
Parker. A couple of years into the building, Parker technique that Parker had developed whereby marine
moved FISHERS from Half Moon Bay on California’s plywood planks were laminated over a tongue-and-
Pacific coast to the houseboat community of Sausalito groove base layer. Today, SARAH is a charter boat in
on San Francisco Bay. There, he lived aboard while Key West.
continuing the construction. A year later, Parker started building his first Exuma
In 1979, Parker at last set sail. It had been five years 44, utilizing the proceeds from the sale of FISHERS
since he began work on FISHERS HORNPIPE, but now HORNPIPE . TERESA DE ISLA MORADA was built out-
he could live the second part of his dream: to get lost. doors in a little dirt boatyard where Parker lived in a
Over the following five years, FISHERS HORNPIPE tent. By the time she was finished he was broke; broke
42 • WoodenBoat 224
O
said Lokocz. “He doesn’t hold back. He dives in and ver his career, Parker has accumulated more
gets the job done.” than 500 books and 30 historic pamphlets that
he uses as inspiration in his design work. The
I
n 1988, Parker spent his first summer in Maine since titles are varied and span centuries. Parker raves about
childhood. He had just signed the contract to write the brilliance of Chapman’s Architectura Navalis, writ-
The New Cold-Molded Boatbuilding and wanted to be ten in 1768 and from which he learned about whole
close to his publisher, International Marine (IM), then molding. (He adapted the technique to create what he
located in Rockport, Maine. For his first few Maine calls a “master curve”—a shape used to develop most of
summers, he camped out in a state park and rented a the molds in his hulls.) Then there are the half dozen
room in town that he would use as an office. authors who documented the 18th- and 19th-century
Parker had road-tested his cold-molding method on Chesapeake Bay area, M.V. Brewerton—who focused on
SARAH and TERESA , and he poured that knowledge bugeyes—and Chapelle among them. Others among
into his book. He cranked out the initial draft that Parker’s influences include: Isaac Webb, N.G. Herre-
first summer. Published in 1990, The New Cold-Molded shoff, Sparkman & Stephens, Ralph Munroe, Thomas
Boatbuilding was reprinted by WoodenBoat Pub-
lications in 2005. Recently Parker has further
developed his cold-molded techniques for hull
and deck construction, and plans to write about
it in an updated version of his book.
January/February 2012 • 43
Clapham, and John Alden. “My inspirations have always surf. Over time the design grew in length and evolved
started in history,” he said. “I still have one foot firmly to include coastal fishing and oystering boats. Parker
in the late 18th century.” now has seven Sea Bright designs geared toward day-
Parker often travels to research design. He can be sailing and cruising, and ranging in size from 13' to 50'
found in Mystic Seaport, the Smithsonian, or perhaps LOA .
a more local venue in Florida or Maine. “I haunt the “I took the historical type and developed it to the
museums,” he explained. “I hang out in bookstores and max,” he said.
libraries. I comb the beaches and the boatyards. I do
W
my research wherever I can.” hen Parker sat down to draft his masterwork,
About 12 years ago, Parker found a rotting Sea Bright LEOPARD, it took only a few weeks. The design
Skiff behind someone’s house in Surf City, New Jersey. had been percolating for years. He built the
He made sketches. The original skiffs were 15'–16' life 75' schooner over two winters for $125,000 in materials
rescue boats commonly launched through breaking ($175,000 in labor). After several years of sailing her
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F
no insurance, and the medical expenses wiped out his ive years ago, with the encouragement of Tom
savings. He was forced to sell LEOPARD, but he beat the Lokocz, Parker purchased land in Appleton,
cancer. “I consider myself very lucky,” he said. Maine, next door to his old friend. A longtime
With the illness behind him, Parker wasted no time snowbird, Parker now spends every summer there, from
before diving into his next project. He used proceeds May Day to Halloween. His clearing is in a mature hard-
from the LEOPARD sale to build the 65' LOA ketch wood forest. It holds a barn and cabin, while tucked
T’IEN HOU, a modernized lorcha; a 16th-century vessel beneath the canopy are a portable sawmill, drying
developed by the Portuguese community in China, it sheds, and a small shed that holds his washing machine.
combined Chinese junk rig technology with European His office is located in a corner of the barn attic. Visi-
hull technology. Parker gave T’IEN HOU a three-masted tors find a desk cluttered with sticky notes, a drafting
lorcha rig (akin to a Chinese junk), but after sailing her table with plans for a timber-frame house that he hopes
to the Bahamas he scrapped the foremast and switched to build here, and rugs covering a basswood floor—no
to a gaff-ketch rig with twin headsails and a sprit-rigged shoes allowed.
mizzen. It was around this time that Parker’s design About 12 years ago, Parker purchased a scanner
work took an unexpected turn. and digitized hundreds of original paper drawings. He
Designing powerboats had never been part of Park- now uses Photoshop CS to alter and expand existing
er’s original plan. “I wanted to design boats for healthy plans. His Commuter 27 was designed entirely on the
young people that wanted to cruise,” he said. But a computer, utilizing the original scanned drawings of
1997 commission led him to design the Commuter 36, the Commuter 36 as a starting point. Nevertheless, he
a small powerboat built to explore the Everglades. In still returns to the drafting table with new designs, as
Shirley Pyle in her CLC Sassafras canoe, built at Glbbs - Summer 2011
...and your own boat! • Davey of London bronze, • Caulker's & Bosun's • Ording wooden blocks
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January/February 2012 • 45
P
ing and move away from building. “My body is start- arker Marine Enterprises is headquartered in
ing to talk to me,” he said. “I’m pretty healthy. But you Fort Pierce, Florida, where Parker has found a
know, there’s a limit.” One project is an upcoming arti- cheap slip rental in a small commercial boatyard
cle for Professional BoatBuilder: “Achieving Stability in with plenty of space to build boats. Despite the some-
Shoal-Draft Monohulls,” a technical collaboration with what corporate-sounding name, he runs a small-scale
Lokocz. business, and when not living aboard a boat, he lives in
When discussing Parker’s designs, the conversation a contractor’s trailer on site.
inevitably circles around to a debate on the offshore He’s reluctant to give out his address. “Basically, I’m
capabilities of shoal-draft hulls. “Reuel consciously a workaholic,” he explained. “I don’t like to talk much.
considers stability in all of his boats,” said Lokocz. To Talking is wasting time when you could be getting some
gain stability in his shallow-draft hulls, Parker com- work done.”
monly uses chine and flare, as well as keel boxes, wing To illustrate his point, he tells a story. Several years
keels, and centerboards to lower the center of gravity. back, a pair of boatbuilders stopped by unannounced
He approaches the offshore shoal-draft debate with a while Parker was building IBIS. They had copies of his
question. books, were flattering, and wanted to talk. Parker ran
“What do you want to do with your boat?” he asks. them off. “I’m rude,” he explained, “I say, look, I got a
If, he continues, your goal is to sail to Antarctica, lot of work to do and I don’t have time to talk to you.”
then a deep keel is appropriate. If racing is your The boatbuilders were persistent. On their third
thing, then a fin keel will do. If you’re cruising and are visit, Parker threw up his arms. He would talk if they
interested in exploring bays, atolls, sounds, and rivers, returned at 5:30 with a six-pack of Bass ale. They did. To
then go with a shoal draft with centerboard. Reflect- the chagrin of Parker’s reclusive side, the pair became
ing the diversity of end use, Parker’s design parameters two of his closest friends. One of them even helped him
vary. His pilot schooners are full-keeled, appropriate build a blog dedicated to IBIS’s construction.
for open-ocean cruising; his sharpie designs, as a rule, Parker’s current plan is to build his Appleton home
are not self-righting and so not suited to tramping the and either live there indefinitely (seasonally, of course)
www.themichiganschool.org
The Center for
WOODEN BOATS For more information about your career
Seattle & Camano Island, WA programs and registration please contact
us at davidlesh@charter.net or call
WWW.CWB.ORG
1.317.260.1263
206-382-2628
46 • WoodenBoat 224
Marine ply
P.O. Box 71, Lincoln St., East Boothbay, Maine 04544 www.shawandtenney.com
(207) 633-5071 PO Box 213, Orono, Maine 04473 – 800-240-4867
January/February 2012 • 47
by Jim Tolpin
Photographs by Craig Wester
T
he scrub plane is a small, narrow plane dedicated control when approaching cutlines or if the scrub plane
to the work of “scrubbing” off wood quickly, pro- is causing too much tearout.
ducing shavings up to 1 ⁄ 16" thick. For “hogging
out” wood on relatively small-scale projects, I choose The Scrub Plane
the scrub plane over more aggressive wedge-type tools In the preindustrial age, the scrub plane was a small,
such as hatchets and adzes. Instead of using a hand rip- wood-bodied bench plane fitted with a strongly cam-
saw, I also use the scrub plane to taper a board or to bered blade. The plane body was essentially a fixture
quickly reduce its width when only a quarter of an inch for carrying a gouge across the wood. All-steel ver-
or so needs to be removed. And using a scrub plane sions made during the 20th century are commonly
across the face of a board quickly removes waste to carried by vintage tool dealers, and new tools are also
bring it down to the right thickness. available.
I’ll often use a less-aggressive type of cambered- As you can see in the drawing, this unusual plane
blade scrubbing plane—a bench plane modified into has a thick blade whose cutting edge has been ground
a “fore plane”—in lieu of the scrub. I use a fore plane, to give it a dramatic camber with a radius of as little
which is described below, when I’m looking for more as 3". The plane also does not have a chip-breaker or
Above, photo—A stable of scrub planes meets a variety of needs. From left to right are a vintage Stanley scrub, a new Veritas
scrub, a Lie-Nielsen No. 6 bench plane modified with a cambered blade, and a traditional wood-bodied plane with a cambered
blade. Above, drawing—Scrub planes have in common a cambered blade, a comparatively wide mouth to allow shavings to
pass, and the lack of a chip breaker. Purpose-made scrub planes like the Veritas model shown in the drawing are easier to set
up than jack planes, but the curved blade is harder to hone.
48 • WoodenBoat 224
A
lthough scrub planes and fore planes don’t have to blade on the 1,000-grit sharpening stone at a far
be honed to the standards of bench planes, which corner in such a way that the primary bevel lies flat
are used to make surfaces true and perfectly against the stone. Now lift the blade slightly (about
smooth, they do have to be sharp. 5 degrees, which can be achieved by raising the back
I find that the easiest way to get a sharp edge on a of the blade about 3 ⁄ 8" ). Draw the blade toward you
cambered blade is to grind the radius to a 25-degree with your elbows locked to your sides to help main-
primary bevel that is either dead flat across its width or tain the microbevel angle. Roll the blade as you
slightly hollow-ground. If the bevel is at all rounded, a approach the opposite corner near you. Start at the
small and accurate microbevel—which is key to honing other corner and repeat, creating an “X” pattern on
a quick and effective cutting edge—will be difficult to the surface of the stone. As soon as you feel a burr
make. Also, if the microbevel grows to more than 1 ⁄64" develop on the flat side of the blade, stop. Turn the
wide, I strongly recommend regrinding the primary blade over, and rub off the burr on the stone. With
bevel. Too large a microbevel not only requires more practice, you should be ready to go back to work in
time to hone because there is more metal to remove, under a minute. If you aren’t comfortable yet with
but also makes it more difficult to reference the primary freehanding, an alternative is to lock the blade
bevel when freehanding the microbevel. into the type of jig that has a narrow guide wheel,
Assuming you have ground an accurate primary then follow the same procedure outlined above and
bevel, you can freehand a microbevel. First, set the shown in the photos. —JT
cap iron. A large, curved mouth opening ahead of the In such wood, the fibers are comparatively pliable and
blade allows large shavings to pass through. The body easy to plane.
of the scrub plane is narrow and short, keeping the tool Begin by adjusting the depth of cut to be appropri-
lightweight and the width of the shaving narrow, which ate for the toughness of the wood species, with the aim
eases work that would otherwise be too much for most of finding a balance between ease of work and speed.
mortals to bear for very long. Start with the blade extending about 1 ⁄32" below the
plane body. If that goes easily, tap the back of the blade
Using the Scrub Plane with a light hammer to extend the cutting edge out a
You will find that this tool works best when used on air- little farther, checking to be sure the hold-down screw
dried wood with at least 15 percent moisture content. hasn’t loosened, and see how that goes. If you need to
January/February 2012 • 49
To reduce the
chance of tearout
retract the blade a bit, back off the hold-down screw, when planing
reset the blade, and retighten the screw. Be sure to with the grain,
always lift the tool off the wood for the return stroke to especially along
extend the working life of the cutting edge. an edge as shown,
start at the exit
Scrubbing Faces end of the cut and
When hand-planing the face of a board—which was work back from it.
the most common way of reducing thickness before Another precaution
machine tools came into widespread use—or when is to plane bevels
rough-shaping the face of a large joint such as a scarf accurately to the
in a keel timber, it’s important to work directly across cut lines on each
the grain. Using a sharp blade, this technique greatly face, then remove
reduces tearout while allowing you to take off thick the waste left in
shavings. To avoid tearing out fibers, first run the plane between.
along the far edge to create a bevel extending down to
the cutline. As an additional caution, try to scrub the
face of a board to thickness before cutting it to its fin- Scrubbing Edges
ished width, so that any tearout will be cut away when To avoid tearout when planing edges, start working on
the plank is cut to its final outside dimensions. the far end of the board where the plane exits the cut
If you have to remove specific high spots in some and then work your way back. This strategy allows you
areas of a rough-sawn plank, take quick strokes directly to quickly reverse the board if the first pass at the far
across the grain in these areas until they are flush side indicates you’re working against the grain. Be cau-
with the surrounding surface. Then go with full-width tious when working near obvious cross grain and knots,
strokes. On boards 8" or less wide, set the plane diago- because the large mouth opening ahead of the blade
nal to the cut direction so that the length of the sole is will increase the chance of tearout.
well supported, which will help to achieve a flat surface. You can use the scrub plane in lieu of a drawknife or
a bandsaw to quickly cut the curved and beveled edges
of a board close to its cut lines. First, mark each face to
A quick way to reduce indicate the extent of the cut. Next, plane a bevel down
plank thickness is to on each side in turn, then remove the “mountain” in
use a curved-blade the middle. Remember to start at the far end of the
scrub plane directly board and work back and to change the direction of
across the grain. Here, your stroke if you get tearout. Be sure to stop planing
the plane is skewed to before reaching the line so that you can make the final
reduce effort, minimize cuts smooth and true with your more accurate jack or
tearout, and maximize try plane.
the sole’s contact
with the surface to The Fore Plane
produce a relatively Whether working on faces or edges of really dry or
uniform rough cut for tough wood, you may want to choose the less-aggressive
final finishing with fore plane to make the work easier. Wood-bodied fore
smoothing planes. planes were probably the most common type of plane
50 • WoodenBoat 224
C
hoosing a radius for a plane blade camber Check to be sure the plane’s handles are not split.
depends on the width of the blade itself: If they are, then glue them with epoxy. Also check the
I use a 3" radius for a 1 1/2" blade, 6" for a 2" blade, hold-down screws to be sure they are secure and not
and 8" for a 2 5 ⁄ 16" blade. The higher the arc, the more stripped, but don’t overtighten them.
aggressive the cut will be. After making a card-stock Make sure the blade doesn’t rock on the face of the
template matching the width of the blade and accu- frog, which you may have to file flat for a good fit. Move
rately rounded at one end to the appropriate radius, the frog all the way back, but be sure that the back of
place the template on the face of the blade and trace the blade is not resting on the sole—it must be fully
the curvature onto the metal with a fine-tip felt pen. supported flat on the face of the frog.
Grind the radius and sharpen the blade (see sidebar, The gap in front of the blade should be at least 1 ⁄8"
page 49). After the blade is ready, fit it into the plane to accommodate the thick shavings a fore plane is
and reinstall the cap iron. Set the cap iron as close as intended to produce. If necessary, file the front edge
possible to the blade edge, but make sure it is backed of the throat opening to gain this amount of gap. The
off enough so that its outside corners don’t overhang opening can be curved, which saves filing time. Note,
the curved edge at the sides of the blade. You may have though, that widening the mouth is irreversible—your
to grind back the corners if the configuration of the cap plane will never be useful as a bench plane but will
iron slot and the adjustment lever make it impossible to instead spend the rest of its life dedicated to roughing-
retract the blade enough to adjust for a shallow cut. out work. —JT
found in a traditional boatbuilder’s tool kit, since they notice when you have to lift it for the return stroke.
and the more robust scrub planes were the go-to tools You probably already own a fore plane and don’t
for preparing stock before it was finished to its final know it. It is simply a No. 5 jack or No. 6 bench plane fit-
dimension with a try plane. ted with a cambered blade (see sidebar above). You can
Although its shallower blade camber doesn’t allow also make a lightweight fore plane from a wood-bodied
the fore plane to cut as quickly as a scrub plane, it bench plane. The wooden plane shown in the opening
is easier to control and therefore presents less risk of photo of this article (see page 48) is one I made this
overshooting cutlines. Its tighter mouth and shallower way, and now it is my tool of choice for nearly all but my
cut also lessen the chance of causing tearout in cross- most aggressive roughing-out work.
grain and around knots. The fore plane’s mass is also
helpful for taking strokes that are wider and longer Jim Tolpin lives in Port Townsend, Washington, and is currently
than those of the much shorter and narrower scrub, teaching hand-tool woodworking at the Port Townsend School of
but the downside is that it is heavier, which you’ll Woodworking (see www.ptwoodschool.org).
January/February 2012 • 51
W
infield Thompson needed a dinghy. A prolific beam, high sides, and flat bottom, the boat could carry
contributor to The Rudder magazine more a load, stand on its feet, be rowed well, and be carried
than a century ago, Thompson had purchased ashore or hauled aboard and stowed on even a small
a cruising catboat, and “bethought me a tender that cruiser. It looked a bit like a dory with its ends trimmed
should be unlike most small tenders.... I had seen safe off and the resulting openings capped with transoms.
tenders for small boats; but they were nearly as large as I can imagine that Monhegan fishermen were very
the boats themselves.” He also recalled several tenders attached to these boats not only for their load-carrying
derived from flat-bottomed skiffs, “having neither ability, but also because they could be hauled up the
form, weight, nor substance in the right place.” One in beach—a necessity at Monhegan, given the island’s
particular had come as equipment with a boat he’d exposed harbor and lack of a suitable space to tie up a
chartered, and he dubbed it “COFFIN LID.” Enough said. floating dinghy.
In his new tender, Thompson sought these traits: (1) Thompson developed a set of lines, based upon this
the ability to carry two adults safely in smooth water, working boat, that he thought would serve nicely as a
(2) the ability to be carried on the deck or in the cock- yacht tender. At 7½' long and able to carry four people,
pit of a singlehander, (3) good towing ability, and (4) or 700 lbs, the Wee Pup design became very popular—
simple construction and moderate price. The resulting so popular that the great yacht designers B.B. Crownin-
boat, which Thompson designed himself and called shield and W. Starling Burgess had Wee Pups built for
WEE PUP, was modeled after a Monhegan punt which themselves.
he’d measured on a visit to that Maine island. Despite the passage of more than a century since
The Monhegan punt is a short, high-sided, pickup Thompson conceived Wee Pup, the boat’s qualities are
truck of a boat. With its pram bow and stern, ample still alluring to today’s coastwise cruiser. A quick study
Above—Winfield Thompson introduced the small, high-capacity dinghy Wee Pup in 1906. Recently, the Carpenter’s Boat Shop
in Pemaquid, Maine, built two versions of this boat: the glued-lapstrake-plywood one seen here, and the solid-wood model
seen on page 55.
52 • WoodenBoat 224
As part of his praise for the Wee Pup in a 1906 The Rudder
article, designer-writer Winfield Thompson (above)
published this series of photographs showing the boat being
progressively loaded with passengers. 305 lbs
B
ased on the photographs published in the Janu-
ary 1906 edition of The Rudder, the Pup was likely
built dory style, meaning that the fore-and-aft
bottom planking went on first, followed by garboards
that overlapped the bottom’s edges. (Later skiffs at
Monhegan would have cross-planked bottoms, installed
after the sides were in place.) I can imagine a builder
being able to crank out a bunch of either of these boats, 692 lbs
even with the island’s limited resources. For the bottom
and sides, the Wee Pup has a total of just nine planks,
all of similar length. There are the two transoms to be the plywood boats, the beveling and cutting of gains
built, of course, but no substantial backbone pieces like on the plank ends are the same. The plywood plank-
a stem or keel. ing goes together quickly with thickened epoxy in the
Once both transoms are made and set up on the plank’s laps. The combination of glued laps and ply-
building jig at the correct rake, all that is needed are wood makes frames unnecessary, because plywood is
three station molds in order to begin planking. The strong both athwartships and fore-and-aft; solid planks
solid wood boat would use sawn frames in lieu of these require the additional support of frames running
temporary station molds. For both the solid wood and across the grain. Though having ample rocker, the Pup
January/February 2012 • 53
SerAfINA CArLuCCI
thwarts and knees. A seat riser
adds stiffness and establishes
the heights of the thwarts.
After all the quarter knees are
installed, the rails can go on
(see WB No. 223), followed by
the oarlock pads. We put a small skeg on the bottom shows the boat carrying, first, just Thompson (175 lbs),
in order to help the little boat track straight—both then a companion who brings the total to 305 lbs, then
when towed and when rowing; this detail is absent from another person (522 lbs), and finally a fourth, bringing
Skene’s drawings, and doesn’t appear in published pho- the total payload to a whopping 692 lbs. The looks on
tographs of the original Wee Pup. It being short, Wee the faces of those aboard are more of enjoyment than
Pup is inclined to yaw from side to side without this concern.
skeg. The finishing touch is the painter, which is spliced Winfield Thompson was quite interested in the ship-
through the bow transom—a simple and elegant touch ability of the Wee Pup. “The punt,” he wrote, “must be
befitting the boat’s heritage. short enough to stow across the cockpit of my boat.”
Both the conventionally planked Wee Pup and her His catboat was 10' 6" wide, and the cockpit measured
glued-plywood sister cut handsome figures. The warmth about 8'. “To be on the safe side,” he continued, “I
of the oiled-cedar planking on the lapstrake pram would make the punt 7 feet six on top, and about 6 on
works its magic with the sawn oak frames, copper rivets, the bottom.” This created a boat with less-raked ends
and floorboards. We finished this one with a sculling than the original Monhegan boats, and it raised the
notch, which allows for single-oared propulsion in tight freeboard “a bit.” The boat can also easily fit on the
quarters, or in the event of a dropped oar. We didn’t foredeck or behind the mast on many a cruising boat.
weigh this cute little boat before we sold it, but it’s a safe It should tow easily with the painter spliced through the
bet that it’s a bit heavier than the plywood one. bow transom as it is, though the small hull might need
The plywood Pup panders to my desire for efficiency some weight aft to keep it tracking at high speeds, and
and cleanliness. With no floorboards or transverse to keep the bow transom out of the water. A photo in
frames, the plywood Pup would be easier to bail—a Thompson’s article shows the boat riding comfortably
small yet practical detail. It weighs about 100 lbs, which astern of the catboat, at a good clip, with the bow tran-
makes it easy to haul aboard or carry. As with all ply- som riding high. Another image shows the boat resting
wood hulls, though, the final product feels more rigid comfortably on the catboat’s starboard stern quarter—
than the cedar-planked boat. Cruisers seeking a com- a good place for it in a bow-tripping chop.
pact tender would enjoy the plywood Pup’s ability to I was skeptical of the Pup’s rowing qualities before
hold out the water upon launching; solid wood boats I made my first outing in the boat. I’m familiar with
need time to swell up, especially after a length of time similar fiberglass designs, and I was certain that this
ashore. I can see this boat hanging nicely from a small boat would be tender and squirrelly. I was also con-
set of stern davits. The addition of sacrificial rub strips cerned about the length, with the rower taking up so
on the bottom would prevent chafing on the hull while much of the boat from the ’midships thwart aft. But
it is dragged up the beach. my fears were unfounded: This truly is a big little boat.
The Pup didn’t feel as cramped or as tender as I had
A
s you can see from the photos, what this petite expected. With its rockered bottom, the boat maneu-
pram lacks in length, she makes up in beam and vered easily through clustered moorings and up to
freeboard. So, there’s plenty of reserve buoyancy. a dinghy dock. But, without a pointed bow, she will
Like a traditional dory, this boat is just going to get never cut her way through the chop when fully laden.
more stable with weight aboard. Though I was unable On the other hand, her bow shape will offer more
to try it myself, I came up with many photos of old-time buoyancy for her overall length when loaded down. If
fishermen filling the boats like this to capacity. Win- you’re rowing alone, the bow and stern seats provide
field Thompson, in his 1906 article about the Pup, cre- a space for groceries or bags that keeps them out of
ated his own load-carrying test: A series of four photos the bilge. The rower should use the forward rowing
54 • WoodenBoat 224
station when loaded down in the stern with passengers with longer arms. It’s a proven concept, appearing in
or cargo. dinghies by John and William Atkin, as well as in Harry
The only change that I would be interested to see Bryan’s wheelbarrow boat (see WB No. 209).
would be fitting Wee Pup with a fore-and-aft ’midship The fishermen at Monhegan eventually adopted
seat, for easier movement and more flexibility for those their flat-bottomed skiff in lieu of the square-ended
Monhegan punt. That’s a fine little boat too. In fact,
it’s one of the stock offerings of the Carpenter’s Boat
The Carpenter’s Boat Shop’s interpretation of the original Shop. With its flat bottom and ample rocker, it, too,
Wee Pup pram, with a brave and trusting crew. There’s room is an able rowboat that has proven very popular with
for one more person. fishermen and non-fishermen alike. But the Wee Pup
is a head-turner. Thompson wrote of his first season
with the boat that “Nothing like it had ever been seen
in Boston waters, and people were as pleased with it as
a cat with two tails. I was as busy as an old maid with
twins, telling its good points and showing it off.”
Order plans for Wee Pup from Walter Wales, P.O. Box 43, Chamber
lain, ME 04541; wwales@tidewater.net. Price for the set is $80.
January/february 2012 • 55
Shantyboat Renaissance
A simple floating home
for a complex world
by Harry Bryan
N
ear the end of our three-year, world-roaming emphasize the intended simplicity of the structure and
cruise in PATIENCE, a 36' ketch launched its contents, we would call it a “shantyboat” instead of
in 1988 (see WB No. 132), my family and I a houseboat. There would be no inboard engine, no
conceived a shantyboat. I had come to the conclu- generator, and certainly no television.
sion that, for my family, much of the joy of cruising During part of our voyage, we had cruised along
came from living in a small space where our needs the Intracoastal Waterway on the Eastern Seaboard of
for shelter and comfort were kept to the essentials. the United States and had passed countless lagoons,
The endless list of chores to be done around the house creeks, and bays too shallow for most hulls. Thus, these
did not exist. Gone, too, was the “need” (or even the places offered uncrowded tranquility to anything draw-
possibility) of going to meetings, the mall, or the myr- ing less than a foot of water—the perfect setting for a
iad other places we go when we get in the car and enter barge-like hull. We pictured a crisp fall day, sparkling
the crazy, stressful world of roads and traffic. and blue, with an exhilarating chill to the northwest
After the cruise was over, we thought we could breeze. Our shantyboat, swinging to the anchor, would
continue to experience much of its value by building provide a sunny lee for the cockpit deck chair while the
a cabin that floated on the simplest form of hull. To woodstove inside would keep the coffee hot.
56 • WoodenBoat 224
January/February 2012 • 57
This shantyboat’s hull is 20' long with a beam of 8' 5", to the boat’s profile, lowers the windage at anchor, and
since most states require a special permit for trailer increases ventilation and headroom in the aft section.
loads over 8' 6" wide. While it would be tempting to add She’ll also be less likely to swing back and forth at the
more hull length for an enclosed head, more berths, mooring than a design with a high forward structure.
a front porch, etc, the goal of low cost, and simplicity A dinette to port features a table that can be lowered
in maintenance and transportation, argues for the to seat level and, with the cushion brought aft from the
shorter boat. It is also amazing how much room there is head’s seat, the area can be turned into a reading nook
in a shantyboat’s cabin compared to a sailboat or even a or short berth for a child.
powerboat of the same length. A sliding door with screened window separates the
Inside the cabin, a settee along the starboard side cabin from the covered “back porch.” Extending aft
forward pulls out to create a double berth, while to beyond the transom is a short deck where supplies
port are a hanging locker and shelves for clothing. A can be landed from the tender. Standing on this deck
cushioned seat covers the head, while a curtain (sliding affords good visibility to each side as well as a view for-
on a track) provides a modicum of privacy. Aft of the ward over the roof. It is from this vantage point that the
bookshelf that separates the settee from the galley is a shantyboat would be piloted were she to have power—
small Shipmate wood-and-coal stove. A countertop for perhaps from an outboard-powered skiff secured along-
dishpan or sink with storage below completes the food- side, “on the hip,” in tugboat parlance. That same skiff
preparation area. would also be available for adventuring and trips ashore
The after section of the cabin has 6' 4" headroom, when the “mother ship” was at anchor. Alternatively, a
while the forward headroom is 6'. When considering the transom bracket could carry a 9.9-hp four-stroke, high-
overall height of the shantyboat, we decided on a split- thrust motor, which would be plenty of power for this
level roof for several reasons: it provides visual interest craft. Continued on page 61
58 • WoodenBoat 224
BENjAMIN MENDLOWITz
from place to place—or motored, with a bracket-mounted
motor or a small outboard skiff working as a yawlboat. The
Wheelbarrow Boat seen here (see WB No. 209 for how-to-
build instructions), also designed and built by Harry Bryan,
lands the Shantyboat’s residents on the beach with ease.
T
ogether with a loyal pilot fish, our shantyboat neglected in that account was the fact that the 33'
meditatively noses about her mooring ball in a cutter had subsequently been raised, repaired, and
shallow bight of the West Branch of the Westport ultimately returned to the United States.
River in Massachusetts. Neither fish nor boat has much Vilas had bought DIRECTION in 1946 and yet,
ambition to travel anywhere else. The mooring lies in despite her 6' draft and the addition of a false keel,
2' of water at low tide off a long, wooded shoreline that he had found her less than weatherly. So he adopted
we and our neighbors have placed under conservation a new strategy of use. He purchased land on both
easements so that an uninterrupted holly-and-oak for- shores of the Washabuck, a short tributary to the Bras
est will always descend to salt water, much as it might D’Or Lakes, and there, in the middle of the river, he
have done in the 15th century. anchored DIRECTION for the summer and just stayed
By day, kingfishers patrol the shore, ospreys soar on there to admire the view and the bald eagles, then
the updraft when the afternoon southwesterly meets nearing extinction. It seemed to me an admirable and
the trees, and a solitary oystercatcher rests on the rocks sensible thing to have done.
at high tide before feeding on the flats as the river With only 2' of water at low tide, the Westport River
flushes. At night, screech owls whinny among the oaks, could not accommodate a DIRECTION, but it could
blue herons cough as if from a two-pack-a-day habit, float a houseboat.
and the surf booms on the barrier beach to the south. The concept was a hard sell. Most of our friends
From our shantyboat we enjoy the retrospection of envisioned the houseboats from the aesthetically chal-
our quarter-century of land conservation effort. In lenged 1970s, which while giving thousands access to
this sense she is a humble reflection of the villas that America’s vast Midwestern reservoirs, resembled float-
attended many great Western cities. While sometimes ing Havahart traps for enormous raccoons, but baited
characterized as mere escapes from pestilential over- with beer rather than sardines. When I explained that
crowding, the grand villas of the wealthy were also sited we were not building a glass and aluminum Red Neck
to look back, both over the cities and one another, in Yacht Club houseboat, but a real wooden shantyboat,
reflection and admiration. The shantyboat looks back first impressions were replaced by visions of Huck
over our woodland in much the same way, though we Finn’s father retreating for a three-day binge aground
rejoice in our trees rather than an urban landscape. on a muddy bank below Cairo, Illinois.
The inspiration for both the conservation effort and, But, our shantyboat is different, both from these
later, the shantyboat itself, came from a chance meet- examples and from the houseboats of 100 years ago
ing in the Bras D’Or Lakes of Cape Breton Island, Nova when the type was more common on the East Coast. It
Scotia, almost 40 years ago with the yacht DIRECTION is simply better-looking. Straight runs, that could have
and her then-owner Charles Vilas. It was like seeing a produced a boxy appearance, give way to subtle, almost
ghost. DIRECTION had been wrecked in a Greenland imperceptible, curves. The leaded-glass sliding win-
fjord in 1929, and the event had been vividly described dows and doors and the nasturtium-filled flower boxes
by Rockwell Kent in his book N by E. What had been lend it an almost storybook character.
january/February 2012 • 59
Here we are looking forward from the dining area to the sitting and sleeping space, where headroom is reduced from 6’4” to 6’.
60 • WoodenBoat 224
January/February 2012 • 61
B orn in 1913, the son of the American painter John ‘Wichita Bill’ Noble,
John A. Noble became one of the most noted maritime artists of his era.
Between 1928 and 1945, he worked as a seaman on schooners and in marine
salvage. In 1928 he saw the Port Johnston coal docks on Staten Island for
the first time, and later said that the sight had affected him for life, describ-
ing it as “the largest graveyard of wooden sailing vessels in the world.” It
was there, in 1941, that he began building his floating studio from salvaged
pieces of the abandoned vessels
that surrounded him. From 1946,
Noble worked as a full-time artist
SAM DEvLIN
62 • WoodenBoat 224
ATKINBOATpLANS.COM
Atkin as a “miniature floating castle.” She was to be
of light construction, so as to “ease the burden if and
when the boat has to be moved overland by truck or
trailer.” Atkin even suggested fixing “a pair of auto-
mobile wheels each side at the middle point of the over-
all length, making a trailer that at the same time would
be a houseboat.” 1985 by David Scarborough of Rock Hall Boats: cedar-
Retreat is 18' LOA with a beam of 7' and a draft of planked, fiberglassed to the waterline, canvas-covered
approximately 5". Headroom is 6' in the main cabin, plywood deck, plywood house, powered by a 9.9-hp out-
4' 10" in the sleeping cabin. The original boat was board. I had her built as a weekend retreat, but before
designed to a have a coal-burning stove, sink, and icebox completion, I had a stroke. When I recovered enough to
on one side of the main cabin, while opposite these were live alone, I moved to the St. Johns River in Florida and
an upholstered seat, dropleaf table, shelves, and lockers. have lived aboard since 1987. (Beats living in a nursing
The sleeping cabin was fitted with a single berth, chest of home.)”
drawers, lockers (including a hanging locker), and head.
In the 1990s Henry Spruks of Florida wrote of his For more on Retreat and other houseboats by William and John
own experiences with his Retreat: “ ...she was built in Atkin, visit www.atkinboatplans.com.
January/February 2012 • 63
64 • WoodenBoat 224
4 5
sheerstrakes’ edge, with the molding pressed down on in toward the bow, adding a couple of clamps as you go.
it, correctly locates the molding. Marking and cutting the ends to fit against the sides of
You need a helper for this job, as the sides of the the stem follows much the same procedure as with the
boat are too springy to nail into. The second person sheer clamps and the lower moldings, but you’d bet-
holds a dolly against the seat riser on the inside. Any ter use your adjustable bevel this time. The ends of the
hard, solid weight will do for a dolly. I use an old stub rubrails (aka outwales) will project a little beyond the
axle, but you could use, say, the back of an axe head or stem, so you will have to trim these back later. Fasten
a heavy hammer. Your helper does not need to push the the ends of the rubrails with two No. 8 × 1½" screws
dolly hard against the seat riser; the dolly must only be driven through them and on into the sheer clamps and
in contact, so its inertia allows the brad to penetrate the breasthooks. Dry-fit both rubrails, scribe their loca-
wood. Set the brads below the surface of the moldings tions on the boat by marking along their lower edges,
with a nail punch (Photo 5), and fill over their heads then remove them and set them aside.
with thickened epoxy. The badges—the sheer details at the bow and
stern—can be made now. Cut four pieces of 4mm ply-
RubRails and badges— Secure a rubrail to wood, two at 6" × 20" for the bow, and two at 5" × 18" for
the hull with a C-clamp placed amidships, and bend it the stern. With your bevel gauge, measure the angle
January/February 2012 • 65
FigUrE 2
9 10
66 • WoodenBoat 224
FigURE 3
January/February 2012 • 67
17 18
will instantly grab and you won’t be able to move the for maintenance later on, so do a good job now! Assem-
piece. It’s not a difficult job, but care is required. When ble the two sides with screws and glue, using a framing
you have a floorboard in place, press it down firmly all square to make sure that they are correctly aligned top
along its center. Some of the epoxy should squeeze out and bottom (Photo 14).
around the edges; clean it up, and you’re done with With the boat level in its cradle, find the centerline
that floorboard and can follow the same steps in the of the keel, and use a level to project this upward onto
remaining pieces. the forward thwart beam (Photo 15). Set the dagger-
With the seat beams and rubrails now bracing the board trunk supports on the seat beams with the trunk
hull, you can now remove the rest of the station molds. centered on the centerline mark, mark their locations
on the beams (Photo 16), and notch the beams (Photo
DaggerboarD Trunk—Figure 1 shows the 17). Set the trunk in the hull again and confirm that
construction of the daggerboard trunk. Begin build- the top edges of the supports are flush with the tops
ing the trunk by cutting its sides from two pieces of of the beams, and that the bottom of the trunk fits
4mm plywood, 13" wide by 14" high. Scribe their bot- against the keel. Make any adjustments that are neces-
tom edges to fit the curve of the keel. Then, with one sary to get a good joint between trunk and keel. If the
of the trunk sides in place, lay a straightedge across the bottom of the trunk is not in contact with the keel, you
two thwart beams aft of the trunk, and scribe along it can deepen the notches in the beams, and glue shims
to mark the top edges of the trunk sides and cut the to the tops of the trunk supports to bring them up to
sides to their finished height. Glue and screw the dag- the level of the beams. If the bottom of the trunk fits
gerboard trunk logs (bottom) and daggerboard trunk well against the keel, but the supports are above the
supports (top) along the trunk’s horizontal edges, beams, simply pare down the supports, rather than
remembering to make one side for port and one for planing the bottom of the trunk.
starboard. The trunk sides are separated by 15 ⁄ 16" × ¾" Make sure the trunk is centered on the keel, and
internal framing along the forward and after edges. drill pilot holes for three No. 8 × 1¼" screws through
Glue and screw these to one of the sides, orienting the bedlogs and into the keel (don’t run your coun-
them so that the gap between the sides will be 15 ⁄ 16" to tersink too deep!), and hold the trunk there tempo-
allow clearance for the ¾"-thick daggerboard, and seal rarily with a couple of screws on each side. Mark the
the interior surfaces thoroughly with at least two coats four corners of the inside of the trunk onto the keel, as
of epoxy resin. You won’t be able to reach these areas described in Part 2 for the centerboard trunk. Remove
68 • WoodenBoat 224
20
figUrE 4
the trunk, lay out the shape of the slot for the dag-
gerboard, making it 1 ⁄ 16" wider all around than the
foil shape of the daggerboard, and cut the slot with
a jigsaw. Make the daggerboard as shown in Figure 6,
with a handle and ¾" × ¾" stops at the top, and plane
the lower part, where it will project from the hull, to
the same (but smaller) foil section as the slot. Lift the
hull onto a pair of sawhorses, and try the board in the
trunk, to make sure that it fits.
Now refit the trunk, this time with glue in all joints,
and with all of the screws. Use plenty of glue for this job.
OarlOck chOcks—The oarlock chocks mea- ThwarT and afTEr sEaT—To save weight,
sure 5" long, by 3" deep, by 1¼" thick. Cut a rabbet in I made the center thwart and seats from white cedar,
the top of each chock to fit it around the sheer clamp. but any light softwood is fine; hardwoods will only add
To locate the chocks, put marks on the sheer clamps weight.
1' 5½" aft of station No. 6, and 1' 8" forward of station Make the thwart first. It is 11" wide and overlaps the
No. 6. Center the chocks between these marks. Glue thwart beams ½" forward and aft, and fits between the
them in place, fastening them as well with No. 8 × 1½" sheerstrakes. One way to mark its ends is to use a pat-
screws into the sheer clamps, and clamping them to the tern of the same width and two or three inches shorter
sheerstrakes as necessary (Photo 18). than the thwart. Lay it in the thwart’s position on the
thwart beams, and use a tick stick to lay out the shapes
EpOxy sEaling—Turn the hull upside down of the ends of the thwart, as shown in Figure 4A. Now
again, and lay a 4"-wide strip of Kevlar tape in epoxy place the pattern on the thwart stock and transfer the
resin as a rubbing strip along the centerline. If you pre- tick stick marks to the stock as in Figure 4B. This gives
fer, you can fit an external keel which should measure both the length and the shape of the ends of the thwart.
¾" wide by ¾" or 1" deep, and it’s best made from hard- Pick up the angle between the thwart beams and the
wood. Plane a ¾" flat for this along the centerline of the sheerstrake with your adjustable bevel, set your jigsaw or
hull, and attach the keel with glue and No. 8 × ¾" screws bandsaw to this angle, and cut the ends of the thwart. It
between about station Nos. 2 and 10. It will have to stop should fit tightly against the sheerstrakes when in con-
at each end of the centerboard or daggerboard slot, of tact with the beams (Photo 20). If necessary, you can
course. Taper the ends. make any slight adjustments with your plane.
Seal the whole of the exterior of the hull with at least Mark the location of the after edge of the thwart on
two coats of epoxy resin (Photo 19). You can also paint the seat risers and sheerstrakes, and take it out and set
the exterior now, if you like. it aside for the moment.
January/February 2012 • 69
22
70 • WoodenBoat 224
same distance from the marks at both ends. Use a tick marked earlier for the center of the mast, and cut with
stick to lay out the outboard edge as you did for the the saw through the seat planks and into the mast
side seats aft. As before, measure the angle between the partner. When the pilot bit comes through the bottom
planks and the sheerstrakes, and cut along the line to of the mast partner, stop, remove the partner, turn it
this angle. Install the planks with No. 8 × 1¼" screws upside down, and finish the hole from the bottom.
into the seat beams, leaving the ends over-length for Lay out the shapes of both ends of the forward seat
now. planks, then take them out. (Photo 24 shows some of
The next pair of planks meet on the centerline as the planks removed, revealing the mast partner and the
shown in Figure 3. Lay a 5¼"-wide board next to one of floating half beam.) Cut their ends, round over their
the outboard planks, with spacers to establish an even corners, and set them aside for now.
1
⁄ 8" gap. Lay a straightedge over the plank from the cen-
ter of the after beam to the center of the stem. Scribe a Foam Flotation—The flotation under the seats
line on the top of the plank, and cut to the line. Fit the is made from 2"-thick Styrofoam supported by ¾" × ¾"
plank with screws, and mark the position of the center cleats along the bottom edges of the seat beams as
of the mast on the edge of the plank by holding a level shown in the cross-sections in Figure 5. Make the cleats,
plumb on the maststep, and making allowance for the and screw them to the beams with No. 8 × 1¼" screws.
mast rake of ¾" in 1'. Cut the matching plank for the other Cut the Styrofoam to fit (it cuts easily with a hand-
side, and make sure that the two planks fit correctly saw), and try it in place. You can paint the top surfaces
with an even 1 ⁄ 8" gap between with latex paint to match the
them at the centerline and along color of the seats. The block
their outboard edges. Secure them under the forward seat will need
with No. 8 × 1¼" screws into the a wide groove to accommodate
beams. Fit the mast partner with the mast partner and a slot for
No. 8 × 1¼" screws through the the floating half beam. You can
seat planks. cut the latter with a jigsaw, and
The narrow forward ends make the former by cutting a
of the last two planks are sup- series of kerfs across the block
ported by the floating half beam with a circular saw, then knock-
shown on Figure 5. Install this ing out the waste between them.
next, make the two planks, and Finish the bottom of the groove
secure them with screws. Photo with a belt sander. You’ll also
23 shows the forward seat at this need to cut a hole for the mast,
stage. of course. Round over the cor-
Now you can cut the hole for ners on all the flotation blocks.
the mast in the seat planks and Photo 25 shows the foam flota-
the mast partner with a hole- tion in place, with strategically
saw. Drive the holesaw’s pilot painted stripes to keep blue
bit through the gap between 25 foam from showing through the
the planks at the position you gaps in the seats.
January/February 2012 • 71
Epoxy SEaling, paint and VarniSh— Reinstall the flotation, thwarts, and seat planks, this
Remove the foam flotation and seal the whole of the time gluing bungs over the screws. I didn’t glue the
interior of the hull, including the seat beams, mast thwart or seat planks in place because someday they
partner, centerboard or daggerboard trunk—all the may need to be removed for maintenance, the foam flo-
wood surfaces—with two coats of epoxy resin. You can tation may need to be replaced, or the hull may need
seal the seat planks at the same time while they are out refinishing underneath them.
of the boat. Give the epoxy time to cure completely,
sand it, and apply as many coats of paint or varnish to thwart KnEES—The next task—and almost
the interior as you think fit. It’s a good idea to do this the last one before launching—is rather good fun. It’s
now, before the seats are in, while you have easy access. making the thwart knees, which you can easily steam to
If you haven’t already done so, paint the boat’s exterior shape. (You could laminate them, but steaming is eas-
as well. ier.) Ash steams very easily, and oak almost as well. Cut
The 12' Peapod carries a simple lug rig whose spars are built from common spruce framing lumber; their construction is
detailed on page 74. For rowing, a simple cap should be fit over the daggerboard slot to keep water from sloshing into the
boat; the cap is a simple piece of wood the size of the top of the trunk, with a perpendicular piece about 3/4" thick fastened to
its underside, to fit about 6" into the slot.
72 • WoodenBoat 224
Daggerboard
FigUre 6
January/February 2012 • 73
T
he traditional wood of choice for masts and spars lengthwise along the spar with 80-grit and then 120-
is Sitka spruce, which is light and strong, but grit sandpaper.
expensive. Alternatives are Douglas-fir and east- To complete the mast, I cut a mortise at the top for
ern spruce. Douglas-Fir makes a very attractive mast, the halyard, attach a halyard cleat, insert a 1¼" dowel
but it’s comparatively heavy. For small boats, I use east- in the heel to fit the mast step, and apply five coats of
ern spruce in the form of run-of-the-mill, kiln-dried varnish.
framing lumber—which is lighter than fir. Most east- Making the boom and yard follows much the same
ern spruce is useless for sparmaking, being full of knots procedure, except that they can be made from one
and other defects, but with some searching, I can usu- piece each of 1½" in diameter stock. The yard tapers
ally find an acceptably straight and clear 2×8 or 2×10 at to 1¼" diameter at the ends; the boom is finished with
my local lumberyard. jaws to fit around the mast.
These rough spruce boards are unimpressive when I To set up the Peapod’s simple lug rig, seize the tack
bring them into my shop, but the wood has an attractive, and clew of the sail to the boom, lace the head to the
lustrous pale-yellow color when planed and finished. yard, attach the halyard and sheet, hoist the sail, and
To make the mast for the 12' Peapod on the previous check that it sets nicely. Hang the rudder, and you’re
pages, I start by ripping two pieces to 2 ¾"×1½", which good to go. Good sailing!
is ½" wider than the diameter of the mast to allow for
the fact that the pieces are never perfectly straight. I
glue them together, concave faces in, to get as straight a
piece as possible measuring 3" by 2¾" in cross-section.
The extra size allows for further straightening while I
rip the piece again to make a blank whose cross section
is 2¼"× 2¼". At one end, I find the center and from it
draw a 2 ¼" diameter circle, to which I draw tangents at
45º to the faces of the piece. At the other (smaller) end
I draw a 1 7 ⁄ 8" diameter circle with similar tangents.
Next I set the arbor on my table saw to 45 degrees,
with the fence to the lefthand side of the blade as shown
in the photo, with a wooden extension fastened to it. I
74 • WoodenBoat 224
The ICW
Gartside 48
14.9-Meter LOA
LWL
Particulars
14.90 m (48' 11" )
12.38 m (40' 7" )
Motorsailer
A Dick Newick
Beam
Draft
Displ
4.46 m (14' 8" )
1.90 m (6' 3" )
23,500 Kg (51,800 lbs)
monohull
Able and comfortable
Sail area 118.2 m2 (1,272 sq ft)
Commentary
Commentaryby by
Robert
RobertW.
W.Stephens
Stephens
Design by
Paul Gartside
W
hy have motorsailers ac- important—offended our finely diesels emanating through the floor-
quired such a bad name? tuned yachtsmen’s eye for beauty. boards? In retrospect, the concept
During my formative As I look back on our attitudes, I of a snug, sensible, seaworthy craft
years, “real” yachtsmen looked think our strongly averred aversion that can take us anywhere at reason-
down their noses at motorsailers, was a subconscious mechanism to able speeds in any conditions, with-
considering them neither fish nor keep us from questioning the basic out fuss or angst, simply didn’t fit in
fowl, ill-equipped to do anything tenets of our carefully constructed the world we’d built for ourselves.
very well. We blustered about how world of yachting beliefs. Boating How foolish we were!
they didn’t have enough sail area to was supposed to be uncomfort- Even back then, despite our be-
drag their huge powerboat propel- able—how could we be proving how liefs, there were some superb boats
lers through the water, or enough rugged we were, if we weren’t either of this type. Nowadays, with im-
engine power to push their un- shivering in a wet, uncomfortable provements in sails, rigging, and
gainly rigging through the air. They cockpit as we slammed our way to especially in engines, motorsail-
rattled, smoked and smelled under- windward, or bashing our kidneys ers have even more to recommend
way, and their bulky and boxy super- out in a deep-V powerboat at some- them—and now we’re smart enough
structures blocked visibility, created thing approaching highway speeds, to recognize their virtues.
unacceptable windage, and—most the scream of a pair of high-speed As he has done with everything
January/February 2012 • 75
This motorsailer’s hull lines indicate moderately heavy displacement for her length, which should contribute to steady and easy
motion. The canoe stern will help the boat move efficiently at reasonable speeds, and it will look fine from all perspectives.
from open rowboats to gaff-rigged we desire, and her moderately heavy deeply swept sheer that keeps free-
pilot cutters, Paul Gartside has displacement for her length will as- board nice and low amidships, for
shown his ability to distill the best sure a steady, easy motion while we ease of boarding and good looks,
from the typical motorsailer of a get there. Her shapely hull uses the while freeboard at bow and stern is
couple of generations ago, and in- proven form of the canoe stern, a ample to keep the decks dry in a
fuse the resulting brew with his own shape linked to easy, efficient move- seaway. The security offered by her
unique and sensible style, incorpo- ment under power at speeds well be- high bulwarks is complemented
rating meaningful updates in con- low theoretical hull speed. Think of by her large freeing ports to alle-
struction and equipment without sardine carriers, Liberty ships, and, viate the worry of trapping a sig-
losing the flavor of tradition. Here’s well, canoes—all known for slipping nificant weight of water on deck.
a fine example of his work in this along nearly effortlessly, even when Gartside has employed modern
most comfortable genre—a great ex- heavily loaded. For this boat, that construction techniques to avoid
ample of the virtues in moderation. speed will be in the neighborhood the maintenance issues associat-
With this design, Gartside has of, say, 61⁄2 knots. With her 100-kW ed with traditionally constructed
wriggled free of the cumbersome diesel, we can push her faster in bulwarks—the frame ends termi-
embrace of the English measure- smooth water, but the resulting fuel nate belowdecks, the bulwarks are
ment system—a move I’ve been burn will be far out of proportion to backed up by plywood doublers,
resisting in my own practice, more the speed increase. The sizable en- and fiberglass sheathing protects
from an emotional fear of giving gine allows us to run at lower rpm against water intrusion. A sub-
up the comfort of years of familiar- in smooth conditions, with some stantial sponson, or rubrail, and
ity than from a lack of appreciation oomph in the bank for when the go- a thicker “wale” applied over the
of the metric system’s advantages. ing gets rough. If we’re smart, and cold-molded hull protect against
However, let’s try to bite the bullet wealthy, enough, we’ll fit a feath- the inevitable crunches that a real
and avoid conversions—at some ering propeller so the drag when cruiser will encounter.
point, we may need to admit that the under sail will be much reduced Gartside has selected a ketch
rest of the world might just be on to without sacrificing efficiency under rig—common enough for boats of
something. At 14.9 meters in over- power. this type, where the less-than-stellar
all length, with a displacement of The boat’s jaunty profile is salty windward performance can be
23,500 kg, this boat is long enough enough to satisfy the most dyed- helped out by an engine turning at
and big enough to take us anywhere in-the-wool traditionalist, with a low revolutions, and where multiple
76 • WoodenBoat 224
Extreme comfort for a crew of two: the airy pilothouse carries its sole at the same height as the cockpit, which creates a huge
“indoor/outdoor” living space. Up forward, the accommodations appear cozy, but certainly not cramped.
sail combinations allow fine-tuning cockpit provides lots of stretching- of good passagemaking berths out-
for best performance while motor- out space for sailing or sunning. In weighs the allure of a romantic
sailing. What’s less common is the most conditions this will add greatly master suite. A diminutive but cozy
loftiness of the rig. The aluminum to the crew’s enjoyment—but in re- “fo’c’s’le” seating area calls forth
spars tower over the low hull, and ally rough situations, I’d want to be memories of fishing schooners, oil
the sail plan shows a surprisingly sure I had planned for seriously big lamps, and sea stories.
high aspect ratio. Despite the height cockpit scupper drains; this cockpit While some will undoubtedly
of the masts, the sail area is still rela- can hold a lot of water. question the concept of a large craft
tively modest when compared to the The capacious pilothouse is the with a layout clearly intended only
boat’s displacement—she will wel- heart of the boat. The sole is at the for the comfort of a crew of two, the
come a boost by the motor in light same height as the cockpit sole, so traditional salty charm of this motor-
airs, but when it breezes up, she will the space will feel like an extension sailer, combined with Paul Gartside’s
come into her own under sail. of the outdoor space, and big win- dependably sensible combination of
A high importance has been dows all around will make the raised tradition and modern construction,
placed upon living spaces at deck saloon a great place to watch the promise a cruiser that will truly pam-
level—both outside and under cov- world go by, whether in fine weather per her crew of two. Should I be for-
er—at the expense of belowdeck ac- or foul. A roomy helm station to star- tunate enough to see her slide into
commodations. In an era when most board is balanced by a huge chart my harbor, rest assured I won’t be
boats of this size will feature three table to port—a navigator’s dream. looking down my nose.
double staterooms with ensuite Below, the compromise forced by
heads, this boat has clearly been the roominess of the on-deck spaces Bob Stephens is a principal of Stephens
Waring Yacht Design, in Belfast, Maine.
designed with other priorities. One becomes apparent. A spacious gal-
wonders what the conversations be- ley to port and head to starboard Plans from Paul Gartside Ltd., Boat Builder
tween designer and client were like give way to an ample forward cabin and Designer, P.O. Box 1575, Shelburne,
while working out the arrangement. with two wide single bunks suggest- NS, B0T 1W0, Canada; 902–875–2112;
A large, wide, and well-protected aft ing that for this client the comfort www.gartsideboats.com.
January/February 2012 • 77
Portsoy is a lovely little place with a 300-year-old harbor that dries out at low tide. For that reason, the festival takes place
when high tide is during the mid-day hours—but there is much to do and see on shore during the two-day festival. Besides
boatbuilding, restoration, and maritime craftsmanship of all sorts, there is an emphasis on Scottish music, dancing,
traditional crafts, food, and drink. Traditional and interesting boats of all sizes—not just Scottish boats—are welcome and
people come from around Britain plus Scandinavia, Holland, France, and even the United States.
W
hen Kathy Mansfield took a junior year abroad stories reminded her of her childhood years on Cape
from Connecticut College, she attended Cam- Cod. Shortly after that visit, a relative invited Kathy
bridge University in England. Wanting to and her husband to sail on the west coast of Scotland,
share her experiences with family and friends, she and talked of his plans to establish the Unst Boat
began shooting photographs, and hasn’t stopped since. Haven museum in Shetland. “That was it,” Kathy
Kathy, in fact, remained in England to start an recalls. “I decided to use wind rather than trying to
academic publishing career, and also published a few avoid it, and my camera turned to wooden boats. I
gardening images. “It was important,” she recalls, “to now photograph and write for various magazines in
visit a garden before the wind got up and complicated the U.S., England, and Europe.” Kathy also publishes
the photo shoot.” the calendar Classic Sail (www.tidemarkpress.com).
“I’d always loved sailing small boats,” Kathy On the following pages, Kathy focuses on the boats
continues. She was inspired by an older relative, attending the 2011 Traditional Scottish Boat Festival
George Whiteley, who had photographed and written at Portsoy on the Moray Firth in northeast Scotland.
about boats, He visited Kathy in England, and his This year’s festival runs June 23–24. —Eds
78 • WoodenBoat 224
January/February 2012 • 79
These St. Ayles skiffs, designed by Iain Oughtred for the Scottish Coastal
Rowing Project, are an exciting new addition to the Scottish Traditional
Boat Festival. The plywood for these hulls is computer-cut by Jordan Boats
in Scotland, and community groups build the kits and row the boats, with
as many women as men coming forward to train and row competitively in
races around the Scottish coast. It seems to have struck a chord: The boat is a
reasonably priced, and well-organized for amateur construction, and rowing
is less-complicated than sailing, more fun than working out in a gym, and
sociable.
80 • WoodenBoat 224
The 33’ Ness Sgoth AN SulAire (left) was built by John Murdo Mcleod on Harris in the Western isles of Scotland.
His grandfather was the last commercial boatbuilder in the area, and before the building techniques were lost,
he wanted a full-size replica of a Ness boat, an open herring-fishing boat used in the area. He was joined by
assistant Angus Smith and their work in 1993 and 1994 was made into a documentary film for the BBC, Tree to Sea.
AN SulAire, here in company with KNuT (page 79) en-route to Portsoy, sails the coast of Scotland and welcomes
aboard interested people to see and sail her.
January/February 2012 • 81
T
he Second World War had been good to Uffa Fox.
Despite enjoying massive success with his Inter-
national 14s before the war, he had overstretched
himself financially by buying a large boatyard in Cowes
in the late 1930s and was nearly at the breaking point
when hostilities were announced. However, his inven-
tion of the airborne lifeboat (with a helping hand from
the Ministry of Defense) not only became his proudest
82 • WoodenBoat 224
In the summer of 1949, at Cowes Week, Uffa became friends with Prince Philip, seen here at the helm of his Dragon-class
sloop. The friendship extended—at least partly—to other members of the Royal family, including Prince Charles, whom Uffa
taught to sail.
them. In conventional terms Uffa was eccentric, but it while the Firefly was revolutionary in being the first-
has always struck me that even his more bizarre ideas ever mass-produced dinghy, its design was hardly origi-
had a way of exposing how irrational some of our more nal, having been conceived in 1936 as the Cambridge
cherished conventions can be.” University One-Design. Future boats in the Fairey line
were also mostly developments of the classic planing
T
he end of the war brought new opportunities hull—including the fastest dinghy of its day, the 18'
for those able to adapt and make the most of Jolly Boat, capable of over 13 knots. What was lacking,
some dramatic advances in technology. Uffa in design terms, was a “big idea” of the scale of Uffa’s
embraced these changes by joining forces with Fairey first planing dinghy, or the spectacular originality of
Marine to produce a line of successful designs based on the airborne lifeboats.
the hot-molding techniques developed for the produc- A breakthrough concept was, however, forming in
tion of wartime aircraft (see Part 3, WB No. 223). But, Uffa’s brain. It emerged, according to legend, where
many of Uffa’s ideas emerged: in the bath. According to
his 1959 book Sailing Boats, Uffa often spent up to two
Uffa in the hours soaking. “In the bath,” he explained, “one weighs
bathtub at next to nothing, the warmth sends the blood surging
Medina house, round the body and its soothing effect stimulates calm
recreating the and quiet thinking.” The thinking that this particular
CROWN/UFFA FOX ARCHIVE
moment he bath stimulated was the Flying Fifteen, which, from her
invented the distinctive keel to her rudder and deck arrangement,
Flying 15. Many came to him “swiftly as a flash of lightning.”
of his best ideas In fact, the origins of the design stretch back a good
were said to have deal farther than that. After the war, the RYA had invited
emerged while designs for a two-man keelboat to race in the 1948
soaking. Olympics. Uffa had designed a 25' light-displacement
January/February 2012 • 83
hull with a detachable keel—a feature inspired by the the waterline length in 5' increments to produce 15',
Star class—and had built a prototype to undergo trials. 20', 25', 30', 35', 40', 45', 50'—all of which were built
In the event, PENSIVE TEMPTRESS didn’t conform to except the 40' and 45' versions. He later added 10' and
the RYA brief, and the National Swallow, designed by 12' versions to the range.
Tom Thorneycroft, was adopted instead. The exercise One of the most extraordinary members of the “fam-
was not a waste of time, however, as not only did Uffa’s ily” was the Flying 30 HUFF OF ARkLOW, launched in
design win a number of races locally, but it proved the 1951. With her cutaway aft deck, she looks strange to
concept of a planing keelboat was possible—if some- the contemporary eye and must have seemed positively
what wet. Scaled down to 20' LOA on a 15' waterline, it outlandish when she was first launched. HUFF was one
became the basis of the Flying Fifteen. of the first yachts to have a fin keel and skeg rudder—15
Uffa himself credited the origins of the design to his years before the concept was applied by Dick Carter to
friend Jimmy Damant, commodore of the ISC and one his Fastnet-winning RABBIT and Sparkman & Stephens
of his first International 14 clients, who apparently said to their two-time AMERICA’s Cup winner INTREPID.
to him: “Design a boat like this 14-footer, but at least Like her smaller sisters, HUFF was expected to plane.
18' long, that will not capsize. Then you will have a sen- Indeed, Uffa wrote of the Flying 35 FLYINg FOx: “She
sible, safe boat, that is fun to sail as well, for the rough has the ability to plane, but since she is a cruiser this
and tumble of tidal waters like the Solent.” only happens occasionally and is rather terrifying,
Whatever its origins, the idea of a keel boat that though quite comfortable.”
could plane must have seemed quite contradictory, if Ever the canny publicist, at the start of his friendship
not impossible, at that time, but it turned what would with Prince Philip, Uffa persuaded Cowes council that
have already been an exciting boat into a revolution- a Flying Fifteen would make a fitting wedding gift from
ary one. Sailors could now enjoy the thrill of thunder- the town, and No. 192, COWESLIP, was duly presented
ing off the wind at 12 knots without worrying about to the royal couple. The boat accompanied the Prince
being pitched into the water at any moment. As Uffa when he was posted to Malta for two years in 1949, and
wrote about the prototype Flying Fifteen—named MY later went around the world on the deck of the Royal
DAINTY DUCk after his then-girlfriend—“her speed, Yacht BRITANNIA . After his return to the U.k., Prince
easy handling and low building and upkeep cost con- Philip became an active competitor in the Cowes fleet,
vinced me that here was a new world for yachtsmen.” winning the class at Cowes Week in 1951, and providing
(Arguably Ray Hunt got there first with his Interna- endless photographic opportunities for Uffa’s creation.
tional 110, which had a bulb keel, but that was a little- It was the kind of PR that no amount of money can buy,
known class outside the U.S.) and the Flying Fifteen fleet quickly grew, both in the
So excited was he by his latest brainwave that he U.k. and abroad.
set about designing a whole “Flying Family,” increasing Uffa’s attempt to apply the “flying” concept to the
84 • WoodenBoat 224
DAILY SKETCH
design STARDUST and renamed her MARY LUNN after
a Hilaire Belloc character who had “a whacking lot of
fun.” Evidently pleased with his acquisition, when the
time came for an upgrade he approached Uffa for a
new design. The 49' SANDAVORE was the result, which
was subsequently sailed extensively around Europe.
SANDAVORE was not only a useful commission money-
UFFA at the helm
of FRESH BREEZE,
wise, during yet another difficult financial moment,
which he designed
but it also enabled Uffa to achieve another long-held
for a client who
ambition. Despite having designed countless boats
died mid-build. Uffa
and being one of the most influential boat designers
owned the boat for a
of his generation, he had never gained proper profes-
short period of time.
sional qualifications. When he discovered that Lord
The helm seat, seen
Runciman was president of the Royal Institute of Naval
here, is gimbaled
Architecture, he seized his moment and asked him to
and equipped with a
exercise his influence. Three months later, Uffa was
saddle.
elected a member of RINA—an honor that must have
delighted him more than any number of commissions.
One of Uffa’s favorite designs was the 35' FRESH
BREEZE , a long-keeled cruising yacht he designed for a
established racing classes was rather less successful. customer in Somerset. When the client died before
The Six-Meter NORODA , built for the commodore of the project was completed, he bought the yacht from the
the Royal Corinthian Yacht Club, F.G. “Tiny” Mitchell, man’s widow and had it finished off for himself.
had a “shark-like” keel and kicked-back rudder that Although a fairly conventional design, the fitout included
looked suspiciously like a scaled-up version of the Fly- some typically innovative Uffa-like features, including
ing Fifteen formula—albeit fitted to a conventional an upright piano that could be turned over and turned
semi-displacement hull. Far from revolutionizing the into a table (an idea he’d spotted on the S&S LAND-
class, however, the yacht was said to broach horribly FALL when he sailed aboard during the 1932 Trans-
and to be virtually uncontrollable in a strong wind. atlantic Race). The steering wheel was fitted with a
Despite this setback, Uffa still received occasional saddle, complete with stirrups, which swung on gimbals
commissions for larger boats. One happy customer to keep the helmsperson upright. Uffa’s love affair with
Uffa’s drawings for the Flying 15 included this car-top carrying apparatus. The boat seen here is COWESLIP, which Uffa
persuaded the Cowes City Council to present as a wedding gift to Elizabeth and Philip.
January/February 2012 • 85
Fresh Breeze was short-lived, however, as within a invested in the house that Uffa jokingly referred to it
year his worsening financial situation forced him to put as “the commodore’s house.” The name stuck, and the
her on the market. property has been known as the Commodore’s house
ever since.
A
s ever, Uffa’s outward air of success belied a series inevitably, his connection with the royal family
of financial crises and a tumultuous personal life. threw Uffa into the limelight, as he was photographed
his relationship with his second wife, Cherry, with various members of the family at successive Cowes
had broken down and ended in a messy divorce, with Weeks and on the royal yacht. The royal stamp of
Uffa refusing to pay alimony until forced to do so by the approval combined with an amusing way with words and
courts. he soon partied his way through the money a notable lack of inhibition gradually turned him into
he’d earned from the airborne lifeboats and had to sell something of a celebrity. Not that everyone approved of
his fancy house at Puckaster—initially keeping a cot- his antics, as an article in the August 15, 1955 issue of
tage there, before selling that, too. he sold his boat- Time magazine makes clear:
building business at the Medina yard, staying on as “Conspicuously present at Cowes last week was the
technical adviser until he fell out with the new owners. renaissance’s principal architect: salty, roistering Uffa
Although he still owned the Uffa Fox company name, Fox, 57, one of the world’s top yacht designers, boon
his work from now on would be focused on design companion and helmsman to the Duke of edinburgh.
rather than construction. he and Prince Philip fared no better than second, suc-
With the assets released from these various sales, he cessively sailing in Uffa’s 20-ton sloop Fresh Breeze,
bought a derelict 400-year-old warehouse on the Cowes the Duke’s Fox-designed CoWesLiP, and his slim
waterfront, which he proceeded to convert into a grand Dragon-class sloop BLUeBoTTLe. But they had a fine
townhouse suited to someone who might be expected time anyway. At his home, a converted waterfront ware-
to entertain royalty. Furniture included pieces by Chip- house, Uffa presided over the nightly after-dinner festiv-
pendale and sheraton, along with a steinway piano ities that lasted until dawn. At a dinner for the imperial
once owned by Lord Byron, and a dining table that Poona Yacht Club, he donned a pith helmet and led his
could seat 24 revelers. The small quay outside was fit- cronies in spoon-hammering sea chanties [sic]. said
ted with a boat crane and became home to CoWesLiP one Cowes pubkeeper: ‘There’s pirates ’round Cowes at
when the boat was not being used by Prince Philip. regatta time, and Uffa’s the worst of the lot.’ Lusty Uffa
once again, Uffa had managed to turn a crisis to Fox certainly has a touch of Kidd and Blackbeard about
his advantage, but as usual it was not without a little him—at least in the eyes of landlubbers, whom he has
help from his friends. his loyal supporter, Commodore shocked all his life.”
Jimmy Damant, helped fund the massive works needed But Uffa had plenty of friends who delighted in his
on Uffa’s new home, and at one point had so much exuberance and seemed more than willing to smooth
86 • WoodenBoat 224
January/February 2012 • 87
W
hat could possibly come next? Record a best-sell- famous personalities were reunited with friends and
ing album and become a famous pop star? Well, colleagues from their past. Among those brought on to
not quite, but in 1959 Uffa was asked to record celebrate Uffa’s life were the first RAF crew to be saved
an album of sea shanties for EMI records. Uffa Sings was by one of Uffa’s airborne lifeboats during the Second
recorded at the famous Abbey Road studios, with none World War (members of the so-called Goldfish Club),
other than Ron Goodwin as conductor and George Mar- who paid tribute to the many lives that Uffa’s creation
tin as producer. It included songs such as “A Life on the had saved.
Ocean Wave,” “Bay of Biscay,” “Spanish Ladies,” and other There was official recognition too, first in the form
suitably salty tunes. Although the album was panned by of a Diploma of Royal Designer of Industry, presented
Gramophone magazine—which accused Uffa of pitch- by the Royal Society of Arts in 1955, and then a CBE
ing “most uncertainly” and having a “severely functional presented by the Queen in 1959. The Royal Designer of
approach to singing”—it was a must-buy for any self- Industry award was presented by his old friend Prince
respecting Uffa-cionado (to coin a phrase), and “Spanish Philip, who commented: “There is a tendency today to
Ladies” became a popular choice on radio request shows. believe that every new invention must be scientific or
The album was recently remastered and re-released to rational. I can confirm that there is nothing scientific
raise funds for the Royal National Lifeboat Institute. or rational about Mr. Fox.”
Uffa’s final design was the 35’ stepped hydroplane EL ZORRO, which made speeds of 30 knots and planed with 20 people
aboard.
88 • WoodenBoat 224
January/February 2012 • 89
Larch common
Moisture Specific
Species name content gravity
Modulus of
Rupture
(kPa)
Modulus of Work to
elasticity Maximum Load
(MPa) (kJ/M3)
by Richard Jagels Douglas fir Green 0.45 53,000 10,800 52
Coast 12% 0.48 85,000 13,400 68
Wood HAndbook
expedition. By 1827, he had introduced
a number of Pacific Northwest pines, South 12% 0.46 82,000 10,300 62
spruces, and firs into British cultiva- Western Green 0.48 53,000 10,100 71
tion. Douglas’s efforts would dramati- Larch 12% 0.52 90,000 12,900 87
cally transform the arboreal landscape
of the British Isles, and eventually large
portions of continental Europe. quite widely separated in the southern origin is how the forest was managed.
A few years later, in 1834, Douglas, part of the range. In WB No. 222, I provided a set of crite-
while exploring Hawaii, climbed to Because of this huge latitudinal ria for choosing strong southern pine.
the summit of Mauna Loa, a peak first range, we might expect that wood prop- The same criteria apply to Douglas-fir.
reached by a fellow Scottish naturalist, erties of trees of this type could vary Arthur Koehler, author of The Properties
Archibald Menzies, in 1794 while he was considerably. Added to this is another and Uses of Wood (McGraw-Hill, 1924),
voyaging aboard HMS DISCOVERY on source of variation, the separation of first proposed these guiding principles,
an expedition led by Capt. George Van- this species into two varieties: coastal and they have stood the test of time. To
couver. Soon after Douglas ascended or green (P. menziesii), and Rocky Moun- quote from Koehler: “No. 1 structural
Mauna Loa, he died under mysterious tain or blue (P. menziesii var. glauca). Douglas fir shall have on the average not
circumstances while climbing another The coastal variety has a more less than six rings per inch, and at least
peak, Mauna Kea. restricted latitudinal range (about one-third summerwood [latewood], or
These two Scotsmen are linked by 2,200 km, or 1,300 miles) while the if the rings are wider, the [latewood]
more than their common mountaineer- Rocky Mountain variety—usually called must constitute at least one-half of the
ing feats. Each contributed his name “interior” Douglas-fir by lumbermen— ring.”
to the same tree species. The popular has a large latitudinal range (around Some plantation-grown Douglas-fir,
name of the tree valued for its wood is 4,500 km, or 2,800 miles). regardless of region, would not meet
Douglas-fir, and the scientific name is In the Wood Handbook we find that these criteria, and would, therefore,
Pseudotsuga menziesii. Somewhat surpris- four categories of Douglas-fir are listed: not be acceptable for critical parts like
ingly, in the British Isles and elsewhere Coast, Interior West, Interior North, masts or spars or frames. Large mod-
this tree is generally known as Oregon and Interior South. Each of these has ern sawmills, eschewing the tedious
pine rather than by the name honoring different wood properties, as seen in method of counting rings, substitute an
a Scotsman. the table. A footnote to the table states: automated process of “machine-stress
The ambiguous taxonomic affinity “Coast Douglas-fir is defined as Douglas- grading” where dimensional lumber is
of this tree is mirrored in its several fir growing in Oregon and Washington passed under a load and its modulus
common names—Douglas-fir, red fir, State west of the Cascade Mountains of elasticity is dynamically measured.
Douglas spruce, Oregon pine—as well summit. Interior West includes Cali- Of course, the other grading rules that
as its scientific name. At various times, fornia and all counties in Oregon and relate to knots, slope of grain, checks,
it has been linked to the conifer genera Washington east of, but adjacent to, the splits, etc. still need to be applied.
Picea (spruce), Tsuga (hemlock), Abies Cascade summit; Interior North, the If you are choosing lumber at a yard
(fir), or Pinus (pine). Eventually, tax- remainder of Oregon and Washington and selecting from a pile of Douglas-fir,
onomists decided that it needed a sepa- plus Idaho, Montana, and Wyoming; you can improve your chances of get-
rate genus, hence Pseudotsuga (false and Interior South, Utah, Colorado, ting the strongest wood by examining
hemlock). Arizona, and New Mexico.” The Mexi- the ends of the stock and applying the
Although now planted widely in tem- can populations are not mentioned. rings-per-inch and percent-of-latewood
perate regions around the world, the Confused? Take a deep breath, it’s criteria. This would also apply to select-
fossil record indicates that the native not that bad. Examination of the Wood ing the best wood from a shipment since
range of Douglas-fir was always confined Handbook table reveals that except for mill graders or machines can occasion-
to western North America. Despite this Interior South, the wood properties ally let below-grade wood slip by.
species’ limited longitudinal range, it are not very different from one region Because Douglas-fir has been widely
extends in latitude from northern or variety to another. If strength is of planted in Europe, New Zealand, Chile,
British Columbia to the mountains prime importance, I would avoid wood and Argentina, merchantable timber is
of central Mexico (55 to 19 degrees from Interior South, if possible. available from some of these trees. Like
north)—although populations are More important than region of all exotic plantings, Douglas-fir that has
90 • WoodenBoat 224
January/February 2012 • 91
AKI SuOK AS
Include the following information: (1) length on deck;
(2) beam; (3) type, class, or rig; (4) boat’s name; (5)
names and contact information (include e-mail or Above—INARI III is a 53' wooden electric-drive catamaran owned by
phone) of designer, builder, photographer, and owner; Lake & Snow Inari, who offer daily sightseeing tours on Lake Inari
(6) port or place of intended use; (7) date of launching in Finland. Designed by Aki Suokas of Windcraft, and built by Fan-
tan Catamaran, INARI is planked with 40mm aspen strips over birch
(should be within the past year); (8) brief description of frames and sealed with epoxy. Two 25kW AC motors will propel 120
construction or restoration. passengers for two hours. INARI also has a sauna. More information
can be found at www.fantan.fi.
Below—Sam Kuhn spent his summer break from college last year build-
ing SEAWEED, a 12' 1" Janette catboat designed by John Welsford. Sam
finished her early last summer and launched her in July. SEAWEED’s
hull is meranti plywood, with trim made from fir. His blog www.lets
hopeitfloats.posterous.com documents his progress. Plans are available
from John Welsford, www.jwboatdesigns.co.nz.
D. N. HyLAN & ASSOCIATES
92 • WoodenBoat 224
LORETTA GREEN
Above—Mike Green built MARIE, 17' × 53", by adapting her from
John Gardner’s Whitehall plans in Gardner’s book, Building Clas-
sic Small Craft. She is strip-planked cedar sealed with epoxy and
’glass. Green also included a daggerboard trunk. He launched
her on Shadow Lake near Seattle, in September, after 11 months
of building. The builder says she is a sweet boat to row.
ALEC BRAINERD
LINDA MEDCRAFT
Above—Using Richard Kolin’s book, Building Heidi, Rich Medcraft
RUSSELL SANTORA
built MERLIN in his garage over two years. MERLIN, 12' 2", is a lap-
strake hull, white cedar planked with white oak frames, stem, and
transom. She has a sliding gunter rig with a sprit boom. Building
Heidi is available at The WoodenBoat Store (www.woodenboatstore.
com) and other marine bookstores.
January/February 2012 • 93
from www.clcboats.com.
JOHN C. HARRIS
Above—A notable entrant in our recent Design Challenge (see
WB No. 223), MADNESS is a 30' 8" proa designed and built by
John C. Harris. The mast is dead center because the outrigger is
always kept to windward, meaning the bow and stern are inter-
changeable. John used 6mm okoume plywood on this stitch-and-
DAvID HARRy
(21' 6" × 7' 2" ) in Key Largo, Florida. She is strip-built of recycled
Alaska yellow cedar covered in ’glass and epoxy; her ply decks are
sheathed in Dynel. Her spars came from a 1950s Winthrop Warner
catboat. See more pictures at www.stanardboatworks.com. Plans are
available from Mystic Seaport.
94 • WoodenBoat 224
ALAN HOUGHTON
Above—In 2008, the New Zealand Traditional Boatbuilding School
took over the restoration of CORONA, a 1936 Charles Collings–
designed Mullet-class gaff cutter. Trustees Robert Brooke and Ian
McRobie led volunteers through hundreds of hours of work on CO-
RONA’s reconstruction. The school is grateful to the volunteers and
donors who helped lead to CORONA’s relaunching in March 2011.
GILES BEDFORD
WILLIAM BODE
Above— SHUKEE, a 1959, 20' × 5' Andrews Greyhound Slip-
per launch, has been recently restored. When owner Giles
Bedford brought her to Stanley & Thomas of Windsor, Eng- Above—BON ACCORD is a William Garden
land, for repair, she was a “damp pile of lumber,” according 30' -long Cruiser Tug built by Krist Martin-
to Mark Stanley. The team of Stanley & Thomas replaced sen of Turtleback Boatworks in 1986, and recently restored at Port
her bottom planks and decking, repaired her frames, and Townsend Shipwright’s Co-op. Her hull is fir diagonal planking over
restored her Morris Vedette gasoline engine. SHUKEE won sawn frames. Owner Ken Roelen modified an Iain Oughtred Acorn
two trophies at the 2011 Thames Traditional Boat Rally. design for use as tender, BON ACORN, by installing flotation and
airtight lockers, and two rowing stations, one forward-facing rower and
one traditional—as he calls it, a very sociable way to row.
January/February 2012 • 95
Ready-built
Chris Craft Utility
16-footer, one of the most
popular ever produced.
LOA: 21˝ #620-067 Barrelback #620-086
$219.00
Ready-built Bluenose
Built in 1921 in Lunenburg, Nova Scotia
Ready-built 1934 as a fishing schooner, this boat was much
Chris Craft Triple beloved, not only for her prized catches,
but also for her racing prowess.
Cockpit LOA: 34˝ Beam: 5¼˝ Height: 30˝
27-footer, could reach speeds
#620-052 $259.00
of 45mph in the early 1930s.
LOA: 27˝ #620-076 $289.00
Ready-built Chris
Craft 1929
Commuter
38-footer, designed to
carry 20 passengers in
comfort and style. She
was the first Chris Craft
to have berths, and
sleep four. LOA: 29½˝
#620-078 $399.00
Keel Bulb
The WoodenBoat Store • Naskeag Road • 84 Great Cove Drive • Brooklin, Maine 04616
Shantyboat
A River Way of Life
Shantyboat: A River Way of Life, by Harlan Hubbard.
The University Press of Kentucky (1977), 663 South
Limestone Street Lexington, KY 40508–4008. 352 pp.,
$22.00. Available from the WoodenBoat Store, www.
woodenboatstore.com.
I
n the fall of 1944, Harlan and Anna Hubbard
built a shantyboat (see page 58) on the shore of
the Ohio River. This became their home for the
next seven years as they drifted down the Ohio, then
down the Mississippi into the bayous of Louisiana. The
winter months of those years were spent drifting, while
summers were spent making gardens and growing the Born in 1900, Harlan Hubbard moved close to the
food to sustain them over the next year’s voyage. Ohio River when he was 19. From that time on he
Their boat was built well, but of salvaged materials. dreamed of a drifting voyage, something that held
The year 1944 was, according to Hubbard, “a time of a greater attraction for him than seeking success as
shortages, and all available lumber was being allotted defined by others. In 1943 he met and married Anna
to construction more essential than ours could claim whom he soon introduced to the river. Her enthusiasm
to be.” This statement is the closest hint we get of the for his dreams, according to Hubbard’s biographer,
turbulence the world was experiencing in that year. Wendell Berry, “gave a legitimacy to the plan that it had
Not once in the chronicling of their adventure does not had before. She gave a necessary permission.” In
Hubbard mention buying a newspaper or discussing Hubbard’s words, “I had no theories to prove. I merely
the war with the friends made along the river. By wanted to try living by my own hands, independent as
refusing to even mention the strife that had engulfed far as possible from a system of division of labor in which
much of the world, Hubbard makes a strong statement the participant loses most of the pleasure of making and
for the deliberate, self-sufficient lifestyle that he and growing things for himself. I wanted to bring in my own
Anna have chosen. In this he is much like Henry fuel and smell its sweet smell as it burned on the hearth I
David Thoreau during the Civil War and Hubbard’s had made. I wanted to grow my own food, catch it in the
contemporary, Scott Nearing, during World War I. river, or forage after it. In short, I wanted to do as much
Unlike the preaching style of Thoreau’s and Nearing’s as I could for myself, because I had already realized from
writing, however, Hubbard merely describes the day- partial experience the inexpressible joy of doing so.”
to-day flow of his life, allowing us to draw our own Together the Hubbards worked on the boat while
conclusion as to its value. living in a makeshift hut on the riverbank, sliding
January/February 2012 • 99
materials down the railroad embankment, trying to get that set up whirlpools that could trap the boat, requiring
the hull completed before the river’s spring rise. They a line rowed ashore or the assistance of a passing
then moved aboard and “from the first, in contrast to the motorboat. After a particularly exhausting day, night
roughness and asperity of our environment, we found came on before both Harlan and Anna, rowing with all
our shantyboat such a cheerful and snug place, and our their strength, were able to break free of the current,
enjoyment of living there so keen, that we felt we were tie a line to a tree branch, and swing into a creek for
celebrating a continued holiday, one about which the a well-deserved rest. “It was a windy night, and shreds
rest of the world did not know.” of white clouds sailed fast across the sky all pale in the
Living and voyaging on a major river system, especially moonlight. We lay awake listening to the moaning of the
in a heavy boat with no power beyond that supplied by trees, the chirping of the frogs and the lashing current
oar and sweep, is very different from a cruise along the out in the river. It had been a good day after all. This
coast. Even tied to the bank before the trip started, they is what we were on the river for—to feel the power of
had to contend with a 60' rise in the river level during it, to see it in action, to be near to it with as little as
the spring flood. As the water rose, they shifted lines possible between us and it, to know it as an elemental
higher in the tree branches or cut a path to haul the boat force stripped of names and associations. The hard
in to the next row of trees. Finally, the trees disappeared work and aggravation, the unwieldy boat, stubborn as a
underwater and the boat was moored to the tracks of mule, water like glue, all this was good, too. What true
the flooded railroad. As the water level receded, they understanding of the river could one acquire by a fast
had to be even more careful to spar the boat off so that trip in ease and comfort? And now, after such a day as
it would not ground out during the descent. this, it was good to be at rest sheltered where wind and
The first time I read this book, I was left with idyllic current could not reach us.”
scenes of a slow, quiet pirouette as the boat drifted with Some books, such as Thoreau’s Walden, or Nearing’s
the swirling current. While those times did exist, my Living The Good Life, have become a permanent part
recent reading left me in awe of the skills needed to of my home library. Every so often I reread them, my
drift safely. Here is an excerpt from the lower reaches life’s intervening experience lending new insight to
of the Ohio: “Less than five miles downstream was Dam the author’s words. Shantyboat is such a book, and as I
52, the lock being across on the Illinois side. Five miles return my dog-eared copy to the bookcase, I know that
is a long way, but the river was a good three quarters of a someday I will read it yet again and it will once more
mile wide, and under unfavorable conditions we might offer a fresh perspective for my own life.
not have been able to cross to the other side before
reaching the dam. Then one of our bad dreams—being Harry Bryan is a contributing editor for WoodenBoat. His
carried over a dam—would come to pass.” article on the design and construction of a shantyboat appears
The Mississippi, unlike the Ohio, had a fast current on page 58.
The Mast station, he or she wraps a belt around both body and
mast, allowing for hands-free work, like an electrical
lineman. Gary Wheeler, the maker of the Mast Mate,
Mate Ladder sells this strap—a necessity for working safely. I added
to my system a mountain climber’s harness, which fits
around my waist and thighs, and has loops for adding
pouches for carrying tools. This harness, and a Wichard
Reviewed by Alex Nislick Safety Tether, constitute my safety system.
The Mast Mate does not include sail slides or toggles,
W
hen I recently needed a reliable system for as it would be too much for Mr. Wheeler to stock the
climbing my mast to work aloft, I initially variety found on various boats. He recommends getting
considered the tried-and-true bosun’s chair. your particular type from a local sailmaker; Sailrite, the
But I decided against it, for two reasons: (1) I sail solo purveyor of sailmaking kits and supplies, also sells a
on my L.F. Herreshoff–designed H-28 ketch, and (2) variety of slides and toggles. Mr. Wheeler does provide
I do not have a halyard winch on either my main or attachment clips to install the slides onto the ladder,
mizzenmast. A bosun’s chair requires a reliable person and they are very easy to use. But he also suggests that
at the mast cranking a winch—and then lowering if you do not want your ladder swinging from side to
the worker back to the deck. The Mast Mate, which side, you should forgo these clips and sew on the slides
has been around for the past 26 years, allows for easy the way a sailmaker would sew them onto your mainsail;
singlehanded operations aloft. sewing them keeps the ladder closer and tighter to the
The Mast Mate is, essentially, a ladder built of mast. After three trips up my masts—twice up the main
webbing. It has alternating steps, and is hoisted aloft and one up the mizzen—I’ve decided to sew on my
on the main halyard, with toggles or slides fed into slides.
or onto the sail’s groove or track, to keep the ladder Using the Mast Mate was a learning experience. My
attached to the mast. When the worker arrives on first trip up the mainmast was difficult, as I did not know
DOMESTIC FASTENERS
C C FA S T E N E R S
ReliaBle Quality FaSteneRS
February
10–13 Kettering Wooden Boat Rally
Kettering, Tasmania, Australia
East the city’s maritime community. Sailboat racing, parade of
January Chicago Maritime Society, P.O. Box motorboats, rowing events. Trophies
56394, Chicago, IL 60656; 773–576– will be presented, but no cash awards
14–15 CYa Change of Watch 7245; www.chicagomaritimefestival.org. or sheep stations. Presented by
Mystic, Connecticut 25 Heartland Classics Restoration the Kettering Yacht Club and the
An annual national meeting for the Workshop Wooden Boat Guild of Tasmania.
Classic Yacht Association, held this Langley, Oklahoma Event information, contact Jim Tayton,
year at historic Mystic Seaport. At Howard Classic Boats. Speakers +61–6–674–051 or Roscoe Barnett,
Event information, Ted Crosby, 860–575– will cover a wide variety of subjects, +61–62–271–720. Kettering Yacht Club,
5539. Classic Yacht Association, 2701 from annual maintenance to P.O. Box 280, Kettering, Tasmania 7155,
Corabel Ln., No. 28, Sacramento, CA complete restoration. Event Australia; www.kyc.yachting.org.au.
95821; 916–869–9141; information, Dan Diehl, dan@diehlaero. 11 Couta Boat Festival
www.classicyacht.org. com, 918–230–4508. Heartland Classics Sorrento, Australia
Chapter, Antique & Classic Boat Society, This event for wooden boats, with
February P.O. Box 339, Langley, OK 74350; raft up, local food, wine, music,
February 4–March 24 www.heartland-classics.org. and racing in the afternoon, is free
ship Model show and open to the public. Held at
Boston, Massachusetts the Sorrento Sailing Couta Boat
Held at the USS CONSTITUTION soutH Club. Event information, Philip Hall,
Museum at Boston Navy Yard. manager@sscbc.com.au; sponsored by
Event information, USS Constitution February Sorrento Sailing Couta Boat Club, P.O.
Museum, 617–426–1812, or visit 25 Washington’s Birthday Regatta Box 138, 3154 Point Nepean Rd.,
www.ussconstitutionmuseum.org. Coconut Grove, Florida Sorrento, VIC 3943, Australia; +61–03–
USS CONSTITUTION Model Ship- On Biscayne Bay just off shore of The 5984–8200; www.sscbc.com.au.
wright’s Guild, P.O. Box 291812, Barnacle State Park. Open to vessels 24–26 Boatfit
Boston, MA 02129. of traditional design regardless of Bremen, Germany
10–12 Cape Cod Boat Builders show construction. Race starts at noon. Over 150 exhibitors, along with
Hyannis, Massachusetts Contact the park for registration dozens of workshops on maintenance
Boats, displays, and boatbuilding information. The Barnacle Historic State and care of boats. Event information,
demonstrations exhibit the skills of Park, 3485 Main Highway, Coconut Messe Bremen, WFB Wirtschaftsforderung
Cape Cod boatbuilders. Cape Cod Grove, FL 33133; 305–442–6866; Bremen, Findorffstrasse 101, 28215
Marine Trades Association, P.O. Box 445, www.floridastateparks.org/thebarnacle. Bremen, Germany; 49–0–421–3505–265;
Harwich Port, MA 02646; 508–563– www.boatfit.de.
7136; www.boatcapecod.org.
WEst March
March February 3–4 antique and Classic Boat show
5 small Reach Regatta application Lake Rotoiti, New Zealand
18 Center for Wooden Boats auction
Deadline Held at St. Arnaud township, Lake
Seattle, Washington
Lamone, Maine Rotoiti, Nelson Lakes National Park,
The center’s 36th annual fundraising
Applications for boats interested in South Island. Event information, Pete
auction, Steer by the Stars, starts at 5 p.m.
participating in the 2012 Small Reach Rainey, P.O. Box 568, Nelson, New
at the Seattle Design Center. Event
Regatta will be accepted until March Zealand, 0064–3–545–6591,
information, 206–382–2699. The Center
5. The SRR will be July 18–22 at www.nzclassicboats.com.
for Wooden Boats, 1010 Valley St., Seattle,
Lamoine State Park. Event information
WA 98109; www.cwb.org. 10–11 Wooden Boat Festival of Geelong
and application forms are available at
www.smallreachregatta.org. Tom Jackson, 25 shipwright’s Regatta Victoria, Australia
P.O. Box 96, Brooklin, ME 04616. Port Townsend, Washington Grand Parade of Boats, Cavalcade
Held at the Northwest Maritime of Sail, the Corio Bay Couta Boat
Center. Races for both racing and Passage Race and more. Sponsored
CEntRal cruising classes of sailboats. Event by Whyte, Just and Moore Lawyers.
Event information, Bob Appleton, +61–03–
February information, Piper Dunlap, piperdunlap@
gmail.com. Sponsored by Wooden Boat 5229–3705, or tempest@ncable.net.au.
25 Chicago Maritime Festival Foundation & Northwest Maritime Sponsored by the Royal Geelong Yacht Club,
Chicago, Illinois Center, 431 Water St., Port Townsend, 25 Eastern Beach, P.O. Box 156, Geelong,
Lectures, seminars, demonstrations, WA 98368; 360–385–3628; Victoria 3220, Australia; www.rgyc.com.au.
exhibits and workshops to celebrate www.nwmaritime.org.
www.davidjonesclassics.com
C U S TO M BU I L D I N G DESIGN R E S TO R AT I O N B RO K E R AG E
RIVAL
36' Ohlson Yawl
Beautifully kept, fast cruising
yawl.
Great value at $58,000
new Projects:
}
• 11' sailing yacht tender
• 18' daysailer sloop Nat Benjamin design
• 20' canoe stern sloop
• 38' Atkin ketch, new mainmast step, frames & floor timbers
BOATBUILDERS
• 25' Vertue sloop, restoration
www.gannonandbenjamin.com
e-mail: gandb@gannonandbenjamin.com
P.O. Box 1095 • 30A Beach Rd. • Vineyard Haven, MA 02568
(508) 693–4658 • Fax (508) 693–1818
~ Beta Marine engine dealer ~
1200 Years of
Excellence
AD 830
Designed for battle
AD 1000
Discovered America
AD 2009
Built for World Cruising
LS 55, a 55’ piece of art. By Skipavik, building ships for the North Atlantic since 1928.
www.langskip.com
Restoration
and Preservation of
Antique and Classic
Wooden Boats
Celebrating 65 Years
Storage available for the upcoming winter
32' Noank Schooner Restoration
Celebrating 65 Years
New 12' Onset Island Skiff
We offer
New Boats • Used Boats
Offering a full range of services since 1946. • Storage • Parts
• repairs • Maintenance
Storage available for this winter.
BOATBUILDERS
Register your Crocker Design at
Beetle, Inc.
3 Thatcher Lane
RECENTLY COMPLETED
P hil Mitchell —
Wooden boat
restoration and
repair. All makes
cruisers, runabouts,
and sail. Major hull
BOATBUILDERS
Our Secret Cove 24 is an elegant 1920s-style cruiser with 1954 Rockland Boat-built handsome Maine lobster yacht. Totally rebuilt by PYY in 2003,
hidden 25hp outboard—an easily-trailered classic with now for sale. All systems and electronics high-end and new, freshly painted. $85,000.
amazing accommodations. See our website for details:
www.islandboatshop.com Rebuilders of Classic Yachts
525 Pendleton Point Rd. • Islesboro, ME 04848 • 207-734-6728
Nordland, WA 98358 – email Marty@islandboatshop.com www.pendletonyachtyard.com • www.quicksilvermaine.com
BOATBUILDERS
Maine’s Premier Wooden Boat APBY 14', 2011 APBY DAYSAILER, 2008
pulsiferhampton.com www.areyspondboatyard.com
That’s Right,
Folks...It’s the
Same Boat. For Sale
Railway
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lineS
HardWare
DESPERATE LARK - Herreshoff, 1903. marine Joinery
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(207) 299-5777
Call about CommiSSioning
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E-mail: sealcoveboatyard@gmail.com • www.sealcoveboatyard.com
1. 2. 3.
4. 5. 6.
build your own wooden boat! award-winning kits for kayaks, rowing boats, and smallcraft. choose from 90 models.
NUTSHELL PRAM
KITS & PLANS
Thousands Built • Joel White Designed • 7’7” or 9’6” • Build from Plans or Kits
TraDITIONaL BOaT—WOODEN
boat repair, restoration, construction.
Please visit our web site at www.maine School
traditionalboat.com. John Flanzer,
one- and Two-week courses in
Unity, ME, 207–568–7546. Boatbuilding, Seamanship, and
Related crafts
HaDDEN BOaT CO.—WOODEN June–September
boat construction and repair to any SaIL MaINE aBOarD MaINE’S
—Offsite winter courses also offered—
size; sail and power. 11 Tibbetts Lane, SaLT POND rOWINg—Specializing oldest windjammer, “Lewis r. French.”
For a complete catalog:
georgetown, ME 04548, 207–371– in glued ply wood lapstrake and strip- Enjoy great sailing, lobsters, new WoodenBoat School, P.o. Box 78,
2662. plank construction. rowboats, light friends, and fresh air (no smoking). Brooklin, ME 04616, Tel: 207–359–4651
dories, and recreational shells. Designs Sailing from Camden, 3-, 4 -, and or view the online catalog at
rEPaIr, rESTOraTION, STOragE, by John Brooks, Joel W hite, Joe 6 -day cruises with only 22 guests, www.woodenboat.com
and SUrVEYS. Low overhead and Thompson. also rowing supplies: May–October. Capt. garth Wells,
low rates, 35 years exper ience. oars, leathers, oarlocks, gunwale P.O. Box 992 W, Camden, ME 04843.
MICHaEL Warr BOaTWOrKS, guard, etc. www.saltpondrowing.com. 800–469–4635. www.schoonerfrench.
Stonington, ME, 207–367–2360. Sedgwick, ME, 207–359–6539. com.
The 21stAnnual
REBUILT CHRIS-CRAFT 6-cylinder
engines: K, KL, KBL, KFL, KLC, M,
ML, MBL, MCL. Assorted V8s. Mitch
LaPointe’s, www.classicboat.com.
952–471–3300.
WOODEN BOAT M AG A ZI N ES —
Nos. 3–199 (14 missing out of 196).
WOODENBOAT SCHOOL STAFF— $250 cash, you pick up. Littleton,
Currently accepting resumes from MA. Tom, 978–502–7048.
individuals interested in joining our
2012 staff. Shop, waterfront, and WOODEN BOAT M AG A ZI N ES —
28 DESIGNS IN OUR $12 Brochure, kitchen positions available. Season From Nos. 70–195 and Nos. 203–223.
JAMES WHAR R AM DESIGNS — includes: rowing and sailing skiffs, extends from May to early October. Best offer. 603–379–2404.
World-renowned, safe, seaworthy dories, prams, lake and river boats. Looking for individuals with experi-
catamarans, 14'– 63' to self-build Plans and instructions for 13'6" • ence, dedication, strong people skills,
in ply/epoxy/’glass, from plans that 4'11" Nez Perce outboard (above)–$50. and enthusiasm. EOE. Contact: Direc-
are “a course in boatbuilding.” Ken Swan, P.O. Box 6647, San Jose, tor, WoodenBoat School, P.O. Box
wharram@wharram.com, webshop: CA 95150. 408–300–1903, www.swan 78, Brooklin, ME 04616 or school@
www.wharram.com. boatdesign.com. woodenboat.com.
H aV e tOOLS W iL L tr aV eL .
Wooden boat builder will build,
rebuild, or repair your project on
site or in my shop. $20/hour. Vt,
802–365–7823.
WWW.daBBLerSaiLS.COM— tra-
ditional small-craft sails. PO Box 235
Wicomico Church, Va, 22579. Ph/
fax 804–580–8723, dab@crosslink.net.
T H E B OAT OF A L I F ET I M E:
“DEVA”—L. Francis Herreshoff design
#65. The only one ever built. See the
feature article in WoodenBoat No. 157.
A dream to sail and a beautiful sight
to behold. This is your chance to
become her next steward. “Deva“ is
a pedigreed ketch that has cruised
1958 THOMPSON 16' on 1957 PETER the Caribbean; second in class, Egg- RHODES 24—35' ON DECK, BEAM
trailer. 35-hp Evinrude (turns over), emoggin Reach Regatta 1997. See 8', draft 51⁄2'. Mahogany on oak with
1956, 42' MATTHEWS MARTINIQuE
canvas, cushions, tanks. One owner. her in Herreshoff’s The Common Sense teak decks. Built Mystic, CT 1949,
Express Cruiser—Very original, one
All original. $12,000 or best offer. of Yacht Design, p. 269. Dan Brayton and extensively rebuilt by present
of two remaining of this model. Twin
Contact scottrtraver@yahoo.com. and Brad Story combined to faithfully owner the last 10 years. A fast thor-
331 Chrysler Hemis, rebuilt. Newer
interpret details of her design and oughbred. Four-time winner at Foxy’s
canvas upholstery and instruments.
construction. LOA 36'6"; beam 8'6"; Wooden Boat Regatta. Hull #1 in her
All new chrome. Hull sanded to bare
draft 4'9"; displacement 16,500 lbs. class, just about ready to cruise the
wood and repainted in 2010 to show
Fully equipped. $65,000. Tel. 207– Caribbean. Serious offers, near
quality. $45,000. 330 – 482–1607,
359–4651, carl@woodenboat.com. $100,000. Plans, pictures: yankee_
randallhart.nyl@comcast.net.
sailor@yahoo.com.
◆ Boats advertised for sale must have wooden hulls. ◆ Phone number = one word; all else: a word is a word.
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MAYNARD BRAY
vigilant upgrading
and maintenance if
she’s to keep going.
by Maynard Bray
WINNING BEAUTIFULLY
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of purchase should be sent to Interlux Yacht Finishes, Marketing Department, 2270 Morris Ave, NJ 07083. Materials must be received by Interlux by July 1, 2012.
A fifty dollar (US) check will be sent to you by mail within six weeks after the materials are received. This offer is extended to individual consumers only and is not
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