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The Ibex Collection. Furniture and Figureheads. Diver's Gear. Port Holes and Mirrors. Speciality item Sale! Pusser's Rum. The event is backed by an established yacht club, which runs things and provides the necessary race officers, RIBs and the like. Cowes Classics is fortunate to. Clockwise from above: the stylish and swift Fife III 8-M Saskia; bermudan sloop Danegeld; gently does it in the traditional half-rater Winifred.
And there are some fine trophies to compete for � the Royal London YC has opened its cabinet and brought some of its historic silverware out of retirement, such as the Queen Victoria Jubilee Cup, and the Bartlett Cup, originally presented to Metres.
The Metre classes still play a key role, though not, so far, the 15s. Last year there were three classes: Six, Eight Now in its seventh year, cowes classics week has built an impressive following. On the keelboat side, the core classes include the Metrebased Darings from Cowes, Sunbeams from Itchenor and Falmouth, and the X One-Designs, which now have a new fleet that was formed in Cowes a couple of years ago.
This year the Flying Fifteens are competing as a class for the first time, with an expected 24 boats, and so are the Swallows from Itchenor and Aldeburgh. Nevertheless, there have been some notable successes. The Loch Longs, from Scotland and Aldeburgh, came. For authenticity and beauty the Howth 17s in the Old Gaffers class also deserve a special note, as do their owners for bringing them all the way from Dublin Bay.
Racing with topsails and balloon jibs downwind, these. It was a thoroughly enjoyable week of smiling faces, good parties and charming stories, punctuated by some exceptional performances. They finished fourth overall in the largest class of 38 boats. The Sunbeams mustered 20 boats from the Solent and Falmouth divisions, with keen rivalry between the two.
The Solent division celebrated its 90th Anniversary at the Royal London, but Falmouth got the upper hand in the racing and reminded everyone that the class down west, kitty gear and all, has its own 90th anniversary in ! A classic regatta at Cowes without mention of the great Uffa Fox would. The four Flying Fifteens, impressing and infuriating in equal measure, ran rings round the more sedate Classic Dayboats with whom they shared a start line! Two boats from Howth, near Dublin, came last year.
Even the Broads One-Designs are thinking of coming next year. David is constantly emailing and talking to class captains to encourage participation and increase the variety of boats on the water � sometimes internationally. Dragons would be a natural, but the officers seem to be preoccupied with international events; even so, the odd boat has taken part. The Victory class, celebrating its 80th anniversary this year, is a fine example. Some individual boats from these classes do come and join in mixed races.
This and the catch-all Classic Dayboat class are handicapped according to the Baltic KLR KlassikerRennwert rating system, chosen by Peter Taylor because it seems to cope well with the wide variety of boats.
Anniversaries have always been a feature, and last year the decision to invite the year-old GRP Nicholson 32s was more than a little controversial, since it made Cowes Classics the first avowedly classic event to welcome non-wooden classes plassics, glassics? They moved the course over towards the mainland and started at 4pm, with a 7pm finish, so we got our racing in.
Cowes itself is heaving, and expensive. The contrast drawn with Cowes Classics � more relaxed, less crowded, more intimate � said it all. Magnus himself will be taking part, not for the first time. Another Charles Stanley director is bringing his Flying Fifteen, and encouraging other owners to come. Last year the Classics attracted boats; this year, are expected.
Can it get any bigger, without losing its present intimate character? Up to a point, probably around boats, believes Peter Taylor. Peter thinks for a moment.
Yacht Club, named after the Arundel Some decades later, at the turn of the century, a Stairs, connecting the Thames, via Temple Gardens, Royal London yacht, actually an old Norwegian whaler to the Strand, and its first meeting place, the Coal Hole renamed Southern Cross, had carried the first party to Tavern near the Savoy. Just seven yachts took part. It changed its name to the London Yacht Club in having an Antarctic mountain named after him.
A year later its By the s the Thames had become less salubrious. The Royal London that town by setting up a house of its own. The club resolved it be adopted after exclusive Castle. Actually comprising two private houses, consultations with all the other royal yacht clubs had it was owned by a Dr Hoffmeister, surgeon to Queen taken place.
Once its modified version received the Victoria and to the Squadron, who promptly joined the backing of the Royal Thames YC, it was universally Royal London.
Membership then was four guineas for adopted in Like other clubs in the later 19th century, the Royal Inevitably, the club amassed a quantity of silverware London was involved in foreign exploration. Its then and its first Royal Cup was presented by Queen Victoria commodore Andrew Arcedeckne had the honour of a in This was followed in by the infinitely more polar island being named after him by the captain of splendid and elaborately decorated guinea Jubilee an exploration vessel, the steam yacht Fox.
Captain Cup, which, after one race, disappeared until when McClintock and his officers had been enrolled as it turned up in a Somerset auction room.
A more modest trophy was a YC, before setting out in to search for Sir John silver mirror, presented in by The Gentlewoman Franklin, an experienced Arctic explorer whose magazine for a helmswomen-only race, organised by the expedition had disappeared 10 years previously, and who Royal London. In fact, the club had been admitting ladies had already been the subject of 40 search parties.
Above, left to right: RLYC rear commodore and race officer Peter Taylor; models, memorabilia and paintings adorn the elegantly dressed corridors of the club. It was raced for by the Metres, and regarded as the blue riband of the class. In , the return match at Kiel, and Cowes Week itself, were cancelled due to the outbreak of war.
Following the restoration of peace, and despite a YRA ban on racing against German yachtsmen, the cup was returned by the Nordeutscher Yacht Club. By then the Metres were no longer racing and the cup was used for Metres and Dragons. The inter-war years saw the club associated with some large and famous boats, and ultimately with some very small ones.
The yearold advertising manager of Yachting World, Patrick Egan, discovered her, and fell in love with her when booking a brokerage advert for her in With his brother Rupert, he bought her. Patrick was later to become commodore of the Royal London in the s. At the other end of the scale, the club maintained a historic championing of small-boat racing, and in held matches for 18ft 5.
In , the National 14, predecessor of the International 14, joined the fleets. The 14s proved very popular, not least because they were the largest hull that could be sent by train for six shillings 30p , plus 1s 6d 7.
Uffa Fox, Royal London member, started building them in his converted chain ferry workshop on the Medina, and in the Prince of Wales presented a perpetual trophy for the class. Racing was suspended and the clubhouse was requisitioned by the Admiralty. Membership declined, reaching a low of 78, with talk of selling the clubhouse and amalgamating with the Royal Thames.
Mercifully, the club survived, thanks in part to the energy of commodore Max Aitken, who also launched the London Boat Show during his term of office. By the club had recovered itself sufficiently to relaunch its annual ball, and in the s it felt able to embark on a much-needed programme of renovations and improvements to its Regency clubhouse.
As well as remedying nearly four decades of neglect, the opportunity was taken to improve the bedrooms, and one of the rooms, the central, sea-facing one on the top floor, was turned into a race box � previously, races had been started from one of the balconies.
In the Royal London marked its th year by appointing Prince Philip as its commodore. Nowadays, the club maintains a vigorous and varied racing calendar, with active participation in Cowes Week, and its own Cowes-Deauville cruiser race for the Cannonball Trophy a real cannonball fired at the British fleet by the Dutch in the Battle of the Medway, With water coursing down the windows of the office occupied by Adrian Jones, one half of Rustler Yachts, photographer Mervyn Maggs and I had suddenly become very enthusiastic about instant coffee and talking shop, as we waited for the promised.
Rustler, founded in the mids here in Falmouth, is known for its blue water cruising yachts, not least the classic, long-keeled Rustler 36 Holman and Pye sloop, which is still in build here in glass after a run of more than boats. In , Adrian spotted a gap in the market for a pretty daysailer and bought the moulds for the Piper They started building their version in.
Then people wanted a bigger one. Previous boats have gone to Corfu, and smart sailing capitals like Auckland and Newport. The Rustler 33 started life on the Little Ships - Vintage Wooden Boat Hire Norwich Dvd kitchen table of renowned yacht designer Stephen Jones in pencils, paper. Spirit-of-Tradition boatbuilding has come a long way since replicating old, or old-style, designs in glass. It is now a fully fledged, postmodern riot of build materials, rigs and design below and above the waterline.
The Rustler 33 tends towards the radical end for a SoT boat, with a narrow fin keel, balanced rudder, Dyneema backstay and highly tweakable racing rig. In appearance, the Rustler 33 is an unusual beast, clothed in a motley collection from the dressing-up box of yacht design history. Whereas every other SoT yacht is inspired by the inter-war years, the R33 owes its origins to post-war Metre yachts. Combined with the narrowish beam and pleasing cockpit coamings that run back from the cabinsides in a single, hardstepped line, this rare costume makes for one of the prettiest SoT boats around, with an authentic marriage of form and material: boats that originally looked like this were, like the R33, hand-built in glass with ally masts.
Designer Stephen Jones was freed from any tenuous connection to a particular yacht or designer, a premise that seldom stands up to scrutiny. The counter is inspired by post-war Metre yachts and the cabin, which slopes down at the front end as there is not much sheer rising up to meet it is influenced by IODs and the Nordic Folkboat.
Stepping on, she is as solid as you would expect, with a deep lead keel and a 41 per cent ballast ratio. Once on board, the feeling is of being on a modern yacht. This is not a boat to please a traditionalist, by any stretch of Clockwise from right: the cockpit with its strongpoint for the mainsheet. These include cockpit seats that lift to allow standing at the tiller; a nav light at the bows that swivels up like the headlights on a Porsche ; a push-rod tiller that allows tiller steering from the aft end of the cockpit to control a rudderstock further forward; reverse slant to the cockpit seat sides for more foot room; flared-out cappings on the coamings to allow sitting out high; an unusual backstay tensioner that runs from the counter to a purchase at the masthead, then down and along the coachroof to exit with all the other controls.
In place of the dreaded blue UV strip on the jib is a headsail cover that is hoisted using a halyard. This protects the jib from all weathers. The jib furler being seldom used , runs under the deck and exits in a port-hand cockpit locker. This is part of a more concerted effort to keep the deck as clear as possible. In fact, only the small, fixed fairleads for the asymmetric sail stand proud � everything else is flush. As Adrian and I motored out into Carrick Roads in the sunshine and breeze that had finally broken the spell of grey.
The last time I sailed here was in a heavily canvassed gaff cutter, unreefed, double-handed and in a good Force 5 and plenty of marine traffic, but any nerves left over from that day soon dissipated as I took the tiller.
The response is so instantaneous that Adrian had to warn me. This is a boat that would excel at tacking upriver, dodging in and out of moored boats! It is, of course, an advantage of the fin keel. Soon I was doing high-speed, reverse figures-of-eights. Two Harken winches on the coachroof again, part of the effort at keeping decks and cockpit clear handle the jibsheets.
An optional pair can be fitted on the coamings to handle the asymmetric. Aside from two single-line reefs, spinnaker halyard and mainsheet halyard, there are are: outhaul, mast backstay tensioner and kicker. One of the pleasures of owning a 33 would be getting to grips with these various tweaks, in the safe, forgiving environment that the boat provides.
The breeze picked up enough to heel the boat hard over while close-hauled. Initial heel is dramatic, but with a tonne of lead underneath, she stiffens nicely.
Below decks For this sort of boat, there is good accommodation below. Equipment is basic, with hand-pumped fresh water for the sink, for instance, but this means less to go wrong and helps reduce the cost of the R The well-insulated engine sits under the companionway and access is good.
This cabin would be fine for extended periods of coastal cruising, particularly in summer. Going downwind was interesting. Compared with the huge loads and slow helm response of a powerful gaffer on the run, this is relaxing work and we butterflied the jib and main. Our test sail was in a short weather window and without instruments for quantitative data but we hear the R33 is fast � very fast.
They regularly sail into double figures and sometimes more. This is far beyond theoretical hull speed, thanks to the minimal wetted surface area, and has helped one R33 achieve six firsts out of six starts under IRC in a season. The ability to go really fast, easily and comfortably, in something this pretty, is intoxicating. The R33 is a boat to race and a boat for family picnics. She is also a boat for coastal cruising, hopping port to port and sleeping in the cabin or under the stars in the cockpit.
And being so easy to chuck around, go faster and point higher, it makes you look good. It makes you feel good, too. Trades: Shipwrights, joiners, electrical engineers, project managers. Skills: Building, restoring, repairing and maintaining wooden historic vessels, classic yachts and workboats. Traditional shipwrighting and modern wooden boat-building techniques.
Deck and interior joinery. Wooden mast and spar making. Overhead travelling Passionate about the sea, maritime crane. Accommodates vessels up to tons heritage and wood! The Lady Anne overall winner of four 15 metre Class Regattas sixteen races held in the Mediterranean during congratulations to the skipper and crew.
Every picture tells a story From to today. All racing equally together. Come for a trial sail. Enjoy the Sunbeam Experience. The Florida, which featured a large, open aft cockpit with. Although dedicated classic boat auctions are sparse, exotic classic powerboats are cropping up increasingly in high-end classic car auctions.
On 26 July, a Gar Wood triple-cockpit 28ft 8. With its bhp Scripps six-cylinder engine, this restored example is further distinguished by the fact it was built personally for Logan T Wood, president of Gar Wood Industries, brother of the company founder. Signor Gianoglio had ordered two Tritones, but gave the first one completed, hull no 62, to the prince as a mark of admiration and gratitude. At the time the nearft 7. Rainier enjoyed Via � and its prodigious twin 5.
So pleased was Rainier with his Tritone that he invited Carlo Riva to his palace and the pair became fast friends, with Riva granted the privilege of using. Objects of desire Open sesame!
For a James Bond-style arrival, we recommend the super-swanky, Italian CRN floodable tender side garage, complete with 27ft 8. Shown is the sure-fire chick-magnet model that was delivered with the ft 10in The garage floods quickly and when the doors close it empties in just three minutes, or it can be kept as a pool.
Fenders protect and hold the tender in place and it can be refuelled from here; underwater lights suggest a welcome cocktail. Goldfinger price: undisclosed. Cat Severson crn-yacht. The driving mechanism is operated by a handle via a mechanical transmission system; the gear drive and all axles are made from stainless steel. The solid telescopic handle is made from bronze tubing and also activates the brake nut. On the port side of the winch a strong capstan head is fitted, which can be used for all kinds of traction work.
Would be a smart addition to any foredeck. Boat in a bottle This is timeless folk art done to a tee and turned through by New Jersey bottler Tom Applegate. It is presented in a clear, onion-style bottle, 9in 23cm high with a 6in 15cm diameter, and the ship floats on a sea of blue clay.
Famous fizz We love these meticulously restored, pre-war soda syphons from Munich-based specialists, Die Siphon Manufaktur. It comes with 11 CO2 bulbs each one fizzes a litre of tap water , a smart wooden shipping crate and a handwritten certificate stating year of production, date of restoration, serial number and the place it was found before restoration.
Sitting in the cockpit of his single-seater, the driver activates the fuel pump and runs the engine a few seconds using the starter, but no ignition. He gives the accelerator a few pumps to fill the carburettors and sets the magneto switch to position three. His finger pushes the starter button again: this time it instantly triggers an inferno. The rev counter jerks up to 1,rpm and the driver keeps his foot on the accelerator, but already the engine decreases by rpm and ticks over.
If you listen closely you can hear all the moving parts of the historic Ferrari V12 F1 engine running like clockwork. The pilot shuts down the engine so that the heat is distributed and continues to rise naturally. Three minutes later he fires it up again and engages the propeller shaft by means of a special gimbal and keeps his foot on the clutch pedal. He Little Wooden Boats For Sale Guitar Tab must now accelerate while slipping the clutch to drive the propeller without stalling.
The red racer begins to trace its wake of white foam and now the driver can attempt take-off. Lift speed is achieved at the point where most boats have already reached their limit. The party has just begun�. Nearby, the author is driving a special forces RIB, trying to keep pace with the red fireball on the waters of Lake Como, with the photographer braced at the bows.
Unlike the other two Ferrari-powered classic raceboats still in existence Arno XI and Antares II , it is the only one equipped with a motor taken directly from a prestigious racecar. With its exceptional works Ferrari V12, this historic racer has rarely left its home on Lake Como, near Milan, but its amazing adventure started on the track at the Le Mans 24 Hours, the first year of the World Sportscar Championship.
The final race of the season was the Carrera Panamericana � a border-toborder thrash through the Mexican desert � that was widely considered to be the most dangerous motor race in the world. Both drivers were killed and the car was destroyed � only the engine remained intact. It was then kept in the garages of Scuderia Guastella in Milan. It is here where Guido Monzino bought it to mount in the kg-class racer he had ordered from the best raceboat builder in Milan, San Marco.
The San Marco. The body is in GRP. Their typical hulls were designed with two wide sponsons at the front while the rear ended with a narrow transom supporting the propeller and rudder mounts. Therefore, at full speed the hull was in contact with water on only three zones: the extremities of the two sponsons and the tip of the propeller. Cooling is a crucial point. The raw lake water must be heated before flowing into the engine.
The pilot achieves this by revving up to 6, rpm and adjusting the clutch to get all the required torque to the propeller, which is rotating. Then the boat becomes a hydroplane, running faster and faster, as Monzino liked to drive it. From the private dock, the servants loved to watch him, impeccably dressed, climbing into his red speedboat, firing up the V12 and speeding towards Como.
Less than 15 minutes later, he would alight at the yacht club where his four-wheeled Ferrari awaited to whisk him off to Milan. The only race he took part in was the Pavia-Venezia event, which, at the time, was the longest of its kind in the world. Ten years later, in the late s, Monzino was using the boat less and less.
The red racer was almost. This was in May and Italy was experiencing the same explosive events that France and others had witnessed a year earlier. Monzino reluctantly agreed to meet this young man by the name of Dody Jost. Finally, the deal was done and the young enthusiast took delivery of the boat, by then in great need of restoration.
Jost, who now owns the Nautilus hotel located on Lake Como with its private dock, protected his treasure for a few years before starting its full restoration. Clockwise from top left: beautiful details abound, including the rudder, Ferrari F1 engine with its 12 glorious intake trumpets; the drilled aluminium accelerator pedal.
Piece by piece, all the elements of the racer regained their strength and beauty, but the process still required years of effort before reaching original perfection. However, in , the Ferrari Classiche department, which is responsible for the authentication of the most outstanding Ferraris, made the trip to survey the boat.
You do not mess with the experts at this level because the stakes are incredibly high. Collectable Ferraris with an exceptional pedigree can reach sky-high prices at auction. But that does not disturb the serenity and pleasure that the driver has experienced since he purchased this red racer more than 40 years ago.
He keeps the adventurous spirit of Monzino alive on the same lake at full throttle, where only passion and taste for excellence has guided the hand of a then younger amateur and art connoisseur without any ulterior speculative motive. The dimensions of these craft were impressive for the time. The engine torque is critical because, when starting up, the boat behaves like a mono water-skier. The fast engine response is essential to get the boat to lift out of the water.
This is where the multi-disc clutch is crucial to help transfer maximum torque to the propeller. The profile of the rudder is designed for high speeds and responds immediately to the slightest input at the wheel, which requires a lot of concentration on the part of the pilot.
The super-cavitation propeller is only half immersed in water and the pilot can hear its characteristic roar at full throttle. Here, the torque of the propeller rotates in a clockwise direction and tends to turn the boat to the right.
This is why a small winglet is fixed under the left sponson to help the boat. At the time all race circuits turned counter-clockwise around the buoys. Attacking a turn around a buoy is very tricky because it requires the pilot to reduce speed, but not by too much to prevent the hull from sinking back into the water, which would result in bringing the craft to an abrupt halt.
However, like car racing, you can recover on a straight stretch, easing the acceleration to maintain 6,,rpm and attain maximum speed. Top and above: at full speed, the hydroplane touches the water in just three places; minus the mahogany, this is pure Ferrari racing car. Uncharted territory Diehard dinghyman Roger Barnes had a plan: tow his dinghy to the Morbihan festival.
Then he lost his car keys and faced a stark choice: come home or sail downstream on the Loire to the Atlantic coast. Fun or foolhardy? Main: Avel Dro moored in a creek. Right: our intrepid adventurer and dinghy aficionado, Roger Barnes. Swinging around the end of the slipway, she enters the full force of the current. I sweep swiftly past a row of traditional river craft.
They look like oversized Thames punts with garden sheds on their sterns. Sculling furiously, I bring Avel Dro out of the fast stream and squeeze between the tarred sides of two of the river craft.
Colourful pennants stream from their mastheads and their homely cabins are furnished with blankets and cushions. In the field beyond stand a group of marquees and open-air stages, draped in bunting. It is May I plan to spend three days exploring the Loire, and then tow my dinghy to the Golfe du Morbihan in time for the much larger La Semaine du Golfe festival.
This is the great advantage of a cruising dinghy: you can explore distant waters without long delivery passages. The Loire is in flood, flowing high over its normal banks, the current running swift and strong, racing past the navigation buoys and streaming through the branches of the overhanging trees. Only boats with powerful engines can make any progress upstream.
Frantic telephoning reveals that a replacement car key will take over a week to obtain, by which time La Semaine du Golfe will be over. We can look after your car while you are away. I am fearful of the long lower reaches of the Loire. Can I trust myself to the mighty brown waters of the river, with no preparation and no passage charts? I must set off immediately or I will miss La Semaine du Golfe. I am under way at dawn. As I row out from the bank, the current sweeps me rapidly away, towards whatever perils lie in wait.
Just downstream a road bridge spans the river. I lower my mast and the bridge roars towards me at more than four knots, waves piled in front of its cutwaters. I line up my dinghy with one of the arches and suddenly she is sucked into its shadow. The water is swift and smooth. I hold Avel Dro straight as she accelerates back into the sunlight and smashes through the standing wave beyond. The Loire winds onwards through lush farmland, its course subdivided by long wooded islands, but the main channel is always clearly buoyed.
The sun rises in the sky and soon it becomes very hot. There is not a breath of wind. The current is so swift I only need to row to avoid approaching buoys. Mostly I lie back and watch the scenery sliding past. My boat rotates slowly in the stream, drifting sideways and sometimes backwards.
I see few other boats on the waterway, other than the occasional fisherman. Unknown towns and villages glide by and every so often a huge bridge sweeps overhead. At first they are of stone, but further downstream great multi-spanned iron viaducts march assertively across the wide river. The ebb combines with the freshwater stream to push me ever onwards.
Hemmed in by embankments, tall buildings overshadow its muddy waters and modern trams swish past along the quaysides. The buildings blanket my wind, so I lower sail and resume rowing. A long pontoon is provided in the centre of Nantes for visiting craft. Rowing hard against the current, I ferry glide into a gap between two moored yachts. Then I reach out and grab a cleat. Instantly the bow of my boat swings out into the stream and the force of the water rips the cleat out of my hand.
The pontoon disappears rapidly astern. I row on, past the preserved slipways of the old Nantes shipyard. Just beyond them, there is a grubby inlet in the left bank, where a motley collection of boats is settling into the glutinous mud.
I just manage to come alongside a derelict vessel lying to. The waterfront nearby looks very pleasant in the setting sun. I set up the boat tent and gaze longingly at the waterside bars of Trentemoult, inaccessible across the soft mud. By the time the incoming tide has floated me off the next morning, there is already a strong current rushing downstream. Avel Dro drifts through the commercial docks of Nantes and out into the countryside beyond. Now there are no more bridges.
I pass a series of attractive waterside towns, linked to the far bank by car ferries. Eventually the river widens into a great estuary flowing through empty marshland, extending flat to the horizon, broken only by a few lines of trees.
There is little traffic on the estuary, other than a couple of fishermen laying a net across the current. They ask where I am bound. I must look for somewhere to moor, where I can await the evening ebb.
There is a gap in the mudbanks. Entering, I find a homemade pontoon protruding from the reed-fringed bank of the creek. I make fast and go ashore. I stretch out lazily in the shade of a tree and fall fast asleep, cushioned by the soft grass. The foul current does not last long, there is so much fresh water coming down the river.
Rowing downstream again, I feel the first stirrings of a sea breeze. Soon I am able to make reasonable progress under sail. I tack past a huge powerstation dominating the flat landscape and spot a small plywood yacht coming up astern under outboard motor.
She overtakes me and whines towards Saint-Nazaire ahead. By the time the docks of Saint-Nazaire are abeam, the breeze has freshened. I beat back and forth between the buoys, the muddy ebb pushing me towards a vast motorway bridge spanning the mouth of the river.
The little yacht has also hoisted sail. Our tacks cross as we plunge through the steep brown waves under the great viaduct. The French yacht continues out to sea, and I follow her towards the empty horizon. Saint-Nazaire has dropped a couple of miles astern when the wind abruptly drops away in the dusk.
The yacht restarts her outboard and I bend once more to my oars. I may have no charts, but I am not going to sea. My iPhone is loaded with a set of digital charts, I have the North Biscay pilot book and my chartplotter can still give a speed and heading readout, even with no local charts in its memory. I gaze at the screen of my smartphone, but it does not have happy news. The tide is setting me onto a large shoal in the middle of the wide bay, where swarms of grim brown rocks poke out of the water.
Various ships are approaching up the deep-water channel. There is no danger of them hitting me in the middle of the shoals, but I am not keen on spending the night in here.
Hoisting my masthead light, I row diagonally across the tide until I reach the edge of the buoyed channel. Then I pause and wait for a gap in the stream of ships.
My boat rises and falls in the smooth swell, illuminated by the blinking green light of a starboard-hand buoy. I had planned to anchor close to the northern shore of the bay, but the swell is too menacing under the sea cliffs. Even in the dark I can see flashes of white foam where it seethes over the shoals at their feet.
There is no option but to continue rowing out to sea. I row with renewed vigour, keeping close inshore to avoid the off-lying shoals. This is a wellknown optical illusion, when rounding a point. I break off rowing to consult the chartplotter for affirmation, but instead it tells me I have covered less than half a mile.
Below, left to right: time for some more rowing; minimal provisions and nav equipment under the camping tent; small boat, big sea � tackling the Atlantic swell! It suddenly dawns on me that, despite my rule of thumb for North Biscay, locally the flood tide will set into the wide mouth of the Loire River.
Five hours of foul tide lie ahead of me � five hours of continuous rowing, if I am to avoid being dashed onto the cliffs that roar off my starboard beam. The VHF crackles into life.
It is a pan-pan call from the little French yacht. Out of fuel, they too are worried about being set onto the rocks, and this is no place to anchor. Soon a blue flashing light appears, moving across the sombre sea.
It stops a few cables away. Then the VHF reports that the lifeboat has taken the yacht in tow. What would the lifeboat crew think if they knew I was close by in the dark, rowing an unpowered dinghy? Just after midnight, the long-awaited night breeze finally arrives, blowing off the land. I hoist sail. My speed over the tide increases to a much more acceptable 2 knots. Next morning I visit the chandlery and equip myself with detailed charts.
Then I set off into the west. The wind is light, but at first I struggle to clear the wide bay off La Baule. By the late afternoon the wind has backed southerly and freshened, the sun has gone and finally I make good progress along the rocky coast to Le Croisic. Above: what a sight � the fabulous flotilla of small craft that greeted Roger on his arrival in Locmariaquer.
Rain begins to fall as Avel Dro slips into the interlinked basins of the fishing harbour: the grey town smells of fish and wet cobbles. I set up the tent and seek shelter in the warm glow of a crowded quayside restaurant. By the following morning it is blowing hard from the south-west, but I reckon Avel Dro is up to it.
La Semaine du Golfe will have been under way for some days now: I need to make a dash for it. I reef Avel Dro well down, in preparation for a hard passage. Then I scull out of the harbour and hoist sail. A long concrete mole protects the entrance to Le Croisic, and blankets the wind. Avel Dro drifts slowly out to sea, pushed by the strong ebb. At the end of the mole she emerges abruptly into the full force of the weather.
She heels and lurches over the waves. The sea is steep with occasional breakers, and my chosen course is hard on the wind. I try to pick a smooth path, but the surging swell soon makes me seasick. It is a dismal day to be puking over the side, and there is no possibility of turning back. I take a sip of water and return to the tiller. Soon the land disappears in the murk and I am alone: what lunacy has brought me out onto this horrible heaving waste?
Slowly the sea diminishes, the weather improves and my spirits rise. Finally, I can see the coast again. A group of indistinct white shapes breaks the horizon ahead: eventually I identify them as a flotilla of square-rigged ships � a poignant and romantic sight.
Soon I am in among them and we all turn for the mouth of the Golfe together. We plunge through the tide race at the entrance to the Golfe and crowds of people cheering us from the shore. The grands voiliers carry on up the main channel further into the Golfe, but I turn aside for the little village of Locmariaquer.
According to the festival programme I should find my flotilla there, but the harbour is empty. They will not arrive for at least another hour, I am told. I tidy up my boat and erect the camping tent.
Then the little harbour is suddenly alive with little sailing boats just like mine, scrambling to find spaces among the pontoons. I recognise various friends among the melee. I set off on this passage with only a detailed chart of the Golfe du Morbihan, and no chart coverage for the bulk of the route.
I did not even have a map. There was no reasonable opportunity to rectify this situation before Pornichet. This has a detailed chartlet of the tidal Loire and a reasonably large chartlet of the sea area to the west, so at least I could orientate myself. Had I also studied the relevant tidal atlas in that volume, I would not have misjudged the tidal streams.
Even so, my rock dodging at the entrance to. This worked surprisingly very well � even though the phone kept going to sleep and the bright display affected my night vision. SHOM charts are virtually identical to Admiralty charts, but are helpfully printed on water-resistant paper. Even so, I always put them in a quarter-sized chart case. Choosing the right tender can make a big difference to your life afloat. It must be a practical workhorse, to carry stores and crew from ship to shore.
It must be easy to stow and deploy. There are many solutions to the storage problem, and this is what we live and breath. Besides our own Nestaway UK-made range of sectional nesting dinghies, we are also UK importers for the Nautiraid skin-on-frame folding Coracles from France, and DinghyGo sailing inflatables from Holland.
The lugsail rig has a low centre of effort for stability, and she scoots along under oars. We also make a 9ft two-piece clinker dinghy, and a three-piece 14 footer. Above: Nestaway Pram dinghy. Inset top shows Pram dismantled and nested together, upside down on deck Left: Nautiraid Coracle , sailing version. Far left: Coracle Inset to text: Coracle folded. Nautiraid has been around nearly 80 years: their folding Coracle Dinghies utilise a fanlike joint that was patented in the s.
Whilst the frame has changed little since, fabric technology has, so the skins are now Hypalon rather than oiled canvas , with subtly integrated tubes around the gunwhales for buoyancy and heeled stability. Besides folding up, their most notable feature is weight, or lack of it. The 8ft model weighs just lb. The smallest 6ft variant is lighter still and when folded up will fit down a spare bunk. All three row well and will plane under power when lightly loaded. Sailing rigs are available for the and 10ft models.
A lot of testing has gone into the DinghyGo boats, and they sail surprisingly well. Extra large tubes make the hull notably stiff, so they can have a freestanding mast for quick assembly , and there is a proper daggerboard slot for windward performance.
Those tubes also give exceptional stability - handy when loading stores, reassuring when sailing. The inflatable V-shape floor means they will plane under power, with motors from 3. Powered by a hp Cummins Diesel, cruises at 8. Extensive re-fit, She is currently hauled, lying under shrinkwrap at Port Saunders, Newfoundland, Canada. We offer exceptional quality and service at an affordable price. Brian Kennell from Brightlingsea brought along one of his Smacks Boats, whose 12ft 3. Peter Willis.
Adrian Donovan has built a beautiful, highly specced Morbic 12, and now this, the designed 14ft 5in 4. Dick is downsizing from a larger boat,. This could be your day job�.. Rare chance to own the first pilot cutter built by Luke Powell of Working Sail. Small enough to be a practical private yacht or continue as a much loved charter boat, she sleeps 7. Available to purchase now and sail away after our charter season, so stage payments possible.
Current owner Classic Sailing will continue to operate as a sailing holiday business with a fleet of 20 Little Ships - Vintage Wooden Boat Hire Norwich Youtube boats, so there are options for marketing assistance if required. More details www. Spars are spruce and Oregon pine, the sail is Clipper Canvas and the rope is three-strand buff polyester. A quick sail in Plymouth Sound revealed a boat that is simple to sail with just the one large lugsail with three reefs , very solidly built and possible, if heavy, to row.
She is half-decked and this, with the sole boards providing a flat bottom, make it possible to sleep with your head under the foredeck, while another expedition. Plans also available Top and left: everything from the boat to the rigging to the fittings is trad � no plastic jammers here. Most owners would find the space useful for gear. After leaving the island, we performed capsize tests.
The high coamings give a. She comes up easily from a capsize and hesitantly from a turtle. Both manoeuvres were easily conducted by two of us in benign waters, but left a lot of water in the cockpit to bail, something Will plans to remedy with more flotation. However, Little Ships - Vintage Wooden Boat Hire Norwich Jack this is straying away from the point.
Very few owners of a boat like this will be going cross-Channel like Will. This is a boat for family days out, picnics and the simple pleasure of a beautiful, well-built dinghy.
And much of it is still relevant, especially to the classic boat owner. The illustration shows clearly the method of attachment. The screens should be fitted high up on the shrouds so that the bar will clear your head when going forward.
As, when the yacht is sailing to windward, the weather shrouds are as taut as fiddle strings, both lights are held rigidly in their proper positions, while the lanterns are in a much higher position than customary.
They are not so powerful as dioptric, but the dioptric lens is not suitable for a sailing yacht, as when the vessel is heeled, the light shines onto the water instead of far ahead.
For riding lights the dioptric is the best. This has an inner glass shaped like an inverted cone and, provided it is properly trimmed, it will burn brightly in almost any weather and will not be jerked out by the motion of the boat, however violent.
The Davey lamps are most substantially made and will last for many years. A friend of mine has had one in constant use for more than 30 years and it is still in good order. A riding light of this type is a good investment as it will save you from anxiety. It is a mistake to use a cheap hurricane lantern for this purpose, for it cannot be trusted and if you cannot rely on your riding light you will have many a sleepless night.
On a cutter, the best way of hoisting the riding light is with the foresail halyard. A spring hank should be seized to the ring of the lamp and snapped on to the forestay when hoisting.
Lanyards should be led from the sides of the lamp and set up to the bowsprit shrouds, or rail if the yacht has no bowsprit shrouds. Thus hoisted, the lamp cannot swing about and will not be damaged by knocking against anything.
In a sloop with a bowsprit, the lamp can be hoisted in the same way, but instead of a spring hank, use a short length of line with a spring hook on the end, as shown in the illustration opposite. The lanyards can be set up to screw eyes in the covering board, or to the rail. Another way of hoisting the riding light on a sloop is to suspend it between the rigging and the mast, with lanyards to both to keep it equidistant.
Sailing at night is delightful in fine weather, when the moon is full and the heavens hung with stars, but all the same I think the best place for a small yacht during the hours of darkness is in some snug anchorage.
Still, there are times when you cannot avoid being under way after dark� and a cruising vessel should be prepared for night sailing. It is a popular delusion that the size of the navigation lanterns should be based on the size of the yacht, but, in fact, the opposite is true.
It is advisable therefore to have some extraneous means of attracting attention. The light from a powerful electric torch flashed on the white sails is much more likely to be seen than the navigation lights, or a flare can be burnt. In my young days I was one of a syndicate owning an old ton smack, which we sailed all the year round in the Thames Estuary. We were often under way after dark and it was our practice to keep a handful of cotton waste, steeped in paraffin, in a bailer.
When a steamer came dangerously near, we put a match to the flare, and it never failed to do the trick. Apart from the question of visibility, I am inclined to think that the navigation lights of small yachts seldom, if ever, conform to the regulations.
The screens are fitted on the shrouds and when the yacht is sailing to windward, the lee shrouds are so slack that the screen waggles about with the motion of the vessel, with the result that at one moment the light is showing across the bow and the next it does not show right ahead and can be seen for more than the prescribed two points abaft the beam.
It is merely an iron bar with the ends bent back at right angles, to which the screens are attached. Each screen has two metal jam cleats on the back, which fit on the shroud, being secured.
On a cutter, hoist the lamp with a shackle holding it close to the forestay and lanyards on martingales Alternatively, you can hoist it between the shrouds as shown. Torqeedo Travel It is particularly satisfying to test a product which solves previous problems.
When you turn it on the digital display tells you how much power you have and, once quietly under way, the built-in GPS tells you your speed over the ground and the remaining range.
As for range, it depends on how you use it: two miles at full throttle, when the watt-hour battery will be discharged in 30 minutes, or 16 miles at low throttle, when the battery will last eight hours an alarm sounds when the battery drops to 30 per cent. We tested it on canals and at sea and the real treat for anyone used to a petrol outboard is that it starts with a simple twist of the throttle. Long or short shaft will power up to 1. We love this.
Timber cleats Wood Cleats makes a range of handmade cleats in a variety of woods from its base in Pembrokeshire. Reduce by 15 per cent if you want them unvarnished and undrilled.
The twisted shock cord simply clamps around the garments so there is no need to use plastic pegs that perish or wooden ones that rot. We tried it with a duvet cover and it stayed on all night in 70 mph winds, which pretty much covers it. Bristol Bronze cleats One of the hallmarks of genius about Nathanael Herreshoff is this design for his bronze hollow cleat. Although considerably lighter, it is stronger than the solid cleats.
It is also aesthetically pleasing to the eye, especially when polished. They are well made and stay in place. As many as one in five ships were being lost between Portugal and India from and , the authors tell us. With the loss of five naval ships of the British fleet and 1, men on the rocks of Scilly in under the command of Admiral Sir Cloudesley Shovell, the need for a method of longitude and more accurate charts became urgent.
Yet, as we know, the rest is history. Manual of Seamanship, Vol 1, There have been many editions of this book over the years. It is part one of the mandatory two-volume textbook for naval cadets and it is a goldmine of useful, timeless information, presented with great clarity and filled with lovely hand-drawn technical diagrams � something of a lost art these days.
The sections on boatbuilding, ropework and general seamanship are as pertinent today as they ever were � and all the better coming from such an authoritative source. And some parts, best of all, give detailed drawings of the warships of the day. One wonders how that information could not have been classified! Published by HM Stationery Office, this edition When embarking on a well-practised list of all the things that the French have invented, he started with cognac.
Moustaches dropped at the corners and Gitanes were spat across the room. British, Dutch and Scandinavian sailors did. As soon as we found that sailing up the Gironde river enabled us to buy Bordeaux wine, we all used to meet up there on unusually popular and well manned sailing merchant trips. However, Dutch, English and Scandinavian taxes on wine imports in the 16th century were cripplingly expensive, so we set about an experiment of alchemic significance. Whoever that disappointed sailor was, sitting on a soggy quayside somewhere in Europe, he was drinking the first ever cognac.
The English and Irish brought with them their already refined attention to detail and obsession with purity. It is notable that the acronyms such as V. Although, saying this, occasionally or bottles come up for auction and demand exorbitant prices.
Come on board to learn traditional sailing maneuvers and live a great experience. Constructed in larch on oak, Big Saba has full sails and a Gardner diesel engine.
MCA Coded. Lying in Gloucester. E-Mail: info mjlewisboatsales. Enclosed helm. Full history, Ex RN tender. Twin Perkins s Enclosed wheelhouse. Inland waterways certified. Norske 35, Gaff Cutter Windboats of Wroxham. Yanmar 3GM. Lines of a Colin Archer. Heard 28 Gaff Cutter, Commissioned for her only owner. Perkins 4cyl Robust GRP hull. Very competent vessel Accom 6.
GRP hull. Traditional gaff rig plus bowsprit Open furnished cockpit. East Anglian. MkII, Re furbished. Re wired, Top condition. Wooden Bermudan Sloop Sole diesel eng. Accom 4. Crew accom for 4. Deep cockpit small cabin. BMC eng. Accom for 4. Lawrence Sails. Kept in commission, Mooring available. A basic boat. Outboard, Carvel wooden hull. Wooden hull Leeboards. Gaffer cutter rig. Yanmar GM10 eng. Beta 10hp eng. Pitch pine, lead keel.
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