WoodenBoat - 2013 01 02

heating with wood • Build a paddleboard • The vertue cutter
THE MAGAZINE FOR WOODEN BOAT OWNERS, BUILDERS, AND DESIGNERS
The Unfailing Eye of Designer Paul Gartside January/February 2013

Legacy of the New England Bassboat Number 230
A Surviving Eastern-Rig Dragger $6.95
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50 Still Fishing
The dragger RICHARD & ARNOLD
at age 89 Randall Peffer
56 Paul Gartside and the Design Spiral

Creating new boats of
timeless beauty Michael Higgins
Page 50
Features
28 The Ohio Pound-Net Boat

A rugged tool for Lake Erie’s
fishermen William John Kohler
Page 78
33 Revisiting the Classics
The Sea Bright skiffs Reuel B. Parker 64 Legends of the Rips
40 A Stand-up Paddleboard in Plywood In search of the New England
How to build the Kaholo, bassboat Stan Grayson
Part 2 Geoff Kerr 72 Building a Vertue Cutter
FLYING FISH is a small cruiser
with a long reach Jack Bassett
Page 28
78 Woodstoves for Wooden Boats

Comfortable heat for
Page 72
cold-weather cruising Brendan Riordan
2 • WoodenBoat 230 WorldMags.net

WorldMags.net Number 230
January/February 2013
Reader Services
108 How to Reach Us
109 Vintage Boats and Services
111 Boatbrokers
Page 64
114 Boatbuilders
121 Kits and Plans

Departments
125 Classified
5 Editor’s Page
The Sincerest Form of Flattery 135 Index to Advertisers
6 Letters
11 Fo’c’s’le TEAR-out supplement Pages 16/17
Why Do We Do This? David Kasanof
Getting Started in Boats:
15 Currents edited by Tom Jackson Considerations for a Dinghy—
Towing, Rowing, and Stowing
84 In Focus Matthew P. Murphy
An Irish Sailing Raid Nic Compton
88 Wood Technology Cover: SKYLARK is a
Pressure-Treated Wood— traditionally crafted 14'
Update Richard Jagels lapstrake daysailer
built at WoodenBoat
School, where
90 Designs her designer, Paul
The Ocracoke 20—DIY Gartside, has taught.
Born in England,
Carolina sportfisherman Mike O’Brien Gartside now lives
in Nova Scotia.
94 Launchings… Page 56.
and Relaunchings Robin Jettinghoff Photograph by
Phil Schirmer
101 The WoodenBoat Review
• Working Sail Jenny Bennett
• The Mortal Sea Randall Peffer WoodenBoat (ISSN 0095–067X) is published bimonthly in January, March, May, July, September,
and November in Brooklin, Maine, by WoodenBoat Publications, Inc., Jonathan A. Wilson,
• Classic Coloring Ken Textor Chairman. Subscription offices are at P.O. Box 16958, North Hollywood, CA 91615–6958;
1–800–877–5284 for U.S. and Canada. Overseas: 1–818–487–2084.
• Books Received Subscription rate is $32.00 for one year (6 issues) in the U.S. and its possessions. Canadian
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Periodical postage paid at Brooklin, ME 04616 and additional mailing offices. In Canada,
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The Sincerest Form of Flattery
In his profile of Paul Gartside beginning on page 56, Michael
41 WoodenBoat Lane • P.O. Box 78 Higgins tells of the many influences that gave rise to Gartside’s
Brooklin, ME 04616–0078 career as one of the most prolific designers of stock plans today.
tel. 207–359–4651 • fax 207–359–8920
Among these influences were Gartside’s childhood in an English
e-mail: [email protected]
web site: www.woodenboat.com boatyard, his acquaintance as a young man with John Atkin, and
his association with designer Bill Garden, for whom he worked for a
PUBLISHER Carl Cramer period of time after emigrating to the west coast of Canada in 1983.
EditorIAL
It was Garden who introduced Gartside to the concept of “the design
Editor Matthew P. Murphy spiral”—a method of work that allows a designer to build on the
Senior Editor Tom Jackson knowledge gained through previous designs, rather than starting
Assistant Editor Robin Jettinghoff
Technical Editor Maynard Bray from zero with each new boat. Here’s how Higgins describes the
Boat Design Editor Mike O’Brien process:
Contributing Editors Jenny Bennett,
Harry Bryan, Greg Rössel “Gartside’s so-called design spiral is a means of revisiting
Copy Editor Jane Crosen old designs and applying their characteristics to a new design. As a
Art & PRODUCTION designer creates the designs for several boats of a similar type, he or
Art Director Olga Lange
Advertising Art Director Blythe Heepe she will see that their parameters are similar. For example, cruising
Associate Art Director Phil Schirmer cutters will have similar displacements, sail areas, and prismatic
Circulation coefficients. With each new design, Gartside can go back to his
Director Richard Wasowicz previous hulls with similar characteristics and use their numbers
Associates Lorna Grant, Pat Hutchinson
as a starting point for the new boat, saving the time and trouble of
Advertising
Director Todd Richardson computing those numbers from scratch each time.”
Manager Laura Sherman The design-spiral concept has played out on a larger stage
Classified Wendy E. Sewall
Sales Associates throughout the history of boats. Take, for example, the bassboats
E ast Coast & M idwest: that developed on the Massachusetts island of Cuttyhunk (page 64).
Ray Clark, 401–247–4922; [email protected]
Frank Fitz, 401–245–7424; [email protected] This distinctive hull style evolved quickly from a single boat by a
New England: John K. Hanson, Jr., builder named Enoch Winslow for a guide named Lloyd Bosworth.
207–594–8622; [email protected]
West Coast and Western Canada: “You could tell right away that Lloyd had something special,” author
Ted Pike, 360–385–2309; [email protected] Stan Grayson quotes one present-day guide as saying. Other builders
International: 207–359–4651; took note of this: The basic hull form evolved in the ensuing decades
[email protected]
WoodenBoat M arketplace: into distinctive boats by a number of builders, but the common
Tina Dunne, [email protected] ancestor remains evident in all of these interpretations of the now-
Research classic bassboat.
Director Patricia J. Lown
Associate Rosemary Poole Consider, too, the Sea Bright skiff. Beginning on page 33, Reuel
Business Parker profiles this legendary beach-launched skiff in the final
Office Manager Tina Stephens installment of his yearlong series of articles on classic workboat types
Staff Accountant Jackie Fuller
Associate Roxanne Sherman
that he’s interpreted for recreational use. The opening photographs
Reception Heidi Gommo of that article shows a recent New Jersey life-saving boat next to an
THE WOODENBOAT STORE 1872 skiff being launched into the surf. The differences between the
www.woodenboatstore.com two boats are abundantly clear, but so is the newer boat’s lineage: Its
1–800–273–SHIP (7447); fax 207–359–2058
Catalog Manager Ann Neuhauser lapstrake planking and box keel are ideas a century-and-a-half old,
Associates Jody Allen, Elaine Hutchinson, and they’re still relevant today.
Chet Staples
And finally, consider the Eastern-rig dragger RICHARD & ARNOLD
WOODENBOAT BOOKS
www.woodenboatbooks.com profiled on page 50. This tough little fishing boat has survived 89
Book Publisher Scot Bell years of work so far—not to mention the rocky economics of the
WoodenBoat School New England fishing industry. She carries distinctive elements of
Director Rich Hilsinger the Gloucester fishing schooners that preceded her—including the
Business Manager Kim Patten
shape of her bow and the mast. While just a vestige of the towering
website
Manager Greg Summers rigs of her predecessors, RICHARD & ARNOLD’s spar is the result of
fishermen simply appreciating the utility of a mast over a century
Chairman & Editor-in-Chief Jonathan A. Wilson
President and General Manager James E. Miller
ago.
It’s a fascinating thing to watch the Darwinian progression of
Copyright 2012 by WoodenBoat Publications, Inc. boat design—to see the fishing schooner type morph into the New
All rights reserved. No part of this publication may be
reprinted without written permission from the publisher.
England dragger as a result of economic and environmental triggers.
Contributions: Address all editorial communica And it’s equally fascinating to watch a designer of Paul Gartside’s
tions to Editor, WoodenBoat, P.O. Box 78, Brooklin, towering talent critique and adapt his previous work in the quest for
ME 04616–0078. WoodenBoat is a largely reader- written
magazine. Care is taken with unsolicited contributions, a more perfect boat.
but we are not responsible for damage or loss.
Printed in U.S.A.

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A Stand-up Canoeist a great view of the gleaming interior of lake, I made several 12-mile crossings to
Friends, my canoe contrasted against the water the island and spent considerable time
The article in the December issue (WBNo. or lake bottom when I’m in the shallows, watching the boatbuilders at work and get-
229) about building a stand-up paddleboard and it gets both me and the boat out on ting to know the people. One of those was
prompted me to share this idea with the water more often. Señor Limachi, who had worked for Thor
your readers. The summer before last, I Tom Darnton Heyerdahl on the RA II project and had a
was offered an old wood-and-canvas ca- Ann Arbor and Charlevoix, Michigan small museum dedicated to that experi-
noe by a neighbor. After assuring myself ence and the lake’s reed boats. He sold
that the wood was sound and locating a Memories of Lake Titicaca scale models of these boats as souvenirs, in
local craftsman who could replace the Dear Editor, the anteroom of his house.
damaged canvas skin, I bought the boat, As a former Lake Titicaca sailor, I en- I take issue with one of Mr. Brouwer’s
a 16' copy of an Old Town–style canoe joyed and was brought up to date by Ben word choices, however: Like everyone else
built by a skilled amateur somewhere in Brouwer’s “Boatbuilders on Bolivia’s In- who writes about Lake Titicaca, or at least
upstate New York. Meanwhile, a house land Sea,” appearing in your November/ the altiplano, or high plains, upon which
guest at our summer place had given us December issue (Currents, WB No. 229). it lies, he seems to find it necessary to de-
a stand-up board paddle, thinking we I spent a lot of my free time from my job scribe it as “windswept.” In my experience,
could use it while standing on one of the at the U.S. Embassy in La Paz in 1980–81 it was anything but that. Indeed, much of
old sailboards we had lying on the small- knocking about the lake in a weather- the time it was as glassy as it appears in the
boat rack. It turns out that old sailboards beaten 1958-vintage 24' German-built photo above Ben’s article. I spent far more
are not ideal for stand-up paddling. sloop, which I had as security for a one- time on the lake in a flat calm than I have
The stand-up paddle got stored with year loan of $2,000 to a hard-currency- during many Chesapeake summers, going
the other paddles, and one day I got the starved small businessman. nowhere at all or somewhere at about 2
idea to try using it in my canoe. I am Since I berthed it at the hovercraft port knots, when I could get the balky and over-
now an advocate of stand-up paddling at Cupancara, the nearest town to Suriqui— taxed sea-level–carbureted two-cylinder
by canoe. It’s good exercise, it provides and to La Paz—on the Bolivian side of the gas Volvo started.
From the WoodenBoat Forum

Alex C schooners (seems like sharpies would have just risen up
WoodenBoat No. 228 has an article by Reuel Parker on his from the mud there, it’s such natural sharpie country)?
San Juan Sharpie designs that makes a few references to Dave Wright
a historical sharpie type from Washington State. That got I just reread Reuel Parker’s Woodenboat article. I notice Mr.
me intrigued, but a little poking around got me confused. Parker comments that little seems to be known about the
Other than the brief mention by Chapelle in American Small San Juan Island sharpies (which is true), and he guesses
Sailing Craft, I haven’t found any references to the type. The that Chapelle might have been misinformed about the
photo in the article calls OLYMPIC a San Juan schooner, halibut-fishing function of these schooners, and that they
but the attribution makes clear she is a Willapa Bay oyster might have been oyster boats.
schooner. There are some references to, and a few photos I believe the picture at left is a San Juan Island sharpie.
of, similar “scow schooners” that look like square-sterned You’ll note that the boat is rigged as a schooner, and resembles
sharpies. Looking at the photo in WB No. 228, I’d say the Chapelle’s drawing. The small house, its trim details, and the
aftermost crew are sitting in a nice broad stern. So does deck coamings are also quite similar.
anyone know more about either the original double-ended Looking at the physical sizes of the crew standing by in
San Juan sharpies (a surprising type to me, because it just a related photo (not shown here), the boat scales quite
doesn’t seem like sharpie country) or the Willapa sharpie similarly to Chapelle’s depiction. The photo is dated 1895
which puts it in line with Chapelle’s date for his example.
The photo clearly states that the boat was used for halibut
and herring.
Based on these photos, I believe Chapelle reported
accurately, that the pictured boat is very close to the example
he presented, and the boat served the halibut fishery. Whether
or not these vessels were numerous still remains to be seen.
I must note that I own two of Reuel Parker’s books, have
always admired and enjoyed his work and writings, and
courtesy of national archives
mean no criticism. I think the posted pictures just add

more evidence in support of the vessel type.
Read the full discussion of San Juan sharpies, and see more images
of them, on the WoodenBoat Forum at www.woodenboat.com, in
the “WoodenBoat Magazine” subforum.
This photo and others may be viewed in the fisheries section

of the NOAA Photo Library, www.photolib.noaa.gov.

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Mystic Seaport, Mystic, CT

June 28-30, 2013
Join us for the 22nd Annual WoodenBoat Show at Mystic Seaport. Learn new skills at the expert demonstrations,
board beautiful wooden boats of all shapes and sizes, build a boat with your family, admire boats built by other
WoodenBoat readers, explore a variety of marine accessories, books, art, tools, kits, plans, and so much more!
“Summer begins at The WoodenBoat Show!”
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Produced and Presented by WoodenBoat Magazine TM
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On the lake, it is almost always windless handy on a broad reach or off the wind, Credit Is Due
between midnight and mid-morning. An however, and the suriqueños would sail Dear Matthew,
onshore breeze typically begins to build them downwind toward the mainland in There was no mention of the Tom Wylie–
toward midday as the sun warms the sur- the afternoon and return to the island designed Wyliecats (17' –65') in your
rounding land, strengthens to about 10 when the wind direction shifted. I was review of the Marblehead 22. Wylie
knots by sunset, then begins to weaken, chased down by one whose skipper and cats share many features in common
finally reversing direction to become a crew wanted me to make good the dam- with the Marblehead 22: Narrow hull,
gentle offshore when the lake’s 50-degree age I had done to one of their bottom- check. Elliptical rudder, check. Fairly
water becomes warmer than the land. I anchored gill nets with my 4' of draft in long fin keel with semi-elliptical shape,
have also observed that the sailing lanchas the shallows off Cupancara. check. Lots of weight in the “torpedo,”
were not much good to windward, but Bob Austin check. Wishbone boom with two “hang-
they didn’t have to be. The boats were Williamsburg, Virginia ers” for support, check. Unstayed car-
bon mast designed to fall off to leeward
and open up the leech in puffs and high
HM MARINE
winds, check. Flat top sail, partial check
(not all Wyliecats have elected that op-
HAMILTON GREAT PRICES! tion). Simple sail controls (choker/
snotter, mainsheet, Cunningham),
GREAT STUFF! check. Roomy cockpit, check. Simple
construction, check. Small crew require-
PORTLAND ROCKLAND SEARSPORT SOUTHWEST HARBOR JONESPORT
800-639-2715 ments, check. Easy tacking, check. Even
easier jibing, check. Fast, check. Expen-
hamiltonmarine.com sive, you bet! All new boats are.
Although only the Wyliecat 30 proto-
type, MUSTANG SALLY, was wood, I think
EXCLUSIVE! Tom Wylie deserves a mention in an
Traditional Style article citing several previous designs—
including the traditional New England
Moulding Great Selection in Stock! Gunwale Guard catboat and the Nonsuch line of boats—
Brass half oval & half round, solid, no holes. Heavy duty polyester canvas cover, as precedents. The newer boat shows al-
Stainless Steel half oval, flat back. Brass bonded to a non-collapsing, air cell most all the features Wylie designed into
and Stainless flat sponge rubber. his Wyliecats starting in the early 1990s.
3/4 Round
6
stock. Bronze and By the way, Wyliecat 30s have a reef,
Stainless rod. $ 99 List 10.54/ft but it is almost never used, even in the
ft Order# 134053 winds that San Francisco Bay can pro-
vide. I don’t even bother to rig mine
Structural Shapes & Plates Coosa Structural Panels most of the time (less windage) unless
Lightweight, UV High-density polyurethane foam, I’m sailing an ocean race.
and corrosion- reinforced with layers of fiberglass. Pat Broderick
resistant, non- Lightweight, San Francisco, California
magnetic. High non-rotting,
strength, low an excellent Beware of Vinylester
maintenenance. replacement Gentle persons,
Available in more for wood. David Soule’s article on sheathing CARIB
than 100 shapes. II in fiberglass (WB No. 228) was excel-
lent. But, while polyester is safe, vinyl-
Le Tonkinois Varnish Owatrol Marine Oil Replaces ester is toxic. This was not mentioned,
An all-natural, environ- Highly penetrating, air- Penetrol! and none of the pictures showed safety
mentally friendly tung drying oil. Drives out mois- equipment. Enough griping; I particularly
oil & linseed oil based ture, stops rust, pervents enjoyed this issue.
varnish. Deep, rich finish paint from peeling. Use Albert Eatock
is strong and durable. alone or add to paint. Bracebridge, Ontario, Canada
Type Order# Litre Order# 2.5 Litre Size Order# SELL
Original 729008 34.99 740560 63.99 1 Liter 731922 25.99 Buffing Your Brightwork
Gloss 164366 34.99 740503 63.99 5 Liter 731921 122.99 Greetings!
The article on varnishing (Getting Started
in Boats, WB No. 229) was very nicely and
clearly written for the average reader.
Premium Varnish Yacht One trick that makes the varnish look
Extremely high solids con- Enamels “bright,” especially interior finishes, is to
tent and a perfect balance Expertly formulated buff it with a brown paper bag from the
of UV inhibitors. 1000 ml. from the finest raw grocery store. Fold it up into a pad and
Type Order# SELL materials for the best then rub over the varnish lightly. It does
Clear 109982 32.99 flowing and covering a wonderful job!
Woodfinish (No Sand) 110044 43.99 properties possible. C. Henry Depew
Tallahassee, Florida
Typographical errors are unintentional and subject to correction.

The
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Maritime Tour of the
Netherlands
Jack van Ommen

E mbark with us for ten incredible
days of exploration of the maritime
heritage of the Netherlands. Peter Neill,
June
president emeritus of New York’s South 16–26
Street Seaport Museum, will host this
adventure, a portion of which will be spent 2013
traveling and living aboard the opulent
Dutch passenger schooner WAPEN FRA FRYSLAN. Join us
as we explore the canals and inland maritime heritage sites,
Jack van Ommen
along with:
n Amsterdam, and its famous National Maritime Museum
n A working shipyard for the country’s famed botters (see
WoodenBoat No. 228).
n Enkhuizen, and its Zuiderzee Museum
n Den Helder, home of the National Lifeboat Museum
and The Dutch Navy Museum
For information please visit
www.woodenboat.com
For full details, price, and itinerary, and to reserve your space,
contact Linda at Borton Overseas, 1–800–843–0602, ext 112.
Brought to you by WoodenBoat

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Northwest Maritime Center
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Home of the Wooden Boat Foundation
© Mark Saran
•Annual Wooden Boat Festival
•Navigation Simulator Training
•Anti-Piracy Summit
•Boating & Cruising Symposia
•Sailing Regattas
•Wooden Boat Chandlery
•Learn-to-Sail Programs
© Robin Moore
•Boat Building Classes
Port Townsend, Washington
www.nwmaritime.org
431 Water Street Port Townsend, WA 98368 360.385.3628
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Why Do We Do This?
by David Kasanof
M y reply to anyone who asked me

about getting a wooden boat would
be, “Are you sure you want to do that to
yourself?” Obviously, my own answer
to that question has been yes, but that
means I have said “yes” to a boat made
of vegetable matter that has been stuck
together with metal pins and some glue.
This vegetable matter is susceptible to
worms and rot. Under sail, boats made
of this material may leak in places that
have not leaked in the past or in places
that cannot be located easily. This
usually occurs during foul weather and
at night. Such boats require periodic
maintenance, which may require the
spaces between the vegetable matter to
be cleaned out and stuffed with a differ-
ent type of vegetable matter. This is a
tricky process and is best done by some-
one from New England named “Seth.” Pete Gorski
I wouldn’t argue with anyone who
decided not to take on the challenge of
a wooden boat, but at the same time, I jest, but to this day I do not have an Those of us who have chosen, beyond
feel that they would be missing some- answer for it. I do know that when we all dictates of good sense, boats made
thing. What exactly is that “something”? got back, soaked to the skin, we both of pinned-together vegetation (instead of
Beats the hell out of me. Maybe the fol- had had a hell of a good time. The what some yacht designer once described
lowing will help to explain it. dockmaster asked if we’d had a good as boats of “frozen snot”) must deal with
Years ago, an old sailing buddy of sail, and my friend replied that we had dry rot and worms. What’s special about
mine invited me to go for an afternoon indeed, except for “all that wind and these scourges is that unlike broken
sail in his 18' Bahamian dinghy. This the lumpy water.” frames or hardware, which are injuries,
took place in Florida’s Biscayne Bay, Clearly, we had long ago made the rot and worms are diseases. In fact, they
which can put up a nasty little chop if unspoken decision that it was worth it are the leprosy of wooden boats. An
someone sneezes. On this day, a mul- “to do this to ourselves.” That decision extensive case of rot can make you wish
titude must have sneezed all together applies generally, not just when a boat you had gone for the frozen-snot alter-
because a strong southeasterly had put is in the water. Hull shape, for instance, native. But remember the venerable
up a 2'–3' chop, the white tops of which gets much attention from designers maxim, “If God had wanted us to have
were scudding off downwind in streaks because it’s a significant factor in sail- fiberglass boats, he would have created
over the gray water. We could have ing qualities. Forgotten is the important fiberglass trees!”
eased sheets a bit and made a little bet- matter of how much squatting versus So you must perform surgery. But be
ter weather out of it, but we elected to crawling will be required when the boat resigned to this: You do not have enough
haul in tight, sit up on the weather rail, is hauled out for maintenance. Boats C-clamps. What right have I to say this?
and go bashing into the chop, which with little deadrise or flat bottoms need I have never met you. Where do I get off
drenched us every few seconds as our a great deal of crawling on one’s back, telling you such a thing? You’re abso-
bow smashed into the oncoming waves. while boats with a “wineglass” section lutely right to bristle at my presump-
Our fun was enhanced when we sprang require more squatting. Squatters must tion. Nevertheless, you do not have
a leak in one of the windward seams. avoid falling backwards. Crawlers must enough C-clamps. No non-professional
I could see it making a little Niagara avoid eating too much bottom paint. ever has. It’s a fundamental law of
every time we plunged into a wave. Nat- On CONTENT, I was mainly a squatter, nature. And that’s not the end of it.
urally, we kept on sailing closehauled. but I did do a lot of crawling while work- Nothing works right on the improvised
We simply took turns bailing and sailing on her worm shoe (riddled with the wobbly work table made of staging
ing. This procedure kept us afloat and critters). I know I should have worn a planks and sawhorses. And if you take
prevented the one not sailing from mask, but that would have made it virtu- the weekend off, someone will make off
getting bored. After about a half-hour ally impossible to squeeze into the tight with your “table.” Maybe the sawhorses,
of this, my friend looked up from the space I was dealing with. Though care- too. Never mind. It’s all part of “doing
bilge, where he had been bailing, and ful as I could be, I must have ingested this to ourselves.” I’m glad that you,
said with a calm, grave, and thoughtful quite a bit of bottom paint. For taste I like me, have decided that we are will-
demeanor, “Why...why do we do this to would recommend Interlux. It had a ing to “do this to ourselves.” I’m sure it’s
ourselves?” fruity bouquet with a hint of zinc oxide the right decision, but I can’t, for the
Of course the question was half in and a long finish. life of me, tell why.

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WoodenBoat School
2013 Schedule at a Glance
MAY JUNE JULY
19–25 / 26–1 2–8 9 – 15 16 – 22 23 – 29 30 – 6 7 – 13 14 – 20 21 – 27
Fundamentals of Boatbuilding Fundamentals of Boatbuilding Fundamentals of Boatbuilding Fundamentals of Boatbuilding
with Greg Rössel with Wade Smith with Greg Rössel with Warren Barker
Alumni WORK WEEK
Alumni WORK WEEK
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Your Marine Diesel Plywood Construction Small Boats Greenland-Style Kayak Canvas Canoe Construction Boatbuilding Shearwater Sport Kayak Dinghy or Nutshell Pram
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CURRENTS Edited by Tom Jackson
ROSEMARY W YMAN
Seventh- and eighth-graders at Adams School in Castine, Maine, made a fine job of design and construction of their own
dory, with guidance from David Wyman (fourth from right), Don Small (fifth from right, in back), Cameron Frothingham (third
from right), and others.
Keeping up with boat but in first designing it.

Wyman and volunteer Don Small, both
“We started ‘Dory Class’ in September
by first building sawhorses on which to
young boatbuilders of whom have had children or grand- work, then we proceeded to the design
children at the school, were joined by and building of the dory. The design pro
by Tom Jackson others from the community as 17 seventh- cess started with the students measuring
and eighth-graders designed and built each other—as well as the door. Students
I t makes all the sense in the world to

learn skills through a particular task,
and in the realm of all such possibilities
a 15' 6" × 5' 2" dory—christened DORY
OF GLORY. Each Friday, nine eighth-
grade students worked on the project for
then worked out an arrangement on
the basement floor with them assum-
ing positions in an imagined boat.”
none is better than building a boat. In an hour and a half in the morning and Wyman drew out the resulting hull on
the drive to complete something tangi- the eight seventh-graders worked dur- paper, then the students proceeded to
ble, functional, and gorgeous, a wide ing an afternoon session. The boat was construction. “The dory was framed in
variety of learned skills reinforce one launched in Wadsworth Cove in Castine Port Orford cedar, planked with four
another. This kind of learning is valuable at the end of the 2011–12 school year. 1× 8 white pine planks per side, and
for anyone, but it is especially valuable for For their design inspiration, the stu- the bottom was made of plywood. All
young people. Many, many a boatbuilder, dents looked to a Maine coast fishing dory of the student work in making the dory
probably wishing such things had been design by Sam Manning, who lives in was done using hand tools: saws, planes,
around in their own youth, has worked nearby Camden. “The design was based spokeshaves, mallets and chisels, hand
with local schools and maritime centers on a typical dory that would have been drills, and screwdrivers. The students
to get programs started. Periodically, used by a fisherman from the town a hun- made tholepins and carved oars out of
we’ve included their stories here in Cur- dred or more years ago,” Wyman said, spruce stock. The woodworking was
rents. We hear regularly about interest- “with the design modified to accommo- completed in late May, and students
ing variations on the theme, and every date six students with four rowing, one then voted on a multicolored paint
once in a while we like to gather up a steering, and one passenger in the bow. A scheme and the name, DORY OF GLORY.
group of their stories. Here, without decision was made to make the dory wider The boat was used this fall for rowing by
further ado, are four that especially than a typical dory, both so that two row- this year’s Adams School seventh- and
caught our attention in recent months: ers could sit side-by-side on each of the eighth-grade students.”
middle seats and also to provide better sta- The project was documented by pho-
■ In Castine, Maine, David Wyman, a bility,” seeing that working dories were tographer Rosemary Wyman, resulting in
naval architect friend of mine and a fel- typically ballasted with a cargo of fish. the publication of a book, We Build a Dory,
low collaborator in planning the annual “Another critical element of the design which each student received at the end
Small Reach Regatta, led a program at was that the boat had to be able to fit of the school year.
the Adams School to guide middle- through the door in the basement of the For more information, contact Wyman at
school students in not only building a Town Hall, where the building took place. [email protected].

WorldMags.net of an exposed shed. We heated with a and their, expectations and more,
donated woodstove to at least 50 degrees almost every day!”
during the winter months so the epoxy Bayfront Maritime Center, 40 Holland
would cure properly. The kids split St., Erie, PA 16507; 814–456–4077;
wood for the stove and tended the fire. www.bayfrontcenter.org.
The student boatbuilders were a true
cross-section of Erie kids: gifted kids, ■ The Navesink Maritime Heritage
National Honor Society kids, adjudi- Assoc iation in New Jersey (www.
cated kids from all across Pennsylvania, navesinkmaritime.org) knows how
intensive residential treatment facility rewarding building Six-Hour Canoes
kids, blind kids, special-education kids, with young boatbuilders can be—
every kind of student. Most groups also they’ve done so for a decade now. But
built a smaller boat, usually a Six-Hour somewhere along the line, people
Canoe or a kayak, one they took with there concluded that something more
them upon completion. This way, they was needed. So for the past five of
all worked on a boat from start to finish those years, the solution has been to
and also were part of significantly get the students to really use the boats
BAYFRONT MARITIME CENTER
larger, historic project.” they have built—and that they have

Most recently, young boatbuilders painted in quite a wild array of colors
have been working on the Center’s hull and inventive themes. “River Rang-
No. 92. Under the direction of Jodi Car- ers” is an annual exploration of the
penter, the boat is the first of two Iain Navesink River, in conjunction with
Oughtred–designed St. Ayles Skiffs local schools. Hendrik F. van Hemmen
that will serve as the backbone of Erie’s wrote a chapter about the program in
first-ever community rowing program, his book, A Chronology of Boating on the
At the Bayfront Maritime Center in to be directed by Lauren Moss, an Navesink River, published by the asso-
Erie, Pennsylvania, students regularly AmeriCorps/Vista volunteer. “The Bay- ciation. “To promote the use of the
sail a replica pound-net boat that front Alternative Education Program is Six-Hour Canoes,” van Hemmen said,
was built at the center itself over the underway here for the fourth year, pro- “NMHA developed the River Rangers
course of three years. viding a group of high school students program in 2005.... The program is a
for the build,” Eisenberg writes. “I just weeklong exploration that covers the
recently completed Joe Youcha’s Build- upper reaches of the Swimming River
■ Elsewhere in this issue of WoodenBoat ing 2 Teach—Train the Trainer work- and the Navesink down to Hartshorne
(page 28), William John Kohler tells the shop [see Getting Started in Boats, WB Woods at the beginning of Sea Bright
tale of Ohio pound-net boats, tough No. 224] in Mystic, and we are already Reach.... Whether playing on the rope
boats for net fishermen working Lake Erie implementing the math component in swing or exploring Fourth Creek,
in the 19th and early 20th centuries. In the boatshop.” Funding is also coming Fisher Stern, or Dorns Island, every-
Erie, Pennsylvania, young people at the in for an after-school workforce skills where there is something to see. But
Bayfront Maritime Center use a similar development program, Project SAIL , to most of all, everywhere there is a place
boat in their programs for sailing and bring more high school students in to to get feet wet, to swim a little, and to
historical and environmental studies of build, row, and maintain the St. Ayles pick through the sand, the bushes, the
their Presque Isle Bay surroundings. Skiffs. shells, and the seine net to experience
Not only that, but the boatbuilding “The focus at BMC is to empower nature....”
students there built the 28'-long boat kids with a positive sense of future and The association is also always look-
over the course of three years, starting a personal toolbox full of skills, like ing for ways to expand the expeditions.
in 1999 and launching in 2001, to critical thinking, effective communica- “Central to these discussions is the real-
plans from Howard I. Chapelle’s, Ameri- tion, teamwork, and perseverance, that ization that growth into responsible
can Small Sailing Craft. they need to successfully navigate through adulthood is related to a youth’s ability
“We chose to build the Erie Boat,” the rough passages most
executive director Richard Eisenberg of them face on a daily
writes, “because it was the boat that basis. We are not trying to
built Erie, quite literally. Fishing built crank out boatbuilders or
this town; Erie was the freshwater fish- yachtsmen and yachts-
PIM VAN HEMMEN / H2OPHOTO.CO
ing capital of the world from 1880 to women. We use boatbuild-

1920, and a fleet of more than 130 Erie ing, sailing, rowing and
Boats was in use. This added the real, paddling, and navigation,
historic, local connection and educa- to teach the practical app
tional component to the construction lication of science, tech-
project. nology, engineering, and
“Literally every plank was milled and math, in nontraditional
installed by more than 1,000 school classrooms. It works because
kids, fourth- through twelfth-graders. these are the things the
The planks are 1 1 ⁄8"-square Spanish staff here are passionate
cedar, with splines in grooves top and about. That passion can- Student boatbuilders venture forth on the
bottom,” epoxied to the frames. not be faked; it’s real, and Navesink River in New Jersey each summer as
“The project started on BMC’s first the kids sense that. We set “River Rangers,” to explore their environment in
campus incarnation with pouring a the bar high, and we see Six-Hour Canoes they built themselves.
concrete floor and insulating a section these kids achieve our,

WorldMags.net
GETTING STARTED IN BOATS
from the Editors of Magazine
Volume 38 Considerations for a Dinghy—

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— Considerations for a Dinghy —
by Matthew P. Murphy
T
ender, dinghy, dink—call it what you
will. The small boat that carries people,
gear, and supplies to and from a larger
one performs a basic but vital function. That
function is so basic, in fact, that these boats
are often an afterthought—cobbled-together
beaters or toy-like affairs obtained only for
their ability to float a load. There are, how
ever, factors other than mere buoyancy to
consider when selecting a dinghy. Some care-
Amy Ballentine Stevens

ful attention to these factors can turn a poten-
tially mundane or frustrating experience into
a rewarding one.
What makes a good dinghy? There’s no
single answer, for the ideal varies depending
upon the size and type of the mothership,
A well designed dinghy, such as this Shellback
the shoreside situation, and the recreational properly outfitted with rubrail and oar leathers, is
inclinations of the owners. Will you carry the a satisfying rowboat with a capacity similar to a
boat on deck, or tow it? Will you go from a standard inflatable. (Boat built by Ballentine’s Boat
beach or from a dinghy dock? Do you want to Shop, www.ballentinesboatshop.com).
spend hours in your dinghy exploring your
destination once you arrive? to the speed limit in most anchorages. Plus, I
I’ve distilled the basic characteristics of a spent a fair amount of time in my youth pull-
dinghy into three features which, conveniently, ing the starting cord of a 1970s-vintage 3.5-
rhyme: rowability, towability, and stowability. hp Eska motor, burning time and energy that
You’ll note that I’ve omitted “motorability.” could have been otherwise spent at the oars.
I’ve done so not just because it doesn’t rhyme Discovering good rowing dinghies was a liber-
with the other three, but because I have a per- ating thing for me, and I hope I can convince
sonal bias against outboard-motor-powered you of this, too.
dinghies. For general use, I think they’re over- I do acknowledge that for long distances
rated: They require additional storage for or for people with physical disabilities, a
the motor and gasoline; if they’re good mo- small outboard can be a godsend. So can a
torboats, they probably aren’t good rowboats sailing rig. But for this basic discussion of
(more on this shortly); and modestly powered the elements of a good dinghy, we’ll deal
ones travel about as fast as a good rowboat, only with rowboats—good, old-fashioned,
which I reckon to be about 2–4 knots—close rigid rowboats.
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P.O. Box 78 (41 WoodenBoat Ln.), Brooklin, ME 04616 • Tel. 207–359–4651
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2 • Dinghy Considerations WorldMags.net

(Supplement to WoodenBoat No.230)
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—What Makes a Good Towing Dinghy? —
T
o understand the characteristics of a the stem profile too deep in the water. Pram-
good towing dinghy, it’s first helpful to bowed boats—those with transoms forward
consider what makes a poor one. A badly as well as aft—will plow up more water than a
behaved dinghy under tow will track poorly, will bow that comes to a point, and even take wa-
bury its bow in waves, and will drag water be- ter aboard if the forward transom is not well
hind it. Let’s consider each of these vices, and clear of the water when the boat is under tow.
how to overcome them. If the boat has adequate curvature to its keel
A poor-tracking boat will steer a sinuous profile—or “rocker”—then the bow transom
path behind the mothership. In snotty condi- will clear the water and the boat under tow will,
tions and a following sea, it might even turn appropriately, rock back onto its after sections
sideways, roll over, and swamp. What makes when it’s tugged along by its nose, lifting the
for poor tracking? The first culprit is often the bow even higher. The shape I’m describing here
lack of an adequate skeg—that long, keel-like is yet another strike against outboard-powered
protrusion on the bottom, aft. This so called dinghies, which generally work best if they have
“lateral plane” keeps the after portion of the broad, buoyant sterns and straight runs aft—
boat going straight as it follows the lead of a just the opposite of what makes a boat tow well.
somewhat steerable bow. And what makes the A rugged towing eye is important. Many boats
bow steerable? The absence of lateral plane. forgo the hardware, and employ a pair of holes
Thus, we don’t want our dinghy to have a long, drilled through the sheerstrake to accommo-
straight, deep keel that runs forward to a deep date a line passed through them and encircling
forefoot. This steerable bow will be tugged the stem. That’s a good way to go and requires
along by the bow line—called the “painter”— no hardware. Although having the towline at-
and should generally stay pointed at the stern tached down low on the stem helps lift the bow
of the mothership. for improved tracking, this isn’t usually neces-
The dinghy under tow will bury its bow in sary. The motion of the boat through the water
cases where the bow is too fine or the “chin” of should be enough to lift the bow.
This gaggle of peapods—two plywood Doug Hylan-designed Beach Peas (see page 7) flanking a plank-on-
frame Jimmy Steele model (www.downeastpeapods.com)—display the good towing manners described
above.
Benjamin Mendlowitz
WorldMags.net
Dinghy Considerations (Supplement to WoodenBoat No.230) • 3
WorldMags.net
—What Makes a Good Rowing Dinghy? —
Woodenboat
A good rowing dinghy is easy under oars and stable.
T
he first consideration for a good rowing Visit almost any yacht club, marina, or munici-
dinghy is its geometry. Do your hands hit pal waterfront, and chances are that most of the
your knees on the recovery portion of tenders will be inflatables—some with rigid bot-
your stroke, when your blades are out of the wa- toms, some not. Why is this? I credit the wildlife
ter and moving forward to get another bite of it? documentaries of the 1970s and ’80s, in which
If so, that’s poor geometry: Your seat is too high teams of cetacean researchers would observe
or your oarlocks too low. whales from inflatable Avon boats. Indeed, for a
Corollary to the geometry question is oar length brief time, before a host of other companies be-
and style. All oars are not created equal; in fact, gan manufacturing these craft, they were often
most mass-produced, store-bought oars have simply called “Avons.”
chunky, untapered looms (shafts), and clunky, Inflatable dinghies have good qualities, but
unrefined blades. They’ll turn you off from row- these, I believe, are often outweighed by nega-
ing almost as quickly as will rowing an inflatable tive qualities that make them poor tenders:
(see below). Do your hands cross when you pull They all have pitiful “oars” made of aluminum
on the oars? Although that’s typical of competi- tubing and plastic blades; they have a flat, shal-
tive rowing craft, it’s overkill and awkward for a low bottoms and no skegs to keep them tracking
simple dinghy. (For guidance on choosing oars of straight, so in a crosswind they’d just as quickly
the appropriate length, visit the Bonus Content blow sideways as row forward; and they have
section of our website, www.woodenboat.com, broad wooden transoms that tend to be im-
under “WoodenBoat Magazine.”) mersed when the boat is under tow, and so they
Proper fore-and-aft trim is also very impor- tend to drag the harbor along with them. They
tant to good rowing. The boat’s designed water- will move forward when you pull on the oars,
line should remain more or less level—even if but when you stop pulling, they stop. A good
its painted waterline is submerged by the weight rowboat will continue gliding, or will “carry.”
of a load of gear and passengers. To remain lev- Outboard power is really the only option for
el in various loading configurations, a dinghy moving an inflatable, and you already know how
usually requires two rowing stations: a ’midship I feel about that. Maneuvering an inflatable in
station for a rower carrying either no passengers close quarters is almost always just an approxi-
or two passengers, one forward and one aft; and mation of a good boat handling—especially if
a forward station for a rower who’s carrying a there’s a crosswind.
passenger in the stern. This isn’t a polemic against inflatables. In fact,
Perhaps the best way to understand what I’ve been rather smitten with some of the larger,
makes a good rowing boat is to consider a fa- faster rigid-bottom inflatables I’ve seen. To their
mously poor-performing rower: the ubiquitous credit, the dinghy-style inflatables do have some
inflatable, the most fashionable dinghy today. good qualities: They are self-fendering, so your

WorldMags.net
topsides are safe from poor landings—a good gallery of good designs on pages 6 and 7.
thing, because that’s about the only type of land- One other observation about rowability:
ing you can make with them; they can be de- There are many boats that row well but don’t
flated and then rolled up and stowed in a locker make good dinghies. Consider that icon of the
for offshore voyaging; and they are extremely Wooden Boat Revival, the Whitehall pulling
buoyant. boat. Historically, they were meant to go fast
There are three other seemingly contradic- and straight under oars. But an authentic one
tory requirements for a good rowing dinghy: has a long, straight keel and a deeply immersed
bow and stern sections that are relatively fine forefoot, or chin, and this makes it a bear to
below the waterline and full above it; a bottom turn in tight quarters as well as dicey for towing.
profile that rises aft so the transom clears the Likewise, a long, narrow recreational wherry is a
water; and broad, firm sections for stability. You joy to row, but not much of a boat for carrying
can have all of these things, as we’ll see in the gear and passengers.
—What Makes a Good Stowing Dinghy? —
B
y stowability, I mean both on the mother
ship and on shore. If your expeditions be-
gin or end from a beach, is your dinghy
light enough to be carried above the high-water
mark by your crew—or can it be easily loaded
onto a cart? Or, as with the example on page 6,
does it have a wheel built into it, so it functions
like a wheelbarrow once beached? Is it built to
resist drying out during long stretches on deck,
as are the glued-lap plywood models such as the
Nutshell (page 6) and the Shellback (page 8)?
If you’re going offshore, you shouldn’t tow
your dinghy: Average bluewater conditions will
likely swamp it, and you’ll then have no choice
but to abandon it. That’s why offshore cruisers
carry their dinghies on deck. Can you easily get
your dinghy aboard and upside down on deck, if
that’s how you’re going to carry it? Larger boats
have davits—hoisting apparatus for their ten-
ders—located either on the stern or at the rail
amidships. On smaller boats without davits, a
halyard can come in handy for the lifting por-
tion of the operation. Once the boat is aboard,
is there space on deck to stow it? Do you have
chocks built into your deck to keep the dinghy
secure, and to serve as lashing points? Some din-

ghies are built to be broken apart into two piec-
es—a forward one and an after one—that can
be “nested” together as a single unit for stowing.
Early versions of nesting dinghies were a com-
promise on performance, but some recent ex-
amples—one of which is shown on page 7— If the size and style of the boat allow them, davits
have all but eliminated the compromise: You are an excellent means of carrying a dinghy aboard a
can now have your nice dinghy, and nest it, too. larger boat.
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— A Gallery of Dinghy Designs
A Wheelbarrow Boat
Harry Bryan designed this wheelbarrow boat
in two sizes (6' and 7') as an easily beach-
launched tender. While her wheel adds a bit
of drag when under tow, this is minimal, as
the wheel turns as water flows over it. The boat
will carry two average-sized people in calm
waters and one in a chop; thus, a larger din-
ghy tied astern of the mothership might be re-
quired in some cases, to return to the beach
to pick up the coolers and cousins. The oars
slide through holes in the transom to become
the wheelbarrow’s handles. Ladybug’s rails are
closer to the water than other dinghies such
Bryan Gagner
as the Nutshell Pram (below), and her seats

are lower accordingly. She’s not meant to carry
much of a load of gear or people, or to sail, but
when there’s a long carry down the beach, the
Ladybug Pram makes easy work of getting off Ladybug is a great friend.
the beach (plans and finished boats from Bryan
Boatbuilding, www.harrybryan.com).
A Good All-around Dinghy
WoodenBoat School
Joel White designed the Nutshell Pram in the
early 1980s in two sizes, 7' 7" and 9' 6". Both
boats have become quite popular as tenders, for
they have wide ’midship sections that allow
them to carry a load, and they have fine under-
water sections forward and aft for good towing
and rowing. There’s ample buoyancy above the
waterline to keep them from settling too deep
in the water as they’re loaded down. At first
glance, they may appear to be simple pram-
bowed boats, but one of the secrets to their
good manners is that they have a partial stem at
waterline level, giving them a sharp but shallow
entry. Rather than carry this stem out to a
pointed bow, White truncated the boat with a
forward transom to give it a manageable overall
length. An optional rig expands the boat’s
range for exploration and recreation in port.
The photo showing the yellow boat on deck is of
Jack Bassett’s 25' Vertue cutter (see page 72 of
this issue of WB). This Nutshell has been car-
ried from Maine to the Azores and back.
Jack Bassett
The Nutshell Pram, under sail (right) and on the

deck of the Vertue cutter FLYING FISH approaching
the Azores (plans from The WoodenBoat Store,
www.woodenboatstore.com).

WorldMags.net
Different Boats for Different Situations—
Beach Pea
Doug Hylan’s Beach Pea is based on the work-
ing peapods of the Maine coat. But, built of
glued lapstrake plywood, it’s much lighter than
the carvel-planked originals, so is easily hauled
above the high tide mark by two people. With
its relatively broad ’midship section and firm
bilges, the boat carries a load of gear or people.
Because of its fine ends, it tows and rows beauti-
fully; in fact, it needs no skeg to track straight,

because its fine stern settles into the water a bit
under tow, and a straight keel aids its tracking.
It has only one rowing station; with a passenger
on board, the rower simply reverses direction,
so the bow effectively becomes the stern. The
While too large to carry aboard most cruising boats, boat’s size, however, precludes it from being car-
Beach Pea has excellent towing characteristics and can
heft a load of gear and people (built by Ballentine’s ried aboard most boats. This boat is available
Boat Shop; plans and finished boats from D.N. Hylan from various builders, including designer Doug
& Associates, www.dnhylanboats.com). Hylan.
The PT 11
This 11'-long dinghy designed by Russell Brown
divides into two pieces to form a bundle mea-
suring only 5' 10" in length, 4' 2" wide, and 1' 8"
high—an easily stowed package on the decks
of most cruising boats. The boat reportedly
rows very well, accelerating quickly, tracking
straight, and having good rowing geometry.
Sophisticated hardware allows for precise and
secure alignment of the halves—an operation
that can be conducted when the boat is afloat.
She’s been subjected to rigorous towing tests,
too—some at high speed—and has proven to
be a good follower behind the mothership.
PT Watercraft (BOTH)
The PT 11 is both a tender and an exciting daysailer

that can be reduced to a small bundle for stowing (kits
available from PT Watercraft, www.ptwatercraft.com.)
WorldMags.net
WorldMags.net
— Protecting Your Investment —

This Joel White-designed Shellback dinghy has a nicely fitted and fastened rubrail on its gunwale; the boat
will be a good neighbor at the dinghy dock, and will be kind to the topsides of the mothership. (Plans for the
Shellback, which is also featured on the cover of this edition of Getting Started in Boats, are available from
The WoodenBoat Store, www.woodenboatstore.com.)
Gunwale Guard, Bow Pudding, rope bow pudding (see WB No. 109), or you
and Oar Leathers can tack the heel of a non-marking rubber-
soled boot (an L.L. Bean duck-hunting boot is
I
f your own boat, or any of those you’ll be the standard for this) on your stemhead.
visiting, has nicely finished topsides, then Finally, if you have a nice set of oars, they’ll
you need gunwale guard. This stuff is es- need a nice set of leathers to keep them from
sentially a long rod of dense foam rubber cov- getting chewed up by your oarlocks. They
ered in canvas or heavy synthetic cloth. A pie- should be stitched in place, and not tacked.
shaped quarter of the section of the tube is cut Instructions on how to do this appeared in
away along its length, so the gunwale guard WB No. 127, and are reprinted on our web-
may be fitted to the top outboard corner of a site (www.woodenboat.com) under the Bonus
dinghy’s gunwale and fastened. Content section.
A little extra padding is sometimes required
at the bow. You can get fancy and make a nice Matthew P. Murphy is editor of WoodenBoat.
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

WorldMags.net
WoodenBoat’s Boatbuilding & Rowing Challenge (BARC) is a grassroots effort 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).
North American Championship JuNe 28–30, 2013

at the WoodenBoat Show, Mystic , CT
For further information, please see our website: http://BARC.woodenboat.com
chris perkins peter nisbet
The Goal — Bring new people to wooden boats!

The Solution —
GETTING STARTED IN BOATS,
a removable supplement included in
every issue of WoodenBoat.
This publication is produced for the
absolute beginner; for your family,
friends, and neighbors, members of local
community groups, colleagues at work—
the people you know who should be
inspired into boats and boating.
Share your passion!
To download previous issues of Getting Started that you might

have missed, please visit www.woodenboatstore.com.
WoodenBoat Publications
41 WoodenBoat Lane, Brooklin, ME 04616
207–359–4651 • www.woodenboat.com

WorldMags.net ■ “When Chewonki Camp herself an avid paddler and canoe builder,
for Girls opened for 2012, saw no reason why they couldn’t build
few of the arriving campers an entire wood-and-canvas canoe. “They
knew much about wood-and- just belong naturally in this pristine
canvas canoes—much less wilderness,” she wrote.
how to build them,” writes “Since there is limited time, the girls
Abby Burbank, the Girls begin with precut ribs and planking so
Camp Director at the they may have the satisfaction of seeing
Chewonki Foundation based their boats completed during the sum-
in Wiscasset, Maine (www. mer. I enjoy watching the participants’
FRANCES BUERKEN
chewonki.org). “By the time eyes open as they learn. They start with
they went home, these same new skills, such as learning to use a
girls had developed a new hammer, block plane, rabbet plane, and
vocabulary, new skills, and spokeshave. In addition, they learn
made a new boat. Today, about the properties of wood. Once
Girls at a Chewonki wilderness camp at they can speak eloquently past that, they use these skills and
Fourth Debsconeag Lake, Maine, build about ribs, rails, and thwarts knowledge to build the boat. Bending
traditional wood-and-canvas canoes over the and the woods used for ribs around the form, fitting the plank-
summer. them. What is the difference ing to get tight joints, taking the boat
between white cedar and off the form, and stretching the canvas
to plan, discover, and act both indepen- red cedar? They now know how to are all exciting steps to complete the
dently and as a team in an unpredict- steam and bend ribs, how to cut and process. When these canoe builders
able environment. In today’s society that fit planking, how to carve and cane a come back to Chewonki with their
so deeply favors predictability, the marine seat, how to stretch and fill the canvas. daughters in 30 years, they can say, ‘I
environment and River Rangers offers Best of all, they know what it feels like built that.’
one of the few settings where young to launch a boat they’ve built with “Part of the reason it has taken hold
adults are exposed to conditions that their own hands and paddle it across a is because so many people at Chewonki
are unpredictable and thereby require lake.” have a passion for woodworking and for
planning, experimentation, and team- Girls have long made paddles at the wooden boats. There’s a great history
work, but at the same time do not camp, which is in a wilderness setting at here, and now Girls Camp has created
expose them to unmanageable risks.” Fourth Debsconeag Lake. But Burbank, a new chapter in it.”
Great Lakes Boat Building School
Here today. A job tomorrow.

“It blew my mind to see the skills a couple students brought to my
business after only one year at the school. I immediately hired them
both, full-time.” Brad Koster, owner Mertaugh Boat Works
“I took the full 2-year program and it was outstanding. I credit GLBBS
for my being where I am today, which is working for one of the leading
custom boat builders in the world.” Brock Tyner, Class of 2012
“Attending GLBBS allowed me to develop the necessary skills. Started

working the Monday after graduation.” Geoffrey Hamilton, Class of 2011
“GLBBS provides a high quality of education in wooden boat build-

ing, demonstrating superior craftsmanship.”
Thomas M. Mertaugh, owner Classic and Antique Boats, Ltd.
“I was offered an apprenticeship at Chesapeake Bay Maritime Mu-

seum prior to graduating. My education and training at GLBBS were
an excellent foundation for working on historic, large boats. The
CLASSIC WOODWORKING smaller class size and highly personal instruction have proven to be
great advantages.” Bud McIntire, Class of 2011
TRADITIONAL & COMPOSITE
WOODEN BOAT BUILDING DEGREE PROGRAMS “Excellent instruction fosters excellent students and GLBBS delivers
on both, graduating the kind of students we look to hire.”
YACHT JOINERY Steve Van Dam, Van Dam Boats
Les Cheneaux Islands, Michigan 906.484.1081 www.glbbs.org

Around the yards
WorldMags.net 12' Beetle Cat sailboat. The
construction methods and
materials used to build the
■ The name “Beetle” was nearly syn- Beetle Cat evolved from years
onymous with whaleboats in New Bed- of building the Beetle whale-
ford, Massachusetts, in the late 19th boats.
century, before the company turned its “Lofting began in early
BEETLE BOAT SHOP

methods to the production of catboats September 2012. The backbone
bearing the same famous name. Today, setup progressed quickly, with
however, the Beetle Boat Shop—at least the steam-bent white oak stem
for a time—is back in the whaleboat and sternpost being attached
business. “The Beetle Shop was excited to the rabbeted keel and then
to begin work on a new Beetle whale- placed on the strongback. Planking has been finished for a 28’ whaleboat
boat for the New Bedford Whaling Molds and ribbands were then under construction at Beetle Boat Shop—the first
Museum, one of several being built for put in place to obtain the time since 1933 that the company has built one.
the relaunching of the whaleship lines and shape of the hull. The boat will be on exhibit at the New Bedford
CHARLES W. MORGAN at Mystic Sea- The made-to-order clench Whaling Museum.
port,” Michelle Buoniconto writes from nails arrived just in time to
the yard. “A historically significant part- begin planking in early October. The gar New Bedford museum, where she’ll be
nership was formed, with the New Bed- boards and top two cedar planks were used, among other things, for whale-
ford Whaling Museum seeking to lapstrake; the rest of the planks were boat races.
preserve the history of New Bedford as ‘wumped’ (cupped) and installed with Beetle Boat Shop, 3 Thatcher Ln., Wareham,
the 19th-century whaling capital of the batten-seams,” to create a smooth hull MA 02571; 508–295–8585; www.beetlecat.
world, and the Beetle shop seeking to pre- that would not startle the prey. “As of com. New Bedford Whaling Museum, 18
serve its history of being world renowned this writing, the oak inwales and guard- Johnny Cake Hill, New Bedford, MA 02740;
for building whaleboats. rail were being made. This Beetle 508–997–0046; www.whalingmuseum.org.
“With the whaling industry dying whaleboat is scheduled to be on display
out, it was in 1921 that the CHARLES W. at the New Bedford Whaling Museum ■ Jack McCarthy has sold his Wooden
MORGAN went on her last voyage. At the in June, 2013.” She is expected to be Boat Shop, Inc., which he founded in
same time, the Beetle family had turned aboard the MORGAN for the ship’s sail- 1979 in Cincinnati, Ohio, to Butch Davis
to building pleasure craft, namely the ing voyage of 2014, then return to the of Cincinnati. Davis has experience
Artisan Boatworks of Rockport, Maine, builds

classic wooden boats like this timeless
®
Herreshoff design. They build boats using
traditional construction methods as well
as boats using state-of-the-art epoxy
adhesives and coatings. Their
choice of epoxy—WEST SYSTEM.
The Watch Hill 15
LOA 24'6"
LWL 15'
Draft 2'6" / 5'6"
Beam 6'8"
Disp. 2,200 lb
866-937-8797 / www.westsystem.com
Jamie Bloomquist photo

WorldMags.net ■ “In 1998, Lisbon’s harbor sported Her reconstruction was complete. even
what appeared to be a brand-new sail- down to the gold-rimmed plates in the
ing ship to remind citizens of the officers’ mess. The navy even recom-
country’s glorious maritime history,” missioned her. The International Reg-
William C. Winslow of New York writes ister of Historic Ships considers her
after a visit to Portugal. “But DOM FER- the fourth-oldest armed frigate, after
COURTESY BUTCH DAVIS
NANDO was not brand-new; she was

launched in 1843, and after a 1963 fire
lay in the mud for decades before she
was raised. Built almost entirely of teak,
she was launched at the Portuguese
colony of Goa in India. Although the
ship carried 60 cannons, she spent most
Butch Davis has purchased the of her time transporting military units,
Wooden Boat Shop in Cincinnati, settlers, and colonial administrators to
Ohio, which specializes in classic Portugal’s far-flung but steadily shrink-
wooden runabouts. ing colonies. She made her last voyage
in 1878, then became a floating gun-
restoring classic runabouts of the type nery school until 1940, then a seaman-
the shop has made a specialty, plus he has ship school for poor teenagers until the
WILLIAM C. WINSLOW
20 years of management and manufac- 1963 fire.
turing experience. According to a press “In 1990, a group of patriotic citizens
release, McCarthy and his wife, Tina, convinced the navy and the National
will continue to be a part of the busi- Commission of the Portuguese Discov-
ness. The shop also specializes in stock- eries that the country’s pride rested
ing parts and products needed by those in the old ship’s bones. With govern-
restoring wooden boats, and provides ment money and public help, funds DOM FERNANDO, an 1843 Portuguese
technical assistance to its clients. were raised and so was the ship. When warship that was raised and restored
The Wooden Boat Shop, 6569 Gracely Dr., Expo Lisbon opened its gates in 1998, in time for Expo Lisbon in 1998, has
Cincinnati, OH, 45233; 513–941–7281; the DOM FERNANDO, the country’s last been undergoing a round of work.
www.woodenboatshop.com. wooden warship, became an instant hit.
NEW on
WoodenBoat.com
Build This Boat!
www.woodenboat.com/build-boat
Become a WoodenBoat.com community member today, for free.

WorldMags.net
USS CONSTITUTION, USS CONSTELLA- region, one of the most influen-
TION, and HMS VICTORY. tial sailing ports on the East A replica of
“When I was there in 2012, the vessel Coast. CHRISTEEN and IDA MAY a 50', 1920s
was dry-docked for another upgrade, represent the progression of both oyster dragger
which involved recaulking plank seams, shipbuilding and the oyster indus- is under
replacing rotten timbers, rerigging, and try and will offer immeasurable construction
repainting. There’s even talk about her opportunities for youth, commu- in Oyster Bay,
sailing again.” nity members, and visitors to New York.
understand local aquaculture
■ “In October 2011, the shipwrights of ecosystems via educational sail-
KIMBERLY REED
North Atlantic Shipbuilding & Repair ing excursions.
of Montville, Maine, migrated to Oys- “Shipwright David Short,
ter Bay, New York, to begin construc- owner of North Atlantic Ship-
tion of the IDA MAY,” writes Kimberly building & Repair, along with
Reed of Boothbay, Maine, who has been shipwright Andrew Nencheck of
volunteering on the project. “She will Boothbay, are captaining the cre-
be a replica of the original IDA MAY, an ation of the new IDA MAY. David their crew lofted the vessel, laid the
oyster dragger built by Frank M. Flower and Andrew have extensive shipbuild- keel, and erected all the frames. At
& Sons in the 1920s. The Flowers fished ing experience on construction and present, she has 3" double-sawn white
the original boat for 75 years, then restoration projects around the coun- oak frames fastened with Long Island
donated her to Oyster Bay’s Waterfront try. Their work on IDA MAY has been black locust trunnels and iron bolts to
Center. Inspired by the CHRISTEEN assisted by apprentice Levi Johnston, a 10" × 10" × 43' white oak backbone.
Oyster Sloop Preservation Corp., which along with a crew of local volunteers Upon completion, she will be 50' long,
10 years earlier enlisted North Atlantic mustered by the Project’s President, 18' wide, and displace 83,000 lbs.” Reed
Shipbuilding to reconstruct the 1883 Clint Smith. says the project has slowed while wait-
traditional oyster sloop of that name, “McCurdy & Rhodes Naval Archi- ing for fundraising to catch up—about
the IDA MAY Project was started as a tects of Oyster Bay designed the drag- $500,000 is still needed.
partner organization. ger, closely replicating the original The IDA MAY Project, c/o The CHRIS-
“The IDA MAY Project’s mission is to Flower design while adhering to U.S. TEEN Preservation Corp., P.O. Box 386,
help preserve and share the maritime Coast Guard specifications. In less than Oyster Bay, NY 11771; idamayproject@
heritage traditions of the Oyster Bay four months’ time, the shipwrights and gmail.com.
GET YOUR FREE

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WorldMags.net “was built at Sandy Bay, Tasma- shared with the American whaleboats
nia, Australia, in 1880 by local being built for Mystic Seaport’s 1841
boatbuilder George Luckman whaleship. The intent was to add lon-
for H.W. Knight to compete in gitudinal strength up high but leave a
the 28' class,” in active local sail smooth hull below the waterline so that
racing. “She was the ninth yacht water purling in the plank laps would
registered with the Derwent not alert a whale of a boat’s approach.
Sailing Club, which became “The use of the clinker planks is sig-
the Royal Yacht Club of Tasma- nificant in that it has helped the lightly
nia. The hull shape of TERRA built Huon pine hull retain its shape,
LINNA is derived from the Tas- despite the deterioration of the black-
PETER HIGGS
manian whaleboat, which was wood frames,” Higgs said. The boat has
developed from the American been in restoration since 2003, start-
whaleboat. Built of Huon pine ing with lines-taking and stabilizing
TERRA LINNA , a 28’ whaleboat-inspired racing to a length of 28' to 32' feet, the hull. By 2008, the restoration had
yacht from 1880, has been fully restored in the Tasmanian whaleboats were begun in earnest. In 2010, the boat
Tasmania. more lightly constructed than was added to the Australian Register
the American vessels, splendid of Historic Vessels. As much original
Offcuts sea boats under sail and swift when
rowed. TERRA LINNA is one of a very
material as possible has been retained.
All of her planking had to be replaced,
small number, and possibly the only though pieces were recycled as seam
I t’s a small world, we know, but as surviving example, of a pleasure yacht

we’re often reminded, mariners have of this design.”
always known that. One example comes The boat is built with batten-seam
battens. She was reframed with fresh
Huon pine, too, but her original floor
timbers, bilge stringers, seat risers, keel,
from Peter Higgs of Tasmania, who saw planking, in which the seams are stem, and sternpost were retained. All
similarities between a boat the Wooden backed with an inside batten to which the restoration work matched original
Boat Guild of Tasmania is restoring and the planks are fastened. However, the specifications and techniques, and the
the CHARLES W. MORGAN whaleboats uppermost two of the nine strakes per work was done mainly by volunteers,
written up in WB No. 226 and seen side are lapstrake—or “clinker-built” under the guidance of lead boatbuilder
above in the Beetle Boat Shop whale- in the Australian parlance. That, Higgs Noel Hall.
boat. “ TERRA LINNA ,” Higgs writes, observed, is a construction feature “ TERRA LINNA was relaunched June
What’s your motivation?

Fine Craftmanship
Learning from the Best
Preserving History
New Techniques
Pushing Limits
Community
Granting occupational
degrees in wooden
boatbuilding
New In our 35th year of sail

in Sailmaking & Rigging making, we uniquely
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Financial aid may
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who qualify traditional appearance and
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Matthew P. Murphy (BOTH)
WorldMags.net
Above— Boats line the docks at the Georgetown, South Carolina,

Wooden Boat Festival. Left—Under the event’s big tent, teams compete
to build high-quality skiffs in short time.
23 at the Bellerive Yacht Club in Tasma- attended the Georgetown (South Car- Banks trawler, a Simmons Sea Skiff,
nia. We are now proceeding with stepping olina) Wooden Boat Show. “It was a and even a Maine-built Bunker & Ellis
the mast and completing the rigging. supernova of a festival,” Matt reports. lobsterboat that’s used for cruising.
TERRA LINNA , circa 1880, will sail again “There was a week’s worth of energy “Among the highlights of the Show
at the 2013 Australian Wooden Boat packed into one day. Georgetown is an is the Boatbuilding Challenge, in which
Festival,” Higgs promises. For information, idyllic waterfront town, and its main teams of two race the clock to build a
see www.woodenboatguildtas.org.au. street is closed to car traffic on the rowing skiff, and then launch and race
morning of the show. Then the boats it at the end of the day. This is serious
W hich reminds us: The Australian

Wooden Boat Festival is coming
up shortly, on February 8–11 in Hobart,
take over: Classic powerboats, perfor-
mance rowing craft, daysailers, a steam-
boat, and other interesting watercraft
business to these teams; because points
are awarded for craftsmanship and on-
water performance, and not just for
Tasmania. For full information, see www. line the sidewalks. On the waterfront, speed of construction, the boats are
australianwoodenboatfestival.com.au. a host of larger craft gather; this year’s ‘keepers,’ and not dumpster-bound
fleet included an Atkin Ninigret, a concoctions. Skip White and Dave Lowe
O n the third weekend of October,

WoodenBoat editor Matt Murphy
Chris-Craft Sea Skiff, a Chesapeake Bay
buyboat, a vintage 36' wooden Grand
won the challenge overall this year (sec-
ond in time, first in quality, and third
Great Lakes Boat Building School
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Yacht Joinery of all descriptions and much more...
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Les Cheneaux Islands, Michigan

906.484.1081
visitors welcomed www.glbbs.org
Toll Free Direct 1.866.577.5505 • New Bedford, MA • www.RWrope.com

WorldMags.net
in rowing), with a time of 3 hours, 3 The course is clockwise with stops on www.oldgaffersassociation, and an asso-
minutes, and 49 seconds. The record the south coast and in Wales, Ireland, ciated site, www.oga50.org, specifying
of 2 hours, 44 minutes, and 41 seconds and Scotland before returning to Essex details of the year’s events and listing
was set by Dan Sherman and John Lam- for the annual East Coast Race out of boats expected to participate in each of
monds in 2011. With sister events in Brightlingsea. the events (with computer tracking set
Southport North Carolina; Beaufort, Apparently, that won’t be quite enough up for the regatta).
North Carolina; and midcoast Maine, to satisfy the gaff sailors, though. Many
the Georgetown Challenge is part of a boats of the fleet will continue on to
growing national series of such events. Cowes on the Isle of Wight for an August
See www.woodenboatshow.com for more 15–18 “Gathering of Gaffers,” which
SUE LEWIS/OLD GAFFERS Association

information. promises to be the largest-ever event of
its type, with more than 200 boats
A tip of the hat and a raise of the pint,

if you please, for the Old Gaffers
Association, an English-born landmark
expected to attend. What the boats have
in common is traditional rig—not just
gaff rig but luggers and sprit-rigged
of passion for traditional rigs and his- boats, as well, ranging in size from Opti-
toric boats. When the OGA started in mist dinghies to the largest pilot boats
1963, it gathered together like-minded and in finish from workboats to finely
people who were devoted to the propo- finished yachts.
sition that interesting boats should not In addition, a commemorative book,
perish from this Earth, which at the Sailing Gaffers by Viv Head, is being
time seemed like a distinct possibility. published this year to tell the tale of the TRANSCUR will be among the boats
This year, with a round of celebratory association. A compilation of gaff-rig sailing in the 2013 Round Britain
activities that will include a regatta with owners’ stories and photos of their boats, Challenge sponsored by the Old
a 2,000-mile course circumnavigating the book covers the OGA in Britain and Gaffers Association. An Essex fishing
Great Britain, the OGA will mark 50 years beyond; the association has 11 regional smack built in 1889, she has been
as a guardian of maritime heritage. chapters all over the British Isles and restored by Peter and Clare Thomas
The Round Britain Challenge will affiliated chapters in The Netherlands, and sails extensively on the east coast
start April 20 with the fleet gathering France, Western Australia, and British of England and across the North Sea to
in Essex, in the port of Maldon, which Columbia. The Netherlands for family holidays.
is where the organization was founded. The OGA has an informative website,
Talk directly with the builder

of your next boat
on Cape Cod
produced by
February 8-10, 2013
Resort & Conference Center at Hyannis
35 Scudder Ave., Hyannis, MA
For details & www.boatcapecod.org Boatbuilders Show

updates visit — [email protected] on Cape Cod

WorldMags.net
S peaking of worthy English efforts
to preserve maritime heritage, the
Albert Strange Association, which is
to move her to a less-expensive location,
waive past-due fees, and arrange for
transfer of title,” provided the new com-
devoted to boats designed by its name- pany could pay storage fees going for-
sake, has taken an extraordinary step to ward. “A member in nearby Gold Beach
ALBERT STRANGE ASSC.

try to save one of its own. The ASA is has emerged as our spokesman with the
HUGH BROWTON/
forming, and funding, a limited liabil- port, has taken pictures of TALLY HO
ity company in England to take owner showing her condition in new detail,
ship of the 1910 gaff-topsail cutter and has undertaken construction of a
BETTY, which lies in Brookings, Ore- cover to protect her from the winter
gon. At 47' 5", she is one of Strange’s rain.
largest yachts. Renamed TALLY HO in To save TALLY HO, ex– BETTY, the “Now, the real work begins, to find
1913, she went on to win the 1927 Fast- Albert Strange Association formed someone interested in undertaking the
net Race, and after many years of racing a company to take charge of the restoration of TALLY HO. The 90th-
and decades of ocean cruising, she yacht and search for a new owner. anniversary Fastnet comes up in 2015,
ended up in Hawaii, where a fisherman A volunteer with the association which should raise interest in this boat,
from Brookings bought her. braced and covered the hull in so important in the early years of that
“She fished out of Brookings from Brookings, Oregon. race and in the history of small yacht
1978 into the 1990s,” ASA member ocean racing generally.”
Thad Danielson of Massachusetts Contact the ASA, Sun House, Hall Farm
writes, “repeatedly sailing to the South ings. He did extensive work on the Ln., Aldeburgh, Suffolk 1P15 5GY, U.K., or
Pacific, before being abandoned in hull, but he died in early 2010 with- email [email protected].
her Brookings berth when her owner out having got her back in the water.
moved to Hawaii. By 2006, the ASA
knew TALLY HO, known as ESCAPE in
the Pacific fishery, was in trouble. In
Yard fees to the Port of Brookings have
been accumulating, with no one step-
ping forward to continue Mr. Lopez’s
A 1914 canal boat that served first as a
coal and salt carrier on the canals
of northwest England, then was recon-
2008, the Port of Brookings sold her effort. Last fall, the port was preparing figured in the early 1950s as a liveaboard
at auction to local artist, fisherman, to foreclose on her again. boat for an orchestra musician and his
and shipwright Manuel Lopez, who “It seemed to be in the nick of time wife, is now entering a new phase of life.
undertook to restore her with the idea that we contacted the manager of the HAZEL is going through an extensive
of making her a showpiece for Brook- Port of Brookings, who generously agreed reconstruction in Stalybridge, Greater

WorldMags.net
Manchester, with a November launching HAZEL was donated to the Wooden
anticipated. Canal Boat Society, which recognized
“The craft of wooden boat building, the need for a total rebuild but nursed
canal history, and looking after people’s the boat along as best it could. “The
mental well-being are not obvious bed- WCBS has a policy of putting restored
fellows,” Chris Leah writes, “but the boats to work on projects that benefit
CHRIS LEAH
restoration brings all these elements the community, rather than just having
together in an innovative project to them as museum exhibits,” Leah said.
restore the old boat and put her to work “As some members had personal experi-
providing waterway holidays for people ence of depression, and canal boating is
A humble coal-carrying canal boat
under stress or recovering from stress- known to lift the spirits, HAZEL was ear-
from 1914 that later served as a
related illness.” Some 20 years ago, marked as a boat to help people recover
liveaboard will see new duty,
traversing canals, sometimes drawn
by horse, to calm people suffering
from stress. HAZEL is being restored
in Stalybridge, England.
from depression,” but the funding fell

short. By broadening the mission, a col-
laboration between Tameside’s Health
and Social Well Being Commissioners
Order On-line today at www.woodenboatstore.com

and the canal boat enthusiasts put the
project back on track.
“In July 2011, HAZEL was dragged
from the Huddersfield Narrow Canal,
and a combination of professional boat-
builders and volunteers set to work to
carefully dismantle, then faithfully recon-
struct the old boat, now the last of her
type.” HAZEL will start transiting the
canal and its 74 locks in spring 2013,
sometimes horse-drawn as she was orgin-
ally. In the off-season, she’ll provide “long
and short breaks at as low a price as pos-
sible for local people identified as being
in need of an opportunity to unwind.”
Couldn’t we all use a little of that?
See www.wcbs.org.uk for additional
information.
P ast crew members of REGINA

MARIS (see WB No. 149) are plan-
ning a reunion for those who served
during any stage of the globe-girdling
Thirteen for 2013: the 46’-9” cruising sloop NELLIE barkentine’s career. Built in 1908 by
is on the cover, and there’s a different shot of her inside. Ring-Andersen in Denmark (see WB
No. 150), she had a varied career as a
You’ll see the stunning SPIRIT OF BERMUDA, an 86’ cargo-carrier before being converted
schooner basking in the sunlight and a dark, threatening sky. by Norwegian circumnavigators in the
There’s a pair of 12-½’s (one Herreshoff, one Haven), plus a 1960s, followed by charter service in the
early ’70s. She is arguably most noted
beautiful peapod, a Baybird, and the year ends at the for her 1976–87 high-profile voyages for
Crosby yard with a Wianno Senior. Photos by Benjamin the Ocean Research Education Society
to call attention to the plight of whales.
Mendlowitz, captions by Maynard Bray. Opens to 12˝ x 24˝. She limped through the ’90s as a dete-
riorating shoreside attraction before
The being broken up in 2002 in Glen Cove,
WoodenBoat New York. The crew reunion will be
STORE
PO Box 78, Brooklin, ME 04616
September 6–8, 2013, at the Glouces-
ter (Massachusetts) Maritime Heritage
Center.
Calendar of Wooden Boats For more information, contact Regina
Item #800-213 $16.95 Maris c/o 3151 Troy Ave., Cincinnati, OH
(plus shipping) 45213; [email protected].
To Order: Call Toll-Free
1.800.273.SHIP (7447)
I t will not come as news to anyone as
these words are published in January

JF_2013_calendarisland.indd 1 11/14/12 9:57:49 AM
WorldMags.net
2013 that on October 29, 2012, the rep- in the 1970s he also took to traditional always ready to pick up another trade
lica ship BOUNTY foundered during boatbuilding, starting off with an Asa or new technique,” his friend Georg
Hurricane Sandy off Cape Hatteras. Thomson skiff. Even though his only Hinteregger writes. “Whatever the tech-
Two lives were lost. One was Claudene boatbuilding education was a weekend nical challenges, he welcomed them.”
Christian, coincidentally a descendant lofting course with John Gardner at Mys- Along the way, he taught himself bird’s-
of Fletcher Christian of the original tic Seaport, he went on to build many mouth sparmaking, vacuum-bagging,
BOUNTY ’s famous 1789 mutiny; the other boats. Among these were LILY, an bronze casting, sailmaking, and other
other was Capt. Robin Walbridge, L. Francis Herreshoff–designed Pru- skills. He never lost his passion for it;
whose body was not recovered. Four- dence 22' cruising sloop that became when he died, he left unfinished his last
teen other crew were saved. The ship, a regular sight on Lake Champlain, hull, a double-ender designed by Joel
120' on deck, was launched in 1961 at and IRIS, a Joel White–designed dou- White after Aage Nielsen’s NORTHERN
Smith & Rhuland in Lunenburg, Nova ble-ender. “He delighted in learning, CROWN design.
Scotia, for the film Mutiny on the BOUNTY
starring Marlon Brando.
The Internet—including our own
WoodenBoat Forum—was alive with news
as the tragedy unfolded. As is usual with
the Internet, there is much dross with the
alloy, but one video stood out above all
others. Posted on the U.S. Coast Guard
website (see it at www.woodenboat.com/
bonus-content), the video constituted
11 minutes and 24 seconds of the most
compelling rescue footage seen any-
where, anytime. It was recorded by a
fixed camera on a helicopter’s cable
hoist housing. Time and again the res-
cue swimmer helps a survivor into a
hoisting basket as 18' waves pass by, and
time and again he is hoisted partway
Do you know…
aloft to drag him back within swimming
range of the life raft. The pilot kept the
craft remarkably steady in 40 knots of
wind, with the co-pilot calling out the …if you’re as protected as you think you are?
seconds available until the next wave,
and watching for rogues. …if you are getting the most out of your insurance dollars?
Many words will be spoken and written Heritage Marine Insurance understands exactly what you need to protect your
in the months and years to come about boat. Compare your policy features to those provided in our exclusive Classic
the BOUNTY tragedy, but not one will Coverage ProgramSM and find out.
cast anything but the highest praise on Does your policy include:
the Coast Guard rescue, one of the most
impressive displays of professionalism I • Pollution/Fuel Spill limit of $800,000 in addition to Liability limit? ✔Yes
can recall ever having seen. • Salvage charges to protect against further loss in addition
to Hull coverage? ✔Yes
Across the bar • Coverage for resulting damage in many cases after mechanical
breakdown or latent defects? ✔Yes
• Boat Show & Demonstration Coverage that is automatically included? ✔Yes
■ James McGuiggan, 92, October 4,
2012, Bath, Maine. A machinist, Mr.
• Watercraft Liability limits to meet your needs, among the ✔Yes
highest amounts available?
McGuiggan served in the U.S. Army
during World War II, after which he
• No charge for marinas as additional insureds? ✔Yes
worked at Bath Iron Works until retir- • Marine specialists adjusting any claims you may have? ✔Yes
ing in 1988. For 30 years, he was a vol- • Only experienced marine agents, who are classic boat enthusiasts ✔Yes
just like you, managing your insurance needs?
unteer boatbuilding instructor for
eighth-graders at Maine Maritime • Special Discounts for ACBS and CYA Members? ✔Yes
Museum, and at WoodenBoat School he All of this plus many other valuable protections you should expect
taught courses in making black-powder from your classic boat specialist.
salute cannons. (A clamp he developed Don't guess. Contact Heritage Marine Insurance for answers!
was portrayed in WB No. 193.)
Your source for expertise, Program available
■ Jim Pearson, 64, September 18, 2012, service and tailored coverage exclusively through:
Marshfield, Vermont. A New Jersey for your classic boat:
native, Mr. Pearson brought the old-
world carpentry and masonry skills he HERITAGE MARINE INSURANCE
learned in his youth with him to Ver- P.O. Box 188, Mystic, CT 06355
mont in the 1960s, when he became part 1-800-959-3047 phone © 2011 Insurance policies issued by ACE
1-860-572-5919 fax Recreational Marine Insurance are underwritten
of the “hippie invasion” of the state. He www.heritagemarineinsurance.com by the insurance companies of ACE Group.
found ready work in those trades, but

WorldMags.net
The Ohio Pound-Net Boat
RUTHERFORD B. HAYES PRESIDENTIAL CENTER

A rugged tool for Lake Erie’s fishermen
by William John Kohler
“Early some Summer morning, after the ice has floated away lost to history but for scattered descriptions, like the
on the current and dashed itself in a thousand fragments over almost poetic lines above published without a byline
the Niagara precipice, if one chances to be in a hamlet upon in The New York Times in 1892. These descriptions,
the shores of Lake Erie, an early riser and fond of marine together with illustrations, photographs, and models,
scenery, a walk to the shore will be well worth the trouble. A compose a rich picture of a local boat type used in a
fleet of white-winged boats, too wide of beam to be yachts, and backbreaking trade.
lacking sail measurement for purely pleasure craft, will spread Pound-net fishing was not unique to Lake Erie, but
their canvas to the first puffs of the off-dash shore breeze and by 1850 the method had become widespread in the
glide away in company till they are grey specks upon a sharply- lake’s southwestern shoal waters, having been intro-
defined horizon. The shimmer of the blue and green as varying duced there by two Connecticut men. In the spring
depths of water define themselves, the curling and foaming of of 1855, Lorenzo Anthony, a successful fisherman
white caps, the jerky dip of the rather uncouth fishing boats and the first commodore of the Sandusky Yacht Club,
as they make their way over the tiny swells are sure to arouse became the first to adapt pound-netting for deeper
whatever latent sentiment may exist in the beholder for ‘a life water. Pound-net fishing then spread quickly over
on the ocean wave.’ ” the succeeding several years, to Lake Michigan, Lake
——◆—— Superior, and Lake Huron.
S
uch were the Ohio pound-net boats, on a good day,
F
as they made their way in numbers to the many or those who do not appreciate the wickedness
nets set up throughout southwest Lake Erie dur- of weather and waves on the Great Lakes, tying
ing the last half of the 1800s and into the early 1900s. immensely heavy nets to stakes driven into the
Sturdy, open, flat-bottomed working ketches, the lakebed may seem to be no exceptional feat. But those
pound-net boats were built expressly for their purpose. waters can most certainly kick up dangerous condi-
Although their use was locally prolific, not a single tions. Although Lake Erie would never see waves of
example is known to have survived. The type would be the height seen in the ocean or in much larger Lake
Above—Fishermen transported nets aboard their boats to set them up seasonally on Lake Erie. Here, a crew loads a net at
Kelleys Island, a center of pound-net fishing about 12 miles due north of Sandusky, Ohio. The ketch-rigged boats ranged from
24’ to 42' long.

Right—The
entrepreneur Lorenzo
WorldMags.net
Dow Anthony, a
native of Watertown,
New York, who
moved to Sandusky
with his family as
a child, is credited
with introducing
frozen fish to the
market. Also the
first commodore of

the Sandusky Yacht
Club, he’s seen here
at the wheel of his
yacht. Far right—In
1898, the Sandusky
Fish Company at
Kosters Dock had a
SANDUSKY LIBRARY
fleet of piledrivers
used in setting poles
on which pound nets
were hung.
Michigan, Erie’s relatively shallow depth and east–west Between 1869 and 1884, the Great Lakes produced an
fetch frequently cause sudden, extreme wave condi- average of 1,000 tons of frozen fish per year—or about
tions. Undoubtedly, pound-net fishermen faced peril 12,000,000 fish. Yet that sum composed only one-fifth
on turbulent waters, and damage to nets and stakes of the total Great Lakes catch; the rest of the fish were
must have been commonplace. marketed fresh.
Nonetheless, pound-net fishing, and fishing in gen- Although many types of sailing craft served the Great
eral, became big business. Sandusky, Ohio, became the Lakes fisheries during the last half of the 19th century,
world’s largest market for freshwater fish, and other in southwest Lake Erie the pound-net boat was predom-
towns that dotted the shores of southwest Lake Erie, inant. Simple in design and function, it was rugged, util-
such as Kelleys Island, Vermilion, and Huron, also itarian, and honest, without pretense or embellishment.
played a part. The growth of these fisheries was fueled Form most definitely followed function.
by a simple innovation: frozen fish. By his own account, In addition to photographs and illustrations, gen-
Lorenzo Anthony in 1854 was the first to freeze his eral dimensions and other attributes were recorded in
catch for market. Henry Hall’s 1880s report on the country’s shipbuild-
Throughout the Great Lakes, commercial fishing ing. His original handwritten notes are archived at the
was in full swing by 1870 and continued to intensify. Penobscot Marine Museum in Searsport, Maine. Hall’s
“Report on the Ship-Building Industry of the United
States,” published in 1884 by the U.S. Department of
the Interior, is an astoundingly detailed and rich depic-
tion of the era’s boats, among them the “Ohio sharpie,”
as he called it:
“Along the Ohio coast the sharpie...is the favorite of the
fisherman. This fashion came from Connecticut along
with the large percentage of the population of that state.
The mouths of the Huron, Black, and other rivers are
full of this class of boats, which are pulled up into the
bulrushes on the flats when not in use. They are large,

open boats, each carrying an anchor and often a chain.
The average size of a sharpie is 36 feet long, 10½ feet
wide, and 3 feet deep, being thus a fuller, heavier, and
more capacious boat than a Connecticut sharpie of the
same length. It takes two men 17 days to build one, and
its value, when finished, is about $225. While 36 feet is
the average and popular length, the boats vary in size,
Left—The Ohio sharpies had a simply handled two-mast rig,

and they could be rowed or towed when the wind failed.

WorldMags.net
A productive trade—

while it lasted
C ommercial fishing on the Great Lakes
began in a relatively small way around
the time of the War of 1812, on Lake Ontar-
io’s Chaumont Bay, in the Maumee River that
flows into Lake Erie, and on the Detroit River.
Significant growth occurred in the 1830s and
1840s due to a variety of factors, including the
movement of settlers into the region, evolv-
ing entrepreneurship, and the development
of railroad lines by which fish could be trans- The Jarecki Chemical Company of Sandusky in 1894 documented Lake
ported to distant markets. Growth continued Erie pound-net fishermen offloading their catch to be processed into
until the depression of the late 1850s, then fertilizer, and in that year the company sent its largest single shipment—
resumed in the 1860s, in part due to civilian a “solid train of 41 cars loaded with fertilizers” bound for Indiana.
demand resulting from the diversion of meat to
the Union Army. Growth then continued until
its zenith toward the end of the century. dealer A. Alfred Booth said of the Great Lakes fisher-
The pound net fishery of western Lake Erie—run- ies: “It did not take long for capital to see the rewards
ning from Cleveland to the mouth of the Detroit River— which might be gained by reaping the fields which
was the most extensive fishery of the Great Lakes due Nature had so abundantly supplied with a crop that
to the relative shallowness of its waters. Pound nets, cost nothing for the sowing or raising, and but little
sometimes as many as 30 of them, were linked together for the reaping.” But as overfishing diminished stocks,
to form extraordinarily long strings. As of 1885, nearly new technologies were nonetheless introduced to sus-
900 pound nets were set. Central to this fishery was tain the catch, further depleting populations. As over-
Sandusky, Ohio, which became the largest market for fishing continued unabated, pollution began taking its
freshwater fish in the world, followed by Erie, Buffalo, toll on the fish stocks, and efforts to establish meaning-
Cleveland, Toledo, Port Clinton, and Huron. The spring ful government policy were ineffective. The end of the
catch primarily consisted of pickerel, herring, saugers, fishing boom on the Great Lakes was eventually sig-
black bass, perch, rock bass, sturgeon, and catfish; the naled, in the 1920s, by the invasion of the sea lamprey,
fall catch was chiefly herring and whitefish. which further devastated fish populations during the
In 1885, the eminently successful Chicago fish 1930s and 1940s. —WJK
some being not over 24 feet in length and others as high tons of nets, fish, and equipment. A 36-footer with a
as 42 feet, and cost from $275 to $300 each. The bilge- beam of 10 1/2' would weigh 3,500 lbs, unloaded, and
log, top timbers, stern, and center-board of an Ohio carry up to 8 tons and still draw only 18". Nevertheless,
sharpie are made of oak; the planking and flooring are Hall noted, they were fast and manageable, no doubt a
white pine. About 800 feet of pine and 200 feet of oak are result of their sail-carrying ability. Ketch-rigged, they
cut up in building a boat. The stem rakes a few inches; appeared to set topsails above their gaffs; in fact, the
the sides flare from 10 to 12 inches. sails extended seamlessly above the spars, the head of
The greatest beam is forward of amidships. Right in each raised nearly to the masthead. What appeared to
the bow there is a stout breast hook, supporting a bit of be gaffs were in fact paired battens fitted on both sides
“ekeing,” or short deck, which in its turn supports the fore- of each sail. Whether this was an innovation of the fish-
mast and allows room for working the sail and anchor. A
ermen of southwest Lake Erie is an open question, but
few feet from the bow there is a stout thwart, with a part-
no doubt the work of setting maximum sail was reduced
ing board or bulkhead underneath to prevent the fish
from sliding about. The center-board is nearly amidships.
with this sail plan, which provided the power of topsails
A strong thwart just aft of the board supports the mizzen- without the complexity.
A
mast and a few feet farther aft occurs a low thwart with
parting-board. The stern is broad and overhanging and lthough speed was not essential to pound-net
there is a stern seat for the steersman, with a raised plat- fishing, stability most certainly was. Pound nets
form for his feet. As a rule, the boat has no washboard. were enormous, made of heavy cotton line and
There are two masts; no bowsprits. A 32-sharpie is fitted set up on stakes driven into the lakebed in a pattern
with 36- and 34-foot masts; a 36-foot boat with masts 48 that divided the net into three components: the lead,
and 46 feet long. The masts rake considerably, and carry the heart, and the pot. The lead was a very long net
the same style of sail as the Erie boats.” set in a line, forming a barrier sometimes a thousand
feet long. Upon meeting it, fish would turn toward
Hall praised the type’s carrying capacity. Depend- deeper water and swim along the lead until they found
ing on its size, a pound-net boat could haul 7 1/2 to 12 themselves corralled in the heart. From there, the fish

ADMINISTRATION/HISTORIC FISHERIES COLLECTION
WorldMags.net
NATIONAL OCEANIC AND ATMOSPHERIC
Above—A straight section of net, abbreviated at right in this contemporary drawing by Ludwig Kumlein, led fish into the
net’s “heart,” which in turn guided them to a square “pound” closed off at the sides and bottom. The boat then came
alongside the pound to haul the fish aboard. A net setup like this one could stretch a quarter-mile or more in length, and
often nets were linked in series. Below—As three crewmen haul a pound to force the fish into a constricted area, a fourth
uses a dip net to bring the catch aboard.
eventually made their way through a tunnel into the At first, they were largely settlers from the east coast or
pot—sometimes called the crib or the pound—which their descendants. Later, they came from the waves of
was a box-shaped net, with a bottom as well as sides. Fre- European immigrants.
quently, several pound nets were set in a series extend- Despite their difficult work and the utilitarian nature
ing tremendous lengths out into the lake. of their boats, the crews also held a yearly regatta at
Where the lakebed was mud, clay, or sand, pile drivers the conclusion of each season. The Pound Boat Regatta
on so-called “stake boats” were used to drive the stakes began in 1867 and for many years attracted boats with
onto which the nets would be hung. Where the lakebed wonderful names— OLD SAM, BLACK CLOUD, CARRIE
was soft and stakes were small, a man suspended from a BELL , LINKENBACH, MYSTIC among them. They raced
sling worked a stake into the lakebed by hand. Through- more than 20 miles for cash prizes that started off at
out many square miles, southwest Lake Erie became a $115 the first year. And the day concluded with a fisher-
forest of stakes. man’s ball. These were times of pleasure and sport for
No less strenuous than driving stakes was the task of the fishermen; nevertheless, the Ohio pound-net boat
emptying the pots of their catch, which occupied a crew is best remembered for serving its hardworking crews
of three or four men each weekday, and sometimes well before they and their boats faded into history.
twice a day. Their catch consisted of lake herring, yel-
low perch, pike, whitefish, and bass. The sturgeon, too, William John Kohler, a traditional boat enthusiast, is an attorney
taken on Lake Erie made Sandusky one of the world’s practicing in Detroit, Michigan. He is also the author of A
largest sources of caviar. To empty the pot, the crew Guide to the International and Inland Navigation Rules,
would haul the net by hand, crowding the fish into a www.safewatersmaritimetraining.com. He owned a boat built to
Commodore Ralph Munroe’s sharpie Egret design, until recently
portion of the net called the “bunt,” which was typically donating it to the Great Lakes Boat Building School.
made of the stoutest twine in order to withstand the
weight it carried. Then, the crew used dip nets to lift
fish into the boat, or into a second boat. The Great Lakes Boat Building School is interested in building a
The men who worked as pound-net fishermen, and pound-net boat replica for use and display on western Lake Erie.
the businesses for which they worked, made up an Interested supporters can contact the author at williamkohler@com-
expansive, tight-knit community along the lakeshore. cast.net.

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ABOVE: From The Sea Bright Skiff, by Peter J. Guthorn/

courtesy of Harold A. Seaman
Revisiting the
Classics
The Sea Bright skiffs
Reuel Parker
by Reuel B. Parker
S
ometime in the second quarter of the 19th Top—The Sea Bright skiff, a remarkably seaworthy boat that
century, a unique form of small boat appeared on could be launched and retrieved through surf, evolved in
the beaches of the New Jersey shore. While small the early 1800s in New Jersey. Here, we see the skiff LIZZIE
in size—around 15'—the type was remarkably seaworthy circa 1872. Above—A modern Sea Bright life-saving surfboat.
and could be launched and retrieved through breaking The bottom portion is sealed and foam-filled for positive
surf. The original boats probably came from north Mon flotation, with numerous freeing ports cut right through
mouth County, but the type spread rapidly all along the the sides and transom to allow unimpeded water flow. A
New Jersey coastline. The northern boats were event rescue victim can be pulled from the water through the open
ually called “Sea Bright skiffs,” although they originated transom. The boat is a direct descendant of the early Sea
at a time when the local shore-fishing communities still Bright skiff, and retains the earlier type’s lapstrake hull and
went by the names Nauvoo and Galilee. traditional box keel.
The coasts of New Jersey and southern Long Island
nearly meet at a right angle to each other, separated
only by the entrance to New York Harbor. Both shores
consist of hundreds of miles of wide sand beaches a northeaster, were unable to claw their way off. Such
and dunes, with low vegetation and almost no distin inlets as did exist were not navigable in storm condi
guishing features. The New Jersey coast has very few tions, and were also too shallow to admit large ships.
widely separated inlets, and much of the shore con To make matters worse, there was an infamous outer
sists of barrier islands backed by extensive wetlands, bar of hard sand, 300–800 yards offshore, over which
bays, and sounds. In winter, violent gales blow onto huge waves would break, rapidly smashing grounded
this shore, obscuring its low-lying features. Ships ships to splinters. The gap between bar and beach
seeking entry to New York Harbor in poor visibility was impassable to every known type of lifeboat or
often made landfall off the New Jersey beach and, in small craft. It is said that this coastline has had more

WorldMags.net
shipwrecks than any in the world—certainly any in up the beach by two men. The laps of the side plank
North America. In 1848 Congressman William A. ing were fastened to the frames with copper rivets, with
Newell reported that in the previous decade, 158 ves screws in the plank-ends at the stem and transom. The
sels had been wrecked on the Jersey shore between raked transoms were of shiplap construction. The hulls
Sandy Hook and Little Egg Harbor. were open, with neither decks nor washboards. They
The necessity of extremely seaworthy small boats had thwarts for two oarsmen, and sternsheets from
that could be launched from the beach to rescue the which a coxswain could steer using a sweep set in a
crews and passengers and salvage shipwrecks was evi deep notch in the transom (there were originally no
dent even from colonial times. Later, the rapidly grow rudders). Skiffs meant to sail had a small centerboard
ing population of the greater New York area needed and a spritsail with jib.
food, and the New Jersey coast was rich in bluefish, There were several qualities that made the Sea
mackerel, striped bass, codfish, weakfish, lobster, small Bright skiffs unique, but the most notable was the “hol
tuna, and more. The Sea Bright skiff evolved to service low box keel,” which can be thought of as “planked-up
fishermen as well as life-saving stations and wrecking deadwood.” It was formed either by twisting the aft
and salvaging crews. ends of the garboard strakes until they were vertical
The original boats were about 15' in length with a and fastening them to a sternpost that extended below
beam of about 5', giving a beam-to-length ratio of 1:3. the transom, or by the more common method of add
The hulls were lapstrake, planked with local white ing tapered strakes below the garboards, as in my Sea
cedar over sawn or steam-bent white oak frames. There Bright 14. The box keel advantages are several: Without
was a bottom plank about one-third of the boat’s beam the usual plank-on-edge skeg, the stern does not dig
in width, or about 20" wide, and about three times into the sand, making hauling and turning the boat
thicker than the side planking—if sides were ½" or 5 ⁄8" much easier. The box keel creates a natural sump in
thick, the bottom thickness might be 1 5 ⁄8". The plank the lowest part of the interior where bilgewater can be
was tapered in width to a point at each end, and gen easily and rapidly bailed by the coxswain sitting in the
tly rockered or curved so that the boat could be eas sternsheets. The extra buoyancy created in such a stern
ily turned end-for-end while resting on the beach or allows heavy loads to be carried there. The skiffs were
maneuvered under oars when afloat. The wide, flat said to steer more easily and more steadily than boats
bottom plank also allowed the skiffs to be easily pulled with an outside skeg.
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Reuel Parker
WorldMags.net
Lines of the author’s 14’ Sea Bright skiff as adapted for plywood-and-epoxy
construction. The sail plan shows the traditional sprit rig with jib.
A
fter the early Sea Bright skiffs proved their worth, and each community had between 50 and 75 boats.
they were rapidly adapted for different purposes. Catches were sent to Fulton Street in New York by sloop
On the north Jersey shore, the fishing boats or steamer. In around 1855, the skiffs were adapted to
became numerous and slightly larger at around 17'. the pound-net fisheries all along this part of the coast,
After 1845, at Nauvoo, Galilee, and Long Branch, fisher and by 1900 had grown to about 20' to 24'; they still ran
men’s shacks appeared with icehouses and fishing gear, the surf. When marine engines were introduced around
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1907, the boats increased again—this time to 30'—and according to a study done in 1858. The Life Saving Ser
became inlet-based. The hollow box keels allowed the vice was established in about 1848, and the New Jersey
early “splash-lubricated” motors and their propeller coast was subsequently divided into 10 districts, each
shafts to be horizontal instead of sloped toward the having a surfboat and life-saving station. The 1876
stern. Eventually, rudders were employed, hung from Report on the Operations of the United States Life Saving Ser-
struts behind the propellers. Then the sterns were vice confirmed that the Sea Bright surfboat model was
lengthened to overhang the props. After World War I, an “unparalleled success by means of which thousands
the pound skiffs gradually grew as large as 54', retain of lives were saved.”
ing the same general proportions as the original surf The introduction of the marine motor compromised
boats. They even retained the thwarts, now huge and 6' the lovely Sea Bright hull shape, as it did most tradi
above the boat’s bottom! tional craft. But it is interesting that the basic lapstrake
Other fisheries suited to the power-driven Sea form, including the box keel, prevailed for more than
Brights included lobstering, gillnetting, and seine net a half a century. Freeboard increased, sheers flattened,
ting. I was fascinated to learn that in the early 20th sterns elongated, transoms raked less, and bottoms
century some of the New Jersey fishermen began to became flatter as the boats grew in size and diversified
migrate seasonally to Fort Pierce, Florida—where I in function. The larger boats necessarily shifted from
work in the winter—and had their gillnet boats shipped the beaches to inlets, which were improved with boat
south by Mallory steamer and even by railroad. When basins, harbors, and facilities of all kinds.
I first came to Fort Pierce in 1980, gillnetting was still Perhaps the most radical change came after 1920,
popular there; it is now virtually defunct. during Prohibition. “Rum row” was quickly estab
Evolving concurrently with the fishing skiffs were lished off New York Harbor beyond the three-mile
the lifesaving/rescue and salvage/wrecking boats. The limit. Ships full of booze waited for large motorized
surfboats of these trades are among the most seawor Sea Bright skiffs to pick up their cargoes, and an
thy of all small craft. The early versions had a crew of intense competition began between these rumrun
four oarsmen plus a coxswain. The surfboats grew to ners and Coast Guard chasers. Maritime historian
the mid-20' range, and were carried on four-wheel, Peter Guthorn states: “Both rumrunner and Coast
horse-drawn trailers. They weighed less than 1,000 Guard were competing for the construction of faster
lbs, and had “great buoyancy, lightness and strength,” boats, often in the same shop.” Both sides could see
Marine ply
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WorldMags.net
From The Sea Bright Skiff, by Peter J. Guthorn/

what the other side was doing, and the rumrun
ners would make last-minute modifications to
gain the edge over the Coast Guard. War-surplus
Liberty airplane engines were marinized, souped
up, and bolted to massive oak stringers running
courtesy of Joseph A. Banfield

nearly the length of the boats. Some developed
450 hp and were used in both rumrunners and
chasers, achieving speeds of over 40 mph by 1925.
By the 1930s, a 50' hull might have as many as
four eight-cylinder, 565-hp engines! After Prohi
bition ended, Sea Bright rumrunners evolved
into the pleasure boats of the 1940s and ’50s.
As recreational powerboats, the Sea Bright
skiffs had qualities of seaworthiness, sea A circa-1928 Banfield 34—the Sea Bright skiff that made the type
kindliness, durability of lapstrake construction, known beyond New Jersey. The author calls this “one of the most
and light weight. They maintained the one-third beautiful powerboats I have ever seen.”
beam-to-length ratio, and ranged in length
from 20' to 36' in their early permutations. In
1928, a 32' Banfield skiff voyaged from New York to Proal, Seaman, Wulf, Campbell, Pearce, Johnson, and
Bermuda. The 20' Sea Bird—designed and built by Hawkins. In the late 1990s a broker in Northport,
Holger Kofoed, and described by Guthorn as “the Maine, offered to give me a Zobel sea skiff if I would
development of a 20' skiff with raised forward deck…a restore it properly. I deeply regret that I had to turn it
happy combination of good construction, serviceabil down due to lack of funds.
ity, and performance”—could, in 1938, reach 38 mph Around World War II, the skiffs increased to 42',
with a 150-hp motor. The Sea Brights were superior to with twin screws, more comfortable interior accom
contemporary powerboats in seaworthiness, and their modations, and flying bridges. After the war greater
builders seemed to maintain a higher degree of crafts demand brought in new builders including Bay Head
manship. These builders included Luhrs, Zobel, King, Skiffs, Clayton, Delaney, Eastern, Galbraith, Sica and
“Victory Tug“ • James Backus • Westlawn Alumnus

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WorldMags.net
A Sea Bright 14 being covered with epoxy-saturated
4-oz, Xynole-polyester cloth; note the box keel,
or planked-up deadwood.
Silverton, Ulrichson, and Zuback. Throughout the

1950s, ’60s, and ’70s, freeboard became higher, super
structure rose, construction techniques evolved, and
suddenly we had fiberglass boats that no longer had
box keels and had lost seaworthiness and beauty. The
Reuel Parker
safe, pragmatic Sea Bright skiff had succumbed to
“progress.” In Peter Guthorn’s words (1971): “Today
there are few men with the experience, training, skill
and self-discipline needed to construct a sea skiff to the
old standards.” the hollow box keel and had one of those “why didn’t I
think of that” moments. I then tried to find out every
H
aving briefly lived on the New Jersey coast in thing I could about the type—which I learned was a
my youth, and having sailed along it dozens Sea Bright skiff—and years later discovered Guthorn’s
of times on my migratory voyages between excellent book, The Sea Bright Skiff and Other Shore Boats.
Florida/Bahamas and New England, I have devel I designed my first Sea Bright skiff in 1995 and
oped an appreciation for the numerous unique small initially called it a “Microcruiser 18.” I had recently
craft that developed there during the 19th century. In read Web Chiles’s book The Ocean Waits, in which he
1995, when sailing south in my schooner LEOPARD, I attempts a circumnavigation in an 18' open boat. I felt
entered Barnegat Bay to escape a strong northeaster. his boat had numerous shortcomings that I could cor
We anchored off a village called Surf City, and during rect with a design of my own, and so was attempting
a stroll ashore I came across a derelict lapstrake skiff to design a small cruiser that could voyage at sea in all
about 16' long. Upon examination, I was fascinated by conditions.
Build Your Own

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with John Welsford and Howard Rice
March 4–15 & August 5–16, 2013 at the
Northwest Maritime Center
in Port Townsend, WA
Photo Courtesy: Small Craft Advisor Magazine
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March/April 2012 issue of WoodenBoat. Howard Rice is the
famed small boat adventurer and Cape Horn solo sailor.
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WorldMags.net The author’s Sea Bright 14, JERSEY GIRL , nearing completion.
on-frame lapstrake construction, the skill required is

sadly beyond the vast majority of home builders, and the
quality of wood necessary would be extremely expensive
today. (Builders of the original Sea Bright skiffs dried
their wood for two years!) Hence I simplified the hulls to
be built of marine plywood and epoxy, using either bat
ten-seam, stitch-and-glue, or plywood lapstrake con
Reuel Parker
struction. I use fiberglass tape to reinforce the seams

and attach bulkheads, and Xynole-polyester cloth satu
rated with epoxy for exterior surfaces.
I gave my 18-footer a partial deck, anchor well, Reuel Parker (profiled in WB No. 224) is a writer, designer, and
platform berth, and watertight box thwarts and stern builder of boats. He divides his time between Florida, Maine, and the
sheets. A closed-cell foam mattress over the platform Bahamas. This is the last in his current series, “Revisiting the Clas-
sics,” which began in WB No. 225.
created a double bed, with a hinged “pop-top” canvas
shelter including weather curtains, wind scoop, and
screens. I subsequently designed variations that were Further Reading
13' 6", 14', 15', 23', 40', and 50'. The 50' version was my The Sea Bright Skiff and Other Shore Boats, by Peter J. Guthorn,
liveaboard cruising home T’IEN HOU, which I launched Schiffer Publishing Ltd., 1971, second edition, 2004.
in 2001. It was not uncommon for Sea Brights to be big;
many of those developed for the pound-net fisheries,
rumrunning trade, and pleasure-boat industry also Plans for Parker’s Sea Bright series of designs, and others,
reached 50'. are available from Parker Marine Enterprises, P.O. Box 651429,
While I am very much in favor of traditional plank- Vero Beach, FL 32965; www.parker-marine.com.
255 North Lincoln Avenue

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WorldMags.net
A Stand-up
Harrison Precourt
Paddleboard in Plywood
How to build Kaholo, Part 2
Text and construction photographs by Geoff Kerr
In the first installment of this two-part series, which included a comprehensive set of
drawings, Geoff Kerr showed us how to lay out and assemble the board’s framework
and planking. Here, he’ll install the deck, sheathe the board in fiberglass, and
decorate and paint it. He’ll also give us a short paddling lesson. —Eds.
Above—With a sharp bow and an underwater shape derived from kayaks, the Kaholo 12-6 is a fast stand-up paddleboard
that’s stable enough for beginners.

WorldMags.net
14
14 If you’ve completed the steps in Part 1, then the

board is ready for the deck. But before it is glued
in place, the deck must have its underside sheathed in
or handsaw followed by a block plane. If you use a saw,
I suggest you mark the cut on the deck top rather than
rely only on the board’s side as a guide. It is important
4-oz fiberglass cloth. Choose the less-beautiful face of that the deck edge be true and fair before you proceed
the deck panel as the underside, and lay out a continu- to the next step of rounding-over its corner.
ous length of cloth on it. Roughly trim it to about a 1" The sheer, the chines, the centerline, and the tran-
overhang; this will make the cloth easier to work, and it som must be rounded-over to allow the exterior fiber-
will preserve the excess for future use. glass sheathing to conform to these corners, because
Bond the ’glass to the plywood with well-mixed, fiberglass doesn’t like to bend around a sharp angle.
unthickened epoxy. Some builders spread epoxy with With 4-oz cloth, the radius need not be huge, but it
a plastic squeegee, others with disposable brushes. I must be smooth, fair, and consistent. This work can be
prefer disposable yellow foam rollers as the best way to done with a plane, but I’ve found in classes that a power
control the application. (Gray foam rollers and brushes sander (5" random-orbit loaded with 80-grit paper) and
disintegrate in epoxy.) Use just enough epoxy to satu- a deliberate system is the safest and most predictable
rate the fabric—that is, to turn the ’glass transparent. method. First make a few passes bisecting the angle
You should still see the texture of the weave; any more formed by the joint (imagine a 45-degree cut on a sec-
than this will pool and puddle, making the deck heavier tion of the chine). Passes should be made using long
than necessary. After an overnight cure, the epoxy will strokes back and forth while moving your feet along the
be at the “green” stage, and you’ll be able to easily trim length of the hull. Work the opposite side of the hull to
the ’glass to the edges of the wood with a sharp utility the same degree before progressing. With the first cut
knife. complete, you should see three facets and two new “cor-
Now we can glue the deck to the boat. Spread all ners.” The next series of passes should be aimed at cut-
the mating surfaces on the hull (sheer clamps, transom ting away these two new ridges, and after these passes
top, breasthook, frame and stringer tops) with thick- the round-over will be, essentially, complete. Feel along
ened epoxy (peanut butter consistency), and have an your work with your fingers to sense any unfair bumps
assistant help you set the deck in place with an even or missed areas. Then use 80-grit paper, as I’m doing
overhang of approximately 3/4" all around. A few wraps in the photo, until you just can’t stand it anymore; that’s
with packing tape will keep the deck panel from sliding when you know you are done.
out of place; don’t apply too much tension to the tape,
for this could deflect the deck. The key to clamping it
well is to use gravity clamps like the ones we used in 15
Part 1 to clamp the hull-panel scarfs. Use scrap boards
to spread the load of the clamps on each frame. My
arsenal of weights includes concrete blocks, lead ingots,
cans of paint, and the ever-handy 5-gallon bucket full
of clamps. Once you are happy and have a good tight
joint, clean away the still-soft squeeze-out with a putty
knife.
15 After the epoxy has cured overnight, it’s time

to trim the deck overhangs clean and flush with
the sides. This step is most easily accomplished with a
router and flush-trimming bit, but it can also be carried
out with a jigsaw (carefully, so as not to nick the sides!)

WorldMags.net
16 enough of a small bead to fill any seams that have a
gap. Smooth the beads with a finger or putty knife, and
knife-up any squeezed-out excess. Be deliberate here,
and don’t rush. Any gaps you miss will become air-filled
voids under the ’glass.
When the putty work is done you can re-deploy the
fiberglass, smoothing it out from the center toward the
ends and edges with your hands; these few moments
spent smoothing it while dry will save a lot of wet sticky
fussing later on. We’ll spread it with unthickened epoxy,
mixing well and using small batches as always. I again
suggest a yellow foam roller, working it from amidships
out. Every stroke should be aimed at “moving” any slack
in the cloth toward an edge where it can “escape.” Roll
16
gently, in one direction, not back and forth. If you apply
A layer of fiberglass on the hull is our next too much pressure, you will slide the cloth around and
adventure. Set the boat upside down and give it create bubbles and buckles—and a real mess. Use a dis-
a good vacuum cleanup, paying particular attention to posable brush if it’s helpful, especially along the sides.
any gaps in the newly rounded-over hull seams. These Remember: Apply just enough epoxy to saturate the
aren’t a worry, as we’re about to fill them. But first, lay cloth; any excess will sag and drip, and you’ll have an
out a length of the 4-oz cloth so it reaches from end to unnecessary sanding ordeal. We’ll eventually recoat
end and drapes over evenly on both sides. Rough-cut it the ’glass several times to fill the weave for a smooth
to length and preserve the balance for the deck. Orga- surface. Relax; these subsequent coats take about three
nize the workspace, table, hull supports, and whatever minutes each to apply.
is in the way of the cloth draping cleanly, then fold the The ends of the hull are a little tricky. When you are
cloth and lay it aside temporarily. Next, mix up a small about 18" from the bow, set the roller aside and with
batch of epoxy, thicken it to ketchup consistency, load gloved hands caress the remaining dry ’glass diagonally
it into a pastry bag with a 1 ⁄8" cut end, and shoot just back and down so that it conforms to the contours of
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the hull. Imagine stroking a dog from its head back,
with the lower portion of the bow being the head. With 17
some patience and good karma you should be able to
wiggle things a bit and get it to all lie nicely. In the off
chance that there is too much fabric, as a last resort you
can cut a dart with your scissors, overlap the flaps, and
sand it smooth later. The hem of the cloth at the sheer
and at the transom are left wild, to be trimmed tomor-
row with a knife. Don’t worry about trying to wrap any
of the cloth around the deck round-over. Wet out the
cloth as gravity drapes it on the flats of the side; we’ll
trim it where it lies happily. The deck ’glass will overlap
the round-over and take care of the sheer seam.
17 Now is a convenient time to mount the skegs to

the bottom. Their locations are well defined in
the plans and manual, with both a distance from the
to the centerline is highly recommended. While I doubt
any of us would ever sense the loss of performance if
they were skewed, it will sure look awful on the roof
stern (11" for this board) and an offset from the center- rack if they are not true. Chesapeake Light Craft devel-
line (7 ½") specified. I penciled in the centerline and oped an easily duplicated jig to aid the skeg placement,
the aft index marks right on the boat to remove any and I’ve pictured it here. It is simply a chunk of 2×6 cut
doubts. The kit skegs are pretty slick, cut and shaped square at the prescribed spacing, elevated with a match-
from laid-up cedar strips, then ’glassed with a solid- ing pair of scrap sticks to keep it out of the glue, and set
epoxy leading edge for durability. Home builders can in place on your layout marks. Note the matching cen-
cut them to shape either from plywood or from a terlines. If it looks good, it is good. Rather than spend-
strip layup similar to that of the kits. Spend some time ing a lot of time trying to glue and fillet and ’glass and
fairing them, and sheathe both faces in fiberglass. clamp them true with the jig in the way, I tack-welded
Mounting them vertical and parallel to each other and the skegs with rapid-cure (five-minute) epoxy, holding
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them in place for one song on the radio. When the
epoxy cured, I removed the jig and gave each fin a 18
lovely, hydrodynamically slippery fillet with peanut-but-
ter-thick epoxy. The fin-to-board joint is reinforced
with 2" × 12" strips of scrap fiberglass cloth. Saturate the
’glass per usual and let it cure. This is an excellent time
to roll a second coat of unthickened epoxy on the hull,
so all can cure simultaneously.
18 Now here’s where we earn the big money:

laying the deck cloth. If you are one of those so
enamored of wood grain and varnish that you plan a
clean and simple finish, please help yourself to a cup
of coffee and join us again at the bottom of the next
paragraph. Likewise, if you just want to paint the whole
thing red and go paddling, then more power to you for
being decisive. However, the cool kids have a really fun
opportunity here to lay a dazzling top sheet of decora-
tive fabric on our decks, under the fiberglass. I’ve cho-
sen a piece of Hawaiian shirt fabric from a Web vendor.
Five yards of this stuff cost about $30, and for $15 more including Spiderman bedsheets. I suggest gluing a
it was delivered to my Vermont shop in three days. I also sample to a scrap piece of ply just to check. Some colors
chose to lay a full sheet, but many choose smaller pan- bleed, some turn transparent, and while I’ve had great
els, strips, borders, or cut-out figures as accents. This luck that I happily claim as wizardry, you’ll want to be
fabric is a lightweight poly/cotton blend, and I imag- sure of your results.
ine as long as you stay lightweight and in the cotton- Decide on your scheme, lay out the fabric, and cut
to-polyester world you could use just about anything, it to size and shape. It doesn’t have to be perfect, just
GET A GRIP. Anne T. Converse

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good, but that said I scribed mine to within a consistent the transom as just more deck; that is, I let the deck
½" of the deck edge with a compass, and then cut to cloth wrap right around it and onto the bottom, and
that line with a fine knife. Later on in the project we then trim it. That aft bottom corner on both sides will
can visually “trim” that edge to perfection with paint or need a dart (sort of a triangle) cut out so the ’glass can
automotive trim tape. Smooth the fabric out if neces- conform to it; the resulting tabs should overlap slightly.
sary (I ironed mine), fold the aft half over the fore, then The tip of the bow is anybody’s guess. A clever trim
roll a coat of unthickened epoxy onto the after deck. and two flaps wrapped around the stem is the best I
Lay the aft half of cloth back in place, fold the forward can offer; anything that won’t lie down can be cut off
portion back, and wet out the forward half of the deck. tomorrow.
19
Replace the cloth and smooth it by hand as needed.
Now you can roll and squeegee a coat of epoxy onto Here are my crusty opinions about the finish
the fabric (still just the decorative fabric, no fiberglass scheme: My mother told me never to varnish a
yet). This takes some time; thank heavens for slow-cure stitch-and-glue boat. Rotary-cut plywood grain is crazy
epoxy! Pay particular attention to air bubbles under and unnatural, the joints are severe however nicely
the tightly woven cloth; squeegee them aside, and avoid done, and exposed plywood edge-grain is just homely.
such a heavy hand with the epoxy that the fabric floats, The shapes of these boards are graceful and dramatic,
for this will end up as ripples in your finished deck. and under varnish all that exposed techno-detail just
When the top sheet is wet and smooth, we, and the distracts from their beauty. Why not paint the hull and
traditionalists who have returned from their coffee, can revel in the glory of its shape, and varnish the deck to
lay on a length of 4-oz fiberglass cloth. Smooth it by shout to the world that you built a wooden boat? If we
hand to drape over the deck edge and overhang both deftly lay out and mask the break between paint and
the bow and stern. Wet it out with a roller, gently, from varnish, we can hide all (well, 96 percent) of the ugly
amidships out in all directions. Once the top of the structural truth. That is what I have done in the photo.
deck is saturated, trim the overhang along the sheer to I have first applied a couple more coats of epoxy and
a consistent 1 ½" (or so), then saturate this wraparound sanded smooth and clean to 180-grit. I then applied
overlap. A brush will be handy here. Again, use just five coats of spar varnish to the deck, letting each dry,
enough epoxy to saturate the cloth; runs and drips and and lightly sanded between coats. For all its magic,
pools will break your spirit come sanding time. I treat epoxy is unfortunately not stable in ultraviolet light, so
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WorldMags.net
19 19a
20 Now for an important incidental step—one

that will make a glorious difference in your
finished project. When you have sanded until you can’t
stand it anymore with 80-grit and then 180-grit paper,
by machine and then by hand, you should apply a coat of
primer to the painted areas. Tint the primer with your
finish paint, and apply an even coat of it, with no runs
or drips. Let it dry overnight, and then sand it smooth
with 180-grit paper by hand, using fore-and-aft strokes.
This will produce an unbelievably smooth surface, and
is a real secret to professional paint finishes. Don’t be
afraid to sand until the primer is translucent. Besides
smoothing your hull, the primer will expose the ugly
truth about your fiberglass work and sanding skills; but
take heart, for now that we can see the blemishes we
it must be protected with paint or varnish. A minimum can do a round of remedial bodywork. I use our same
of three coats of varnish is required for protection, and old epoxy, thickened this time with microballoons to a
five before it begins to look good. More than seven, non-sagging consistency. A diligent session with a clean
and you need an intervention. putty knife gives you the opportunity to fill any divots
Luckily for me (or was it the careful laboratory test- or boo-boos you might have created with the sander,
ing?), the background on my top sheet fabric turned any unfilled weave, and especially any bumps where
translucent when coated with epoxy, so the wood grain the edge of the deck ’glass lapped over the sides of the
shows through it. My layout scheme is to have the paint hull. That is what I’m attending to in the photo. When
wrap around onto the deck about 1". This covers the cured, this waterproof putty sands very easily, so don’t
edge-grain of the deck and any blemishes in the glue be afraid of it. But do work as cleanly and smoothly as
joint, and cleans up the edge of the decorative fabric you can. Don’t create bumps from the potholes. Any
where my cut wandered. It also slims the board visually. excess will take time to sand.
I scribed this line into the varnish with a homemade
scribing tool (photo 19A), then masked it with a long-
life tape; the tape will be on for a while, and it must peel
20
cleanly (the best tapes for this are 3M No. 2090, 2080,
or Fine Line; accept no substitutes). I masked a radius
at the bow and the transom corners by laying several
overlapping strips of tape on a clean surface, drawing
and cutting the appropriate circle with a utility knife, and
transferring those circles to the boat. Once I was happy
with my masked line (feel free to try again; your second
effort will be better), I doubled up the tape to better
protect my lovely scarlet macaws (no, they’re not native
to Hawaii, thank you).
Remember, I readily admit to my paint-scheme prej-
udices. One of the joys of building your own boat is that
you can finish it however you want, and enjoy it with
impunity.

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21 22 You will absolutely need nonskid foot pads on
your deck, both for comfort and for traction.
There may be alternatives, but the best material going
seems to be the self-adhesive, ¼"-thick, pebbly finish,
dense foam from SEADEK (www.seadek.com). CLC sup-
plies these with their kits. As specified they are around
39" long, and I have found that length perfectly ade-
quate. CLC offers the option of a longer pair that would
allow more tail-of-the-board maneuvering. Both sizes
are supplied in light gray, beautifully CNC -cut to fit the
shape of your decks. I pushed the party line a bit for my
two Kaholos and ordered my own color choices from
SEADEK, in rectangular blanks, cutting my own pads using
scissors and a knife. Wherever you get your pads, it is
imperative that you carefully lay out and mark their
locations. Get it right before peeling the backing,
because there are no do-overs with this adhesive. In the
21
photo, I’ve stretched a centerline string and laid adhe-
On to the painting. This style of construction sive tape to indicate the spacing at the center, and mea-
provides a really stable surface for finishing, and sured from the bow the 62" or so indicated in the plans
your boards will be used and maybe abused, so I recom- to the fronts of the pads. A strip of tape there as well
mend using a one-part, polyurethane-reinforced paint. gives me alignment points for laying down the material.
This paint technology is the hardest, glossiest finish you Once committed, press firmly with your hands and
can easily apply at home; just about the last thing short milk any air bubbles to the edge. The material handles
of the spray booth and respirator. I apply it with the very nicely; you just have to be sure of where you want to
same yellow foam rollers we’ve been using for the epoxy put it.
to achieve the thinnest, most uniform coats possible,
then tip the paint with a foam brush, smoothing out
the roller marks and bubbles. You need to work briskly 23
(don’t panic) with this paint and tip each section as you
apply it. For better or worse, painting is also a multi-
coat task; expect to need two or three coats for dark
colors, and perhaps five for light ones. These paints are
wicked glossy, so you must let them dry overnight and
sand lightly between coats so the next coat will bond.
22
23 Just a bit more fitting out, and we can go for a

paddle! We need to mount a carrying handle.
Evolution has determined that a single, mid-deck handle
is the most convenient system; with it, you can carry the
board down the beach under one arm as you merrily
hum the theme from Hawaii Five-O. My older board has
a grip on each rail, and they are pretty useless; one is too
high, one too low. You’ll remember that we put a solid-
wood reinforcement under the deck to receive the screws
for this handle, and have 1" in width centered between
frames 5 and 6 to shoot for. Mercifully the plans and
manual both offer a specific measurement from the bow
for the center of the handle (78 7 ⁄8" in the case of this
model). The handle supplied is quite deluxe. To prepare
it for mounting, it is very helpful to melt a hole through
the webbing for the screws using a hot awl or nail. I then
lay the handle in place, “bunched up” to create as much
room for my hand as I can, and mark for the screws in the
deck. Drill appropriate pilot holes (Photo 23), seal them
with epoxy or a dab of silicone caulking, and drive in the

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24 25
screws, trimmed with finish washers for appearance and unlikely as it seems, these little fittings have secured
to spread the load. I again went a bit off script and dou- shoes, PFDs, and even a cooler on my 14-footer for two
bled the screws at each end. years now. Some folks also mount a 6" inspection port
24
up forward, for ventilation during storage and, with a
The vent fitting allows the board’s internal air handy accessory bag, for dry storage of goodies like
pressure to equalize with the ambient air as tem- keys and wallets. I’m sure it is convenient, but I’ve not
peratures change. It keeps the board from collapsing in felt the need for it.
26
cold water or exploding on a hot summer drive—as might
have happened to prototypes.... It is a simple ¾" rubber Here is our brand-new Kaholo 12-6, just
plug from the hardware store, with an 10" length of ¼" launched into Lake Champlain for her first
tube threaded through it. It fits in a ¾" hole drilled in the outing. That’s her 14' older sister alongside, with a lovely
deck up forward, 8" aft of the tip of the board. I drilled hibiscus-red deck. First impressions: The smaller board
mine back before varnishing, so its edges were well sealed. is quicker to turn and accelerate, seems a little more
25
tender than the bigger board, but has just as much sec-
Finally, I chose to mount some eye-straps aft to ondary stability as the larger one. She definitely tracks
rig a bungee tie-down. This is a bit tricky, as better. I sensed that a 6', 210-lb paddler is pushing the
there is very little to fasten to; 3mm of okoume won’t upper edge of the envelope on the smaller board, but
hold much, but a prudent builder should be able to mount not to extremes. It’s hard to say which one I’ll keep on
hardware through the deck into the sheer clamps. No. the truck next season.
8 screws, ¾" long, would be about right for this. You’ll
note in the photo that I’ve upgraded to carbon-fiber For a list of the tools Geoff used to build Kaholo, please visit
eye-straps that can be bonded to the deck with epoxy www.woodenboat.com, and click the “Bonus Content” tab
once the varnish has been delicately scraped off. As under “WoodenBoat magazine.”
26
Geoff Kerr

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How to Paddle a Stand-up Paddleboard
The author (background) and his
daughter Glynna enjoy an outing on Lake
Champlain. Glynna is paddling the 14’
Kaholo.
fore-and-aft on the footpads (the car-

rying handle is the center of buoy-
ancy), and stand up, imagining your
paddle as a tightrope walker’s balance
pole. Keep your knees flexed, weight
a bit forward on the balls of your feet,
and look ahead, not down at your feet.
With one hand on the paddle knob,
one down the shaft halfway or so, try
a gentle forward stroke. Don’t over-
reach with long strokes; keep them
compact and comfortable. You will
quickly feel more stable than you had
imagined possible: The paddle blade
in the water is a great brace, and the
board underway is more stable than
the board at rest. Don’t paddle back-
wards, for nothing good will come of
it. Never look behind you.
Advanced paddling consists of speed,
Harrison Precourt
tight turns, and handling rough water.

Speed and power come from torso
rotation, with strokes that brace and
lock the arms and shoulders to transfer
the strength of your body. I happily
paddled for nearly two seasons before
S
tand-up paddleboarding is simple and beginning to experiment with such strokes. A
instinctive. Somewhere deep in our lizard couple of short online videos clued me in, and I
brain lurks the desire to not fall into the have discovered that I can go fast if I want to,
water. These boards are stable enough that those which is cool. Rapid turns are accomplished by
primal synapses and an average level of physical moving your weight back on the board to sink
fitness will suffice. The techniques one needs to the stern so that sweep strokes spin the board
actually get somewhere are so simple that you’ll quickly. Rougher water is best managed by work-
be fine even if summer camp was many decades ing up to it in baby steps. In the event of a fall, it’s
ago. Basic paddling, alternate sides, maybe a really easy to climb back aboard. When you start
sweep turn around a corner…we can all do them to feel cocky, go find some reflected waves.
even if we don’t know what they are called. Every outing should consider conditions:
Grab a board and a paddle—and a PFD, water temperature, wind, tide, and currents. It
since the Coast Guard classes SUPs as a “ves- is really hard to paddle an SUP into the wind.
sel.” The paddle is generally sized at 10" taller Beware and be ready to drop to your knees to
than the paddler. Launch the board in a foot reduce windage, or perhaps even lie down and
or so of water, to keep from abusing the fin- surfer-stroke it home. In some cases, discretion
ishwork and skegs. Hold the paddle with both would dictate landing somewhere other than
hands in front of you, and place it across the home and walking from there. Work on your
forward edge of the foot pads, then mount skills in a protected area, be realistic about your
with both knees, kneeling on all fours. Place interests and endurance, and remember to grin
your feet about shoulder width apart, centered and giggle. —GK

StillWorldMags.net
Fishing
The dragger RICHARD & ARNOLD at age 89

by Randall Peffer
Photographs by Peter McGowan
T
he clock in the wheelhouse of the Eastern-rig needle is just a habit, and Dutra’s a restless guy—a man
dragger RICHARD & ARNOLD is no fancy, brass accustomed to being in constant motion fishing this
Chelsea model. It’s no clock at all, really. It’s just 60' dragger, mostly solo or with wife, Judy, and their
a single, 6" plastic needle used for mending squid nets, two boys, for the past three decades. When you look at
and it’s tacked up inside like a spinner on a board game his face from a distance—the full white beard, the 7"
just below the port-side window. This jury-rigged timer ponytail flowing from beneath the wrinkled blue ball
shares the cramped wheelhouse with a dirt-stained col- cap—you might mistake him for the singer Willie Nel-
lection of fishfinders, electronic navigation devices, son. But when you’re closer to this mariner, you can’t
and communications radios that more or less docu- miss the twinkling, brown eyes of a Huckleberry Finn.
ment the evolution of these instruments over the past That body in the waffle shirt, black jeans, and sea boots
30 years. You need not look any farther to grasp that could be the body of a middleweight boxer a third of
the skipper of this fishing vessel is a resourceful man Dutra’s 67 years.
and an inveterate collector. The fisherman’s a little out of his element on this
Capt. Dave Dutra stands in the wheelhouse doorway misty late-September day. His wooden dragger is
and unconsciously sets the needle on his “clock,” as berthed among a gaggle of much larger, modern steel
he does every day when he’s fishing, to mark the time trawlers at the State Pier in New Bedford, Massachu-
when he’ll glance at his watch and, if the hour matches setts. The summer fluke season is over, but before he
the one he’s recorded with the squid needle, haul ties up RICHARD & ARNOLD for the winter at his home-
back his net. But today he’s not fishing. Adjusting the port of Provincetown on the tip of Cape Cod, Dutra
Above—The 89-year-old RICHARD & ARNOLD, built by the Casey Boat Building Co. of Fairhaven, Massachusetts, is one of the
last surviving wooden Eastern-rig draggers. The vessel fishes from Provincetown, Massachusetts.

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Capt. Dave Dutra, seen here at the wheel of RICHARD &

ARNOLD, has owned and fished the vessel for 30 years—
often alone, though at times with his family. The dragger
has been altered from her original side-hauling configuration
to handle her bag over the stern—making her, technically, a
Western-rigged Eastern-rig (see sidebar, following page).
and Judy, a perky blond woman with a ready smile, have

brought their fishing boat to the Whaling City’s water-
front festival. By the constant parade of festival patrons
and old friends surrounding RICHARD & ARNOLD and
chatting up the Dutras, you can see that they are VIPs
here.
Their boat is on exhibit. It is one of the oldest remain-
ing Eastern-rig draggers. One of the last still fishing.
One of the last still in existence outside a museum (see
sidebar, page 52). One of the last of the family-owned-
and-operated fishing boats that once dominated the
New England fisheries during much of the 20th cen-
tury. Today Dutra will speak to the crowd about the
immense changes he has seen in boats and government
regulations during his six decades as a fisherman. His
wife is promoting her book Nautical Twilight, signing
copies for fans and well-wishers.
Billed as the “Story of a Cape Cod Fishing Family,”
Judy Dutra’s memoir is a love story on multiple levels. It’s
the tale of her romance with the fisherman that began
during her summer waitress job at a Provincetown res-
taurant where a lot of local fishermen and women came
to unwind after a day on the water. Her book is also

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The Rise and Fall of the Eastern-Rig Dragger
F
irst appearing in the 1920s, Eastern-rig draggers dorymen from a schooner jigging or setting longlines.
(wheelhouse aft over the engine, and the double- And the draggers were versatile. Not only could they
drum winch just forward of it) dominated the maneuver their trawl nets in ways schooners could not,
New England fisheries from 1940 to 1970. but they could also tow for various species of bottom
With their beefy hulls, Eastern-rig draggers could fish by changing their fishing grounds and net sizes.
carry just about as many fish as a schooner in a vessel They could also tow dredges for scallops and harvest
half the schooner’s length. The Eastern-rigs couldn’t vast quantities of squid during the spring off the south
match the schooner’s speeds of 12–14 knots when rac- coast of Cape Cod.
ing back from the Grand Banks under a full press of As these vessels developed, many adopted a round
canvas, but the draggers required a much smaller crew stern for seakindliness when steaming before the wind.
and could steam at 8 knots for a week at a time. Like schooners, Eastern-rigs usually carried two masts,
Eastern-rigs were fuller forward than schooners, mainly for hoisting the nets over the side. But Eastern-
allowing builders to push the living space of the fore- rigs were generally ketch-rigged and carried only a cou-
castle and galley deep into the bow and make more ple of riding sails. As the vessels aged, short steel masts
room for the fishhold amidships and the engine and often replaced taller wooden ones.
fuel tanks aft. Also, the high bow helped to shield the Draggers built during the early days of the type often
working deck from spray and boarding seas. The result were trunnel-fastened and built by the schooner build-
of these high bows was a graceful sheer running aft to ers of Essex, Massachusetts, as well as by yards around
a small, raised pilothouse built over the engineroom. other fishing ports in New England, such as New Bed-
Many of these changes made Eastern-rigs extremely ford, Gloucester, and along mid-coast Maine. By the
cost-effective. They were also safer and more efficient late 1950s, there were about 500 Eastern-rig draggers
fishers than the schooners. With a crew of just three, fishing New England waters.
an Eastern-rig could land fish twice as fast as a gang of The widespread development of welded steel con-
struction during WWII forecast an end to the Eastern-
rig’s popularity, and by the 1960s many offshore fishermen
A Question of Usage were choosing larger, Western-rig stern-trawlers. Dur-
What’s the difference between an “Eastern-r igged” ing the 1960s and ’70s, the Newbert & Wallace yard in
fishing boat and an “Eastern-rig” dragger? Thomaston, Maine, and a few other Downeast builders
In the parlance of New England fisheries, like Harvey Gamage produced the last of the Eastern-
“Eastern-r igged” is an adjective identifying a vessel rigs. One Newbert & Wallace Eastern-rig, the 60' ROANN,
as a side or “beam” trawler. Any type of fishing boat has been restored as a floating exhibit at Mystic Seaport.
can be Eastern-r igged. If you have a lobsterboat hull The 83' EVELINA M. GOULART, an auxiliary schooner
or a sloop that hauls its squid or shrimp bag over the built by the A.D. Story yard at Essex in 1927, carried an
side using tackle hung from a mast, the boats are Eastern rig for much of her life. She’s displayed in dete-
Eastern-rigged. “Eastern-r ig” is a noun. It denotes riorating condition beneath a shed roof at the Essex
a vessel class based on hull shape, construction, Shipbuilding Museum. —RP
size, and function (discussed further in the sidebar
above).
Since the dragger RICHARD & ARNOLD has been
Learn more about ROANN at www.mysticseaport.org.
converted to haul her bag over the stern, she is now
technically a Western-rigged Eastern-rig. Learn more about the EVELINA M. GOULART at
www.essexshipbuildingmuseum.org.
about her family’s love affair with this antique dragger across the harbor from her festival berth at the Casey
as well as commercial fishing—despite depleted fish- Boat Building Company in Fairhaven, Massachusetts.
ing stocks and federal regulations that have driven well Before a fire destroyed the Casey operation in the mid-
over half of Dutra’s New England peers ashore. 1950s, the famous yard occupied blocks of the Fairhaven
“I told a fellow I bought a 50-year-old fishing boat 30 waterfront and turned out hundreds of yachts, includ-
years ago.” Dutra smiles at a clutch of folks gathered ing the first of the famous Concordia yawls. They also
to take pictures of him, Judy, and the boat. “Man built quite a few wooden fishing boats—and rumrun-
says you’re not an old fisherman; you’re a longtime ners, too, during Prohibition when the south coast of
fisherman. This isn’t an old fishing boat; it’s a longtime New England was a hotbed of smuggling activity.
fishing boat.” “I heard from the Parsons, the first family that fished
Longtime, indeed. According to Dutra, the RICH- this boat, that she was built as a rumrunner for the
ARD & ARNOLD came to life in 1924, and she’s having gangster Dutch Shultz,” says Dutra. “But he never came
a bit of a homecoming at this festival in New Bedford. to pick up the vessel, and she sat in a shed for years
Shipwrights framed and planked this dragger right until Frank Parsons bought her. He named her after

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“She’s what some fishermen call ‘finest kind,’” says Dave Dutra.
his two sons and rigged her for fishing out of Province New England fisheries. They began evolving in the
town.” That was about 80 years ago, and the RICHARD 1920s with the development of powerful marine diesel
& ARNOLD has hailed from Provincetown ever since. engines, from auxiliary-powered schooners and short-
“When I bought her, Capt. Parsons told me she was rigged schooner draggers. Adopting a large conical
a good sea boat, fast and built to last. I guess she has fishnet called an otter trawl used by English steam trawl-
proved him right. She’s what we fishermen call ‘finest ers of the 1900s, the draggers towed their nets, spread
kind.’” open by wing-like “doors,” along the seabed to scoop up
groundfish such as cod, haddock, and flounder. Accus-
S
ometimes dubbed the “fisherman’s tractor,” tomed to schooners and their sail-carrying masts, New
Eastern-rig draggers brought the final advance England fishermen fitted their new draggers with masts
from sail to engine, and from hooks to nets, in to haul their “bags,” the trawl nets, over the side. This
hauling of the bag over the side, as opposed to haul-
ing it over the transom, is one of the things that distin-
guishes the Eastern-rig from the modern stern trawler
and the so-called Western-rig.
In the face of the increasing dominance of the
Western-r ig during the past 40 years, RICHARD &
ARNOLD no doubt owes some of her longevity to her
small size. At 60' on deck, with a 15' 6" beam and a draft
of 6' 7", this vessel of 33 gross tons can be hauled on
a small railway or with a 50-ton Travelift. She doesn’t
need a shipyard. Nor does she need a giant Caterpillar
diesel to drive her. Powered by a classic GM 8-71, she
steams at 8 knots and burns only 5 gallons per hour.
She’s small enough to fish solo, saving the expense
RICHARD & ARNOLD’s wheelhouse reveals the tastes and

inclinations of her owner—a resourceful collector.

WorldMags.net
of paying a crew. Small enough to be largely owner- Growing up as the son of a son of a fisherman in
maintained, if the owner is handy. Provincetown’s vibrant Portuguese fishing commu-
The Dutra’s boat is on the short end of the scale for nity of the 1950s, Dutra started fishing before middle
Eastern-rig draggers, many of which ran to over 80' and school. Shortly after high school, he wanted to learn
close to 100 tons. These big wooden draggers often boat carpentry, so he took an adult education course,
came from yards previously building fishing schooners learned to read offsets, and built a dory. “After that it
for New England’s offshore fishery, and the Eastern- was just cutting wood.” Lots of wood.
rigs were built to replace those schooners. The brutal In his 30 years of ownership, Dutra has seen his fish-
conditions of the North Atlantic and long, offshore ing boat through a stem replacement, plank renew-
trips shortened the lives of these draggers. But because als, refastening, and new ceiling. Twenty years ago he
of her relatively small size, RICHARD & ARNOLD has reframed her while afloat, making a steambox in the
always worked as an inshore boat, towing her nets fishhold from a scavenged tank and driving the hot,
around the outer edge of the Cape or in the sheltered new frames down between planking and ceiling with a
waters of Cape Cod Bay, Nantucket Sound, and Vine- sledge while standing in a skiff tied alongside. Last win-
yard Sound. “When the weather gets dirty, we can run ter, after RICHARD & ARNOLD got crushed against a
for home and save the wear and tear,” says her captain. wharf by a steel dragger, Dutra hauled his boat, jacked
Unlike many of her sister draggers, RICHARD & the stern back into place, beefed it up structurally, and
ARNOLD was not built “quick-and-dirty” with sawn worked with a “hell of a wizard” to sheathe the hull in
frames and green wood, and her construction has no fiberglass, using the Vaitses method (see WB No. 228)
doubt contributed to her long working life. Casey used and 15 lbs of stainless-steel deck nails to fasten the
fully seasoned, steam-bent, 3" × 3 ½" oak frames and ’glass exoskeleton to the hull.
yacht-quality, 2 ½" longleaf pine for planking. Fasten- The worst job was reframing and replacing the deck.
ings were of heavy galvanized steel. Still, no boat, espe- “I was down in the forecastle one day while towing when
cially a workboat, can survive 89 years without a lot of I looked up and saw the deck flex 6". I knew there must
TLC , and luckily she found Dave Dutra in her middle be rot, and when I got home, I went after a suspicious
age to take care of her. spot with a chainsaw. Three hours later, I had cut away
New England Fisheries: The Good, the Bad, the Ugly
I
n the most recent year for data analysis, 2011, U.S. England, NOAA administrator Dr. Jane Lubchenco says,
seafood landings reached a 17-year high, thanks “Fishing is the lifeblood of many coastal communities,
in part to rebuilding fish populations. The value providing jobs, a continuation of an historic tradition
of landings also increased. According to the National and culture, recreational opportunities for millions
Oceanic and Atmospheric Administration (NOAA), of anglers, and contributing to food security for the
which oversees U.S. fisheries, commercial fishermen nation. Finding solutions will not be easy....”
landed 10.1 billion lbs of fish and shellfish in 2011, val- In recent decades NOAA has tried to limit catches
ued at $5.3 billion, an increase over 2010 of 1.9 billion and restore stocks in the New England fisheries by
lbs and more than $784 million. imposing area closures and restricting each licensed
For the 12th consecutive year, New Bedford, Masschusetts, fishing boat’s days at sea, as well as by setting trip lim-
had the highest-valued catch, due mostly to the sea scallop its. Recently, NOAA has broadened its approach in New
fishery. Scallops are one of the bright spots in the New England to rebuilding fish stocks and improving equi-
England fisheries, along with rebounds in the haddock table distribution of resources among the fishing fleet
and pollock stocks and strong dogfish, monkfish, skate, by allowing fishing boats to join sectors and share their
redfish, and lobster landings. But despite fishermen individual vessel allocations with a pool of other boats.
staying within very restrictive catch limits, several key Still, since the precipitous shrinkage in groundfish
stocks of groundfish, especially what fishermen once stocks in the 1990s and increasingly strict regulations,
called “king cod,” have declined unexpectedly. the number of boats dragging for groundfish out of
In September 2012, the Department of Commerce New England has declined drastically. NOAA data for
declared a disaster for the New England groundfish just the years 2007 to 2010 shows a nearly 18 percent
industry. NOAA believes that further cuts to catch limits reduction in the number of boats making groundfish-
may be necessary in the 2013 fishing season. The disas- ing trips. Many draggers remain tied to the wharves.
ter declaration makes it possible for Congress to appro- More than a few of the old Eastern-rigs have sunk myste-
priate money toward alleviating the financial hardship riously at their moorings or have been abandoned with
to fishermen caused by the fishery disaster. But how unstoppable leaks at sea. At the present time 91 percent
much money in aid Congress will appropriate, and who of all seafood consumed in the U.S. is imported. Given
will receive that aid, remains uncertain. the current state of the New England ground fisheries,
Speaking about the groundfish disaster in New that percentage seems unlikely to change.

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RICHARD & ARNOLD steams past Race Point Lighthouse, icon of her home port.
the entire work deck and pushed it out the scuppers. I 2" to 6 ½" to save juvenile fish. “It’s helped to rebuild
sat there and cried,” says the fisherman. Then he went some of the fish stocks and given the vendor and shop-
home to dinner. Judy told him not to worry. God had a per a better product,” he says. “But the one thing that
plan. Get back to work tomorrow. “If it weren’t for her, puts a stick in my heart is that I had to drive my two boys
all of this would be gone,” he says. He loves that she away from fishing.” The economics of contemporary
fishes with him sometimes (as she had in their youth) fishing have forced most surviving New England fish-
now that their boys are grown and she no longer works ermen toward massive, corporate-owned steel trawlers
as a school nurse. and discouraged young men from the industry. Dutra
Clearly, Judy Dutra’s intrinsic optimism and her shakes his head. “A man can’t get into the business with-
husband’s resilience and energy have played an out investing $300–$500K at the outset for a license,
important role in keeping RICHARD & ARNOLD a boat down payment, and vouchers from the govern-
afloat and fishing. “When I started there were 60 ment to catch the quota.”
boats like this one fishing out of Provincetown. Now Is the future all doom and gloom for the Dutras and
there are only four boats with federal licenses,” Dutra RICHARD & ARNOLD? Hardly. To make the boat easier
says. He’s a man with a boundless supply of stories, for singlehanded fishing, Dutra has rigged her for stern
many about surviving all kinds of natural and meta- trawling. During this winter’s layup, he plans to expand
phorical storms, including the loss of a cruising yawl the forecastle and “build a nice living space for Judy
off Cape Hatteras, monster manta rays in his net, a and me. Maybe room for the grandkids, too.” He also
treasure-hunting expedition gone sour off Wellfleet, intends to replace his steel mast with a 44' aluminum
throat cancer, the immense decline of fishing stocks, spar he has scavenged. Then he wants to rig two jibs
and the resulting barrage of fisheries closures and and a mainsail for “a little sail-assisted fishing…and
restrictions leveled by the National Marine Fisheries cruising off-season.
Service. “People tell me I am a stubborn old bastard. But fish-
“But it hasn’t all been black,” Dutra says. He has ing’s a pretty serious disease, and I got it bad,” Dutra
found a way to make a living fishing four months says. “We’re going to keep this boat going. Fish her until
a year, focusing on the lucrative squid run in Nan- the end. They’ll drag me off her. We’ve had the best
tucket Sound each spring and dragging for fluke out life. We’re a team. Me, the boat, and Judy.”
of Menemsha Harbor on Martha’s Vineyard during
the summer. “The government only lets us take 300 Randy Peffer is the former Chesapeake editor of WoodenBoat. He is
lbs a day. But we have been getting $4 a pound, some- the captain of the research schooner SARAH ABBOT, and the author
times $7. That’s not a bad payday when you can catch of 17 books, including 9 novels. His most recent novel is Seahawk
your limit. Anyway, breaking even is the new ‘profit.’” Burning, about the Confederate raider Raphael Semmes.
While Dutra can get “pretty fired up” about all the
government regulations in his industry today, he agrees Order copies of Judy Dutra’s memoir, Nautical Twilight, by
with the required increase in the mesh size of nets from e-mailing her at [email protected].

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Paul Gartside
and the Design Spiral
Creating new boats of timeless beauty
by Michael Higgins
T
here’s a certain quality to a boat designed by work. He was born in 1953 in North Wales, but from
Paul Gartside—a sense of timeless style and a the age of five he lived on the Tresillian River about
permeating beauty. Gartside has dozens of plans 10 miles upstream from Falmouth in Cornwall, Eng-
to his credit, from steam launches to lobsterboats, sail- land, where his family had a boatyard. The boatyard,
ing dinghies to cruising cutters. Some of his boats are Bar Creek Yacht Station, did a variety of service and
innovative and others traditional. But whatever the repair work; new construction was rare. It was a chal-
design brief, this style is a constant. lenging business, for it operated before there was any
I was so moved the first time I saw Gartside’s work that significant revival of interest in wooden boats. Even so,
I eventually asked him to design for me a 38' cutter, Gartside recalls the area as “the most beautiful place
which I spent 10 years building (see WB No. 225). That in the world to me still, and between the boatyard, and
project revealed the depth and quality of his work and the river, and the woods, a magical place to grow up.”
was a perfect example of his skill in translating what at This was his family’s home until Gartside and much of
times seemed to be contradictory ideas into a coher- the rest of his family emigrated to Canada in 1983.
ent and sensible boat. It showcased his sensibility as a As a young student, Gartside spent a lot of time in
builder as well as a designer, for Gartside is an accom- the boatshop after school, and there he discovered the
plished practitioner of both skills, and the construc- designs of William and John Atkin. “We had a number
tion details of his drawings are thus particularly well of the bound volumes of the Ideal Series, which Bill Atkin
thought out. did for Motor Boating. Naturally I grew up an Atkin fan,
Last summer, sharing a pot of tea at the kitchen and as a boy I devoured those plan collections. I can
table of his Nova Scotia home while his two young smell the pages of the books now...pure romance.”
children created their own works of art nearby, I had Gartside built several small boats as a boy, includ-
the opportunity to learn more about Gartside and his ing canoes and punts from plans in Popular Mechanics,
PHOTO ABOVE: Dan Peacock
Above—Paul Gartside has been designing and building boats for over 30 years. He just built this 20' cutter at his shop in
Shelburne, Nova Scotia. The design is a refinement of a cutter he first developed several years ago.

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and a few Atkin skiffs from their Ideal Series. His father out to work in the industry, and that experience was a
was also a fan of the Atkins, and developed a working bright spot in Gartside’s schooling. In 1973, he worked
relationship with them. John and Pat Atkin visited Bar for McGruer & Co. in Argyll, Scotland, for five months.
Creek in the mid-1960s. A few years later when Gartside He described the place as “pure gold.” Gartside had
turned 16, he was looking for a bigger boat to build, and built a few boats before then, but he knew he didn’t
John Atkin handed him the plans for a 22' schooner, know very much about boat construction. The yard was
his Florence Oakland design. Gartside was captivated full of talented, skilled craftsmen who were generous
by it, and it became his escape project during his last with their knowledge, and Gartside soaked it all up. He
years of secondary school, which he says he “loathed very nearly returned to Scotland when he finished
from start to finish.” He called the boat MARIE SOPHIE, school, but instead headed back home to the family’s
and launched her in 1973. That accomplishment is all boatyard.
the more impressive when you understand that Gart- By the early 1980s, England was in a deep economic
side also earned money for the materials while he was recession, and running the boatyard was becoming
building the boat as well as going to school. Sailing on increasingly difficult. Gartside had some independent
the River Fal, young Gartside no doubt experienced the work, including a commercial fishing-boat project that
joys and rewards of building and sailing his own boat. he enjoyed, but new work was scarce. His sister had
married a Canadian, moved to Canada, and sent word
G
artside particularly wanted to build boats to back that there were job opportunities for boatbuilders
his own designs. Encouraged by his parents in British Columbia. That news, along with the mild
to pursue a formal education in the field, he climate of the province’s coast, drew most of the Gart-
chose to study yacht design at the Southampton Col- side family across an ocean and a continent. In 1983, at
lege of Technology. This gave him a strong foundation age 30, Gartside found himself on Vancouver Island in
in the elements of design, but he was frustrated by the the town of Sidney, building boats with his father in a
segmented, theoretical, academic way in which it was rented shop.
taught. He wanted a more pragmatic approach. He Through his brother-in-law, Paul and his father met
didn’t think any of the teachers at the college had actu- designer Bill Garden, who very quickly began sending
ally practiced cranking out a design a month as he’d the Gartsides work. Paul built models for Garden,
seen the Atkins do, and he aspired to do the same him- and the Gartsides built a number of his boats. Like
self. Despite this dissatisfaction, he graduated with a many a father-and-son team, the Gartsides had their
diploma in Yacht and Boat Design in 1974. differences. Eventually Paul sought independent design
Each summer, Southampton College sent their students work, and found some in commercial fishing boats. He
Gartside’s spectrum of designs includes power and rowing boats as well as sailboats. This 21’ launch is an early design of his,
one that he built himself and cruised in all over Canada’s west coast.
Cindy Lee

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—— The Designer as Boatbuilder ——
Left—Gartside’s drawings
are rich in detail, with
plenty of assistance for
the builder. Here, we see
the stem sections for an
outboard skiff lofted at
half-scale.
Below—This plan detail shows a portable skiff loader

that assists a single person trying to load a boat on
the roof of a vehicle.
D
esign for Gartside is not separate from building;
it’s merely the logical first step in creating a new
boat. The rich detailing in his drawings, he says,
is simply the result of working out the methods for
building the boat while he is designing it. The next step
of his process is to build it.
Gartside reckons he’s built several dozen boats over
the years, if you count the small ones. He told me
about an early design of his that he built in 1978, the
Oysterman 16. He called this boat a miniature cutter,
as it was small but heavily ballasted, with a full tradi-
tional rig. He said it was too small to be very practical,
but it sailed and raced well, and has become a stock
fiberglass boat.
He also mentioned the Flashboat (see sidebar, page
63) and a 21' plywood motorboat (design No. 74) with
an enclosed wheelhouse that he took all over Canada’s
western coast. “That boat made me realize the value of
keeping the crew warm and dry. [There’s] so much less building if he could pursue only one discipline; he
fatigue and higher morale all round even in the most simply loves the physical aspect of it.
miserable weather. That got me thinking about the Gartside is a strong advocate of full-sized lofting,
value of a good motorsailer, and I have done a cluster believing that this is a much underrated, but criti-
of designs of that type.” cal, step that many people wish they could skip. See-
His compulsion to build has its limits, of course. Gart- ing at full scale how all of the components are to be
side acknowledges that if he were to devote a lifetime to shaped and fit together is invaluable. Lofting also is
building every boat he designed, he might have time the source of countless patterns. Gartside says it’s sim-
for only 30 or 40 boats. By designing boats for others to ply the logical step between design and construction.
build, he has the privilege of creating perhaps hundreds (For a detailed description of lofting, see WB Nos.
of boats during his lifetime. He says he would choose 110 and 111.) —MH

WorldMags.net methods to make all the basic decisions around weight
The Design Spiral and center of gravity, power and speed, balance,
strength, and so on.* For a long time, I felt that was
W
hat Gartside calls the design spiral is somehow dodging the issue, and that a trained naval
a means of revisiting old designs and architect should be able to exert more control over the
applying their characteristics to a new situation. So when I met Bill Garden, a colossus strid-
design. As a designer creates the designs for sev- ing across the whole spectrum of boat design, turning
eral boats of a similar type, he or she will see that out completed designs at high speed apparently with
their parameters are similar. For example, cruis- complete confidence, the question that plagued me
ing cutters will have similar displacements, sail was, how was he able to do that? What was the method
areas, and prismatic coefficients.* With each new that allowed for such confidence?
design, Gartside can go back to his previous hulls “It took some time to tease it out of him, but it
with similar characteristics and use their numbers became clear that for the most part he was using the
as a starting point for the new boat, saving the very simplest of empirical methods, establishing a
time and trouble of computing those numbers basis of comparison, taking known data from previous
from scratch. Based on the known performance boats and plugging that in to predict where the next
of previous designs, he can then adjust the char- one would land. The knowledge that it was possible to
acteristics of the newer designs to better achieve work that way at the highest level—indeed, that it was
the goals of the design brief. essential given the constraints of time and money—was
Learning how best to apply this spiral does not a huge reassurance to me. I wish I had grasped that
come easily. While working for Bill Garden, Gart- fully when I was 21 instead of 31.” Gartside calls this
side asked how he had so quickly determined the method “the design spiral (see sidebar, left). It was the
vertical center of gravity (VCG)* on a particular sort of strategy he hadn’t learned in school, but one
design. Garden responded, “If you can tell me that would be tremendous help in designing boats effi-
where it is, I will give you fifty grand under the ciently enough to make a living.
counter right now.” Apparently the issue remained
O
a challenge even for Garden well into his career. ne could roughly divide most yacht designers into
Extrapolating and applying the pertinent infor- two categories. First, there are designers who,
mation from previous designs is a means by which although they might produce beautiful boats,
a designer can determine parameters such as VCG are always looking at the numbers and the associated
with relative accuracy and in a timely fashion. math. Gartside remembers Olin Stephens visiting a
With each design, the spiral becomes more useful design class that Gartside was teaching at WoodenBoat
in helping the designer home in on the particu- School in Brooklin, Maine. Stephens went around to all
lars of the yacht that’s currently on his drawing of the students, looked at the boats they were designing,
board. —MH and asked questions to which the answers could only be
numbers. He was concerned about things like ratios,
stability, wetted surface, and balance.* On the other
designed several steel boats before the demand for new hand, someone like Garden started a design from an
fishing boats slowed, then he returned to his first love: aesthetic perspective, drawing rich romantic images
designing and building pleasure boats. of boats, and often including a gentleman smoking a
Garden became a huge influence on him, sometimes pipe somewhere onboard. Obviously, Garden looked at
too huge. Gartside said, “The problem with Bill was the numbers too, and in the end Stephens produced
always that he was too big an influence. A talent of that some of the most beautiful boats of the 20th century,
breadth and scale is hard to be around if you have com- but they approached the challenge from very different
mitted yourself to the same endeavor. You either have perspectives.
to throw your pencil away and go do something else or Gartside, too, starts out from an aesthetic sensibility.
keep enough distance to be able to see your own way For example, in speaking about his design No. 160—a
forward. He was an extraordinary man and, of course, 40' double-ended yawl recently built by Jespersen Boat-
you will see his influence in many of my boats…. How- builders in British Columbia—he described the process
ever, for me, the most important thing I got from Bill of developing that design. “I started with the size and
you won’t see in the drawings themselves, and that the client’s affection for a canoe yawl. So with that in
was the confirmation that boat design is all about the mind, I sketched and doodled until I found something
empirical method. that excited me. First impressions are important and
“I was 30 when I met him, and I’d designed and often the most honest. I will draw a lot and later come
built a bunch of boats by then, but never felt I fully back to look at the sketches a second time, with fresh
understood what I was doing. What becomes clear as eyes to get that first impression that works for me.”
soon as you start designing for real is that it is very After Gartside and the client agree on a sketch they
difficult to establish certainty in almost any aspect of both like, then the real analytical work of yacht design
a new design.” He notes that theory is important to Continues on page 62
the process but the answers one needs aren’t in text- * Visit the Bonus Content section of our website,
books. The problems are just too complex and inter- www.woodenboat.com, for explanations of the design
related. “So you end up falling back on comparative terms noted by asterisks throughout this article.

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—— The Evolution of the Gartside Cutter ——
T
o make a relatively small boat seaworthy, spacious, the Oysterman, designed in 1978. At 16', this boat is a
and beautiful, and still keep its performance lively, small cutter, but a remarkably successful design; Riverside
is a challenge. Gartside is well known for his small Products Ltd. of Penryn, Cornwall, reproduced her in
gaff-rigged cutters. With their strong plumb stems, beauti- fiberglass. Her beam of 6' 4" gives her a length-to-beam
ful transoms, and bold, sweeping sheerlines, these boats ratio* of 2.52. Based on the Falmouth working cutters of
inspire a sense of seaworthiness and competency. Each the Fal River, she is fast despite her 2,750 lbs of ballast.
new incarnation has benefited from the knowledge gained The 22' SURPRISE of 1995 is also very much inspired
from the previous designs. Let’s look at four, starting with by the working sailboats of Falmouth. With a beam of
The 16’ Oysterman is

fast, but several feet
shorter than the others.
SURPRISE, and her
more recent namesake,
SURPRISE II, are similar
in profile with the newer
hull having a slightly
shallower forefoot.
Design No. 101 (revised
No. 20, Oysterman
in 2010), which Gartside Particulars
recently built, carries a LOA 16' 0"
bowsprit. She is a couple Beam 6'4"
of feet shorter, a foot Draft 3'0"
wider, and about 500 to Displ. 3,861 lbs
800 lbs lighter than the Sail area 307 sq ft
Length-to-beam ratio 2.52
two SURPRISE designs.
Each boat carries a
mainsail, jib, staysail, and
topsail. Their sail areas
range from 307 sq ft to
392 sq ft.
No. 95, SURPRISE

Particulars
LOA 22' 3"
Beam 7'
Draft 4'1"
Displ. 6,578 lbs
Sail area 374 sq ft

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7', she has a length-to-beam ratio of 3.18. Gartside built In 2010, Gartside revised his design No. 101 of an
and cruised this boat himself up the Pacific coast to Itchen Ferry Cutter. The result is a little shorter at 20', and
Alaska. When asked to revisit the design for a client her beam is 8' 3", which gives the boat a length-to-beam
in 2002, he made a few slight alterations and improve- ratio of 2.44. Gartside notes that “Throughout this evo-
ments, resulting in SURPRISE II. This boat is a bit lon- lution, the center of effort’s position has also moved for-
ger at 22'4", and with a beam of 7' 10" has a slightly ward of the center of lateral resistance* to keep the helm
fuller beam on the waterline, resulting in a length-to- balanced.” So far these changes have produced boats that
beam ratio of 2.85. This gave the newer boat a little stand up to their sails more efficiently than the original
more stability and interior room. SURPRISE, and have more room inside. —MH
No. 131, SURPRISE II

Particulars
LOA 22' 4"
Beam 7' 10"
Draft 4' 0"
Displ. 6,282 lbs
Sail area 388 sq ft
No. 101, 20' Cutter

Particulars
LOA 20' 0"
Beam 8' 3"
Draft 4' 1"
Displ. 5,750 lbs
Sail area 392 sq ft

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In 2010, Gartside designed this 15’2” Shelburne dory,
a modern refinement of the fishing dories built by the
hundreds in Shelburne starting in the 19th century. A friend
of the family built this boat, SHEBA, for Paul’s two children.
Continues from page 59
starts. Among other things, Gartside must figure out

the best construction method, the boat’s displacement,
and its sail area or engine size. He must locate the
necessary cabin furniture in a way that suits the client
both aesthetically and ergonomically, but also results
in a stable and attractive boat. All of these issues, and way to do anything.” It is perhaps this “liberation” that
many more, are interdependent in a design. For exam- has kept Gartside from getting stuck in a particular way
ple, if one wishes to add more ballast to a sailboat to of thinking and designing.
increase stability, the hull will weigh more, requiring A few years ago Gartside and his wife, Bess, moved
more power to move it. So the sails get bigger. This east to Shelburne, Nova Scotia, looking for a maritime
additional power will also add more weight to the boat, community where they could raise their two young
so the sails need to be even bigger. The designer’s job is children, Nettie and Teddy, next to the water, thus
to determine the correct amount of ballast desired for beginning another chapter in his life. Gartside wanted
stability, and balance that with correct amount of sail to find a place where he could recapture some of the
area needed to drive that ballast—in short, to find the magic he remembered from his own childhood home,
perfect balance of displacement and power—of stabil- and Shelburne offered waterfront property that a boat-
ity and speed.* Add the comfort of the passengers and builder/designer could still afford. “When I look at the
economic considerations of the client to the puzzle, property we have in Shelburne Harbour and our plans
and one can understand why a designer will appreci- to build a house there next to the boatshop with our
ate the lessons his or her previous designs can offer. feet in the water, I know in some ways I am still trying to
Making use of the design spiral by extrapolating from get back to Bar Creek, or at least give my own children
the performance of previous designs helps the designer a taste of that richness.” Thinking some more about the
refine the new design to the most suitable combination motivations and passions that influence his life, Gart-
of comfort, speed, safety, and cost desired by the client. side summed it up: “What you are dealing with here is
a 10-year-old’s passion for building boats and having
A
s important as the aesthetic issues are in yacht adventures.” With two children now in the mix, Gart-
design, boats are not static sculptures. A yacht is side has found himself spending more time designing
a complicated object that must perform in the than building. Although building still is an ongoing
ever-changing environment of two adjacent fluids, part of the operation, it now must fit around the needs
while keeping those aboard safe and comfortable. To of the whole family.
be able to take a client’s ideas, which often conflict So how do we define the essence of Gartside’s
with each other, and distill a single, beautiful, and well- designs? His boats have a fundamental handsomeness,
behaved boat from them, is a complicated task. It might with a balanced and well-proportioned profile. Their
be simpler to dictate a boat’s features to a client, but lines are bold, but also have a classical, traditional
this is not Gartside’s way. To listen, respect, and col- look and feel. The boats invite us aboard—they facili-
laborate requires the designer to bend and stretch in tate and enhance our notions of ocean passages and
unforeseen ways. This is what Gartside does, and it is snug anchorages. Fundamentally, you can see the ele-
one of the reasons why his catalog is so varied. ments of Gartside’s life reflected in his boats. His early
Gartside has made a decision not to chase the lat- years in Britain are evident in the English plumb stems
est fad or trend, primarily because he wants his designs and the gaff rigs of his cutters. The influence of the
to withstand the test of time. But this imperative Atkins and their desire to design boats for the common
does not exclude anything modern; Gartside is not folk is a central theme to Gartside’s life and work. His
dogmatic about design or construction. “The Pacific versatility and diversity has been influenced by Garden
Northwest has its own culture of both design and con- as well as other designers and builders in his life. But
struction, and I’ve gained much from being in and when it comes right down to it, Gartside, like most art-
around that. One of the valuable things about emigra- ists, is simply exploring the things that first interested
tion is that it forces you to look afresh at preconceived him—his own passion for boats and adventures.
notions. I think that’s particularly true about emigra-
tion to the New World and perhaps the west coast more Michael Higgins is a boatbuilder and writer who recently worked
than the east. In B.C., just about everyone is from some- for Covey Island Boat Works in Lunenburg, Nova Scotia, as they
where else, so the boats there have German and Danish rebuilt the schooner BLUENOSE II. He is currently sailing his
influences as well as Scots and English, and the fishing Gartside cutter, SAMARA T, in the Caribbean.
fleet has significant input from the Japanese culture of
craftsmanship. That changes the way one thinks. It can You can find out more about Paul Gartside’s work at
be unsettling but liberating, too, when there is no right www.gartsideboats.com.

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—— Gartside Pulling Boats——
Particulars
Flashboat
No. 38 Flashboat
LOA 15' 0"
Beam 4' 6"
Weight 90 lbs
No. 115 Bob

LOA 15' 11"
Beam 4' 9"
Weight 135 lbs
No. 179 Coastal Skiff

LOA 17' 0"
Beam 4' 9"
Weight 140 lbs
Sail area 63 sq ft
Bob
Coastal Skiff
Gartside’s Flashboat, designed in 1984, was light enough to cartop, but large enough for Gartside to take on a 1,000-mile row
along the Alaska coast. Flashboat has a small transom and a vertical stem. The later designs, Bob and the Coastal Rowing Skiff,
are both double-enders and a bit longer. The hull sections flatten out through the three iterations, flaring at the ends, though
the sheerline stays much the same. The latest design includes a downwind sail.
G
artside is fond of rowing. “I find a good pulling of the Yukon River through the Bering Strait to Point
boat a very pleasant way to be on the water. It’s Barrow, Alaska—a distance of 1,000 miles. From that
peaceful, and the rhythm is conducive to con- experience evolved a number of designs for open-water
templation—at least until you run into a lump of drift- rowing boats.
wood.” Let’s look at a few of Gartside’s pulling boats Gartside describes design No. 115, which he cre-
and see how the designs have changed as he makes ated a couple of years later, as “a lovely boat, a
multiple trips around the design spiral. double-ender with flare in the ends for beaching in
In 1984, Gartside designed Flashboat, his design surf.” More recently, design No. 179 came as a result
No. 38. It was the first boat he built in Canada—back of daydreaming about rowing along the coast of Lab-
when he had very little money but needed to get on rador. “It has a little more length and carrying capac-
the water in the worst way. His original intent was to ity and a midsection aimed at minimizing resistance.”
create a cheap and simple racing skiff, for fixed-seat He kept the lightness and capacity of the Flashboat in
rowing races. The boat became much more, though. the two later designs, but made modifications, such as
“It is a development of a Cornish racing skiff, but we flaring the ends to make beach landings and launch-
found it to be useful way beyond competitive rowing,” ings easier.
said Gartside. “A skiff that’s light enough to load on Once a design is built, Gartside compares its actual
a roof rack but big enough to carry camping supplies performance to the theoretical performance. “It takes
opens all kinds of possibilities and access to some of years of practice and close attention to gain the skills
the wildest country.” He built the prototype in 1984 for of judgment, to know what is a valid comparison and
about $100 from 1/8" lauan doorskin. He didn’t expect what’s not. It is a method that favors the prolific—
it to last, but in the summer of 1998 he spent a couple the more you do, the more you know—provided you
of months rowing that same Flashboat from the mouth remember.” —MH

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Legends of the Rips

In search of the New England bassboat
by Stan Grayson
“Coot throttled down for trolling and the Sea Coot moved Church referred to his craft only as “a 13 foot smack
into the rip…the evil churning of the rip over huge sub- boat,” the term then generically applied to fishing craft
merged rocks.” “The Striped Bass, a Detective Story,” of many types. However, the fact that this boat was 13'
Gerald Holland, Sports Illustrated, August 27, 1956 long, had a quickly removable sprit rig, and was able
enough to carry two full-grown men in potentially
O
n August 17, 1913, a one-time New Bedford police- dangerous conditions, suggests it was a Woods Hole
officer-turned-businessman named Charles spritsail boat. Such “big little boats”—generally a bit
Benjamin Church sailed out of Cuttyhunk Pond over 13' long and approximately 6' in beam—were well
in pursuit of striped bass. Church and his brother-in- adapted to those who wanted to go beyond surf-casting
law, Carl Kraut, battled through big swells in Canapitsit and hunt striped bass among the Elizabeth Islands.
Channel, and once in Vineyard Sound they turned The eventual development of small powerboats
east. When Church reached a spot he reckoned promis- allowed fishermen to pursue stripers with significantly
ing, he lifted out the boat’s sprit rig and Kraut took the less labor than in Church’s day. Now, fishermen could
oars, skillfully backing stern-first through surf to within rather quickly reach promising spots including the tide-
just 2' of the Nashawena shore. rips around Cape Cod, Nantucket, Martha’s Vineyard,
The shallow water beneath them was full of big, and off the western end of Cuttyhunk. There, Sow and
seaweed-covered rocks, the tide ebbing hard against Pigs reef—“the Pigs”—became as famed for stripers
the wind. “It was awfully rough…I could hardly keep as it was for shipwrecks. While powerboats in a wider
my feet,” Church wrote later. Using a century-old Ger- variety were initially used for bass fishing, quite special-
man silver reel, Church began casting his live-eel- ized versions began emerging during the late 1940s,
baited hook and soon snagged a fish so heavy that he boats born of their unique environment and the habits
feared his 11-oz bamboo rod might break. The 60" bass of their quarry. This was the evolution of the purpose-
weighed 73 lbs, a record that stood for some 69 years. built New England bassboat.
photo Above: BENJAMIN MENDLOWITZ
Above—BEVIE C., a MacKenzie Cuttyhunk bass boat, in her element near Cuttyhunk Island, Massachusetts. Her high
freeboard, hard-chines, modest deadrise aft, twin tillers, gasoline engine, and foredeck spray coaming are signature features
of the classic New England bassboat as evolved for Cuttyhunk fishing guides.

RUDY J:
WorldMags.net feeling this boat could handle the very worst Buzzards
“A Real Bassboat” Bay can dish out. This, it turns out, is a good thing,
for Nunes allowed that he fished “regardless of weather.
“There are always waves in Buzzards Bay,” said the No matter how bad, there’s always a place to fish. The
recorded announcement aboard the Cuttyhunk ferry customers would go if I would.”
as we headed toward the hurricane barrier that pro- RUDY J has generous flare forward, contributing to
tects New Bedford Harbor. But on this August day last a comparatively dry ride and the buoyancy needed
summer, almost exactly 99 years after Charles Church to resist plunging too deep in heavy seas. The hull is
caught his famous fish, the bay lay smooth beneath a hard-chined with very modest deadrise aft resulting
gray and windless sky. For months, I had been poking in a stable platform when trolling. “A round bottom
into what initially seemed a reasonably straightforward rolls like hell, and that makes for tough fishing when
project of researching the origins of the New England you’re going slow,” Nunes learned. The gray painted
bassboat. But as time passed, the essence of the sub- decks have been fiberglassed, so fish blood is easily
ject occasionally seemed as elusive as a wary fish. Soon washed off. The stern cleats are mounted out of the
enough, the question popped to the surface: Exactly way beneath the gunwale. There’s no windshield, just a
what is a New England bassboat anyway? V-shaped spray coaming. “I didn’t want or need a wind-
Capt. Jim Nunes was waiting for me at the ferry dock shield,” Nunes said. “At night, especially, it hurts your
in his green golf cart. The 79-year-old guide is tall—as a ability to see all around the boat and it can get in the
young man, he’d been scouted by the Boston Celtics— way. No real bassboat had a windshield.”
and sturdy, toughened by years fishing in an open boat. There was that term: “real bassboat.”
Often his customers kept him so busy that he fished a The only significant projection on RUDY J is the
161-day season without time off, yet he never grew tired antenna, something added in the late 1960s when
of the chase. “Bass,” Nunes said, “they’re one fish that there was spare cash for a radio. Out of Nunes’ memory
every time you think you know something about them, bank, an anecdote surfaced regarding a self-sufficient
you learn different.” Cuttyhunk fisherman who wouldn’t have a radio. “Bob
Soon enough, we arrived at the docks where Cutty- Tilton and I were in our boats fishing at night at Devils
hunkers keep their boats. Once, a long time ago now, these Bridge off Gay Head. I headed home and so did Bob,
slips were home to all the great bassboats: the Ballentines but unknown to me, he ran out of gas. He had with him
and Brownells, the Winslows and MacKenzies. Now, two Boston doctors who were his customers. He raised
though, they’re all gone, all save one. Jimmy Nunes’s the engine box and used that like a sail and came
RUDY J is the last wooden bassboat at Cuttyhunk. across Vineyard Sound. He got through Canapitsit that
Lying in her slip, the 24 ½' RUDY J gives an impres- way, too, and Coot [Irwin Winslow “Coot” Hall] went
sion of power and heft, displacing some 5,500 lbs or out and got him.”
more. She also has a sense of purpose. One gets the Like a real bassboat, RUDY J, named for Jim’s father
Heading home, Capt. Jim Nunes steers RUDY J. toward Canapitsit Channel. Designed and built by Enoch Winslow, the boat
measures 24' 6" × 8 ’ 6" × 18”.
Stan Grayson

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Stan Grayson
RUDY J., seen here off the east side of Cuttyhunk Island, provides a stable platform for trolling—a key bassboat attribute
whether in calm or rough seas.
and mentor Rudolph Joseph Nunes, has forward and just a genius.” Winslow built a catboat in 1903 when he was
aft tillers and throttles, giving a fisherman maximum 15 years old, and after service in the field artillery in World
flexibility. Nunes, however, uses only the forward tiller War I, he began building boats in a shop on Barstow
when his back is bothering him; from that position, he Street. “He’d design using half models built of unfinished
can perch on the engine box and steer. Aft, he is in pine scaled 1" to the foot,” Thompson said, “and would
perfect harmony with the boat’s Chevy V-8, knowing build carvel, lapstrake, or other methods.” RUDY J is of
the rpm instinctively from engine sound. Some years batten-seam construction, the 1"-thick mahogany planks
earlier, he was using the aft tiller and crossing Buzzards bronze-fastened to closely spaced white-oak frames. There
Bay with an eager fisherman aboard when RUDY J was is a 4"-wide oak keel with a substantial skeg.
overtaken by a black sky and northerly winds exceeding By the mid-’60s, when Nunes met Enoch Winslow,
50 knots. “It was all white water and foam,” Nunes said. the boatbuilder was in his late 70s and still spent every
“The seas were 8' or 9' high. Well, when you’re running Monday working as assessor for the town of Matta-
the boat in conditions like that, you don’t have time to poisett, a post he held for 60 years. Nunes and Win-
be scared.” slow shook hands on a $5,500 price, but Winslow later
reduced that amount by $500, saying he’d finished the
Enoch Winslow: boat—“the best one I’ve built”—more quickly than
expected. “There were no plans,” said Nunes. “It was
“It Was All in His Head” all in his head.” The original engine was a six-cylinder,
RUDY J was designed and built by a Mattapoisett man 165-hp Crusader.
named Enoch Winslow. Jim Nunes had seen Winslow’s The number of bassboats built by Enoch Winslow is
first bassboat, a teak-decked beauty owned by Cutty- unknown, but it was a relatively small part—perhaps a
hunk guide Lloyd Bosworth. “You could tell right away half-dozen—of his total production, which included
that Lloyd had something special,” said Nunes, who at cruisers of various sizes and dozens of skiffs. This fig-
the time was running a Luhrs-designed Jersey sea skiff, ure is a fraction of the number of bassboats built by
an able boat planked lapstrake-style with plywood. “It another nearby builder—a man whose career began
had a windshield. It was a good boat to start with, but in earnest about 5 miles northeast of Mattapoisett
Buzzards Bay is a tough place and that boat was light in Marion in 1947 and would continue with single-
and took a beatin’.” minded purpose for some two decades. The emblem
Winslow’s son-in-law, Roger Thompson, remembers on Ernest J. MacK enzie’s transoms left no doubt about
Enoch as “naturally gifted, a self-taught master carpenter, their purpose. It said “Cuttyhunk.”

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George Dow photo/courtesy of Jeff Rutledge

Above—This 26’ MacKenzie (26’ 3”× 9’× 2’) awaits delivery
at Moss Marine in Fall River, Massachusetts, in 1957 or ’58.
The dark-blue boat was ordered by James “Art” Dow and
was powered by a Graymarine 225-hp V-8. The windshield
configuration—the side framing extends forward of the
Courtesy of Howard Benassi
windshield itself—is believed unique to the Moss-built

boats and was later eliminated. The substantial oak keel,
hard chines, and bottom configuration are all evident here.
“The boat always behaved very well,” said Art’s son, Jim.
Left—Ernest J. MacKenzie, circa early 1960s. “His hobby
was work,” said his one-time partner at Kingston, Thomas
Stott, Jr.
Ernest J. MacKenzie: and working on the 312-acre Stone Estate. The circum-
“His Whole Life Was Boats” stances that prompted the building of his first boat in
1944 (the year he became an American citizen) are now
One early November day in 1968, a bass-obsessed writer unknown, but changes in his employer’s affairs were
for Sports Illustrated named Dan Levin drove from Bos- likely involved. By 1948 or ’49, MacKenzie was on his
ton to Harwich on Cape Cod to go fishing with famed own, building seven stout-looking lapstrake 16-footers
guide Irving “Bud” Henderson. The temperature was in a barn on Hiller Street in Marion. As a young teen-
in the high 30s and a 25–35 mph northeast wind was ager, Bill MacDougall watched MacKenzie at work. “He
blowing. While others remained in port, Henderson, was a short man,” said MacDougall, “perhaps 5' 6", and
who apparently graduated from the same guide school I remember him standing in wood shavings up to his
as Jim Nunes, headed out with Levin and two other knees.”
striper zealots. At 6:15, in a rip off Monomoy, a wave MacKenzie soon relocated 2 miles away to Marion
broke completely over L’IL DARLIN’, Henderson’s 30' Boat Works where he built a series of 22-footers. Some
MacKenzie. Henderson warned the fishermen not to years later, a brief photo caption in the local newspaper
look aft as it would be too frightening, and continued read, “The Cuttyhunk style bass boat was developed at
the 30-mile journey toward a hotspot for migrating the Marion boat yard.” MacKenzie left Marion with an
stripers southeast of Nantucket. engine mechanic friend named Charlie Picket to set
Levin’s “Rough Day Off Old Man Shoals” gives an up shop as the Cuttyhunk Boat Yard in nearby South
unusually dramatic picture of an able skipper handling Dartmouth. There, MacDougall and Picket’s son had
a big, able bassboat offshore. “The wind was blowing the job of ferrying boats stored or repaired to and
the tops off the waves and filling and refilling the cock- from Cuttyhunk. There, too, according to author Steve
pit with foam. Now there were 10-foot swells…at the Purdy’s WoodenBoat article (WB No. 197), Mac’s friend,
bottom of each one we lurched to a dead stop.... Bud boatbuilder Al Gray, lofted out the MacKenzie 26 while
Henderson stood at the wheel, operating the manual “Mac sat on a bench with a half model in his hands
windshield wipers, speeding up or swerving to avoid a shouting dimensions.”
breaking comber and eating apples.” The South Dartmouth venture was brief. Ernest
Born September 12, 1902 in Noel, Nova Scotia, MacKenzie was a boatbuilder rather than a business-
Ernest J. MacKenzie went to sea at age 12, and eventually man, a reality that shaped his career. In July 1951, he
became a captain under sail. But it was MacKenzie’s fas- found a partner in Plymouth physician Herbert Lotz,
cination with the challenge of improving the boats used who purchased the Kingston boatyard once owned by
by Cuttyhunk fishing guides that defined his life. In the George Shiverick and set up The MacKenzie Boat Shop,
early 1940s, Mac was living in Marion, Massachusetts, Inc. The flyer headline was “The Original Bass Boat.”

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The shop offered sizes ranging from 18' to 28'. This Gray and Mac got in touch with customers to find out
promising business arrangement ended prematurely what they liked and didn’t like,” said Pete McCusker.
when Lotz died and businessman Thomas Stott, Jr. pur- “They lofted out the hull and then made changes. They
chased the yard in May 1953. Unhappy with aspects of gave the stern more flare, opening space in the cock-
the new arrangement, Mac moved on. pit. They raised the chine forward. They added a bit of
Sometime in 1955, MacKenzie partnered with fellow deadrise aft. The changes were very successful.”
Nova Scotian Al Moss, a contractor who’d had much Al Gray’s son, Chris, went to work at the yard when
success building A&P markets, as Moss Marine in Fall he completed high school. “My father thought through
River. “MacKenzie was a good boatbuilder,” said Joseph boat production to the limit,” he said. “There were pat-
Richard Cottreau, a fellow “Bluenose” who worked with terns for frames, floor timbers, stems, and planks, and
Mac. “But Al footed the money.” Cottreau reported that a jig for the windshield. A boat could be completed in
before he moved to the United States in 1956, he had two weeks.”
worked on about a dozen MacKenzie 22' bassboats in The classic MacKenzie was mahogany planked over
Wedgeport, Nova Scotia. “MacKenzie came and showed sawn oak frames, with copper-riveted laps, and bronze
us what he wanted,” Cottreau said. “The boats were screws and keelbolts. (At some point, galvanized steel
shipped out to Fall River, in primer and without engines, was used, apparently for cost reasons, in floor timbers
for completion.” During this period, Mac lived weekdays and chine logs.) The substantial oak keel has a cut-away
in a trailer at Moss, returning to his Kingston home on deadwood, contributing to maneuverability. Longtime
weekends. There, the boatbuilder and his son-in-law, enthusiast and co-founder of the MacKenzie Boat Club,
Howard Benassi, machined and polished all the boats’ Jeff Rutledge, said a 22' MacKenzie was “the best boat
bronze hardware, which was cast from Mac’s patterns. I ever ran. It would zip around like a fish.” Directional
While the Moss Marine years were productive, it was stability, lift, ride quality, and strength were enhanced
not until 1960 and a move to Al Gray’s yard on the Taunton by the signature reverse lapstrake bottom. (The bot-
River that MacKenzie’s business affairs and boat pro tom-plank edges face away from the keel rather than
duct ion were put on a truly solid footing. Businessman toward it.) Guideboats like Nunes’ Winslow had only
Paul McCusker, who’d bought a large sportfisherman splash coamings, but graceful windshields were a prom-
from Gray and who owned Fab-Ri-Kona, a company inent feature of the other models.
that manufactured Dexolium, a composite decking Cuttyhunk guide Bob Smith was a friend of Mac
material, saw to that. It was McCusker who funded what Kenzie’s whose SUSAN B was a fire-engine-red 23-footer,
was now known as MacKenzie-Gray. “That’s when the a size Jim Nunes called “the best Mac for fishing. You
MacKenzie really turned into a production boat,” said could get very close to the beach. She was wet, but
Paul’s son Peter McCusker. she could take a pounding if you could. The feeling
The decision was now made to focus initially on the here was if you had one, you had arrived.”
23' and 26' models, the sweet spot in the market. “Al In 1967, when Paul McCusker moved the facility to
This shot of a MacKenzie 23-footer (23’2” x 8’4” x 22”), probably taken on the Taunton River, was included in the 1967
brochure of the Cuttyhunk Boat Co. located in Hyannis, Massachusetts. “This is a great boat for the family or fisherman…”
said the brochure. Each year, MacKenzies were displayed at the big boat shows. Often painted dark green, dark blue, or
white, and with a varnished windshield frame and transom, the boats were eye-catchers.
Courtesy of Jeff Rutledge

Tyler Fields
WorldMags.net
HOOLIGAN, a Ballentine 22, was built by George Ballentine. The builder’s grand-daughter, Amy Ballentine-Stevens, reports
“this style boat is making a comeback as people who are downsizing realize that a day boat might be used more than their
bigger boats.”
Falmouth Road in Hyannis, MacKenzie himself was no George Ballentine:

longer involved, having suffered a serious eye injury “He Drew on the Floor”
while working in Taunton. At Hyannis, much of the
production involved the 30-footer, which, like the 26, “Now,” said Jim Nunes, “I’ll mention another of the real
was also available in trunk-cabin versions. “I thought bassboats we used to have here, the Ballentine. Coot
the trunk cabin was a much better setup for most peo- had one. In fact, he had two of them. They were sea-
ple than the flush deck because there was a lot more worthy.”
light and room below,” said Pete McCusker. Among Cuttyhunk’s best-known guides, “Coot” Hall
By the late ’60s, a 26' MacKenzie with a 265-hp Palmer was a slender man, shorter even than Ernie MacKen-
V-8 listed at $11,855 (about twice the price of a Cadillac zie, who wore glasses and a long-billed fisherman’s cap.
Sedan deVille) before options. Then “materials prices When reporters visited Cuttyhunk to write stories about
quadrupled in the early ’70s,” said Pete McCusker, “and bass fishing, it was often Coot who they asked for first.
the energy crisis hit in ’74 and ’75. My dad was never “He was,” Jim Nunes said, “a nice guy who could sell ice
going to lessen the spec or build a fiberglass boat, but cubes in Alaska.”
costs were increasing as customers decreased. Dad The Ballentine bassboats—22- and 24-footers—were
waited until everyone had jobs and closed the doors.” the distinctive creation of George Ballentine of North
MacKenzie left no record of how many boats he Falmouth, Massachusetts. According to his son, Steve,
built—200 to 250 seems a reasonable guess—or what George designed by eye. “He drew conceptual sketches
the many changes were, especially in pre-Taunton days, and would sell potential customers on the look. Then
that now fascinate or perplex MacKenzie enthusiasts. he drew it all out on the shop floor.”
“Very early boats had fewer side strakes,” Rutledge By the late 1940s, the features most associated with
noted. Pre-Taunton boats had caulked decks while Dex- a Ballentine had been finalized. The hull had a rather
oleum was introduced at MacKenzie-Gray. Windshield fine V-shaped entry. Early versions had straight stems,
framing evolved. “He kept changing the rudder design but this soon gave way to a stem profile with a project-
ever so slightly for maximum performance [on the 26],” ing ”beak” or “knuckle” at its top. The knuckle com-
said Benassi. But the bassboats’ basics were constant bined with reversing sheer in the forward portion of
and listed in the Kingston-era flyer: “Lap Strake…Vee the hull—the severity of which varied from boat to
Bottom…Outside Keel...Dual Control.” boat—and generously flared forward sections. The hull
Ernest J. MacKenzie died on February 22, 1995, at had hard chines and a big spray rail that swept from the
age 93. Howard Benassi remembers his father-in-law as waterline well up the side of the bow.
a man who often worked 14-hour days, perhaps taking Although these boats were initially built of plywood
a Sunday afternoon off. “Once in a while,” Benassi said, over oak frames, by the late 1940s the planking was
“he’d take his Jeep and dog and the family [Mac and mahogany. “Most,” said Steve Ballentine, “had wind-
his wife Lulu had three daughters] to Saquish Beach. shields, but not the Cuttyhunk guideboats.” The Bal-
We’d go fishing sometimes in Mac’s 15' plywood skiff. lentines had the requisite tiller aft, but the forward
His whole life was boats.” steering station was fitted with a small bronze wheel.

Courtesy of Linda Brownell (both)
WorldMags.net
HATCHET II is a 26’ bassboat

built by Fred Brownell
(above) and designed by
Eldredge-McInnis. Brownell
built a range of boats, from
24’ to 52’; the 26-footer was
the most popular.
Power was gasoline, not diesel, generally a Chrysler Fred Brownell:

Crown or Ace, but the quest for more torque saw the “He Was Always Thinking”
introduction of Chris-Craft conversions of the Chevro-
let 283-cubic-inch V-8 for the 24-footers. On June 16, 1967, Jim Nunes was trolling the Pigs
When Sports Illustrated writer Gerald Holland visited alongside his friend and fellow guide Frank Saba-
Cuttyhunk in 1956, he sounded out Coot over dinner towski. Although based in Fairhaven at an old tackle
at the Bosworth House where the guide lived summers shop named The Outdoorsman, Frank frequently took
with his dog, Cutty. In answer to Holland’s question his parties to Cuttyhunk and on this particular trip, he
about the nature of a bass fisherman, Coot replied: had aboard an experienced fisherman named Charlie
“Once a striper fisherman is hooked, he’s hooked for Cinto. From the cockpit of Sabatowski’s gray-painted
life…men and women come here to Cuttyhunk from Brownell 26, Cinto cast a blue-and-white Big Daddy
all over.” Goo-Goo Eyes plug with yellow glass eyes into the rips.
For years, Coot took them fishing in his Ballentines. He snagged a bass that equaled the weight of Charles
When he moved on, it was to a marvelous boat built by Church’s 73-pounder.
an inventive man known to all as “Fred.” Sabatowski’s JUNE BUG was the first of 18 Brownell
Bassboats
for a Broader Market
A
ny story of the Cuttyhunk guides and their
specialized boats must note other hard-chined
designs directed at the broader market. Ernest
MacKenzie and his various partners understood the
obvious need to reach beyond the professional fishing
guide and stressed the “family” appeal of the boats.
The popular Crosby Striper was based on a cypress-
built 24-footer originally developed in Fort Myers by Cod, Spaulding Dunbar (WB No.161) developed his
Henry and Frank Daniels for guides in southwest Flor- Bristol series of boats—including the 21' Bonito Bass
ida. Wonderfully versatile, the Striper was available as Boat—for the Allen Quimby Veneer Co. of Bingham,
both an open boat and a cabin model. Production tran- Maine. These were attractive boats, built of mahogany
sitioned to fiberglass. After MacKenzie parted ways plywood over oak frames with Everdur fastenings. Else-
with Moss Marine, the latter built the Sakonnet 26, an where, capable builders produced a number of hard-
Eldredge-McInnis design that reflected features of a chined bassboats that, in some cases, achieved local
number of boats including the Brownell. This boat gave popularity. Today, elements of bass boat “style” may be
rise to the well-regarded fiberglass Fortier 26. On Cape found in several fiberglass designs. —SG

WorldMags.net
Jim Nunes, owner of RUDY J. (pages 65 and 66), says,
“Most people will never have a boat that will fulfill
all their needs. But I do.”
26-footers built between 1966 and 1977 by David Fred-

erick “Fred” Brownell in a barn-turned-boatshop in
Mattapoisett. Before buying the 26, Sabatowski had
owned a Brownell 24—but the 26 was significantly
larger and could handle the torque of a bigger engine.
“A handful of guides used the boats,” Brownell’s
daughter, Linda, said. “But most were used as pleasure
boats by avid people.”
The Brownell bassboats were designed by Walter
McInnis, who based the lines on those of his existing
Stan Grayson
Marblehead 25. “The design had a narrow entry, deep
keel, and hard chines to keep them from rolling,” Linda
said. “My father added a spray rail he developed that
ran from under the waterline aft and swept up to the
bow.” To produce this spray rail, Brownell made his own
shaper. The boats had the usual tillers both forward sea skiff, or others intended to pursue specific quarry
and aft. Initially, the small cabin first had only a single in specific waters, the real New England bassboat was
porthole, but Brownell later lengthened the cabin and developed to meet the specialized needs of the profes-
added the now-familiar three-portlight arrangement. sional fishing guide. Those needs were best fulfilled
The construction method evolved. “Our first were with a solidly built, hard-chined 22- to 26-footer. Who-
carvel-planked over sawn frames like the Marblehead 25,” ever the builder, the boats possessed shared attributes
said Ronnie Lima, who worked at Brownell’s for some 45 that included a substantial oak keel to protect a rug-
years. “Then we did batten-seam for increased strength. ged bottom, the rudder, and propeller. They had nearly
Then Fred built a few that were diagonally planked inside vertical topsides in the cockpit area—about waist high
and carvel-planked outside using full-length, scarfed, 26' in some cases and comfortable for the fisherman—two
planks, which resulted in a very fair hull.” tillers (again, one forward and another aft), an open
Eventually though, Brownell settled on two layers of cockpit with no windshield, and the most powerful
diagonally planked 3 ⁄8" mahogany epoxied together gasoline engine practical. These boats could venture
and bronze-screw-fastened from the inside. The hulls into tiderips or the shallow water between surf and
were then sheathed in fiberglass cloth set in epoxy shore where bass lurk among unyielding rocks. They
resin. “Fred,” said Lima, “found a machine that would provided the necessary stable platform while trolling,
allow him to tongue-and-groove the planks and we’d responded instantly to the throttle, and could turn on
epoxy the joints.” Cabintops were made of two or three a dime.
layers of plywood laminated together with epoxy, a Ultimately, most people who bought bassboats or
process that eliminated the need for roof beams. At their derivatives were not the legendary guides who
some point, Brownell determined that the boat made them famous, but sportfishermen attracted by
should have a larger rudder, and he adapted the deeper the boats’ performance and functional beauty.
keel from one of his 32' sportfishing models. This Despite their specialized nature, the true bassboat—
increased the boat’s draft by a few inches, permitted a the MacKenzie in particular—has provided content-
larger propeller, and improved overall performance. ment for weekend fishing, as a family runabout, or as a
“From the time he got up until he went to bed,” said no-frills cruiser. The last time I talked to Jim Nunes,
Linda Brownell, “my father always wore a sharpened though, he was awaiting the arrival of his next fishing
pencil behind his ear. He never knew when he’d need party on the Cuttyhunk ferry. As always, he was think-
to do some designing.” Besides building sportfishing ing about tide and wind.
boats as large as 52', Brownell diversified his business “You want to go when the full tide is starting to
by turning the area around the barn into Brownell’s drop,” he said. “It’s nice if that’s around evening when
Boat Yard. That prompted his invention of the highly it’s just getting dark.”
successful adjustable boat stands and the renowned Standing aft in RUDY J, the guide will know just
Brownell hydraulic boat trailer. Said Ronnie Lima, where to head and where, down in the dark water, the
“Fred was a genius. He was always thinking.” hungry fish will be waiting. Even when the light fades,
he’ll be able to see all around him.
The New England Bassboat
Stan Grayson is a regular contributor to WoodenBoat. He sends his
“Most people,” Jim Nunes said, “never have a boat that thanks to Jeff Pierce, Charles Robert Smith, Bill Pappas, Ron Fortier,
will fulfill all their needs. But I do.” Jonathan Fowler, and the reference desks at the Fall River Public
Like a Maine lobsterboat, a Florida flats boat, a Jersey Library and the Kingston Public Library.

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Building a Vertue Cutter
FLYING FISH is a small cruiser with a long reach
Jack Bassett
Above— Flying Fish is a 25’ Vertue cutter that the author spent eight years building. Since launching, he’s cruised the boat from
Maine to the Azores and the Caribbean, and along the East Coast. Here, FLYING FISH lies at the Portuguese Island of Madeira.
by Jack Bassett
“Y
ou came all the way here in that?” My mate Caro- of this hull type, which has been tinkered with since
lyn and I were never quite sure if we should be its inception in 1935. The design has a unique combi-
proud or offended by this persistent greeting we nation of toughness and elegance of line. Vertues have
would receive in distant ports aboard FLYING FISH, our proven themselves to be accomplished bluewater ves-
Laurent Giles–designed Vertue-class cutter. We hoped sels for the past 77 years, having made a number of cir-
these remarks were directed only toward the diminu- cumnavigations and long-distance voyages (see sidebar,
tive size of our oceangoing vessel, and not her seawor- page 77). To my knowledge at least three have rounded
thiness. At 25' on deck, our boat was typically the runt Cape Horn. Most were built by small yards or owner-
of the litter in many of the harbors we visited. I would builders like me.
have to agree that her size is minimal for extensive off- In considering this project, it was necessary to create
shore voyaging for two, but she took us far on our first the illusion that I could build a small and well-found
cruise and has the potential to take us much farther. craft in a short amount of time, and that it would proba-
I built FLYING FISH after selling my previous boat bly not cost too much. Indeed, if I embarked fully aware
of long standing, a 32' Norman-class sloop designed of the effort and cost of such an undertaking, I most
by Englishman Alan Buchanan. That boat was built in likely never would have started. But I have no regrets:
1962 and called SEA SAUNTERER . I’d sailed this good After eight years of predominantly part-time labor, FLY-
old boat for 17 years in the Caribbean, through the ING FISH slid into the water at the P.E. Luke yard in
Panama Canal, out to Hawaii, and then to the Pacific East Boothbay, Maine. The cost of construction was well
Northwest, and sold her in a moment of weakness in above what I had anticipated, partly due to the rise in
Port Townsend, Washington. I then moved to Maine cost of materials, and partly because I had resolved to
more than 12 years ago to find work in traditional boatbuild my boat with the best materials available.
building. SEA SAUNTERER’s British styling and 1960s Boatbuilding in wood has been my profession in one
construction set a compelling standard of style for me. way or another for 30 years; I’ve worked in numerous
Once settled in Maine, I resolved to build myself a new locations around the country and in the Caribbean.
boat of similar origins. But, although I’ve contributed to the construction of
The Vertue design (see sidebar, page 66) evolved many boats over the years, FLYING FISH is the first of
from the British pilot cutter, a vessel designed to sail any size that I have built entirely on my own. A previous
off into any weather and to heave-to on station for an background in boat repair has given me a sense of what
extended period of time. The boats had to be fast, since works and does not work in construction, what is strong
the first pilot to board an incoming vessel got the job. enough, and where to look for trouble. I brought those
In the Vertue class, Laurent Giles created a miniature lessons to bear in the building of this boat.

WorldMags.net
Planking
In building FLYING FISH, I tried to stick closely to the
style of most Vertues, which were mostly built in Britain
in the 1950s’ and ’60s. In a notable departure, however, I
cold-molded my hull. To shelter the project, I set up a
bow-framed structure of spruce strapping covered in
shrink-wrap. The hull was constructed upside down with
a temporary station mold or bulkhead placed every 2',
then laminated mahogany frames were set to the molds.
Four husky floor timbers were laminated from rot-resistant
iroko and fit to the iroko backbone in way of the ballast
keel. Numerous smaller laminated floors were fit to the
heels of the frames and underneath the engine beds.
With the addition of a transom, stem, deadwood, and
sheer clamps, I had a shape that I could begin to plank.
The first course of planking was of 9 ⁄16" Alaska Working by myself, I could vacuum-bag only a sin-
yellow cedar. The planks above the waterline were gle layer over a quarter of the hull at any given time,
2"-wide tongue-and-groove with veed edges. All the necessitating 12 separate operations. Having planked
planks composing this first layer were quarter-sawn the hull four times over, this is likely one of the slowest
and full-length, since they’d show on the inside of the ways I could possibly have built the boat, but the result
boat. They were edge-glued to each other and bronze- is a hull that is relatively light, strong, and watertight.
screwed to the frames, floors, and bulkhead cleats. To With the addition of a layer of biaxial fiberglass cloth
accommodate the tighter curves below the waterline, I to provide a hard shell of protection, the hull measured
switched to 1"-wide planks with bead-and-cove edges, 1" thick. Along with robust framing, this might seem
glued and edge-fastened with ring-shank bronze nails. to be a bit of overkill, but I was reminded of the Maine
With the first course of planking complete, I had an adage “nothing too strong ever broke.” In fact, all of
airtight form to work with that allowed me to fit, glue, FLYING FISH’s scantlings were increased from the origi-
and vacuum-bag two diagonal layers of 1 ⁄8" western nal—from the handrails and hardware to the spars and
red cedar veneer, and a final layer of diagonal Spanish rigging. This would likely explain why she rides an inch
cedar of the same thickness. lower in the water than the designer intended.
Rollover
With the hull more or less complete, I was ready for the
first surefire sign of progress: the rollover. I fitted two
semicircular plywood rings to the hull that could be
rolled on planks set on pipe rollers; because I was work-
ing on a dirt floor, I placed the pipe rollers on railroad
ties. This setup allowed me to move the boat laterally in
increments, while fully rolling over the hull within the
Jack Allen (Both)
limited confines of my boat shed. A block-and-tackle

anchored to a deadman set in granite supplied the
power—as did many willing hands encouraged by the
promise of free pizza and beer.

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House Sides
Over the course of two winters I was fortunate to be
able to build the cabin trunk and Sitka spruce mast in
a heated shop. The cabin sides of five layers of veneer
were vacuum-bagged over a 19' form to create the
house sides and cockpit coamings. The outside sur-
faces are of iroko, the core laminates Alaska yellow
cedar, and the inside surface is cherry. Cherry also was
my choice for the bulk of interior joinery.
Jack Bassett (This Page)
The nearly complete trunk cabin was fitted to a deck

of the same 2"-wide Alaska yellow cedar used for the
hull overlain with two layers of 4mm sapele plywood
epoxied down. This laminated deck was then fiberglass
sheathed. Perhaps getting a little carried away, I fab-
ricated 26 laminated hanging and lodging knees to
ensure a stiff deck.
Engine Beds
Mahogany engine beds carry the 15-hp Yanmar diesel.
I used a variety of other woods from a stack collected
over the years. Port Orford cedar formed the core of the
laminated main hatches and bulkheads. The berths are
of Spanish cedar, and the toe, cap, and grab rails are of
teak—as are the cockpit sole and seats.
Hardware
Much of the bronze hardware was unavailable off-
the-shelf, so I had rough castings made from my
wooden foundry patterns, and I filed, drilled, and
sanded these to their final shapes. These pieces
included the rudder gudgeon, pintle and heel fit-
tings, mainsheet traveler, portlight rings, boom
bail, and portions of the gooseneck. I cut addi-
tional pieces from bronze plate and had them
welded. Much of the remaining bronze hardware
I purchased from overseas suppliers.
Keel
The last major addition was the 4,300-lb lead bal-
last keel, cast in Rhode Island. This was fastened
with ¾" silicon-bronze bolts. Equaling nearly the
weight of the rest of the hull, the ballast keel has
made this little boat very stiff. The water and fuel
tanks were fabricated by the Luke yard, and the
sails were made by the Nathaniel S. Wilson loft,
also of East Boothbay.

WorldMags.net African coast to the Cape Verde Islands. From there
we would cross the Atlantic again, land in Grenada,
sail up through the Caribbean, and return to the
U.S. to follow the Eastern Seaboard back home. The
sails of FLYING FISH still bear the red stain of Sahara
dust—a token of our voyage.
I am quite pleased with the boat. She is a stout little
vessel that in her short career has proven herself quite
able and dependable. Her size has a few drawbacks.
Stowage for all of the stuff one needs for an extended
trip can be a little tight. Water tankage is too small for
warm, dry climates and often leads to the stashing of
bottled water throughout the boat. Going to windward
in a stiff chop can be challenging because a Vertue is
too short to cut through short steep seas and has to
climb over them, often stalling progress.
On the plus side, FLYING FISH is nicely balanced,
forgiving, and easy to handle for a small crew. She is
less expensive to dock and less costly overall, as her
Carolyn Shubert
gear is smaller than that of most cruisers: smaller sails,

engine, lines, and ground tackle. Her 4 ½' draft allows
her to go where larger craft cannot.
Currently we are back in Maine, biding our time and
working toward another long voyage.
Launching
The mast is hollow and oval in cross-section, and For the past 10 years, Jack Bassett has worked for Hodgdon Yachts
has two pairs of spreaders. I was a little leery of of East Boothbay, Maine. It was there that he first encountered cold-
stepping this mast on deck, but given the confined molded boatbuilding. Contact him at [email protected].
interior space of a small cruising boat, I relented
and followed the plans. Having now fully tested For more about the Vertue cutters, see the following two pages.
this rig, I have no reservations about its integrity.
It is stiff and heavily stayed, having a headstay,
forestay, split standing backstay, and a pair of run-
ning backstays. Peter Kopetzky, a longtime sail-
ing chum in Port Townsend, Washington, made
the bronze chainplates and maststep; Bill Lowe
of Owls Head, Maine, made the masthead fitting
and tangs.
I had much left to attend to when FLYING FISH
slid into the water with little fanfare on a rainy
morning in May 2010. Being much too exhausted
by last-minute preparations, I couldn’t consider
any sort of revelry. But she floated nicely in
Linekin Bay.
D
espite the lack of an extensive shakedown,
and with the hurricane season just beginning,
Carolyn and I departed on our first cruise on
the July 4, 2010—our Independence Day. It seemed
like a proper send-off that evening, pointing her bow
east into the open Atlantic with 1,800 miles ahead
to our first landfall. Fireworks lit up the night from
Portland to Camden in our wake. We’d embarked
on a 14-month, 12,000-mile adventure to the Azores,
then along the south coast of Portugal to the Spanish
border and up the Rio Guadiana, then to Porto Santo
and Madeira, the Canary Islands, and down the West
Jack Bassett
FLYING FISH sails in the wake of a number of other Vertue

cutters that have made great voyages all over the world.

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The Vertue Cutters
Vertue
Particulars
LOA 25' 3"
Beam 7' 2"
Draft 4' 5"
Displ. 4.5 tons
Sail area 380 sq ft
These lines are for ANDRILLOT, the first

of what would become the VERTUE class.
Subsequent Vertues have a flatter sheerline
than their forebear.
BEST OF UFFA
J ohn (Jack) Laurent Giles (1901–1969) established

his British yacht design firm, Laurent Giles & Part-
ners, Ltd., with the belief that a small boat could be
altered. Since SALLY, Vertue No. 2, the Bermudan
rig has had a double-spreader arrangement with hol-
low spruce mast and ash spreaders; this has remained
as seaworthy, or even more so, than a large one. By 1935 mostly unchanged. Giles kept to his idea of designing
he had designed and launched the gaff cutter ANDRIL- “...a straightforward little boat with a modest forward
LOT, which soon excited the yachting world with her overhang, full displacement, outside ballast, moderate
long passages. This design was modeled after the Bris- beam and a reasonably cut away profile.”
tol Channel pilot cutters, being similarly beautiful, but Giles also designed WANDERER III, the 30' 3" sloop
smaller and more modern. ANDRILLOT was the pre- in which Eric and Susan Hiscock led their legendary
cursor to the now-famous, heavy-displacement, narrow voyaging life. That boat is today owned by Thies Mat-
and long-keeled 25-footer known as the Vertue. zen and Kicki Ericson, who continue the Hiscock voy-
Giles’s partner, Humphrey Barton, promoted the aging tradition. The revolutionary light-displacement
design along the English Channel with a 20-port, 21-day MYTH OF MALHAM, winner of the Fastnet Race in
cruise in ANDRILLOT. Barton also delivered MONIE, 1947, also came from Giles’s drawing board. Another
Vertue No. 3, from Lymington to North Wales, sailing successful racing yacht, MIRANDA IV of 1951, featured
counterclockwise around Britain (just to do it that way), a very early spade-type rudder. Then there was John
1,056 miles in 25 days. Giles was the designer while Guzzwell’s TREKKA of 1955, at 20' 6" an even smaller
Barton became the marketing department, sailing globe-girdling craft than the Vertue. Many later pro-
more of the Giles designs to great acclaim. This duction yachts, such as the Westerlys, were designed by
included a famous transatlantic voyage to New York Laurent Giles & Partners. Giles himself was awarded
against the prevailing westerlies in VERTUE XXXV, the honor of Royal Designer for Industry, a distinction
proving that this boat was a serious seag oing ves- established by the British Royal Society of Arts in 1951.
sel; easy to build, while being fast, weatherly, and Approximately 230 Vertues have been built since
well balanced. 1935, and three yards fabricated about half of them:
Ten of these five-tonners were built before World E.F. Elkins and Sons of Christchurch, England; R.A.
War II, before the class actually became known as the Newman and Sons of Poole, England; and the Cheoy
Vertue. The class name came about when the fifth Lee Shipyard in Hong Kong. There have been other
boat of this design, named EPENETTA , entered the professional and nonprofessional builders who have
1939 Poole, England, to Cherbourg, France, race on constructed and sailed these rugged little boats.
her maiden voyage as the smallest boat in the fleet and Even though Vertues became celebrated for long-
won the Vertue Cup—an award donated by Michael B. distance sailing, they have long been admired for their
Vertue, librarian of the Little Ship Club. With that win, elegant combination of form and function. Jack Giles
the name of the class was born. was satisfied with the success of his design and never
The class grew in numbers and reputation after the saw a reason to alter her lines. “I had not found a way
war, when yachtsmen wanted superior, smaller boats. to better them,” he wrote. Those who are fortunate
Giles made some improvements for comfort with the enough to sail them agree. —Carolyn Shubert
addition of a doghouse for standing headroom and a
straighter sheer for more sitting headroom over the Plans for the Vertue cutter are available from the Laurent
berths. Yet the original underwater lines were never Giles Archive at www.laurentgilesarchive.com.

WorldMags.net
Vertue Voyages
T
he Vertue class is well known for long-distance
sailing. Over 130 Vertues have made extensive
ocean voyages, including circumnavigations and
solo Atlantic crossings. Many of the boats have weath-
ered hurricanes and severe storms. At least two Vertues
have rounded Cape Horn. There have been many more Cardinal
undocumented voyages of these rugged cruisers so that Vertue, the
the total remains unknown by the general public. Here Vertue in which
are some examples of ones we do know about: David Lewis
singlehanded
• Vertue XXXV, Humphrey Barton. Falmouth, England, across the
to New York, 1950. The first east–west crossing by a small Atlantic. Bill
yacht having the mast stepped on deck. This boat also Nance later
made four circumnavigations under different owners. singlehanded
Eileen RamsAy/PPL
• Marguerite of Poole, Norman Ash. England to her from England
the Eastern Mediterranean, 1950–51. to Argentina,
• ICEBIRD, Joe Cunningham (singlehanded). England, and then to New
West Indies, Newfoundland, 1952–53. Zealand.
• SPEEDWELL OF HONG KONG, A.G. (Peter) Hamilton.
Hong Kong to England, 1953.
• EASY VERTUE, Dan Robertson (singlehanded). Eng- • SEKYD, John Ryley. England, Mediterranean, South
land to the Bahamas, 1954. Africa (part over land), 1969.
• MONIE, J. Bolingbroke. England to Gibraltar, 1955. • BLUE JENNY, Dan Bowen (singlehanded). England,
• SPEEDWELL OF HONG KONG, John Goodwin. Gibral- Canary Islands, West Indies, 1970.
tar, West Indies, South Africa, 1955–56 . • BONAVENTURE DE LYS, John Struchinsky. New Zea-
• SALMO, Jill and Peter Hamilton. Scotland, Canada, land to South Africa and West Indies, 1971–72; West
Panama, Tahiti, California, 1956. Indies, Panama, Tahiti, Fiji, New Zealand, 1974.
• BESTINDA , Charles Freeman. England to Cadiz, Spain, • AUSTRAL VERTUE, Mick McKeon. Australia (Mel-
and return, 1956. . bourne to Sydney) to New Zealand, Fiji, Gilbert Islands,
• MEA , Brian Bleasdale (singlehanded). Hong Kong to 1970–71.
North Borneo, 1959; Ceylon, South Africa, to England, • KAWAN, Donald Nealey (singlehanded). England,
1961–62. Madeira, West Indies, Panama, Galápagos, Marquesas,
• CARDINAL VERTUE, David Lewis (singlehanded). Eng- Tahiti, 1970–71.
land to New York; return to Scotland, 1960. • CARINA , Karen and John Cross. England, Brazil, South
• CARDINAL VERTUE, Bill Nance (singlehanded). Eng- Africa, 1972; England to Finland and return, 1973 .
land, Madeira, Argentina, 1962; New Zealand to Argen- • CHARIS, Peter Pike (singlehanded). England, Canary
tina around Cape Horn, 1964–65. Islands, West Indies, 1972.
• SIMO, Philip Oliver (singlehanded). Casablanca to Eng- • WESTERLY, Fred Boynton (singlehanded). Singapore to
land, 1963. South Africa, 1972–73.
• KITTIWAKE, Ed Bowden (singlehanded). England, • AOTEA , Penny and Douglas Tiffin. Singapore to South
France, Madeira, Canary Islands, West Indies, Panama, Africa, 1973.
Galapágos, Marquesas, 1963–66; New Zealand, Austra- • KAWAN, Gildas le Guen. Papeete to France, 1973–74.
lia, cruising Pacific 1966–68, Australia to Singapore, • SALMO, Alan Brown. Los Angeles to Hawaii and return,
1973–74. 1974.
• FIALAR , L.E.L. Sills. Scotland to Iceland and return, • SPARROW, David and Daniel Hays. U.S. to Jamaica, Pan-
1964. ama, Galápagos, Easter Island, Cape Horn, Falkland
• CARINA , Bruce Dalling. Singapore to South Africa, Islands, South America, Antigua, 1984–86.
1966. • CHINITA , Matthew Power (singlehanded). England to
• AOTEA , R.H. Montgomery. Singapore, Ceylon, Aden, West Indies, 1991–92.
Suez, Cyprus, Malta, Italy, Midi Canal in France, Eng- • MARY, James Burdett. England to Biscay, 1993.
land, 1966.
• ICE BIRD, Brian Cunningham. Ireland to Iceland and … and many more. —Carolyn Shubert
return, 1967.
• MELUSINE, Robert Stigell. England to Finland and
Many accounts of Vertue voyages have been published, the most
cruising Pacific, 1968–69. famous being that of Humphrey Barton’s VERTUE XXXV. Other
• KOTIMU, Billie and Neils Powell. New Zealand, Austra- books include The Restless Wind, by A.G. (Peter) Hamilton; The
lia, New Guinea, 1969. Ship Would Not Travel West, by David Lewis; Stelda, George
• STELDA, Peter Woolass (singlehanded). England, Madeira, and I, by Peter Woolass; Vertue, by Peter Woolass; and My Old
Canary Islands, West Indies, 1969. Man and The Sea, by David and Daniel Hays.

woodstoves WorldMags.net
for wooden boats

Comfortable heat
for cold-weather
cruising
Benjamin Mendlowitz
by
Brendan
Riordan
O
ne of the most compelling reasons to go cruising insignificance by comparison, a phenomenon best expe-
is to experience spectacularly beautiful coastal rienced without a crowd. Happily, many an anchorage
surroundings. When the return of seasonal cold that feels pedestrian in the first week of August will feel
weather drives most people away, you may have these beyond civilization and wild the last weekend in October.
rugged playgrounds almost entirely to yourself. And to ward off the cold toward the end of the sea-
Where I live in Maine, for example, anyone with a son, there is nothing like a woodstove. There are those
small cruising boat, some free time, and roughly equal who will say, “Nonsense! Heat is heat. Who cares where
parts gumption and experience can access more than it comes from?” Of course, there are other forms of
4,600 islands and innumerable miles of coastline that heat on board boats, and to the hypothermic individ-
just can’t be reached any other way. Distant anchorages ual with survival in mind, the naysayers have a point.
are somehow more alluring for their remoteness. Their But there is a difference between survival and content-
vast beauty quietly communicates our smallness and ment, and isn’t it the latter we are after?
In the words of woodstove designer John Gulland, heating with wood is “a tangible expression of self-reliance, of the courage
to buck the trends and to resist the appeal of sedentary, push-button convenience. Heating with wood reinforces links to the
land and is a willing submission to the cycle of the seasons.” The same could be said of cruising to remote places in a wooden
boat, like the Concordia yawl STARLIGHT, whose woodstove is shown above.

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Practical Considerations
Installing a wood-burning heater need
not be a complicated job, but it is one
that deserves careful thought. Like most
other proposed upgrades, careful plan-
Brendan Riordan (This Page)

ning about the installation, operation,
and maintenance of this new piece of
equipment will yield dividends. If you
are installing a new stove, you will almost
certainly have the benefit of an instal-
lation and operation manual to guide
you. As you contemplate the installation,
your stove manufacturer’s requirements
must take precedence, but here are a few Above—A Concordia yawl’s deck iron
things to consider: cools the stovepipe by holding rainwater
against it, and the conical smokehead
A secure mount. When it comes to install- keeps rain out and can be rotated to
ing a woodstove on a boat, you must fac- improve draft. Above left—A stovepipe
tor the hull’s motion into the equation. penetrates a bulkhead but is nicely
A woodstove, like a cookstove, should be installed using gradual bends, heat
one with the boat. It should be able to shields, and appropriate clearances.
withstand all that the crew can withstand Left—Screws holding a brass plate shield
and more. If planning for a full rollover to a bulkhead run through simple spacers
strikes you as excessive, and it probably made of copper tubing.
is, being prepared for a 90-degree knock-
down is not. If the stove you are planning
to install is manufactured expressly for marine use, you Damp it down. The best woodstove installations include
can expect it to be made to be bolted to the sole or to a a damper. Small-boat cabins heat up quickly, and once
bulkhead. But there’s no reason to assume that a small the wood is in there burning, there’s really no safe way to
residential stove couldn’t be used aboard, as long as you put it out until it has burned down to ashes. If you want
realize that the engineers at places like Vermont Cast- to reduce the heat of the stove, you need a way to control
ings counted on the living room floor to stay put and airflow. Some stoves have a “hit-or-miss” vent over the
gravity to take care of the rest. If you use a residential air intake; others have a damper in the flue. Creosote
stove, make certain you can find a secure way to install it. buildup in woodstoves on small boats is almost always an
On TRADE WIND, a 1938 Alden motorsailer restored issue because they suffer from relatively inefficient com-
at Rockport Marine, where I work, we found that the bustion, so it’s important to disassemble, inspect, and
legs of the woodstove in the main saloon were securely clean the stovepipe regularly. Flue dampers can cause
bolted to the firebox, but there was no provision for increased buildup of creosote, so cleaning is especially
securing the legs themselves to the cabin sole. We important if a flue damper is used.
decided to replace the machine screws that attached
the legs to the stove with threaded rod that not only Let it out, let it in. The quality of a woodstove’s combus-
secured the legs to the firebox but also passed through tion is related to draft. The easiest way to increase draft
the sole at the lower end to be secured by heavy washers is to increase stack height, but that can rarely be
and nuts beneath the sole’s supporting structure. achieved in the confined spaces of a small boat. With
no standing headroom, EIDER , our Stadel cutter, had
Lock it down. Take a good look at the stove doors and only a scant few feet between the stovetop and the cabin
any other openings. Can they be dogged down or other- roof. If you don’t have much height to play with, the
wise secured? If not, it’s probably best to either replace best you can do is provide the combustion gases as
the stove or brainstorm a modification. The little stove straight an exit as possible. One way to improve the draft
we had aboard EIDER , the George Stadel–designed 26' of the stove is to fit an extra-long stack above the deck.
pilot sloop we used to own, served us well, but I’m cer- These draft improvers will undoubtedly be in the way
tain the round lid that served as a kind of a burner and may look somewhat awkward on small boats, but
beneath our teakettle would have come free in a knock- they need not be permanently fitted. When the boat is
down. I never used the stove when we were under way, safely on the hook for the night, it is a simple matter to
because although ashes scattered about the boat would retrieve the fixture from a locker or cabinet, secure it in
be a hassle, hot coals tossed across the boat would be place, and fire up the stove.
a serious problem. If a stove modification eludes you, I’ve seen some pretty outrageous stovepipe installa-
have a boatyard with a fabrication shop take a look at tions in some of the boats we’ve worked on. One had five
the situation. At Rockport Marine, master fabricator 90-degree elbows between the stove and the cabin roof,
Joel Cox tackles problems like this every day, and if each of which added a little resistance that not only made
he can’t execute a modification, then using that stove it harder for combustion gases to exit but also provided
probably wasn’t a good idea to begin with. a prime place for creosote buildup. A single elbow, or

WorldMags.net
Insurance Considerations. Residential building codes
often specify setback and other requirements for safe
woodstove installation and operation. Even in areas
where municipal building codes do not apply, you’re not
off the hook. By way of example, I have firsthand expe-
rience negotiating with an insurance provider about
a woodstove installation in our home. Under threat
of policy termination, we modified the installation to
comply with our insurance provider’s requirements. I
have been unable to locate a definitive explanation of
Benjamin Mendlowitz
the insurance implications of installing a woodstove

in a boat. Although I have not made an exhaustive
study of the matter, I did contact two marine insurance
agencies to inquire whether they had specific policies
regarding woodstove installations. The first agent I
spoke with declined to provide a response that I could
Here we have a true hearth—faced with masonry no less— publish. The second explained that although the com-
aboard ROSALIND OF ST. IVES, a converted 1903 Cornish pany did not have a blanket policy prohibiting wood-
lugger. stoves, it requires a survey in order to write a policy.
For the determination of a safe woodstove installation,
like heaters using diesel or other fuel, the company
even two, is usually fine. If you need to lead the stovepipe relies on the surveyor’s judgment. She also pointed out
through a bulkhead to exit the cabintop, go ahead—but that many policies (at least in New England) specify a
be reasonable. Reduce hard turns where you can. spring-through-early-fall duration of coverage, mean-
Fresh air intake is also important when using a wood- ing that individuals wishing to cover woodstove installa-
stove. Manuals for diesel and propane heaters always tions should begin by making sure their policies extend
make mention of the dangers of operating a combustion to cold-weather months.
appliance in an enclosed space, and the same consider-
ation should be given when contemplating a woodstove The Hearth Makes the Home
installation. Your stove will consume oxygen as it burns, There’s something universal in the enjoyment you get
and in an especially tight cabin the oxygen could be from firing up the woodstove first thing in the morn-
depleted pretty quickly. So make sure that openings to ing. There is something primal to the satisfaction of
the exterior allow fresh air into the living space. The saf- a warm stove, a good meal, and the snug shelter of a
est precaution might just be the same as for a campfire: well-kept boat in a remote anchorage. And as Richard
let it go out before you turn in for the night. Jagels, author of WoodenBoat’s “Wood Technology” col-
umn, pointed out way back in WB No. 31, in 1979, the
Give it space. Keep in mind that even a small stove can bold heat of the woodstove is ideal for heating drafty
get very hot. Be mindful of what’s nearby. Heat shields spaces, plus it is exceedingly simple to operate, uses a
for both the stove and the flue may be necessary, espe- readily available fuel source, and can work with a vari-
cially if they are in an area where they can be touched ety of substitutes in a pinch. I’m not old enough to
accidentally. Keep them away from combustible mate- remember the energy crisis of the 1970s, but those who
rials. The flue can be wrapped in the same way as are know their little woodstove will keep them warm
an engine exhaust, but this is difficult to do without at a fraction of the cost of a bulkhead-mounted diesel
detracting from the cabin’s appearance and losing heat heater if and when oil prices shoot up again.
that radiates from the stack. Double-wall or insulated I remember one evening several years ago, we lay
stovepipe of the type used in residential applications on the anchor in Pulpit Harbor aboard EIDER , watch-
isn’t readily available in the small diameters typical of ing the sun set over the Camden Hills. It was late in
boat installations. The most common solution is a heat the season, and there was a pronounced chill to the
shield made of thin-gauge sheet metal affixed to the air as the sun descended. I went below as the sun
stove, the flue, or nearby structure. Often the offset is dipped behind the hills, and while Heather was zip-
minimal, just an inch or so, allowing air to circulate ping our two sleeping bags together I took a special
around and behind the shield and thereby dissipate satisfaction in lighting the stove and the oil lamp
the heat radiating from the stove. with a single match. By the time we’d curled up with
our books, the stove was cranking away and our little
Set back, insulate, and cool penetrations. In a wooden boat, cabin was already beginning to warm up nicely. It was
at some point, stovepipes are going to come near combus- chilly enough that I would skip my customary morn-
tible structure, most often when penetrating a bulkhead ing swim, but thanks to that little stove, it would still
or cabintop. The most common way to address concerns be several weeks before the cold weather put an end to
about excess heat in a cabintop penetration is to fit a water our sailing season.
well, also called a deck iron. This flanged fitting employs
a moat that fills naturally with rainwater and isolates the Brendan Riordan is a yacht designer working in the design office of
hot portion of the stovepipe from adjoining woodwork. Rockport Marine in Rockport, Maine.

WorldMags.net
A Gallery of Woodstove Installations
O ne of German architect Gottfried Semper’s
four theoretical elements of architecture was
the hearth, which he described as “the first and most
important, the moral element of architecture.” In
practice, if there is a protected anchorage to be had
there are few experiences more pleasant than pass-
ing a spell of unfavorable weather in a small and tidy
boat, like Russ Mannheimer’s 24' Danish double-
ended sloop SJOGIN, with a cup of tea, a good book,
and a warm stove.
T homas Siske’s pinky schooner PROPHET (see
Russ Mannheimer
WB No. 219) carries a handsome installation of a
Shipmate stove, comparable to the company’s current
model 211. The stove combines the functions of cabin
heater and galley cook stove, described as appro
priate for boats between 30' and 65' long. Siske’s
pinky is 40' LOA, and he lives aboard in Camden even
through the Maine winter. At 22" × 15 1/2" × 20 5 ⁄8"
and weighing 135 lbs, the model 211 is a substantial
addition to a small cruising boat. This stove puts out
a lot of heat—up to 24,000 to 36,000 Btus, according
to the maker. By way of comparison, the Vermont
Castings Company recommends a similar number
of Btus to heat a 1,200- to 1,600-sq-ft residence.
That’s a lot of heat in close proximity to cabinetry
and joinery, although I notice a perfectly configured
heat shield with spacers between the stove and the
adjacent bulkhead. This stove looks securely fastened,
albeit to what appears to be combustible material.
Alison Langley
These stoves are also configured with stainless-steel
tie-down rings for secure installation. I also see cam-
style dogs for securing doors in the closed position,
a rugged sea rail, and a butterfly damper. Shipmate
makes a smaller unit without an oven, called the
Skippy, which is still robust at 9,000 to 28,000 Btus.
M ichael Brenner’s TRADE WIND, a 1938 ketch-

rigged motorsailer, carries a woodstove built
with castings from the famous Lange iron foundry of
Svendborg, Denmark. This beautiful solid-fuel cast-
iron stove, available through Toplicht of Hamburg,
Germany, is securely mounted on a bronze-plate
base and directly in front of a soapstone panel that
serves as a heat sink. The flue exits the rear of the
stove, passes through the soapstone panel, and then
up through the deck adjacent to the mainmast. The
high aspect ratio and freestanding configuration of
this particular stove is reminiscent of Victorian-era
Alison Langley
parlor stoves. If there is room for improvement in this

installation, it lies in the fact that an errant coal or
ember does not have very far to fall before it comes in
contact with the oiled cabin sole.

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T he Pacific Northwest’s frequent misty and rainy

conditions are held at bay by the drying effect
of wood heat. Here, aboard a Sam Devlin–designed
Scout 20, is a well-executed installation of the same
model stove we saw in SJOGIN. This stove has ample
clearance, no combustibles nearby, a heat shield
spaced away from the bulkhead, a flue damper, a
tiled base, and a heavy-duty flue. A stainless-steel
fiddle rail to keep that kettle captive would be nice,
but there is a lot to like about this installation.
Sam Devlin
F atsco Stoves of Mesick, Michigan, makes a pair

of smart little stoves. The Tiny Tot, pictured
here aboard MALLARD, a Devlin-designed Winter
Wren sloop, is the larger of the two. Isn’t that dia-
mond pattern in the bulkhead’s copper heat shield
lovely? The shadow line around the perimeter tells
me it is properly spaced off the wood behind it. I
don’t know where or whether you can buy this cop-
per, but I can say from experience that it can be
a challenge to keep light-gauge sheet metals like
this flat as you cut, deburr, and drill them. I’ll bet
in this case the pattern helps prevent the metal
from puckering as you work it. Clearly, the owner
of this little gem has taken precautions against legs
and sleeping bags coming too near the sides of the
stove. The stove has a hit-or-miss vent and a flue
damper. Despite the low headroom, the installer
has maintained gentle turns in the flue on its way
from stove to cabintop.
Sam Devlin
A DVENTURESS, a 1924 Fife schooner restored by

Rockport Marine, has perhaps more of a fire-
place than a stove, but all of the usual installation
considerations still apply. The noncombustible sur-
faces are white marble. The assembly is ruggedly
built and securely installed but also removable. Care
must be taken to ensure that coals don’t find their
way to the teak sole.
Our greatest installation challenge was the prox-
imity of joinery. The stove is recessed inside an elab-
orately constructed cabinet of walnut panels, with
only an inch of clearance in places. To top things
off, the flue vents through the spine of a skylight.
We brought in thermal engineers who specified an
appropriate insulation material to be applied to the
stove and the pipe to reduce surface temperatures.
Alison Langley
The through-skylight fitting, modeled on a com-

puter, was custom cast by Edson Corp. Although
complex, the installation shows that the principles
are the same for every boat.

WorldMags.net
S everal Maine windjammers carry the largest
solid-fuel stoves you’re ever likely to find in a
boat. Here, the crew of the 1871 schooner LEWIS
R. FRENCH are heating a whole row of coffee pots
for breakfast. I’ve never seen a more robust sea rail
than the one around the perimeter of this stove.
Nothing can slide off that stove unless you lift it
off. That’s just the way it should be. The stove also
Benjamin Mendlowitz
appears to heat water for the copper tank adjacent
to the stove itself. These are truly the commercial
stoves of another era. If you’re not cooking for doz-
ens and sailing a boat with an immersion rate of
several thousand pounds per inch, this is probably
more stove than you need.
I n 1741, Ben Franklin invented a fireplace that

made use of an innovation called an inverted
siphon to produce more heat and less smoke than
the ordinary open fireplaces of the era. Although
this is the first time I’ve come across one installed
on a boat—in this case the schooner ADVENTURE,
currently undergoing restoration in Gloucester,
Massachusetts—there is a lot to recommend this
installation. The elevated burn chamber keeps the
Benjamin Mendlowitz
most intense heat up off the sole, though I’d prefer
to see a non-combustible material under the stove. I
see good clearances, a secure-looking ember screen,
and a nice straight stovepipe for optimum draft. As
long as the legs are well secured to the sole, I can’t
see much to improve here.
A lex Spear’s VITO DUMAS, a Manuel Campos

double-ended cutter of 1933 homeported in
Port Townsend, Washington (see WB No. 196),
carries a tidy little cast-iron stove coated in royal
blue enamel and completely surrounded in non-
combustible stainless steel. There is also ample
clearance. Experienced metalworkers will recog-
nize something special in the large-diameter stove-
pipe conducting smoke from stove to smoke head.
No factory elbows here. Seamless, round in section
at the deck penetrat ion, oval in section at the stove,
with a smooth transition between the two, this is
the work of an expert showing his or her skill. The
damper is clearly visible in the stovepipe. A brass
rod and counter edges that are higher than the
stovetop keep pots and pans contained.
Resources
• Navigator Stove Works, Orcas Island, Washington;
360–566–2418; www.marinestove.com.
• Shipmate Stove Company, Box 52, Bedminster, PA
18910; 888–835–4722; www.shipmatestove.com.
• J&B Yeomans, Fatsco, 5660 N. 7 Rd., Mesick, MI
49668; 231–885–3288; www.fatscostoves.com.
• Ignition Handbook: Principles and Applications to
Alex Spear
Fire Safety Engineering, Fire Investigation, Risk Man-

agement and Forensic Science, Fire Science Publish-
ers, Issaquah, Washington, 2003. 1,116 pages, $265.

IN FOCUS
WorldMags.net
Iain Oughtred steers his Ness Yawl, Albannagh, through the Jamestown Canal—one of many such offshoots of the Shannon.
An Irish Sailing Raid

Photographs by Nic Compton
W
riter-photographer Nic Compton grew up living on The switch to digital photography was a “big change” for
a succession of wooden boats on the Mediterranean Nic’s work. “The market got flooded with images,” he says,
Sea. After sailing his 32' William Atkin–designed and the large yachting events he once covered as a freelancer
cutter back to his native England for the birth of his first were now hiring their own photographers, making it difficult
child, he worked for several years as deputy editor and then for a freelance photographer to speculate on an event. “I
editor of the English magazine Classic Boat. During his stint retrenched a little bit and focused on writing,” he says. Then
there, he was mentored by the magazine’s art editor, he discovered the concept of “Raids,” or point-to-point races
Stephen Philp, and he studied the technique of one of for small, traditional sail-and-oar boats in company.
the magazine’s leading photographers, Gary John Norman. Following his successful first event in Portugal, Charles-
“I shadowed him at Falmouth Classics,” says Nic, “trying to Henri le Moing held a series of raid-style events in Scotland
figure out how he got so much better pictures than I did.” from 2000 through 2002 and then Sweden in 2003–05 (see
In addition to learning some valuable lessons in photographic WB No. 187). That was a turning point for Nic’s career, for
technique from Gary, the experience also motivated Nic it was then that he decided to focus on his now-established
to “upgrade my equipment.” niche: “more traditional, less mainstream, less commercial,
Nic got a chance to try out his new camera kit—a Nikon less yachty” subjects. He has shot numerous raids for Charles-
F801 with an 80–200, F2.8 zoom lens, and autofocus—at the Henri, including a recent one on the Shannon River, Ireland,
1994 La Nioulargue race for classic yachts. “The difference called the Lakelands & Inland Waterways Ireland Sailing Raid;
was dramatic,” he says, “and it inspired me to keep going the photographs on the following pages are from that event.
with it.” And keep going he has. Since leaving Classic Boat Nic cites his “aesthetic appreciation from growing up in
in 2000, Nic has traveled the world writing about and classic wooden boats” as the source of his inspiration for his
photographing yachts and boats. He has also written 14 work. But the thing that enables him to do it? That also goes
books, including a biography of the Scotland-based boat “back to my childhood in boats,” he said. “I’ve got a steady pair
designer Iain Oughtred. of legs. I’m comfortable standing in a bouncing RIB.” — MPM

WorldMags.net
Patrick Morvab’s 1938 Solent sloop GARS DU LIN impresses a flock of birds sailing up Lough Erne. While the upper
portion of this lake is dotted with sheltering islands, the lower portion has a reputation for boisterous, ocean-like waves.
Cathy MacAleavey’s Shannon One-Design roars down Lough Ree, the Shannon’s second largest lake, in 25 knots of
wind. The crew appears to be enjoying the ride. The class, conceived in 1920 for racing among three clubs on the
Shannon River, was well represented at the Lakelands & Inland Waterways Ireland Sailing Raid.

IN FOCUS
WorldMags.net
Below—Sylvie Viant’s Water Wag heads toward

Tarmonbarry, with Martine Gahinet-Charrier at the helm.
Above—Lars Palm and crew paddle

their Shannon One-Design up Lough
Erne during the first leg of the Raid.
Three Water Wags negotiate the upper reaches of Lough Erne, Northern Ireland. Conceived in 1886 and established as a class
a year later, the Water Wag lays claim to being the oldest one-design dinghy in the world.

IN FOCUS
WorldMags.net
Shannon One-Design class winners Jochen Krauth and Koji Akeda start the first race off Lough Erne Yacht Club, Loch
Erne, Northern Ireland.
Ian Malcolm’s Water Wag blasts down Lough Ree in 25 knots of wind.

WorldMags.net
Pressure Treated Wood—Update
by Richard Jagels aquatic environments and can expose voluntary industry association that car-
children to arsenic in home decks and ries out testing and evaluation through
I
t’s been 10 years since I last discussed playground equipment. After consid- a two-step process. Based on preliminary
preservatives used in pressure-treated erable public pressure, the American information, AWPA first decides on the
wood, and a lot has changed in the Wood Protection Association (AWPA) in appropriateness of a new wood treat-
interim. In WB No. 164 in 2002, I in- late 2003 decided to ask its members to ment and at that time lists it as a poten-
troduced some new copper-based wood replace CCA, ACA, and ACZA treatments tial preservative. Following this prelimi-
preservatives, although field-testing was with chemicals free of arsenic salts. nary screening, a second review estab-
not yet complete on some. Soon after, I should note that under Environ- lishes appropriate commodities—for
wood preservatives containing arsenic mental Protection Agency (EPA) rules, example, types of wood—and whether
salts came under scrutiny by health and preservative-treated woods are not con- they are appropriate for “above-ground
environmental groups—primarily as an sidered a toxic substance and also are use” or “below-ground use.” Then, it sets
offshoot of a report on arsenic in the not products controlled under pesticide required treatment levels.
nation’s drinking water. Arsenic can be regulations. However, EPA can regulate Currently, wood treated with CCA,
a carcinogen, although it naturally oc- the preservatives used to treat wood and ACZA, creosote, and pentachlorophenol
curs in foods we eat such as shellfish and has classified some of these as “restricted- contains “restricted-use” chemicals and
mushrooms, and even rice, I have recent- use” chemicals. Restricted-use preserva- must be accompanied by EPA-approved
ly learned. Wood that is pressure-treated tives can only be applied by certified pes- consumer information sheets.
with CCA, containing chrome, copper, ticide applicators, and the products can
and arsenic salts; ACZA, containing am- only be used in restricted applications. Treated Wood for Boats
monium, copper, zinc, and arsenic salts; EPA does not evaluate the effective- Pressure-treated wood containing arse-
and ACA, containing ammonium, cop- ness of wood preservatives in protect- nic salts (CCA or ACZA) is still produced
per, and arsenic salts, has the poten- ing wood from insect attack or decay. but is aimed primarily at commercial ap-
tial for arsenic leaching into sensitive This role has been adopted by AWPA, a plications such as utility poles, marine
pilings, and permanent wood founda-
tions. Arsenic is particularly effective in
Preservative-Treated Woods thwarting marine borer attack.
Beginning to Reach the Marketplace However, subsequent to the volun-
tary label changes implemented in 2004,
CCA and ACZA have generally not been
Preservative Name and Abbreviations and ICC-ES
available at retail lumberyards because
Ingredients (Trade Names) Report Number
treated wood containing arsenic can no
longer be used for residential decks or
ACQ-B, ACQ-C, ACQ-D playground equipment. (Existing struc-
Alkaline copper quat (Nature wood, tures are not affected by the labeling
ESR-1980
(copper oxide, quaternary Micropro/Smart, Sense, change.) A number of alternative preser-
ESR-2644
ammonium compound) ACQ Preserve, vatives for pressure-treating wood are in
ACQ Preserve Plus) various stages of testing or are currently
in the marketplace.
Alkaline copper DCOI (alka- Alkaline copper quat (ACQ) has been
line copper ethanolamine, used for a number of years to treat Doug-
ACD ESR-2711
and 4, 5-di-chloro-2-N-octyl- las-fir in the western United States and is
(Wolmanized Outdoor)
4-isothiazollin-3-one, abbre- now one of the most common substitutes
viated as DCOI) for CCA in the East. Different formula-
Copper azole (amine copper CA-B, CA-C tions (ACQ-B, ACQ-C, and ACQ-D) are
ESR-1721 used, depending on how resistant a wood
and tebuconazole) (Wolmanized Outdoor)
species is to preservative penetration.
Copper oxide, and polymeric In addition, a bewildering array of
betaine; with or without KDS, KDS-B (Rutgers ESR-2500 preservatives is now being tested. Un-
boron Impralit KDS, and KDS-B) fortunately, field trials using soil-stake
tests require decades before results are
revealed (WB No. 173, page 91). But I
Micronized (finely ground) (MicroPro/Lifewood, ESR-2240 thought it might be informative to list
copper and tebuconazole Sustain) some of the new preservatives that are
just beginning to reach the market. Add-
DCOI with insecticide (DCOI, no report ing to the confusion, another agency has
imidacloprid and moisture EL2 (for above ground appeared on the scene producing evalu-
control stabilizer) use only) ation reports on wood preservatives: the
ESR-2667 International Code Council–Evaluation
TIMBOR, WoodBor
Disodium octaborate Service. The ICC–ES, unlike AWPA, does
(Advance Guard/Hi-Bor, ESR-3038
tetrahydrate not set standards for wood preserva-
PACBOR, ES+Wood) ESR-1081
tion, but rather issues evaluation reports

WorldMags.net
assessing whether a product complies names. Nanotechnology has also entered to take a magnifying lens to the lumber-
with building codes. The advantage of the scene with “micronized” copper (see yard in order to read the fine print on the
ICC–ES for consumers is the availability of No. 5 in the table). I expect we will see end-grain labels, as shown in the photo.
free reports. AWPA issues an annual book more of this nanotechnology with other
of standards, but the cost of the 2012 micronized particles.
standards book is $275. On the plus side, pressure-treated Dr. Richard Jagels is an emeritus professor
The table shown on the facing page wood is now safer than it once was as an of forest biology at the University of Maine,
lists seven relatively new, commercially alternative to naturally decay-resistant Orono. Please send correspondence to Dr. Jag-
available wood treatments. The first five woods, which are becoming scarcer. We els by mail to the care of WoodenBoat, or via
all contain copper in various formula- just need to stay informed. And those e-mail to Assistant Editor Robin Jettinghoff,
tions. Copper is a very effective fungi- with failing eyesight, like me, may need [email protected].
cide, but a few fungi are copper resistant,
so some of these formulations include
ammonium, DCOI, tebuconazole, beta-
ine, or boron. The last two treatments
listed in the table lack copper and are
designed primarily for “above-ground”
use. For many parts of a boat, where
paint or varnish can reduce leaching,
these treatments may be viable alterna-
The Return of
The
tives. For more on borates, the last treat-
ment shown in the table, see WB Nos.
149 and 152.
WOOD
In the table, I have provided an ICC–
ES report number, if available. On the
ICC–ES website, www.icc-es.org, type in
Regatta
the report number in the “search” box
on the upper right of the home page
to find detailed report information, in-
cluding the date the report was issued,
the date of any expected revision, the
manufacturer of product, preservative Rock Hall Yacht Club,
ingredients, trade names, applicable
wood species, minimum preservative Spring, 2013 Rock Hall, MD
retention for different applications, and
conditions of use.
The good old days of just picking up The WOOD (Wooden Open One-Design) Regatta
some CCA- or ACA-treated wood at the
lumberyard are over. With the restrictions was established by WoodenBoat magazine in 1991,
placed on arsenic, we are in a rapidly
changing transition period where we are and won U.S. Sailing’s One-Design Creativity award
confronted with excessively lengthy chem- in 1992. It’s a sailing contest in which wooden sail-
ical formulas that have unpronounceable
boats less than 30' in length race against other, with
handicapping under Portsmouth Yardstick.
Please join us in this event for one-design and
custom wooden sailboats of all ages.
For more information, go to www.woodenboat.com/

wooden-open-one-design-wood-regatta
richard jagels
Of the new technologies for pressure- 41 WoodenBoat Lane

treating wood against fungi,
nanotechnology has introduced
Brooklin, ME 04616
“micronized copper azole compounds,” 207.359.4651
like those itemized on these lumber [email protected]
store labels.

DESIGNS
DESIGNS
WorldMags.net
The Ocracoke 20 LOA

Ocracoke 20
Particulars
20' 0"
DIY Carolina sportfisherman

LWL 16' 4"
Beam 7' 10"
Draft 9"
Displacement 2,000 lbs
Power 70–115 hp
Commentary by
Robert W. Stephens
Design by
Graham Byrnes
F
or flat-out sex appeal, there’s inspired Ernest Hemingway, so are simply gorgeous, with sweeping
not much in the boating imbued with the same ethos of big sheer and outrageous flare, Ruben-
world that beats a classic men, big fish, and big water. Maybe esque tumblehome, and striking
sportfisherman. Maybe it’s the his- it’s the mission: the boats are cre- rake in the superstructure that’s of-
tory: today’s deep-sea gamefish- ated with but one aim—to take us ten highlighted by a tall, tapering
ing boats, while larger and glitzier, where the epic battle between man tuna tower.
clearly share their bloodline with and fish can take place. Or maybe Wouldn’t it be nice to enjoy this
the earlier sportfishing boats that it’s just plain looks: the boats are sex appeal without plunking down
six or seven figures for a classic Ry-
bovich, Whiticar, or Buddy Davis?
Or worrying about mortgaging the
house each time we come along-
side the fuel dock after running
out to the Gulf Stream at 100-plus
gallons per hour? And do we really
need those big, gorgeous wrap-
around tinted windows and the
accommodations they surround?
Isn’t our main objective to be out
in the air, watching the weather,
the sea, and the fish?
www.wavecrestimages.com
The Ocracoke 20, influenced by larger

classic sportfishermen, displays striking
curves and spectacular flare…yet we
can build it in the backyard. Pushed by a
70- to 115-hp outboard, the efficient hull
runs flat and fast.

WorldMags.net
The Ocracoke’s hull lines show a fine entry with steep deadrise forward, which decreases smoothly to 13 degrees at the
transom. Compared to the heavier deep-V hulls often found in production boats, this shallow modified V-bottomed hull
should run faster with less power.
Graham Byrnes of B&B Yacht Stream piling up on the shallows of and with a good pair of boat shoes
Designs has the answer for those the Outer Banks after an unfettered on your feet, you could feel comfort-
of us with the taste for a spectacu- run of several hundred miles from able walking along the first several
lar Carolina-style sportfisherman the Straits of Florida? Or a particu- feet of the bow planking. At Station
but the budget for an off-the-shelf lar cultural aesthetic bias refined 1, the planking forms an angle with
runabout. His Ocracoke 20 satisfies and reinforced by crossbreeding the horizontal of about 20 degrees,
our longing for the shapeliness of and inbreeding in isolation among yet photos prove that, extreme or
her larger sisters, delivers truly spar- the builders of the remote islands not, it’s really attractive. Whether it
kling performance worthy of her and inlets? Whatever its genesis, it’s provides any performance advan-
lineage, and keeps the cost within a striking look, and easily identifi- tage is open to debate. Never having
the reach of the ordinary mortal. able. Also hard for the imitator to experienced the ride of a Carolina
Of course, some compromises must pull off: the combination of a strong boat, I can’t vouch for its effective-
be made: we won’t feel comfortable broken sheer in profile and very ness, and it seems to me that the ex-
asking this pocket version to blast full deck line in plan view requires treme flare is too far forward to sup-
four hours offshore to the canyons, a deft touch to avoid ridiculous press spray and too high to add any
but she’ll be more than willing and humps and bumps in 3D as our eye useful reserve buoyancy. But it does
able to run her share of nasty inlets. moves around the boat. look great!
Carolina boats have evolved a Byrnes, originally of Australia and The flare dictates a clipper bow;
dramatic, almost unbelievable flare now living in North Carolina, has its clean reverse curve is a strong
in the bow sections. Due to what the eye and the knack. The Ocracoke complement to the other powerful
influence? The particularly chal- 20’s bow flare is so extreme that, curves of the forebody. The chine
lenging circumstance of the Gulf with the boat upside-down in build, rises constantly from the transom as

DESIGNS
WorldMags.net
The Ocracoke 20’s layout: a center console and lots of clear, open deck space. We’ll find it easy to fish and easy to clean.
it sweeps forward, indicating good waterline, delivering a fine entry all-up running weight light enough
running lines in the bottom: all and steep deadrise in the forebody, so she uses a more efficient shallow
buttock lines will have a positive moderating to a relatively shallow 13 modified-V bottom rather than the
angle of attack, keeping the boat degrees at the transom. This is also heavier-displacement deep-V more
from trimming bow-up dramatically in keeping with her heritage: as with commonly found in production
as she comes up on plane. The chine her larger sisters, her laminated cabin cruisers. The lighter weight
meets the stem well clear of the plywood construction keeps her and the flatter bottom both mean
Building the OC-20 hull

The first and third molds are temporary (upper
left), but much of the building jig remains in the
B&B Yacht Designs (This Group)
boat (left). We’ll plank the after bottom (above)

with a single layer of ½” plywood. The more
curvaceous forward bottom gets two layers of ¼”
plywood. For the sides, two layers of 3⁄16” plywood
are cut into planks and applied Ashcroft fashion.
That is, they run diagonally and in the same
direction. Everything will be sheathed with 1208
biaxial ’glass cloth set in epoxy.

DESIGNS
WorldMags.net This isometric drawing gives a

clear picture of the Ocracoke’s hull
form and structure. The owner
of the first OC-20 has praised his
boat’s speed, “48 mph” when
powered by a 115-hp outboard,
and the “very smooth” ride.
she’ll run fast with much less power— molds to approach the stem at nearly at 5,700 and was still winding out.
and much lower fuel consumption— a perpendicular angle, while at the Very happy indeed. Not bad figures
than her beefier cousins. Meanwhile, same time twisting through about for a 20' boat with only a 115 [-hp
the deadrise in the forward sections 60 degrees. They’ll be made up of outboard]. At 4,200 rpm it’s sitting
means she gives up little rough-water three pieces of limber ¾" × ¾" stock, real nice at 34 mph burning 7 gal-
performance. A constant-deadrise though, so will come out all right. lons per hour. The ride was beauti-
deep-V can be just the thing if you Byrnes calls for using the Ashcroft ful, very smooth...rides up onto the
are committed to running really system of planking: two layers of plane easily while hull remains fairly
fast in big seas—but about the only 6mm mahogany plywood laid di- level, very impressed...it just hung
folks who do this in the real world agonally over the stringers, with on like on rails. All up I was bloody
are serious offshore racers who get their seams parallel and staggered happy. Have been in a lot of boats
paid big money for bashing their in each of the layers. This makes over the years, and this was right up
teeth together. A modified-V hull is good sense when using plywood with the best of them.”
much more efficient for the other for the layers—the cross-grain in So—what’s holding us back? Let’s
90-plus percent of us. each layer provides the necessary clean up the garage, order a set of
The Ocracoke 20’s construction is strength on the bias. An alternative plans and a stack of plywood. Fishing
standard Carolina style—skins of lam would be using four layers of 1⁄8" or just scooting around, in the Caro-
inated plywood over a stringer/frame solid wood veneers, with layers laid linas or the Pacific Northwest—this
system, lightly sheathed in fiberglass more or less perpendicular to each boat will be a blast no matter where
on the exterior for protection and a other—a more conventional but or why we are on the water.
bit of additional stiffness. The stringer labor-intensive cold-molding tech-
system consists of deep plywood nique. The only advantages would Bob Stephens is a principal at Stephens War-
ing Yacht Design, in Belfast, Maine, where
girders in the bottom, laid parallel be slightly less expense compared to he gets to design some powerboats—but not
to centerline and supporting the the pricey plywood, and slightly eas- enough.
cockpit sole, in addition to sweeping ier to fair without cutting through
solid-wood stringers in the topsides the thin top veneer of the ply.
and a laminated sheer clamp. The How does the Ocracoke 20 per- For information on the Ocracoke 20,
sheer clamps will be the most chal- form? Let’s listen to a happy (and contact B & B Yacht Designs, 196 Elm
lenging pieces in the boat, as they fortunate) owner: “Went out for the St., Vandemere, NC 28587; 252-745-
need to wrap around the station maiden voyage tonight—48 mph 4793; www.bandbyachtdesigns.com.

WorldMags.net
LAUNCHINGS
Edited by Robin Jettinghoff
T hese pages are dedicated to sharing news of recently

launched new boats and “relaunched” (that is,
restored or substantially rebuilt) craft. Please send
color photographs of your projects to: Launchings,
WoodenBoat, P.O. Box 78, Brooklin, ME 04616, or
Studio 6/Ryan Duclos

e-mail us at [email protected].
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
phone) of designer, builder, photographer, and owner;
(6) port or place of intended use; (7) date of launching Above—Warner Scheyer of Langley, Washington, built this 15' 6"
dory, TAG , from okoume plywood on yellow cedar frames.
(should be within the past year); (8) brief description of Joanne and Eric Breeze launched the dory and their wedding at
construction or restoration. Admiralty Inlet on Puget Sound last year. Scheyer relied on
Dynamite Payson’s book, How to Build the Gloucester Light Dory,
available from www.woodenboatstore.com.
Right—Bob Patterson spent nine

weeks building MYSTERY, a Nick
Schade–designed 20' open-water
racing kayak. Bob strip-planked the
hull with sapele, Alaska yellow cedar,
and wenge. He paddles around
Newport Harbor, California, doing
speed workouts where he makes up
to 7 knots in short bursts. Plans are
available from Guillemot Kayaks,
www.guillemot-kayaks.com.
Ron Wilcox
Below—Rory Hamilton of Newnan, Georgia, spent two years build-
ing this 17' Glen-L Sea Knight runabout with help from his wife,
Kristin, and his uncle, Luke Hargenrader. Rory’s grandfather built
the same boat, with some modifications, in 1966. Rory put all of
his grandfather’s modifications into his boat, BETTY LOU, and
launched her in early 2012. Plans are available at www.glen-l.com.
Barbara Schramm
Kristin J. Hamilton
Above—Rex and Kathie Payne of Spring Hill, Florida, built

this 13' 6" Melonseed skiff, BABS, with plans available from
the Smithsonian Institution, www.si.edu. They made the
hull from cypress strips and fashioned the stem, coaming,
and rudder from sapele. Richard and Barbara Schramm of
Middleton, Wisconsin, are the proud owners of BABS, and
will sail her on Wisconsin’s lakes.

WorldMags.net
Below—In June 2012, Grace Eileen Davis and her father, Arch,
launched a 30' cruising sloop, the GRACE EILEEN, designed by
Arch. The 7,000-lb, glued-lapstrake hull has no engine. The Davis
family plans to sail her along the Maine coast. Plans are available
from Arch Davis at www.archdavisdesigns.com.
Mark LePage
Above—Henry LePage, age seven and a WoodenBoat sub
scriber, built an 11' 6" × 42" Poorboy Skiff from Gavin Atkin’s
book, Ultrasimple Boatbuilding. With help building from his
parents, hardware from his friend Mark Hobaica, oars from
Grandfather Papa, and help painting from Grandfather Pata,
he launched MISS ARCADIA II at Arcadia Park in Fishers
Landing, New York, last summer. Get Atkin’s book at The
WoodenBoat Store, www.woodenboatstore.com.
David Kreutz
Jeffrey Mabee
Above—Howard Chapelle documented the lines of the

Mississippi River Skiff in his 1951 book American Small Sailing
Craft (www.woodenboatstore.com). David Kreutz of Elsah, Illinois,
used those lines to build ELSAH, 18' 7" × 4' 8", which he strip-
Below—Richard Rasmussen of Brookings, Oregon, started planked from poplar, cherry, and black oak. ELSAH and David
building 12' SAS’e AMANDA at The WoodenBoat Show in Mystic, can be found rowing on the Mississippi River near their home.
Connecticut, in 2011. He finished her with help from designer
Graham Byrnes and Graham’s daughter, Beth Bucksot, at their
yard in North Carolina. SAS’e AMANDA stands for Solar Assist
Sail Electric. She has multiple power sources with a flexible solar
panel, two Torqeedo engines, and a sail. Plans and boats are
available from www.bandbyachtdesigns.com.
Paul Fithian
Above—Paul Fithian of Long Beach, Indiana, built this 25'

Tolman Jumbo Skiff, MADE IT, and has already explored the
John Welsford
Florida Keys and the Manitou Islands of Lake Michigan with

her. The hull is made from marine plywood and epoxy. Paul
slightly modified Renn Tolman’s design with a stepped transom
for easier boarding over the stern. Contact the designer at www.
alaska.net/~tolmanskiffs.

LAUNCHINGS
WorldMags.net
Below—Nicky Bastisdas, an exchange student from Ecuador,
and Doug Roberts, her host father in Moundsville, West
Virginia, spent the winter of 2012 building a Solo Carry canoe,
(see WB Nos. 205-206) NICKY B. The hull is made from white
cedar frames and honey pine stringers, covered with a skin of
polyester. Nicky paddles NICKY B on Fish Creek near their home.
You can buy plans at www.berkshireboatbuildingschool.org.
Oliver Ilg
Above—Marco Iatauro is the proud owner of this new 13' 8"
Catspaw dinghy, PORTOFINO, built for him by Sterling Yachts
of Jaguari˙na, Sao Paulo, Brazil. The glued-lapstrake hull is
Doug Roberts
built from Paraguayan cedar and cedar plywood. PORTOFINO

will act as tender to Marco’s 45' catamaran, sailing out of
Ilhabela, Brazil. Plans for this Joel White design are available at
The WoodenBoat Store, www.woodenboatstore.com.
Below—In the summer of 2011, brothers Fred, Sam (both age 12), and
Joe (age 10) Vincent learned to sail. Inspired to design their own boat
over the winter, the boys drew it on paper, built a model, scaled it up
to full size, cut the shapes from plywood, and fit it together. Grandpa
Fred helped as needed. After nine months of work, the boys launched
their 11' sloop, BLACK PEARL , in April 2012.
Mary Vincent
Below—Joe and Gloria Thibodeaux of Prairieville, Louisiana, finally

finished this 18' Lake Skiff, ENFIN, started two years ago in a class at
the Lake Pontchartrain Maritime Museum in Madisonville, Louisiana.
Built from marine plywood over Spanish cedar frames, ENFIN has
Bruce Von Borstel
visited several boat shows and won three firsts and a Best in Show so
far. See more at the museum’s website at www.lpbmm.org.
Above—Jim Conachen of Sequim, Washington, built

two 14' Hadron dinghies (hull Nos. 4 and 5) last
spring. These were designed by Keith Callaghan
Gloria Thibodeaux
(www.bluelightning.co.uk) as a new class of racing

dinghy intended for experienced dinghy sailors who
desire high performance with low gymnastics. Made
from okoume plywood, with sapele and madrona
veneers, the hulls weigh 180 lbs. Jim hopes to start a
fleet in the Pacific Northwest.

WorldMags.net
...AND RELAUNCHINGS
Below—In 1932, the Peterborough (Ontario) Boat Company

launched this 19' Peterborough Admiral runabout (No. 3562). The
Reed/Cole family bought it new and has kept it for five genera-
tions. Recently, Millar Potter Boat Restorations of Manotick,
Ontario, replaced the frames, keel, and rails, and completely refin-
ished her. The family runs the Admiral in the waters of Québec.
John Cole
Michael Strong
Below—In 1925, Johan Anker designed the Six-Meter sloop, OSLO, for
Prince Olav of Norway. John Mitchell of Escanaba, Michigan, bought
the 36' OSLO in 1936 and sold her in 1948. In 2009, Mitchell’s grand-
son, Chris Schram, located and bought her. He had her restored by
J.W. Swan Boatworks of Ashland, Wisconsin, and relaunched her in
July 2012. See www.oslo6mr.com for more information.
Marc Ronet
Jacqueline Kleen
Above—In 2012, naval architect Marc Ronet bought this 21'
Belouga-class sloop designed by Eugene Cornu and origi-
nally launched in 1958. Marc fixed the transom, replaced
the bottom planks and some floors, refit the spars and rud-
der, and much more in his 800 hours of work. He launched
SPOUTNIK last summer and now sails her on the west coast
of France. See marc.ronet.free.fr for more pictures.
Hints for taking good photos of your boat:

1. Please shoot to the highest resolution and largest size
possible. Send no more than five unretouched images on a
CD, and include rough prints of all images. We also accept
transparencies and high-quality prints.
2. Clean the boat. Stow fenders and extraneous gear below.
Properly ship or stow oars, and give the sails a good harbor
furl if you’re at anchor.
3. Schedule the photo session for early, or late, in the day to
take advantage of low-angle sunlight. Avoid shooting at high
Daniel Maryland
noon and on overcast days.

4. Be certain that the horizon appears level in your viewfinder.
5. Keep the background simple and/or scenic. On a flat page,
objects in the middle distance can appear to become part of
your boat. Take care that it doesn’t sprout trees, flagpoles,
smokestacks, or additional masts and crew members.
Above—DANCING DAN is a 35' Chris-Craft Corinthian Sea 6. Take many photos, and send us several. Include some action
Skiff recently restored by Daniel Maryland of Duluth, Min- shots and some of the boat at rest. For a few of the pictures,
turn the camera on its side to create a vertical format.
nesota. The ten-year restoration of the nearly destroyed hull
included installation of wiring and other systems. He also We enjoy learning of your work—it affirms the vitality of the wooden
added cabin doors, a swim platform, 1⁄2" teak decks, then boat community. Unfortunately, a lack of space prevents our publishing
completely rebuilt the interior and refinished the entire all the material submitted. If you wish to have your photos returned,
boat. DANCING DAN and her captain can be seen capering please include appropriate postage.
about Lake Superior.

WorldMags.net
WoodenBoat
STORE
Order On-Line Anytime: www.woodenboatstore.com
Mail Order Since 1975 • Web Orders Since 1994

Colonial Rigger’s Knives Sewing Palm
We’re so pleased to bring you knives from Ideal for leather work, rope work, or sail
Colonial–the Rhode Island knifemaker repairs. Perfect for keeping those pesky
since the 1920s. The upper knife needles from piercing your hand.
has a non-slip Zytel handle, Right #835-035R Left #835-035L
and is US Navy issue. The $16.95 each
lower knife is the dressier Sailmaker’s Needles
version with brass rivets and Set of five, stainless, #13-#17. (Not
cocobolo wood handle. Blades are pictured) #835-038 $7.50
440 stainless, 3” long. Locking
marlin spike is 2-1/2” long.
Comes with nylon sheath.
Zytel handle: #835-003 $29.95 Sailmaker’s Twine
Cocobolo handle: #835-004 $49.95 and Tarred Marlin
Pre-waxed poly twine for
whippings, stitching, and
Captain’s Pro Rigger’s Knife repairs. Twine (233 yrds)
Beyond nice, blades are 440 high carbon stainless comes with one #15 needle.
steel, individually numbered, with White: #835-036W
70/30 serrated/standard edge, and Brown: #835-036B
built-in shackle key. Blade and/ Tarred Marlin: 1/8˝,
or spike can be locked indepen- weatherproof, approx
dently. Black micarta handles 13 yards. #835-037
and nylon sheath, 4¾˝ overall $10.95 each
length (closed). Blade: 3¼˝
Spike: 3˝ #835-087 $89.95
Grommet Kits
Set your own grommets with these professional-grade kits, which
include two-piece inserting die, punch, hardwood block (base), 3
dozen solid brass grommets, and instructions.
3/8˝ Kit #835-083 $29.95
Dozen Extra Grommets: #835-083G $2.00
Bickmore Pine Tar 1/2˝ Kit #835-084 $32.95
Ideal for finishing pine, Dozen Extra Grommets:
oak, cedar, spruce, plus your #835-084G $3.00
traditional rigging.
Pint #832-005P $9.00
Quart #832-005Q $12.00
Gallon #832-005G $34.00
Kirby’s Pine Tar

This is the GOOD smelling stuff.
Size: 1 Pint #832-008 $16.00
WorldMags.net
We fulfill orders within 24 hours, and ship from our Maine WoodenBoat campus.
Dia-Sharp 3 Stone
Boxed Set
WorldMags.net Flexcut Boxed
Three grits: coarse, Carving Set
Call Toll-Free 1.800.273.7447 Shipping is Charged When You Order

fine, extra fine. Made 16 interchangeable blades,
with micro diamonds, cutting knife, quick con-
you can use these nect handle and a mallet
dry, or lubricate with power handle. There’s also
water. Stone measures a SlipStrop and their Gold
6" x 2". #835-122 Compound for sharpening.
$110.00 Plus the boxed set includes
a 16 page tool use guide,
PLUS a DVD, titled “Re-
lief Carving in a Different
Light”. #835-149
$179.00
Duosharp Bench Stone

Fine on one side, coarse on the Carvin’ Jack
other. Made with micro-dia- Take the pocket knife concept, load it
monds. 8˝ long, 2⅝˝ wide. with high-quality carving tools, and
#835-018 $109.00 you have a unique multi-tool sure
to please your favorite hand-carver.
Includes 6 locking blades, leather
Schröder Heavy-Duty Hand Drill sheath, Flexcut slipstrop and gold polish-
Two speeds (swap handle/shaft to ing compound. 4¼˝ closed length.
change gearing), breast plate, enclosed Right (toward) handed #835-104R $139.95
gears, and 1/2” chuck. 13-1/2” long. Left (toward) handed #835-104L $139.95
#835-161
$66.95
Schröder
Egg-Beater
Hand Drill
Nicely machined,
smooth action, 12-Piece Carving Set
1/4” chuck. About If you’re starting out, and not sure how into
12” long. #835-160 carving you’ll get, this is a good starter set.
$34.95 7¾˝ long, each has a different shape.
Japanese Cabinetmaker’s Chisels #835-134 $56.00
Nice set of laminated steel, hollow-ground
sole. Japanese red oak handles + steel end
ring. Sizes: 6mm (1/4”), 12mm (5/8”), Draw Knives
18mm (3/4”), and 24mm (1”). Chisels are Both are quite sharp, ideal for
9” overall. #835-093 $85.00 removing large amounts of wood
quickly. The 5˝ version is actually flexible
to allow not only flat work but also
concave or convex shapes. The
3˝ version is ideal for smaller/
tighter work. Made by Flex-
cut in Erie, PA.
3˝ #835-105 $35.95
5˝ #835-106 $43.95
Turn the page for MORE tools

WorldMags.net
The WoodenBoat Store, Naskeag Road, PO Box 78, Brooklin, Maine 04616 USA
Kunz Tools Direct From Germany
WorldMags.net The
Kunz Palm Plane with Handle
WoodenBoat
STORE
“Handy” size, 3-5/16” long, 1” iron,
fits in your apron pocket.
#835-152 $19.95
Order On-Line Anytime: www.woodenboatstore.com
Mail Order Since 1975 • Web Orders Since 1994

Kunz Round Face Spokeshave
Kunz Palm Plane Gull-wing handles help save your
Same as above, sans handle. ALSO knuckles. 9-1/2” long, 2” iron.
Kunz Flat Face #835-157 $23.95
fits in your shop apron
Spokeshave
pocket.
#835-156 $23.95
#835-153 $18.95
Order the Pair

Kunz Rabbet Plane of Spokeshaves
Great value. 4” long, 1” wide blade. for $44.00
#835-154 $34.95 #835-156-57K
Kunz No. 220 Block Plane

General trimming/finishing,
6-7/8” long. 22 degree bed.
#835-155 $59.95
Kunz Cabinet Scrapers

Set of four, .5mm, .8, 1., and the
curvy is .7mm thick. They’re 6” x
2-3/8 (curvy is shorter).
#835-170 $29.95
Kunz Scraper Burnisher
Kunz No. 4 Plus Smoothing Plane Round shaft so it works on
You’ll be pleased with the Kunz foray into curved scrapers, too.
the higher-end planes. 9-3/4” long, #835-165 $23.95
2” iron. #835-158 $199.95
Kunz No.5 Plus Jack Plane

13-1’/2” long, 2” wide iron
#835-159 $229.95
WorldMags.net
Call Toll-Free 1.800.273.SHIP (7447)
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REVIEW
PRODUCTS • BOOKS • VIDEOS • STUFF
Working Sail
A Life in Wooden Boats
Working Sail, A Life in Wooden Boats, by Luke
Powell. The Dovecote Press Ltd., Stanbridge,
Wimborne Minster, Dorset BH21 4JD, U.K.
240 pp., £30. Available from the WoodenBoat Store,
www.woodenboatstore.com.
Reviewed by Jenny Bennett
“A ll of my life I have been totally wrapped

up in the world of wooden boats, en-
thusiastically raking through the dy-
ing embers of a great age that has passed into
history. There is little residue of all that once
was, only a few photos, some scraps of paper
and the odd gravestone—all their fine ships
are no more. But reading the autobiography
of a bygone schooner captain opens a window
onto a lost world, giving an insight into the
ways of the past and illuminating the people
that stood here before us. Unfortunately, few
wrote of their lives, leaving nothing of them-
selves to pass on. When researching the pilot
cutters from the Isles of Scilly, I would have
given my left leg to have read something writ-
ten by the men who built them, thus opening
a door for me to peer through. Yet there is
nothing.
“Maybe some time in the future a young lad
attempting to restore an old boat will want to
reflect on the lives of those who preceded him
but shared his enthusiasm. Hopefully, I may, in a little unsung but leading traditional wooden boat builders.
way, help fuel his passion for the wooden boat. If so, this In more complex terms, this is a book of self-discovery,
book will have served its purpose.” of philosophy, of hope. It is also a book of beauty, both
So writes Luke Powell on the opening page of his in its own right—thanks to an abundance of pictures
introduction to Working Sail. In simple terms, this is the and the unmistakable talents of book designer Christian
autobiography of the first 50 years of one of Britain’s Topf—and in the boats that it celebrates.

Woodenboat Review
WorldMags.net Shaping the cutter EZRA’s keel. Luke Powell is at the far end of
the timber.
Luke Powell was nine years old when his parents de-
cided to pool their resources, buy a boat, and up sticks
to the Aegean Sea. Had they known what a profound
effect the move would have on their son, one wonders
if they would have been so swift to act. One suspects
they would, for in truth, the seeds had been sown long
before the family’s exodus. Before Luke’s birth his fa-
ther had been a fisherman working out of Newhaven
on England’s south coast, and although he had stepped
ashore as his family had grown, his “respect for the sea
and boats never left him...on my father’s knee the tide
was set and I was hooked.” But it was in 1967 that a 40'
fishing boat built in the 1920s was bought and turned
into a good home, and in the spring of 1969 that the
family, complete with pets, set sail for the Greek Islands,
retracing the voyage of Ulysses. They settled, that win-
ter, on Spetses. And it was here that Luke had his first
taste of commercial wooden boat building in one of the
still active “slipyards.” It was here, too, that he witnessed
firsthand a world of coastal shipping, of small wooden
vessels plying their trade through the islands, of a vi-
brant boatbuilding industry from an era that, in the rest
The cutter AGNES at anchor in Bread and Cheese Cove, Scilly Isles.

Woodenboat Review
WorldMags.net
The brand new Luke Powell–
built cutter AGNES, fresh from
the yard, wood shavings swept
from her deck, is seen here at
her sea trials in Falmouth Bay.
of the western world was, most

definitely, bygone. By age 17,
he was skipper of a 60' ketch
traveling the islands. By 18, he
had hitch-hiked home across
the Alps and shipped aboard
a Thames sailing barge bound
for Scotland. His first “proper
job as a shipwright” would be
for barge master Alan Reekie
rebuilding a Baltic trader.
And so begins a life of dark
mornings, cold damp winds,
great balks of timber, and end-
less cups of tea. Unschooled in
either boatbuilding or naval ar-
chitecture, Luke Powell has the
kind of experience and learn-
ing for which most of his generation would, I imagine, building an updated version of a Scillonian pilot cutter,
sacrifice plenty. He learned from example, from making 38' on deck, 51' over spars. He had no money and built
mistakes, from “being left alone.” In Faversham, working her on spec. He finished her in three years, found a
on the Baltic trader, he was placed under the wing of one buyer just weeks before completion, and launched her
Donald Grover, “a dour old so and so” who would head in 1997. EVE OF ST. MAWES has been in full-time use in
out every lunchtime to fetch a pork pie and never make the charter business ever since.
it past The Anchor pub. “Many a time we would shape a EVE was the first of eight plank-on-frame cutters Pow-
plank, thirty odd feet long by 2½ inches thick, stagger- ell has built to date. She was followed by the 42' LIZ-
ing from the weight as we offered it up. After clamping ZIE MAY in 1998 and, most recently, by FREJA, launched
the butt, Donald would stand back and with a knowing in 2012. EVE remains the smallest of Luke’s creations;
‘That’ll fit’, disappear off for his pork pie leaving me AGNES (2003), built to the lines of an original Scillonian
bewildered and still holding the far end. Determined to pilot cutter, is the largest at 46' on deck. Their building
show him, I would have it all wrapped round and spiked stories form the bulk of this book, and while many pages
in before he got back, when, without any acknowledg- are devoted to the art of plank-on-frame boatbuilding,
ment, he murmured ‘Kettle on boy’ and settled down to this is not, per se, a technical book—there are few tech-
stoke his pipe.” nical terms, and even fewer specific dimensions. Rather,
Before long, Luke had found his own old boat to fall this is the autobiography of an interesting man of opin-
in love with—CHARMIAN, built in 1914 and bought by ion, a man of little monetary wealth, but who is perhaps
Luke for £3,000 earned in exchange for 50 boat por- as rich as any of us will ever be. After the launching of
traits he would paint “to a certain standard” and fin- his seventh boat, AMELIE ROSE, he writes, “I went back
ish within two years. It was, he writes, “a tall order, as I to the shed to put away the tools and tins of paint and
would have to earn money to live on and fix the boat, close up the doors. It was time to spend a quiet mo-
whilst finding the time to do the paintings. But I had ment reflecting on all we had achieved over the years.
no choice....” And there it is, the essence of a man so Standing there in the twilight listening to the evening
passionate about the boats he loves that he will make silence, the rooks roosting in the high trees up the valley
seemingly impossible bargains, bargains that he honors, and the far off sound of laughter around the beer bar-
never once missing a deadline. rels as those gathered for the launch drained the last
In time, his debts were paid, but after several years drop, the stillness was golden. I turned the key in the
of working as a journeyman shipwright, Luke knew that lock and placed it in my pocket, it was done.”
“the party was over, it was time to grow up.... Fixing old If you curl up by the fire with a book this Christmas,
boats is good but not enough for me, as it does not add let it be this one.
to the ranks.” Bucking all the trends, looking beyond na- Jenny Bennett is a contributing editor for WoodenBoat. In 1998,
tional attitudes and cultural prejudices that universally shortly after the cutter’s launching, she sailed aboard LIZZIE MAY with
claimed that no new “plank-on-frame traditional wooden Luke Powell and the new owners. Her impressions were later published
yacht would ever go down a slip again,” he commenced in Maritime Life & Traditions.

Woodenboat Review
WorldMags.net
The Mortal Sea

The Mortal Sea, by Jeffrey Bolster. The Belknap Press
Yacht Sails Rigging of Harvard University, 79 Garden St., Cambridge, MA
BUILDERS OF HIGH-QUALITY HAND-FINISHED SAILS 02138; 419 pp, 59 halftones, 7 line illustrations, 2 maps.
$29.95.
Full-service sail and rigging loft
P.O. Box 71, Lincoln St., East Boothbay, Maine 04544 Reviewed by Randall Peffer
(207) 633-5071
R
eading Jeffrey Bolster’s The Mortal Sea was flat-
out painful for me, but not because Bolster has
Custom Woodworking for Marine Applications written a bad book; rather, the exact opposite.
Exotics and Domestics
Cove & Bead in Atlantic White Cedar, Mahogany and Cypress Bolster has done a fine job documenting how human
Marine Grade Plywood BS1088 – Fir, Sapele, Mahogany, greed and cavalier applications of new technology
Teak, Okoume, Meranti and Teak & Holly (along with climate changes) have plunged many key
fisheries of the North Atlantic into an ever-accelerating
cycle of devastation.
The pain comes from Bolster’s book reminding me
that as a man who loves catching things, a mariner and
a writer, I have stood in a lot of wooden boats and borne
witness to the near collapse of fishery after fishery. What
memories, what nightmares, The Mortal Sea stirs in me.
There was a day in the early 1980s when I was part of
the deck crew on a hundred-year-old Chesapeake Bay
skipjack, dredging oysters off Tilghman Island. Just

Woodenboat Review
WorldMags.net
three years before we had caught our limit under sail
almost every day. Now the oysters were so scarce we could
only fish on Mondays and Tuesdays when state fishing
regulations allowed us to use our yawlboat to push our
skipjack in tight circles over the few remaining “lumps”
that still had oysters not yet caught by a fleet of automated
patent-tonging boats or killed by a mysterious parasite.
On this day we made lick after lick and dredged up
fewer than six bushels of oysters amid heaps of empty
shells. The most interesting things we had caught all
morning were a couple of sunken outboard engines.
Then, as the afternoon wore on, we hauled up a pair
of spectacles and a set of false teeth in one dredge. I
called Capt. Bart Murphy forward onto the work deck to
show him this human paraphernalia. “Where’s the rest
of him?” asked the captain. “Looks we done killed right
much ever thing in this bay now.” Three years later, Bart
hauled his skipjack ashore and made a bonfire of her.
Folks said it was the end of an era.
While I have sometimes thought that the heartbreak
of declining fish stocks and a struggling American
fishing industry have been a tragedy largely unfolding
during my 50 years of going to sea, Bolster’s book
makes it clear that commercial fishing in the North
Atlantic has been spinning toward disaster for 400 years.
“Here today, gone tomorrow” has been the story of the
inshore cod fishery, the menhaden fishery, the mackerel
fishery, the halibut fishery, the oyster and clam fisheries,
the sturgeon fishery, the harpoon sword fishery, the
southern New England lobster fishery. Some species like
the North Atlantic right whale have been driven to the
brink of extinction. Even the once notoriously popular
sightings, in the early 19th century, of the sea serpent
Scoliophis atlanticus are things of the past as well.
Rife with statistics and quotes from observers and
historical documents, as well as depressing graphs of
declining fish stocks, The Mortal Sea reminds readers
that the first Europeans to arrive on the shores of North
America were fishers looking for virgin ocean because
they had overfished the stocks closer to home. “In
the summer of 1578…Englishman Anthony Parkhurt
tallied about 350 vessels in Newfoundland and the Gulf
courtesy of naval history and heritage command,
washington, d.C.
The trawlers FOAM, RIPPLE, and SPRAY, shown here ca. 1918,
were part of a fleet of only six such vessels in 1911.

Woodenboat Review
WorldMags.net
of St. Lawrence, including French, Spanish, Basque,
Portuguese and English ones,” writes Bolster. “Most
were fishing for cod, although twenty or thirty Basque
ships were whaling.”
Since those days the competition to harvest the
bounty of the North Atlantic has only intensified.
Sometimes I can hardly believe the madness that I’ve
seen. I was on a Novi-built longliner out of Chatham,
Massachusetts, in 1975. We were tub-trawling for cod
and haddock in the canyons an eight-hour steam
southeast of Cape Cod. We had set out our trawls about
sunrise and had been waiting all morning for the turn
of the tide before hauling back. Out of the fog came
a pair of East German team trawlers, each about 200'
long, dragging a mammoth otter trawl between them,
right through our gear. Our skipper was so angry he
steamed alongside one of the East German boats,
Classic Coloring
grabbed the shotgun we kept aboard, and unloaded a
whole box of 12-gauge shells at the wheelhouse of the
trawler. “Another busted trip,” he cursed.
A year later, according to The Mortal Sea, Congress
passed what is commonly called the Magnuson Act, by Ken Textor
which—among other things—established a 200-mile
P
territorial fishing limit for the United States and regional ainters of classic wooden boats are meticulous,
councils to manage sustainable fishing stocks. But the demanding, and sometimes just downright fussy.
damage was done. And compounding the assault on A sag in a coaming’s varnish is exasperating;
King Cod was the replacement of the aging wooden mismatched stains in a repaired gunwale strake, an
Eastern-rig draggers (see page 50) in the fishing fleet outrage. And often, even the bilge paint or the bottom
with larger, steel Western-rigs, tricked out with a new paint primer coat must be exactly right, or else.
generation of fishfinders and video feeds from their “That’s why we use their paints,” says Mitch LaPointe,
nets. Cod stocks, overfished for four centuries, totally longtime operator of LaPointe’s Classic Wooden Boats
collapsed in the early 1990s. Canada closed the Grand of Spring Park, Minnesota, referring to Sandusky Paint
Banks to cod fishing and the New England Fishery products. “You just can’t get paints and stains like that
Management Council shut down ground-fishing on vast anymore.”
areas of Georges Banks and in the Gulf of Maine. The paints and stains in question come from a small—
If you’re in the mood to get angry at human avarice make that, micro—operation on the shores of Lake Erie
and the thoughtless application of technological in Sandusky, Ohio. Started in 1927, the Sandusky Paint
improvements, or you’re curious about the breadth and Co. has survived economic calamities, a devastating
depth of the natural destruction that has occurred in the fire, and a complete shift in market preferences to
North Atlantic fisheries, then The Mortal Sea is for you. emerge today as a lynchpin for dozens of wooden boat
Personally, I wish that, along with all of the statistical restoration shops across the country.
evidence, Bolster had included a more complete picture “We feel fortunate we can still do this,” says Paul Wilke,
of the humans and vessels that go with “fishing fever.” company vice president and one of the formulators of
At one point he notes, “In the twenty-four years items such as Chris-Craft Cordova Filler Stain, Lyman
between 1866 and 1890 more than 380 schooners and Sand Tan paint, and an old favorite that you might
2,450 men from Gloucester were lost at sea.” That’s a have thought had been outlawed: Red Lead. “It’s been
mind-boggling human tragedy. To some degree the a family tradition for a long time, so we’re happy to be
stories of these lost mariners and their fishing boats here.”
have come to us through works like Captains Courageous Wilke attributes the company’s survival to the ongoing
and The Perfect Storm. But Jeffrey Bolster has been a interest in wooden boats in general and some local
professional schooner captain, a history professor at the favorite boat brands in particular. And while Sandusky
University of New Hampshire, and author of another Paint is wedded closely to the old line of Lyman
book, Black Jacks, on the history of black sailors. He runabouts (also once produced in Ohio) and the once-
knows the North Atlantic, its vessels, and its mariners. dominant Chris-Craft powerboats, Wilke says restorers
Perhaps in another volume he will bring his considerable of other brands of boats use their products too. “They
experience at sea to bear as he unearths more stories of like our Spar Varnish, and we can formulate almost
the humans and the historic watercraft that have shared anything people want,” he says, noting the company’s
in this oceanic catastrophe. only limitations would be due to raw material scarcity
and the price restorers are willing to pay. For instance, if
Randall Peffer’s article on the Eastern-rig dragger RICHARD & ARNOLD you needed a pure tung oil–based varnish formulated, it
begins on page 50. could take weeks for Wilke and company to switch from

Woodenboat Review
WorldMags.net
Purveyors of
Quality
the normal linseed base and gear up for the imported Shipwright
oil, which can cost three times what suppliers get for
domestic oils. Thus, there isn’t much call for tung oil– Products
based products.
Color matching, either in stains or paints, accounts
for most of the specialty work that the four-man crew Bronze Hardware oakum, pine tar
at Sandusky undertakes, says Wilke, who counts himself Copper nails traditional rope
as one of the hands-on crew of formulators, along with Best Quality wood & Hemp
the company president, his brother, Robert Wilke. They BloCks Handforged
are the grandsons of company founder Robert Wilke, Sr. tufnol BloCks sHipwrigHt tools
A quick survey of some restorers who use Sandusky ports & ligHts Distributor for
products confirmed that the matching process is almost shipmate stoves
foolproof. “It couldn’t have been a better match,” says davey & Company
Clipper Canvas
Jonathan Taggart, a Maine-based Lyman enthusiast
who also has spent a lifetime as a fine-arts conservator. Volume disCounts
Taggart had to match the stain on his 1958 runabout’s www.woodenboatchandlery.org
stern after he raised the mahogany transom a few 360.385.3628 X101
inches to accommodate a heavier engine. “You can’t
even see the line,” he says of the point at which the old
transom meets the addition.
Minnesota-based professional restorer Mitch Shipmate Stoves
LaPointe agrees, noting Sandusky Paint products also “Always Reliable...
have the durability that his customers want. “These fair weather
can be expensive boats, and people want (the finish) or foul.”
to hold up,” LaPointe says of Chris-Craft powerboats
in which he has specialized for the last 30 years or
so. “Their Red Lead is the best bottom paint primer Several model & color choices
available,” LaPointe says, noting many customers Hand-built in the USA
prefer Sandusky’s almost golden-looking Copper
Bronze bottom paint as a topcoat over the Red Lead,
both of which contain healthy doses of what their DOMESTIC FASTENERS
names imply.
“We’re makers of traditional paint products, not C C FA S T E N E R S
ReliaBle Quality FaSteneRS
modern paint products,” says Paul Wilke, noting it
would be impossible for Sandusky to compete directly BOLTS – Our Silicon Bronze Carriage Bolts
with giant international paint producers such as Pettit and Slotted Flat Head Machine Bolts are
and Interlux. “They make fine products, but our domestic made from 655 alloy, all full
body, cut thread, partially threaded for
customers really like ours,” he says. And although Wilke that tight seal.
declines to discuss the exact formulations (“We don’t SCREWS – Our Silicon Bronze wood
want somebody to copy us!”), he does concede that screws are full body, cut thread for that
large doses of old-time linseed oil do find their way into tight seal. Domestic made wood screws
are available. T: 800–315–8808
many of the company’s products. Material: T: 716–873–2640
Sandusky Paint offers 25 off-the-shelf products for Silicon Bronze 651, 655 Stainless 304, 316 F: 716–873–2651
restorers and do-it-yourself boat enthusiasts, ranging Monel 400, K500 Brass Online Store: www.ccfasteners.com
inconel 600, 625 Chrome Plated Email: [email protected]
from various fillers, stains, varnishes, and paints to a
complete line of camouflage paints designed to help
duck boats and other floating hunting platforms blend
in with their surroundings.
Now in their early 50s, the Wilke brothers plan to
continue producing Sandusky products until retirement,
although Paul does worry about keeping the operation …the World’s Finest Oars and Paddles, since 1858.
going beyond his tenure. “Our customers really like us,
Handcrafted in Maine, used all over the world.
so I hope someone wants to continue this,” he says,
noting interest in wooden boats has continued beyond • Oars and Paddles
• Wooden Masts and Spars
what he expected. But as long as products like Sandusky • Bronze Rowing Hardware
Paints continue to be available, why would interest • Adirondack Guide Boat Oars and Hardware
diminish? • Boat Hooks
• Wooden Flagpoles
Sandusky Paint Co. products are available online at www.sanpaco. • The Shaw & Tenney Whitehall
com, or via the company’s storefront retail outlet at 1401 Sycamore www.shawandtenney.com
Line, Sandusky, OH 44870.
PO Box 213, Orono, Maine 04473 – 800-240-4867

Woodenboat Review
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us. Please give us your old address as well as your new when you
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Vintage Boats
and Services

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Chris-Craft 26´ SPL Racer
Lockpat II - 1931 40’ Hacker Custom Runabout V12 Packard 2025 cu.in. K-Class Raceboat V12 Packard
New Build: Amy Ann - 2011 30’ Morin Custom V12 BPM Miss Crude - Gold Cup Hisso V8
S ince 1971, we have offered complete restorations of vintage runabouts

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F Bish ros
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Now
taking
orders
for
delivery
518–798–4769 • [email protected] in 2014
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Employment The wooden runabout co.

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The Antique & Classic Boat Society founded in 1975
www.woodenrunabout.com
seeks to fill the position of Executive Director. This
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The ACBS vision is to provide an organization
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ACBS is a 501c3 corporation with 7500 members and 58 Chapters in
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For a complete Position Summary with desired qualifications visit 616-396-7248
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BOATBROKERS
1964 Bartender
built by
George Calkins,
Calkins Craft.
Immaculate, kept
inside. $33,000
‘Seagoin’ - Custom 1939
Ferdinand Boch design.
Extensive restoration
in 2000 – 2001. Carbon
fiber reinforced mast. Eric Schouten, Broker:
Mahogany over oak. 360–385–4000
Very well kept. $28,000 [email protected]
www.seamarineco.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
2010, W-Class W-37, 37' 1996, Center Harbor 31, 31' 2007, Ultimate Daysailer, 50' 1968, Tripp/DeDood One-Tonner, 37'
Built by Brooklin Boat Yard Joel White design built by Brooklin Boat Yard Built by Brooklin Boat Yard On-going Brooklin Boat Yard restoration project
Located: Newport, RI. Asking: $599,000 Located: Brooklin, ME. Asking: $140,000 Located: Brooklin, ME. Asking: $375,000 Located: Brooklin, ME. Call for asking price
1999, Handy Billy Launch, 21' 1964, Derecktor K/CB Cutter, 45' 1963, Concordia Yawl, 41' 1964, Albury Brothers Runabout, 19'
Designed and built by Harry Bryan Designed and built by Bob Derecktor Beautiful varnished topsides. New boat condition, includes trailer
Located: Blue Hill, ME. Asking: $23,500 Located: Brooklin, ME. Asking: $83,000 Located Brooklin, ME. Asking: $125,000 Located: Brooklin, ME. Asking: $15,500
1965, Concordia Yawl, 41' (ME) Asking $120,000 1971, Crocker Ketch, 36' (MA) Asking $125,000 1996, Haven 12 1/2 w/trailer 16' (ME) Asking $33,000
1970, Crocker Cutter, 33' (ME) Asking $15,000 1948, Aage Nielsen Sloop, 18' (ME) Asking $12,000 1990, Goeller/Dow Tender w/trailer, 12' (ME) Asking $7,500
SERVICE NEW CONSTRUCTION, DESIGN & RESTORATION BROKERAGE

207-359-2236 207-359-2236 207-359-2193
[email protected] [email protected] [email protected]
P.O. Box 143, Center Harbor • Brooklin, ME 04616 USA • www.brooklinboatyard.com

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FREE
E-Newsletter!
1. Go to
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DaviD EtniEr Boat BrokEragE

1994 John G. Hanna
GULFWEED 34
$37,500
2. Click
1971 Clifford Alley lobster/picnic
boat, completely restored and very
handsome $39,900
www.etnierboats.com
We welcome well-maintained, quality boats for our listings.
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Contact David directly at: 207-522-7572
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with ALL we do!
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HMCo Design 733: Mink, Bagatelle, Aria
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FOR SALE $159,000

Please contact Bruce Avery at 860–235–5035 or Dana Avery at [email protected]

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BOATBROKERS
Metinic
Yacht
Brokers
124 Horseshoe Cove Rd., Harborside, Maine 04642
207–326–4411 • [email protected]
—Located at Seal Cove Boatyard— Boss Almighty—center console motor launch.
Designed by arno Day, built by Benjamin river Marine.
Powered by Yanmar4Jh3. $44,000
Xandy Billy—Designed by harry Bryan

based on early 1900s designs of William hand.
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Built in Lubec, Me. $14,000 exceptionally seaworthy. $24,000
David Jones Yacht Brokerage

Classic Wooden Boats
P.O. Box 898, Rockport, ME 04856
207-236-7048 Fax 207-230-0177 Email: [email protected]
www.davidjonesclassics.com
FIFI—1925 FIFE “R” class sloop 40'. This William Fife sloop
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value as well as give unforgettable days on the water. (ME)

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BOATBUILDERS
Elegant & fast – no wake
Rumery’s Boat Yard Your choice of deck and cabin layout
Biddeford, Maine 04005 Rumery’s 38
(207)282-0408
www.rumerys.com
A full service boatyard

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Repairs & restoration of wooden &
composite boats to 60 feet

P WorldMags.net
E N D L E T O
YACHT•YARD
On Portage Bay since 1927
N Jensen
Motorboat Corp.
1417 NE Boat St.
Seattle, WA 98105
R e b u i l d e r s o f C l a s s i c Ya c h t s
525 Pendleton Point Rd. • Islesboro, ME 04848
(207) 734-6728 • www.pendletonyachtyard.com
www.quicksilvermaine.com
a gateway to wooden boat

building, traditions, &
seamanship for people from Phone: 206-632-7888
all walks of life e-mail: [email protected]
Freda Restoration → Hull & cabin repair, refit & restoration

Arques School of Traditional → electrical & systems repair & installation
Boatbuilding
BOATBUILDERS
Youth Boatbuilding Program → Interior joinery & custom cabinetry
Community Sails → Mast & rigging installation & repair
→ Complete painting & varnish work
www.spauldingcenter.org → structural & finish woodworking
(415) 332-3179 [email protected] → Fiberglass & gel coat repair

→ Welding & metal fabrication
SAUSALITO - CALIFORNIA
TRADITIONAL
BOAT WORKS, INC.
New construction & repairs on wooden boats only
Masts and spars a specialty
Superb craftsmanship by skilled professionals, at
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wooden boat yards. Fully insured, references.
ALTAMAR California 32 #2
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Celebrating 65 Years
Seal Cove Boatyard, Inc.
BOX 99 / HARBORSIDE, MAINE 04642
TEL: 207-326-4422 / FAX 207-326-4411
Storage available for the upcoming winter
You Will Find Us

Personable, Knowledgeable
and Skilled in a Broad
Range of Services
Celebrating 65 Years
Same Boat.
Folks...It’s the
That’s Right,
Railway
She’s Off the
Offering a full range of services since 1946.

Storage available for this winter.
BOATBUILDERS
Register your Crocker Design at DESPERATE LARK - Herreshoff, 1903.

In Our Care for Over 40 Years
www.CrockersBoatYard.com
Manchester, Massachusetts • 888-332-6004 E-mail: [email protected] • www.sealcoveboatyard.com
“ YAC H T I N G A S I T WA S I N T EN D ED TO B E ”
Please Visit Our Website to

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MATHIS
YACHT BUILDING YACHT BUILDING COMPANY, LLC
YACHTS, INC.
COMPANY, LLC FRACTIONAL YACHT OWNERSHIP
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Lowell
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The WoodenBoat
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The WoodenBoat Store: 800-273-SHIP

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Introducing Reuben Smith’s Tumblehome Boatshop
Don’t Be Afraid
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TEL 860–572–7710 www.mpgboats.com Beetle Cat — Celebrating 91 Years www.beetlecat.com

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Traditional Boat, LLC

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P o B o x 1 1 7 4 8 0 R a yber R o a d www.gannonandbenjamin.com
O rlea ns , M A 0 2 65 3
508-240-0058
P.O. Box 1095 • Vineyard Haven, MA 02568 • (508) 693–4658
[email protected] ~ Beta Marine engine dealer ~
Restoration
and Preservation of
Antique and Classic
Wooden Boats
207.882.5038
edgecombboatworks.net

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Giesler Boat Builders
Builders of finely-crafted traditional wood boats
18 models to
choose from
– starting at
$2,000
B. Giesler & sons

705.724.2648
www.gieslerboats.ca
[email protected]
BOATBUILDERS
YNOT YACHTS TIMELESS BEAUTY & CLASSIC STYLE

T 412.337.2191
PH OTO : © BI LL Y BL AC K
CUSTOM BUILDS, DESIGN, REFIT & RESTORATION

www.ynotyachts.com

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KITS & PLANS

Chesapeake Light Craft
1. 2. 3.
4. 5. 6.
Build your own wooden boat! Award-winning kits for kayaks, rowing boats, and smallcraft. Choose from 90 models!
1805 GeorGe Ave. AnnApoLis, MAryLAnd | 21401 | 410.267.0137 | CLCboAts.CoM

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Thirty-five pages of plans
included in this book!
Gifford Jackson’s 12’6” rugged daysailer has a
plethora of exceptionally detailed and interesting
drawings, including a two-part trailer for easy
launching. Measured metrically, she’s a v-bottomed
dagger-boarder, glued-lapstrake plywood hull,
with sawn frames.
WoodenBoat 88 pages, hardcover

BOOKS
Naskeag Rd, PO Box 78
#325-135 $19.95
add $5.00 shipping in the US.
Brooklin, Maine 04616 Call 1.800.273.7447
Your complete source for Oughtred

Skiff Kits
cedar strip building Okoume plywood
Plans • Strips • Epoxy • Seats planking with
traditional precut
Fiberglass • Varnish or COMPLETE KITS! scarfs and hull molds
CNC machined by
Blue
Hill,
Maine
For pricing & ordering: [email protected] • 1-207-460-1178
www.cnc-marine-hewesco.com For kit details: www.jordanboats.co.uk
KITS & PLANS
Bristol, New Hampshire

603-744-6872
www.newfound.com
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KITS & PLANS

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FiberglassSupply.com
Materials: Kits and Plans:
• Vacuum Bagging Supplies • 11’ Hollow Wooden Stand Up
• Epoxies Paddleboard, Kit Only
System Three® • 18’ Hollow Wooden Unlimited
WEST System® Paddleboard, Kit or Plans
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• Reinforcements Plank Surfboard Building
Fiberglass Cloths • And More!!!
Carbon Fiber Check us out at:
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• See our Full Catalog Online
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Burlington, Washington - www.fiberglasssupply.com - Toll Free 877.493.5333 - Fax 360.757.8284
S am Devlin’s “Stitch-and-Glue” boat designs bring

together the beauty of wood and the durability of
composites. An already easy construction method is
made easier with the help of Devlin’s Wooden Boat
Building book and Wooden Boat Building video.
KITS & PLANS
“Dunlin 22”
We offer a full line of plans: dinghies, daysailers,

pocket cruisers, motorsailers, powerboats 8-45 ft.
www.DevlinBoat.com
Devlin Designing Boatbuilders
3010 37th Ave., SW
Tumwater, WA 98512
Phone: (360) 866-0164

CLASSIFIED
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To place a Classified Ad: visit our website www.woodenboat.com; email [email protected];
or call our Classified Ad Manager at (207) 359–7714.
Deadline for the March/April issue: January 7, 2013
NORTH BROOK LIN BOATS — A career path is a journey

“Sunshine,” 10'6" or 12'6" dinghy/ of many steps.
yacht tenders. Cold-molded or tra- Take your first one here.
ditional lapstrake construction. Row-
ing and sailing models. Visit website
for more information. www.north
brooklinboats.com, 207–610–9526.
SATTER’S RESTORATION—Tradi-
tional wooden canoes and boats
restored. Quality woodwork, bright-
work, repairs. Branchville, NJ, 973– www.themichiganschool.org
948–5242, www.sattersrestoration.
com.
THE DORY SHOP—Custom-built

small boats and Lunenburg dories
MI A MI, FORT L AUDER DA L E ,
FLORIDA KEYS—30+ years experi- School
since 1917. Oars and paddles too. ence building, repairing, and restor- one- and Two-week courses in
Call 902– 640 –3005 or visit w w w. ing boats. Quality workmanship, with Boatbuilding, Seamanship, and
SAIL MAINE ABOARD MAINE’S
doryshop.com. composite construction expertise. Related crafts
oldest windjammer, “Lewis R. French.”
References. Call 305 – 634 – 4263, June–September
Enjoy great sailing, lobsters, new
LOW ELL BOATS — Complete 305–498–1049. rmiller35@bellsouth. friends, and fresh air (no smoking). —Offsite winter courses also offered—
wooden boat restoration services and net, www.millermarinesystems.com. Sailing from Camden, 3-, 4-, and 6- For a complete catalog:
marine surveying. GARY LOWELL, day cruises with only 22 guests, May– WoodenBoat School, P.o. Box 78,
Greensboro, NC, 336 –274 – 0892. REPAIR, RESTORATION, STORAGE, October. Capt. Garth Wells, P.O. Box
Brooklin, ME 04616, Tel: 207–359–4651
www.lowell.to/boats. and SURVEYS. Low overhead and or view the online catalog at
992 W, Camden, ME 04843. 800– www.woodenboat.com
low rates, 35 years exper ience.
469–4635. www.schoonerfrench.com.
MICHAEL WARR BOATWORKS,
MCLAUGHL
AN IN Stonington, ME, 207–367–2360. NAVTECH MARINE SURVEYORS’
MI Course—Surveying recreational/
DA
JR
EST. 1970 commercial vessels. U.S. Surveyors

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Association, Master Marine Surveyor

CO
RPORATIO N program. FL, 800–245–4425.
. .
Custom Cold-Molded Boats and Yachts to 40'
41 years of experience DMCBoats.CoM
D&H FINISH CARPENTRY AND

Wooden Boats. Traditional styles
cold-molded for efficient ownership.
MI, 810–287–0745.
JOHN M. KARBOTT BOATBUILDING.

Custom wooden boat building and
repair. Lobsterboat styles a speciality.
WoodenBoat School instructor. Mem-
ber Massachusetts Marine Trades RATTY’S CELEBRATED QUOTATION
Association. 789 Rocky Hill Rd, Plym- with original illustrations featured
outh, MA 02360. Phone/fax 508– on our shirts and bags. 301–589–9391, JUNE 28-30, 2013
224 –3709, w w w.by-the-sea.com/ www.MessingAbout.com.
Mystic seaport, Mystic, connecticut
karbottboatbuilding.
S.N. SMITH & SON, boatwright/ Produced and Presented by
timber framer. Annual maintenance, WoodenBoat Magazine
HADDEN BOAT CO.—WOODEN
restoration, and building to 45'. Our
boat construction and repair to any www.thewoodenboatshow.com
goal is to make wooden boat owner-
size; sail and power. 11 Tibbetts Lane,
ship predictable and enjoyable. P.O.
Georgetown, ME 04548, 207–371–
Box 724, Eastham, MA 02642, 978–
2662.
290–3957, www.snsmithandson.com.
January/February 2013 • 125

WorldMags.net
CLASSIFIEDS
WorldMags.net BOAT KITS—PLANS—PATTERNS.

World’s best selection of 200+ designs
on our web site. Boatbuilding sup-
plies—easy-to-use 50/50 epoxy resins/
glues, fasteners, and much more.
Free supplies catalog. Clark Craft,
716–873–2640, www.clarkcraft.com.
THE BOAT INSURANCE STORE. North Shore Wood & Boats—
Insurance program for wooden boats. Traditional cabinetry, furnishings
LAWRENCE FOX AGENCY, 1–800– and repairs, custom mouldings and
553–7661. Our 50th year. www.boat turnings. Specializing in using
insurancestore.com. reclaimed documented boat wood.
For info: 919–697–1273, stevensbuild@
embarqmail.com. Our FRIENDSHIP SLOOP models
are accurate replicas of the elegant,
seaworthy crafts built in Friendship,
Maine. Based on a 1900 design, our
kits are available in two sizes. Both
kits are plank on bulkhead, and
contain many laser-cut parts. Blue-
Jacket Shipcrafters, 160 E. Main St.,
Searsport, ME 04974. 800–448–5567,
www.bluejacketinc.com. 28 DESIGNS IN OUR $12 BROCHURE,
includes: rowing and sailing skiffs,
dories, prams, lake and river boats.
Plans and instructions for 13'6"x4'11"
Nez Perce outboard (above)–$50.
Ken Swan, P.O. Box 6647, San Jose,
CA 95150. 408–300–1903, www.swan
TWO STRAND TURK’S-HEAD RING boatdesign.com.
—Like-new condition. $750 or make RESCUE MINOR 20' MOLD with
COMMISSION WATERCOLOR OR offer; agacorrea.com design. Call plywood stations on excellent strong-
Oil Portrait of your treasured boat 989–280–0395. back. Ready for boat construction,
by D.Hellums, classically trained, $3,000. [email protected].
award-winning artist. Submit photo-
graph or on location. Any size, framed,
ready to hang. 713–443–0962, dale_
[email protected].
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. DREAMS DO COME TRUE with
Glen-L Boat Designs! 286-page cata-
log of 300 designs for amateurs, 5'
HERCULES ENGINE PARTS to 55'. Includes FREE dinghy plans.
Model M, ML, MBL, K, KL Send $9.95 to Glen-L Marine, 9152
Rosecrans Ave./WB, Bellflower, CA
HERCANO PROPULSION, LLC 90706. 888–700–5007, www.Glen-L.
Business Hours: M-F 8:30-4:30 EST com/WBC (online catalog).
Phone: 740-745-1475
Fax: 740-745-2475
THE FINEST wooden pond sailers.
GR AY MARINE, CHRIS - CR A FT, Free brochure: 1–800–206 –0006.
Chrysler engines remanufactured to www.modelsailboat.com.
the highest standards. All engines are
test run at our facility and come with ELEGANT SCALE MODELS. Indi-
a written warranty. We stock many vidually handcrafted custom scale
models including the Gray 4–112 and model boats. JEAN PRECKEL, www.
the Sea Scout 91. We also have a large preckelboats.com, 304–432–7202.
parts department with parts for above
engines, also Zenith carburetors, SMITHSONI AN INSTITUTION
Paragon, Borg Warner, AC and Carter PLANS from the National Watercraft
fuel pumps. Van Ness Engineering, Collection, H.I. Chapelle drawings,
252 Lincoln Ave., Ridgewood, NJ 07450, Historic American Merchant Marine
201–445–8685, fax 201–445–3099. Survey, etc. Send $20 check to Smith-
GEODESIC AIROLITE DESIGNS— sonian Institution for 250 -page
18-HP SABB DIESEL ENGINE with Westport Dinghy, 8'10"; beam 431⁄2"; catalog to: Smithsonian Ship Plans,
feathering prop. New in crate from weight 29 lbs. Stow-aboard yacht P.O. Box 37012, NMAH-5004/MRC
factory. Circa mid-’80s. Located in tender. Forget outboard, rows easily! 628, Washington, DC 20013-7012.
Northern MI. $5,500. 906–322–4828, Monfort Associates. 207–882–5504, www.americanhistory.si.edu/csr/
or [email protected]. www.gaboats.com. shipplan.htm.
126 • WoodenBoat 230

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CLASSIFIEDS
Jordan Wood Boats

WorldMags.net CATALOG OF 40 SIMPLE PLYWOOD
boats, $4. JIM MICHALAK, 118 E.
P.O. Box 194, South Beach, OR 97366 Randle, Lebanon, IL 62254. www.
541–867–3141 jimsboats.com.
www.jordanwoodboats.com
******************
Distinctive Boat Designs
Meticulously Developed and Drawn DOUGLAS FOWLER SAILMAKER— FINELY CRAFTED WOODEN SPARS;
For the Amateur Builder Highest-quality, full-seam curved hollow or solid. Any type of con-
sails since 1977. Traditional sails a struction. ELK SPARS, 577 Norway
specialty. White, colors, and Egyp- Drive, Bar Harbor, ME, 04609, 207–
tian Dacron in stock. 1182 East 288–9045.
WOODENBOAT SCHOOL STAFF— Shore Dr., Ithaca, NY 14850. 607–
Currently accepting resumes from 277–0041. SHAW & TENNEY, Orono, Maine—
individuals interested in joining our Traditionally handcrafted spruce
2013 staff. Shop, waterfront, and masts and spars since 1858. 1–800–
CRADle BOAt BeACh CRuiSeR
BABy tenDeR FOOtlOOSe kitchen positions available. Season 240–4867, www.shawandtenney.com.
extends from May to early October.
Looking for individuals with experi-
LEARN HOW TO BUILD your own ence, dedication, strong people skills,
cedar-stripped boat. Plans for din- and enthusiasm. EOE. Contact: Direc-
ghies, canoes, row, sail, paddle, out- tor, WoodenBoat School, P.O. Box
board. www.compumarine.com. AZ, 78, Brooklin, ME 04616 or school@
520–604–6700. woodenboat.com.
W W W.DA BBLER SA ILS.COM—

Traditional small-craft sails. P.O.
Box 235, Wicomico Church, VA,
22 579. Ph/f a x 8 0 4 – 5 8 0 – 8723,
[email protected].
JAMES WHARRAM DESIGNS—World-
renowned, safe, seaworthy catamarans, THOMSON WOOD SPARS—For-
14'–63' to self-build in ply/epoxy/’glass, merly Randolph Boatworks, has
from plans that are “a course in boat- opened a new spar shop in South
building.” [email protected], Dartmouth, M A. 508 –317–3944,
webshop: www.wharram.com. [email protected].
ATKIN ILLUSTRATED CATALOG—

135 pages, with more than 300 Atkin
designs. Famed Atkin double-enders, CLASSIC BOATING MAGAZINE—
rowing/sailing dinghies, houseboats, The most popular and complete
and more. $15 U.S. and Canada ($22 publication on antique and classic JASPER & BAILEY SAILMAKERS.
US for overseas orders). Payment: boats. Subscription $28, Canada $36 Established 1972. Offshore, one-
U.S. dollars payable through a U.S. USD, overseas $78. Samples $5, design, and traditional sails. Sail
bank. ATKIN BOAT PLANS, P.O. Canada $7.50, overseas $12.50. CLAS- repairs, recuts, conversions, washing
Box 3005WB, Noroton, CT 06820. SIC BOATING, 280-D Lac La Belle and storage. Used-sail brokers. 64
[email protected], www.atkinboat Dr., Oconomowoc, WI 53066. 262– Halsey St., P.O. Box 852, Newport,
plans.com. 567–4800. RI 02840; 401–847–8796. www.jasper
andbailey.com.
T H IS 20' C H R IS - C R A F T WA S
STRIPPED in four man-hours. Envi-
ronmentally friendly paint stripper.
For more information, call 800–726–
4319. E-mail us at [email protected],
or visit our web site, www.starten.com.
CAJUN PIROGUE-JON BOAT-SKIFFS. H AV E TOOLS W ILL TR AV EL . CLASSICBOATCONNECTION.COM—

Paddle, row, motor or sail. Designed Wooden boat builder will build, Your one-stop source for all your clas-
for first-time builders. Kits and plans. rebuild, or repair your project on sic boat restoration needs. Call
www.unclejohns.com, or call 337– site or in my shop. $20/hour. VT, 507–344–8024, or e-mail mail@classic
527–9696. 802–365–7823. boatconnection.com for free catalog.

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CLASSIFIEDS
WorldMags.net
COPPER FASTENERS and riveting
tools, Norwegian and English boat
BLOX YGEN SAV ES LEFTOV ER
Finishes. Heavy, inert gas. Patented
nails, roves/rivets, rose and flathead, system. www.bloxygen.com, 888-810-
clench, threaded, decoration, and 8311.
more. 50+ sizes and types, 3⁄8" to 6".
Your leading source since 1987. FAER-
ING DESIGN, Dept. W, P.O. Box 322,
E XC E P T ION A L BRON Z E a nd East Middlebury, VT 05740, 1–800–
CHROME Hardware—Windshield 505 –8692, [email protected],
brackets; navigational lighting; Tuf- www.faeringdesigninc.com.
nol and ash blocks; fastenings, roves, TARRED HEMP MARLINE. Several
and rivets; repair, building, and kit styles; hanks, balls, spools. American
materials; oars, paddles, and rowing Rope & Tar, 1– 877–965 –1800 or
accessories; decals, apparel, and tarsmell.com.
traditional giftware. w w w.tender
craftboats.com. Toll-free phone:
800–588–4682.
VACUUM-BAGGING SUPPLIES— Available in 316 Stainless Steel and Bronze

Fiberglass cloth, epoxy resins, water-
www.newfoundmetals.com
b a s ed L PU p a i nt s , a nd more. [email protected]
Technical support and fast service. 888–437–5512
www.fiberglasssupply.com or toll free:
877–493–5333.
LeTONKINOIS. All-natural varnish.
GENUINELY MARINE LED LIGHTS, Centuries-old formula. Long-lasting,
made by Bebi Electronics. www.bebi- beautiful finish. Extremely user-
Composite fasteners for:
electronics.com, sales@bebi-electron friendly. A merican Rope & Tar,
Strip Planking 877–965–1800 or tarsmell.com.
ics.com. US Agent—R. Ford, 727–
Cold Molding
Fiberglass Layup 289–4992, rogersf@bebi-electronics.
Foam Core Joining com.
Vacuum Infusion
RTM CANVAS FOR DECKS and canoes.
Natural, untreated. No. 10, 15 oz.,
STAPLES  NAILS  BRADS 96", $17.50/yard; 84", 14.50/yard,
72", $12/ yard; 60", $9.50/yard.
 Completely non-metal
Minimum five yards, prepaid only.
 No need to remove FA BR IC WOR K S, 14 8 Pine St.,
 Sawable, sandable, planeable, stainable Waltham, MA 02453, 781–642–8558.
 No galvanic corrosion/electrolysis
 Bonds with thermoset resins BRONZE CAM CLEAT with plastic
ball bearings and 11⁄2" fastening cen-
ter distance. BRONZE WING -TIP
NAVIGATION LIGHTS with glass
www.raptornails.com [email protected] globe. Side mount, stern and steam-
P (512) 255-8525 F (512) 255-8709
STARS AND STRIPES PENNANTS. ing. For our free catalog, contact us
Authentic historical design exquisitely at J.M. Reineck & Son, 781–925–3312,
CANOE HARDWARE: 1⁄2", 11⁄16", 7⁄8" handcrafted in the most durable [email protected].
canoe tacks; 3⁄8" oval brass stembands; fabrics. 4', 6', 8' and 12' sizes in stock—
clenching irons; 3⁄16" bronze carriage other sizes and designs by custom
order. Custom design and fabrication THE ORIGINAL SINCE 2001. The
bolts; canoe plans; clear white cedar. smallest composting toilet in the
Catalog $1. NORTHWOODS CANOE is our specialty. Also in stock, all sizes
U.S., state, foreign, historical, marine, world! EOS, PO Box 5, Mt. Vernon,
CO., 336 Range Rd., Atkinson, ME OH 43050. www.airheadtoilet.com,
04426. Order, phone 888–564–2710, and decorative flags, banners, pen-
nants, and accessories. 77 Forest St., 740-392-3642.
fax 207–564–3667.
New Bedford, MA 02740. 508–996–
6006, www.brewerbanner.com.
STOCKHOLM TAR. Genuine kiln-

burnt pine tar. It’s the Real Stuff.
American Rope & Tar, 1–877–965–
1800 or tarsmell.com.
M A R INE - GR A DE GENUINE
Leathers for Upholstery—Leather was
used in all boats until after WWII,
SOFT COTTON FENDERS and clas- as vinyl was not yet invented. Keleen
sic knotwork. For catalog, send SASE Leathers exactly tans leathers origi-
to: THE KNOTTED LINE, 9908 168th nally used in vintage boats, and have
Ave. N.E., Redmond, WA 98052-3122, been used in many award-winning
call 425–885–2457. www.theknotted GarWoods, Hackers, Chris-Crafts, etc.
line.com. Our color, grain, and sheen are exact
HAVEN 121⁄2 complete high-quality to original, with mold/mildew inhib-
bronze hardware sets. See our display MODERN MANILA. New Leoflex-X. itors, and U/V resistant. High-qual-
ad elsewhere in the issue. For our The latest rope technology. Looks ity marine craft of all brands deserve
free catalog, contact us at J.M. Reineck great, works hard. American Rope & the unequaled choice of leather for
& Son, 781–925–3312, JMRandSon@ Tar, 1–877–965–1800 or tarsmell. their interior. Keleen Leathers, Inc.,
aol.com. com. keleenleathers.com, 708–409–9800.

WorldMags.net
CLASSIFIEDS
WorldMags.net SLOW-GROWING, OLD-GROWTH

white oak (Quercus alba), up to 50'
long and 42" wide. Longleaf pine
(Pinus pilustrus) out to 50' long. Old-
growth white pine, 22'–28'. Black
locust, American elm, and larch.
NEW ENGLAND NAVAL TIMBERS,
TE A K , M A HOGA N Y, PA DAUK , CT, 860–480–3402.
FeatherBow ®
purpleheart, white oak, teak decking,
starboard. Complete molding mill-
FeatherBow® Jr. $17.95
FeatherBow® $29.95
work facilities. Marine plywood. Cus

tom swim platforms. SOUTH JERSEY
LUMBERMAN’S INC., 6268 Holly
St., Mays Landing, NJ 08330. 609–
965–1411. www.sjlumbermans.com.
BOULTER PLY WOOD —Marine

plywood 4' • 8' to 16', 5' • 10' to 20'
Build your own Strip Built Boat — 1⁄8" to 1" okoume, sapele, meranti,
FeatherBow.com • (860) 209-5786
teak, ash, khaya, teak and holly, teak
and rubber. Lumber—Sitka spruce,
teak, mahogany, green oak, ash,
Bantam air Hammer
Boat riveting Kit cypress, fir, Spanish and red cedar, JOEL WHITE 23' SLOOP—Cold-
“Wood Sawn for Better Boatbuilders”
n Designed for teak decking—lengths up to 20'. molded, wooden spars, teak floors and
White Oak • Atlantic White Cedar • Cypress
Copper Rivets Milling services. Nationwide delivery. Longleaf Yellow Pine • Sitka Spruceseats. Built By Brion Rieff in 2005–
n Cuts Riveting Time up to 70% w w w.boulterply wood.com, 888 – 401-253-8247 NewportNauticalTimbers.com
06. Custom Triad trailer, barely used.
n Superior Pneumatic 4BOULTER. Outboard bracket, and brand-new
800-521-2282 AT L A N T IC A N D NORT H E R N 2-hp 4-stroke Honda, Harding sails.
www.superiorpneumatic.com white cedar and reclaimed teak, 908–722–0018, [email protected].
flitch-sawn, wide boards, 16' lengths,
milling, premium quality, fair prices.
CT, 203–245–1781. www.whitecedar.
com.
HACKMATACK SHIPS KNEES—

Architectural Knees. David Wester-
gard, NS, 902–298–1212, djwestergard
@gmail.com. www.westergardboat
yard.ca.
PLANKING A BOAT? For tight THE WEST POINT SKIFF—Three
seams, order the rugged, dependable, RARE WOODS—Ebony, boxwood, models: 16', 18', and 20'. See our
no-hassle Conant Clamps I’ve been rosewood, satinwood, tulipwood, website www.westpointskiff.com for
making in my Maine shop for over boatbuilding woods, +120 others. more info. 207–389–2468.
25 years. Three sizes—PC-2, for din- 207–364–1073, info@rarewoodsusa.
ghies, opens to 1" ($35/ea); PC-1, the com, www.rarewoodsusa.com.
most popular, opens to 2" ($48/ea);
PC-1L, the largest opens to 4", closes BOAT QUALIT Y FLITCH-SAWN
to 11⁄2" ($55/ea). Contact Rick Conant, 4⁄4 Vermont white cedar, up to 18'.
207–633–3004; P.O. Box 498, Booth- Peter Kitonis, Box 5, Elmore, VT
bay, ME 04537; rconant41512@road 05657, 802–888–4807.
runner.com.
20' CEDAR STRIP ROWBOAT—Two

Piantedosi sliding-seat Row Wings,
two pairs Dreher carbon fiber 11'
oars. Only used three times. Stored
inside. Asking $7,575. ccallaway@
centurytel.net.
THE BROOKLIN INN—Year-round
lodging, fine dining, Irish Pub. Mod-
ern interpretations of classic Maine W W W.DI A MONDTE A K .COM—
dishes. Always organic/local. Winter True teak wood. Planing, sanding
Getaway: $155/DO, dinner, breakfast, available. Quarter-sawn teak for deck-
room, Nov–May. Summer rate: $125/ ing; tongue-and-groove; veneer;
DO (plus dinner). brooklininn.com, custom work. Also mahogany and
ME, 207–359–2777. Spanish cedar. Highest quality. We
ship worldwide. 215–453–2196, info@
diamondteak.com. 1953, 27’ SHEPHERD—Completely
rebuilt in 2006. Chrysler M47Ss,
PLANKING STOCK IN LENGTHS freshwater cooled, bronze-rubber
to 32'—Angelique, silver balli, wana, impeller water pumps, electronic
angelique timbers. Call for quotes. ignition. Low hours since rebuild.
Gannon and Benjamin, 508–693–4658. COLD-MOLDED MAHOGANY Sail- Varnish stripped, recoated, 15 coats
boat—Constructed by Matthiessen hi-gloss. Hardware rechromed. Bimini
WANTED: R.S. BOLES BOATS— TEAK LUMBER FROM $7.50/bf and & Paulssen 1975 in Germany. 39' top enclosure, isinglass panels. Full
Humarock Babys; Humarettes, step teak decking from $.99/lf. Call ASI, (11,74 m) x 11' 88" (3,60 m). Yanmar boat stor age cover. Jupiter, F L
runabouts; inboard and outboard run 800–677–1614 or e-mail your require- 54 -hp, 1999. Price $90,000 USD. $118,750. Doug, 954-303-4349, gdou
abouts circa 1920–1940. Jim Dow, 781– ments to rogerstevens@asihardwood. [email protected], www. [email protected], www.photobucket.
834–6827, [email protected]. com. mahagoni-yacht.de. com/babalu_photoshoot.

WorldMags.net
CLASSIFIEDS
WorldMags.net CLASSIC MOTORYACHT—1926,

62' ELCO. Shown in WoodenBoat No.
171, March/April 2003, sketch pg.
42. Twin diesels. $500,000+ invested.
Northern CA, Asking $89,000. 415–
887–9932.
2012 RASCAL RUNABOUT—Mod-

ern construction techniques, top- IAIN OUGHTRED WEE SEAL, 20'
quality materials. Turn-key package, gaff sloop—Honduras mahogany,
a blast to drive. Located in CT. fir, sapele, okoume. Professionally
$39,000. 203–687–9639, dombroski. built by Joe Finn, Storm Port Boat-
[email protected]. works, Homosassa Springs, Florida.
70% complete; builder available to
1908 RICE BROS. 27' LAUNCH. See finish. $24,000. More photos at www.
picture at www.farrinsboatshop.com, stormportboatworks.com. Bgould47@
or call 207–563–5510. 30' SAILBOAT FRAME—Deck, bow gmail.com, 352–327–1337.
to stern 30'; beam 10'. Great project
start. Stored inside. ronnyweems@
sbcglobal.net, 316–655–5320.
“OWL,” 34' ALDEN/CASEY CUTTER,

1941—Completely rebuilt 1985 to
present. Includes 12' sailing Shellback
dinghy. $50,000, Cannell, Payne &
Page. [email protected], www.cpp
yacht.com/wood.html. 1961 CHRIS - CR A FT CAVA LIER
Custom—307, 200 -hp Chevrolet,
recently restored award-winner, every
1965, 42' TRAWLER. 6-cyl diesel, surface reworked, many structural
4K generator. Undergoing restora- upgrades. Sportyak II dinghy on stern
tion, needs paint and cosmetic work. davits with 1963, 3-hp Johnson, moor-
TX, $27,000. Call for more details. ing cover, new original-style cradle
Joe, 713–851–1702. on double-axle trailer. Survey and
photos available. Located Michigan,
$22,000, 734–424–1322.
10' SAILING DINGHY—Cold-molded
mahogany hull. Solid mahogany
daggerboard and rudder. Spruce
mast/spars. Simple nylon sail. Peanut
class manufactured near Oslo, Nor-
IAIN OUGHTRED 22' GREY SEAL— way. Exterior needs ref inishing.
Clinker-built, Gunter-rigged center- $3,000. [email protected], 704–
board double-ender. WB No. 128, 609–5650.
Hasse & Company jib and main;
Dolphin 12-hp auxiliary. Fiberglassed 48' HEAD BOAT—Cedar on oak,
18' AEOLUS BOATS GRAND BANKS
hu ll a nd deck, enclosed head. riveted, heavily framed. 6-71 GM. COI
Dory with trailer. It has been in stor-
Launched 2009. $18,500. wbroen contingent on repair or replacement
age for years, $3,700. Lake Tahoe
[email protected], 831–373–5389. of fuel tanks. $28,000 or best offer.
area, 775 –265 –7468, tlalonde@
207–442–7616 or 207–443–5764.
charter.net.
11' 6" GENUINE HER R ESHOFF
Dinghy — Extensive restor at ion
needed. $2,000. 207–322–7070.
46' WHITICAR, 1961—Well-main-

tained classic. Structurally sound,
well proven, and beautifully main-
tained. ME, $39,000. 207–236–2383,
www.cppyacht.com.
1983 BELKOV RE-CREATION of a

traditional Chesapeake Bay Hooper
Island Draketail workboat as a con-
temporar y yacht. Professionally
restored, updated, and maintained
by present owner since 1996. New
Cummins 4BT diesel, more major PENN YAN 12' CLASSIC Car Top- 24' GAFF-RIGGED CUTTER—Minor
upgrades in 2011. Berthed in Annap- per—Restored by Malone Boat Build- 42' ROYAL LOWELL Lobsterboat— hull repair, interior finishing required.
olis, MD. Priced at $30,000. Jay Bald- ers, Rockport, ME. Shaw & Tenney Mahogany over oak, 3306 Caterpillar $5,000 includes sails, BMW motor.
win, 410–263–5315; 443–994–0215; oars and leathers. Stored indoors. engine, Very good condition. 978– Ontario, Canada, 613 –923 –2137,
[email protected]. $3,750 or best offer. 207–838–8700. 794–3129. [email protected].

WorldMags.net
CLASSIFIEDS
17' W ITTHOLZ C ATBOAT withWorldMags.net SY Mistral

trailer and outboard engine. In excel-
21' MARLIN-CLASS HERRESHOFF
Sloop—Fish-class hull with two-berth
lent condition. $9,000. Located cruising cabin. Sound boat with good
Brooklin, ME. NJ, 201–569–3787 or sails, and proper galvanized trailer.
201–568–1441. $7,000. 207–322–7070.
L. Francis Herreshoff Design

No. 73, built by Britt Brothers,
Saugus, MA in 1938. After two
50' SCHOONER—SURVEY SAYS major refits and additions for
30' ATKIN CUTTER 1980—Cedar
on oak, bronze fastened, diesel, gaff- Bristol condition. Value $750,000. safety, as perfect and sturdy as a
rigged, great survey. $30,000, offers Offered at $350,000. Ready for blue vessel can be. 81.5’ / 63.5’ / 8.2’.
considered. Walt Ansel, 860–536– water! Visit www.1930schoonermistress. Berthing place Flensburg, North-
0820, walteransel@sbcglobal. com to learn more. 904–347–3763. ern Germany.
Asking price €1.100.000
OXFOR D SHELL —20.5' LOA; 2' For further information
beam. Piantedosi rowing unit, Super please contact:
Comp oars. Baked-on paint with [email protected]
clearcoat. $3,995. 609–567–0623.
DARK HARBOR 17, 1914 —Com-

pletely restored, 26' gaff-rigged knock-
21' JOHN ALDEN DOUBLE-ENDED about sloop, $19,500. mainetraditional
Sailboat—WB Plan No. 1, daysailer; boat.com, 207–322–0157, tradition-
[email protected].
ROYA L LOW ELL 30' Wooden inboard 2kW, 24-volt electric motor.
Lobster Yacht—Cedar on oak, bronze Launched 2012. $35,000, dhughes@
fastened. Available at present stage scarsd.org.
of completion or with option for
completion. $75,000. Traditional
Boat, LLC, 207–322– 0157, w w w.
mainetraditionalboat.com. 33' FRIENDSHIP SLOOP, 45' LOA,
1900—Wilbur Morse built (histori-
cally significant). Carvel cedar planked
on oak frame, replanked 2001. Full
iron-shoe exterior ballast, mahogany
trunk cabin/cockpit, Edson worm-
gear/wheel steering. Gaff-rigged,
spruce spars, Dacron sails,(main,
staysail, jib). Needs restoration.
23' ENGLISH CUTTER, 2010 — $16,500 or best offer, RI. 401–441–
Mahogany, white oak, bronze fastened. 7606, [email protected]. Additional
48-volt inboard electric motor, trailer. pictures at https://www.woodenboat.
24' WHITICAR, 1964—Extensively
$19,950, Maine. Contact George, “ELSIE MARINA,” 37' TUGBOAT— com/33-wilbur-morse-friendship-
restored. One of the most highly-
[email protected]. Built in 1952 by Camden Shipyard, sloop.
t hought- of sport-f ishing boat s.
ME. 6-cyl Isuzu engine in good run-
$69,000, ME. 207–236–2383, www.
ning shape. Pilothouse with many
cppyacht.com.
electronics, main cabin with wood-
stove, V-berth, settee berths, galley
kitchen, and enclosed head. Asking
$30,000. Located Mystic, CT. 203–
506–2223, [email protected].
“NETTIE,” 24' FENWICK WILLIAMS

gaff-rigged double-ender, 1997, sister
LUDERS 16, LOA 26'—Complete to “Annie.” Cedar on oak, bronze
restoration. New deck, Awlgrip, new fastened, mahogany cabin and trim,
“Egyptian cotton” Dacron sails by HAVEN 121⁄2, JOEL WHITE DESIGN “SUVA,” 1925 STAYSAIL SCHOONER spruce spars with Fenwick Williams–
Douglas Fowler. Original spruce mast —16' LOA, gaff rigged, cold-molded designed by Ted Geary. A gorgeous designed cutter rig. A one-owner,
and boom, bronze hardware, remov- hull, lead keel. Mahogany trim, spruce and sound classic yacht, teak on oak. lovely and capable vessel in excellent
able custom bronze outboard motor mast and booms, bronze hardware, $139,000. Port Townsend, 360–643– condition! 16 -hp Yanmar diesel.
bracket. $18,500. Located Montgom- Dacron sails. Beautiful condition, 3840. See specs www.schoonerforsale. $34,000. Located Belfast, ME. 207–
ery, NY. 845–457–4271, fischer112@ and a joy to sail. $24,500 or best offer. com. E-mail schoonersuva@gmail. 342–5281, pmckinney@fairpoint.
hotmail.com. [email protected]. com. net.

WorldMags.net
CLASSIFIEDS
WorldMags.net 1958, 14' SPEEDLINER—Varnished

mahogany, very good condition, stored
in barn. Estate sale. Model M-214S,
40-hp Johnson. Call: 413–665–2460
or [email protected].
“ANANDA”, 45' LES CR AWFORD

Pilothouse Ketch—Charles Davies
“CELESTE II,” 40' JESPER SON
designed,1979. Beautifully upgraded,
Cutter—Launched and documented
and ready to live aboard. Professionally
1986, cold-molded cedar and mahog-
owned and maintained. Located at
any. Rather well built, great offshore
Pease Boat Works, Chatham, MA.
capability and motion. $160,000CAD.
$110,000. Offers encouraged. 774–722–
Victoria, BC. For more information,
4692, [email protected].
photos, and specs, please visit www.
celeste2.com or call 250–592–0726.
(Courtesy to brokers).
1951 PHILIP RHODES, Abeking &

Rasmussen 54 1⁄2' centerboard yawl
WORKING ANTIQUE 23' MacKenzie, “Ocean Queen V.” She has been in
1951—Restored over 37-year single our family all of her 61 years, always 1926, 43' TWIN ENGINE (inoperable)
ownership. 150-hp gas inboard. VHF, properly maintained. Berthed in San liveaboard—In water, San Francisco
fish/depth finder, GPS. hdrinker@ Diego, CA. Please contact sldemere@ Bay area. Needs lots of work. 707–297–
comcast.net, 413–219–9416. aol.com. $150,000. 1044, [email protected].
MarketPlace
Online
Boats for Sale
www.woodenboat.com
To advertise an online Boat for Sale,
simply go to www.woodenboat.com,
click on ’MarketPlace—Boats for Sale’
to create an account, and post your
listing. MarketPlace listings automatically
renew and pay by credit card every 30
days, until you notify us to cancel.
Sell at your own convenience—
no deadlines!
Contact: [email protected], or call 207–359–7714 for more information

WorldMags.net
WorldMags.net
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WorldMags.net
WorldMags.net
Welcome to
WoodenBoat’s Directory
of Boat Plans & Kits
www.woodenboat.com/boatplansandkits
Our newest web service is FREE to designers and
readers alike. If you are a designer, you may up-
load details of your plans and kits. Simply go to
the website noted above, and follow the upload
instructions at “Frequently Asked Questions” on
the left-hand side. You must have full ownership
of these plans and kits.
We hope to include as many boats as

possible, and boats of all hull materials.
PO Box 78 • Brooklin, ME 04616
207-359-4651
www.woodenboat.com Another service for you, from WoodenBoat.
HELP US UPDATE THE REGISTER

If you still have your boat:
Please update your boat’s listing at
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Please email us contact
information for the new owner at
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“Submit your Boat” at the Register
website www.woodenboat.com/rwb
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Are free
*To be listed, boats must be 20' or longer and built of wood.
Find the listing of your or anyone else’s wooden boat at

www.woodenboat.com/rwb/
Search by boat name/former name, boat type, engine model,
designer, builder, owner, home port and ID number

WorldMags.net
Index to Advertisers
WorldMags.net
Adhesives & Coatings J.M. Reineck & Son . . . . . . . . . . . www.bronzeblocks.com . . . . . . . . . . 45
Epifanes North America . . . . . . . www.epifanes.com . . . . . . . . Cover II Keystone Spike Corporation . . . . www.keystonespikes.com . . . . . . . . . 39
Interlux . . . . . . . . . . . . . . . . . . . . . www.yachtpaint.com . . . . . . . Cover IV R&W Traditional Rigging &
System Three Resins, Inc. . . . . . . www.systemthree.com . . . . . . . . . . . 25 Outfitting . . . . . . . . . . . . . . . . . . www.rwrope.com . . . . . . . . . . . . . . . 23
West System Inc. . . . . . . . . . . . . . . www.westsystem.com . . . . . . . . . . . . 19 Red Hill Corp. . . . . . . . . . . . . . . . www.supergrit.com . . . . . . . . . . . . . 38
Shaw & Tenney . . . . . . . . . . . . . . . www.shawandtenney.com . . . . . . . 107
Boatbuilders Top Notch Fasteners . . . . . . . . . . www.tnfasteners.com . . . . . . . . . . . . 44
B. Giesler & Sons Ltd. . . . . . . . . . www.gieslerboats.ca . . . . . . . . . . . . 120 U.S. Bells . . . . . . . . . . . . . . . . . . . . www.usbells.com . . . . . . . . . . . . . . . 36
Beetle, Inc. . . . . . . . . . . . . . . . . . . www.beetlecat.com . . . . . . . . . . . . 117 West Marine . . . . . . . . . . . . . . . . . www.westmarine.com . . . . . . Cover III
Billings Diesel . . . . . . . . . . . . . . . . www.billingsmarine.com . . . . . . . . 114 Wooden Boat Chandlery . . . . . . . shop.woodenboat.org . . . . . . 104, 107
Cayuga Wooden Boatworks . . . . . www.cwbw.com . . . . . . . . . . . . . . . . 118
Choptank Boatworks . . . . . . . . . . www.choptankboatworks.com . . . 117 Insurance
Crocker’s Boat Yard, Inc. . . . . . . . www.crockersboatyard.com . . . . . . 116 Grundy Worldwide . . . . . . . . . . . . www.grundy.com . . . . . . . . . . . . . . 109
Cutts & Case . . . . . . . . . . . . . . . . . www.cuttsandcase.com . . . . . . . . . 118 Heritage Marine Insurance . . . . . www.heritagemarineinsurance.com 27
Dutch Wharf Marina . . . . . . . . . . www.dutchwharf.com . . . . . . . . . . 120
Kits & Plans
Edgecom b Boat Works . . . . . . . . www.edgecom bboatworks.net . . . 119
Chesapeake Light Craft, LLC . . . www.clcboats.com . . . . . . . . . . . . . 121
Fish Brothers Marine Service . . . www.fishcustomboats.com . . . . . . 110
Classic Boat Kits . . . . . . . . . . . . . . www.classicboatkits.ca . . . . . . . . . . 122
French & Webb . . . . . . . . . . . . . . www.frenchwebb.com . . . . . . . . . . 119
Devlin Designs . . . . . . . . . . . . . . . www.devlinboat.com . . . . . . . . . . . 124
Gannon & Benjamin . . . . . . . . . . www.gannonandbenjamin.com . . 119
Fiberglass Supply . . . . . . . . . . . . . www.fiberglasssupply.com . . . . . . . 124
Guillemot Kayaks . . . . . . . . . . . . . www.woodenkayaks.com . . . . . . . . 117
Francois Vivier Architecte Naval . www.vivierboats.com . . . . . . . . . . . 122
Haven Boatworks, LLC . . . . . . . . www.havenboatworks.com . . . . . . 116
Glen-L-Marine . . . . . . . . . . . . . . . www.glen-l.com . . . . . . . . . . . . . . . 123
Jensen MotorBoat Com pany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Hewes & Co. . . . . . . . . . . . . . . . . . www.cnc-marine-hewesco.com . . . 122
Laughing Loon . . . . . . . . . . . . . . www.laughingloon.com . . . . . . . . . 120
Marisol Skiff/WoodenBoat Store . www.woodenboatstore.com . . . . . 122
Lowell Boats, Inc. . . . . . . . . . . . . . www.lowell.to/boats . . . . . . . . . . . 116
The Newfound Woodworks Inc. . www.newfound.com . . . . . . . . . . . 122
McMillen Yachts, Inc. . . . . . . . . . . www.woodenyachts.com . . . . . . . . 116
Noah’s . . . . . . . . . . . . . . . . . . . . . . www.noahsmarine.com . . . . . . . . . 123
Moores Marine . . . . . . . . . . . . . . . www.woodenboatrepair.com . . . . . 119
Pygmy Boats Inc. . . . . . . . . . . . . . www.pygmyboats.com . . . . . . . . . . 123
Morin Boats . . . . . . . . . . . . . . . . . www.morinboats.com . . . . . . . . . . 110
Redfish Custom Kayak & Canoe Co. www.redfishkayak.com . . . . . . . . . 124
MP&G, L.L.C. . . . . . . . . . . . . . . . . www.mpgboats.com . . . . . . . . . . . . 117
Tippecanoe Boats, Ltd. . . . . . . . . www.modelsailboat.com . . . . . . . . 124
Parker Marine Enterprises . . . . . www.parker-marine.com . . . . . . . . 118
Waters Dancing . . . . . . . . . . . . . . www.watersdancing.com . . . . . . . . 124
Pease Boatworks . . . . . . . . . . . . . . www.peaseboatworks.com . . . . . . . 118
Pendleton Yacht Yard . . . . . . . . . . www.pendletonyachtyard.com . . . 115 LUMBER
Pleasant Bay Boat & Spar Co. . . . www.pleasantbayboatandspar.com 119 Anchor Hardwoods . . . . . . . . . . . www.anchorhardwoods.com . . . . . 104
Reuben Smith’s Global Veneer Sales . . . . . . . . . . . www.globalveneer.com . . . . . . . . . . 42
Tumblehome Boats . . . . . . . . . . www.tumblehomeboats.com . . . . . 117 Joubert Plywood . . . . . . . . . . . . . . www.joubert-group.com . . . . . . . . . 36
Richard S. Pulsifer, Boatbuilder . www.pulsiferhampton.com . . . . . . 119
Rumery’s Boat Yard . . . . . . . . . . . www.rumerys.com . . . . . . . . . . . . . 114 Prints & Publications
Seal Cove Boatyard . . . . . . . . . . . www.sealcoveboatyard.com . . . . . . 116 Calendar of Wooden Boats . . . . . . . . www.woodenboatstore.com . . . . . . 26
Spaulding Wooden Boat Center . www.spauldingcenter.org . . . . . . . 115 Getting Started in Boats . . . . . . . . . . www.woodenboat.com . . . . . . . . . . . 17
Stonington Boat Works, LLC . . . www.stoningtonboatworks.com . . 117 Small Boats . . . . . . . . . . . . . . . . . . . www.woodenboat.com . . . . . . . . . . . . 4
Traditional Boat . . . . . . . . . . . . . . www.mainetraditionalboat.com . . 118 Wood, Wind and Water . . . . . . . . . . www.annetconverse.com . . . . . . . . . 44
Traditional Boat Works . . . . . . . . www.traditionalboatworks.net . . . 115 WoodenBoat E-newsletter . . . . . . . . www.woodenboat.com . . . . . . . . . . 112
Van Dam Custom Boats . . . . . . . . www.vandamboats.com . . . . . . . . . 115 WoodenBoat Subscription . . . . . . . www.woodenboat.com . . . . . . . . . . . 32
Wooden Runabout Co LLC . . . . . www.woodenrunabout.com . . . . . 110
Woodwind Yachts . . . . . . . . . . . . . www.woodwindyachts.com . . . . . . 118 Sails
YNOT Yachts . . . . . . . . . . . . . . . . . www.ynotyachts.com . . . . . . . . . . . 120 Downs Sails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
E.S. Bohndell & Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Brokers Gambell & Hunter . . . . . . . . . . . . www.gambellandhunter.net . . . . . . 42
S/V ALERT/Carol DeTine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 Nathaniel S. Wilson, Sailmaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Brooklin Boat Yard . . . . . . . . . . . . www.brooklinboatyard.com . . . . . 111 Sailrite Enterprises . . . . . . . . . . . . www.sailrite.com . . . . . . . . . . . . . . . 21
Concordia Yacht Sales . . . . . . . . . www.concordiaboats.com . . . . . . . 112 Sperry Sails, Inc. . . . . . . . . . . . . . . www.sperrysails.com . . . . . . . . . . . . 34
David Etnier Boat Brokerage . . . www.etnierboats.com . . . . . . . . . . 112
David Jones Yacht Broker . . . . . . www.davidjonesclassics.com . . . . . 113 Schools & Associations
Metinic Yacht Brokers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 Antique & Classic Boat Society . . www.acbs.org . . . . . . . . . . . . . 109, 110
S/V SAY WHEN/ B H Gustin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 The Apprenticeshop . . . . . . . . . . www.apprenticeshop.org . . . . . . . . . 24
Sea Marine . . . . . . . . . . . . . . . . . . www.seamarineco.com . . . . . . . . . 111 Center for Wooden Boats . . . . . . www.cwb.org . . . . . . . . . . . . . . . . . . 44
Great Lakes Boat Building
Events School . . . . . . . . . . . . . . . . . . . . www.glbbs.org . . . . . . . . . . . . . . 18, 23
The Boatbuilding and Rowing HCC METC . . . . . . . . . . . . . . . . . tech.honolulu.hawaii.edu/marr . . 20
Challenge . . . . . . . . . . . . . . . . . barc.woodenboat.com . . . . . . . . . . 17 International Yacht Restoration
Cape Cod Marine Trades Assoc. . www.boatcapecod.org . . . . . . . . . . . 24 School . . . . . . . . . . . . . . . . . . . . www.iyrs.org . . . . . . . . . . . . . . . . . . . 39
Maine Boatbuilders Show . . . . . . www.portlandcom pany.com . . . . . . 34 The Landing School . . . . . . . . . . www.landingschool.edu . . . . . . . . . . 35
Maritime Tour of The Netherlands www.woodenboat.com . . . . . . . . . . . . 9 Northwest School of Wooden
RM Auctions . . . . . . . . . . . . . . . . . www.rmauctions.com . . . . . . . . . . . 43 Boatbuilding . . . . . . . . . . . . . . . www.nwboatschool.org . . . . . . . 22, 38
Sail Antigua Classics . . . . . . . . . . . www.woodenboat.com . . . . . . . . . . . 14 Westlawn Institute of Marine
WOOD Regatta . . . . . . . . . . . . . . www.woodenboat.com . . . . . . . . . . . 89 Technology . . . . . . . . . . . . . . . . www.westlawn.edu . . . . . . . . . . . . . . 37
Northwest Maritime Center . . . . www.nwmaritime.org . . . . . . . . . . . . 10 WoodenBoat School . . . . . . . . . . www.woodenboat.com . . . . . . . . . 12-13
The WoodenBoat Show . . . . . . . . www.thewoodenboatshow.com . . . . . 7
Miscellaneous
hardware & accessories American Cruise Lines . . . . . . . . www.americancruiselines.com . . . . . 1
Atlas Metal Sales . . . . . . . . . . . . . . www.atlasmetal.com . . . . . . . . . . . . 45 Beta Marine US Ltd. . . . . . . . . . . www.betamarinenc.com . . . . . . . . . 45
Barkley Sound Oar & Paddle Ltd. www.barkleysoundoar.com . . . . . . . 35 Gallus Lamp . . . . . . . . . . . . . . . . . www.galluslamp.com . . . . . . . . . . . 105
CCFasteners.com . . . . . . . . . . . . www.ccfasteners.com . . . . . . . . . . . 107 Half-Hull Classics . . . . . . . . . . . . . www.halfhull.com . . . . . . . . . . . . . . 14
Hamilton Marine . . . . . . . . . . . . . www.hamiltonmarine.com . . . . . . . . 8 The WoodenBoat Store . . . . . . . . www.woodenboatstore.com . . . 98-100

WorldMags.net
WorldMags.net
HEART’S DESIRE and PENCHANT
PENCHANT
Particulars
LOA 41' 7"
Beam 14' 4"
Draft 4'
Power 160-hp Perkins diesel
Designed by Carl D. Lane
Built by Penobscot Boat Works, Rock-
port, Maine, 1966
Heart’s Desire
Particulars
Above—HEART’S DESIRE,
LOA 42'
Beam 10' 3" a Chapelle schooner,
Draft 4' 11" is lying in East Boston,
Displ. Approx. 25,000 lbs Massachusetts.
Power Fairbanks-Morse 25-hp diesel
Designed by Howard I. Chapelle Right—PENCHANT, originally
Built by unknown New Jersey builder, built as Carl Lane’s floating
1947 retirement home, is
currently lying in Fall River,
Massachusetts.
by Maynard Bray
I ’m fairly certain that this lovely little schooner is

Chapelle’s Corsair design that was featured in How
to Build 20 Boats No. 9 and described there in detail
I f you’re looking for a boat to live aboard in near
luxury, they don’t come much better than this!
Carl Lane had her built as PENOBSCOT to be a floating
by J.A. Emmett, who constructed the first one. Other retirement home while he and his wife seasonally
Corsairs followed, including HEART’S DESIRE and shuttled the Intracoastal Waterway between Maine and
my friend Patrick Dole’s HENRY RUSK . Chapelle used Florida. She’s set up for two, with sleeping quarters
the fishing schooners of Gloucester as his inspira- forward, a raised pilothouse amidships, and a full-width,
tion and in my opinion did a bang-up job with this so-called main lounge (think of it as a parlor) aft. This
scaled-down version of his. HEART’S DESIR E lies space really is grand, with big windows, a settee, dining
afloat summer and winter in East Boston, where she table, desk, and a galley that’s tucked away forward on
long has been berthed after having been refurbished the port side. There’s even a Franklin fireplace! Sadly,
over a 15-year period by a late former owner. A new after 43 years, the boat’s second owners have come to the
deck of cedar-sheathed plywood has kept leaks at bay end of their time with PENCHANT and, in fact, have not
and the schooner’s underbody looked basically sound been able to launch or use her lately. She sits now,
when inspected during a recent haulout, despite her uncovered but still surviving, in a Fall River boatyard.
having languished for five or so years without mainte- They’re hoping for an owner who will appreciate
nance. Galvanized fastenings are a concern in any ves- and care for the boat as they have themselves. Family
sel of this age, but her owner feels there’s a lot of life friend Tom Townsend has agreed to be the contact,
remaining, given the recent repairs. To take a look, and you can reach him at 860–460–7654 or plumbstem@
call yard owner Peter Bang (Bang Corp., 480 Merid- sbcglobal.net.
ian St., East Boston, MA 02128, 617–569–2239), or to
negotiate a purchase, contact owner Peter Draper at Send candidates for Save a Classic to Maynard Bray, WoodenBoat,
775–253–1066 or [email protected]. P.O. Box 78, Brooklin, ME 04616.

America’s favorite
WorldMags.net
boating supply source!
Find it all right here!

With the largest selection of products, and
over 300 stores nationwide to serve you,
West Marine is the one-stop source for every-
thing you need to enjoy your life on the water.
We’ve got everything you need to get your
boat looking and working its best to ensure
that 2013 is your best-ever boating season!
Come visit us at a boat show near you!

New York National Boat Show – January 3-6
Scan the QR code with your Toronto International Boat Show – January 12-20
Smartphone to visit westmarine.com Follow us on: Strictly Sail Chicago – January 24-27
and find the store nearest you.
To scan a QR code, first download Seattle Boat Show – January 25-February 3
a free QR code reader app.
Visit our stores! For the location

nearest you, or to shop 24/7,
go to westmarine.com
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WorldMags.net
Introducing the newest member

of the Micron® Family
Micron CF
n New copper-free formula!
n Superior long term protection
n New, bright & crisp colors
International Paint LLC 2270 Morris Avenue, Union, NJ 07083

Tel: (908) 686-1300 Toll free: 1-800-468-7589 Fax: (908) 686-8545
Website: www.yachtpaint.com
®
WorldMags.net
, Interlux®, the AkzoNobel logo and all product names mentioned in this publication are trademarks of, or licensed to, AkzoNobel. © Akzo Nobel N.V. 2012.

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What are Epifanes Yacht Coatings?

What are Epifanes Yacht Coatings?

What area does this document describe?

What area does this document describe?

heating with wood • Build a paddleboard • The vertue cutter

THE MAGAZINE FOR WOODEN BOAT OWNERS, BUILDERS, AND DESIGNERS

The Unfailing Eye of Designer Paul Gartside January/February 2013

Epifanes Yacht Coatings: in an unsurpassed palette of colors

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Call for a free brochure 7 days a week 1-866-229-3807 Tacoma

56 Paul Gartside and the Design Spiral

28 The Ohio Pound-Net Boat

78 Woodstoves for Wooden Boats

2 • WoodenBoat 230 WorldMags.net

109 Vintage Boats and Services

121 Kits and Plans

WorldMags.net January/February 2013 • 3

WorldMags.net January/February 2013 • 5

From the WoodenBoat Forum

mean no criticism. I think the posted pictures just add

This photo and others may be viewed in the fisheries section

6 • WoodenBoat 230 WorldMags.net

Mystic Seaport, Mystic, CT

8 • WoodenBoat 230 WorldMags.net

Jack van Ommen

Brought to you by WoodenBoat

M y reply to anyone who asked me

WorldMags.net January/February 2013 • 11

Alumni WORK WEEK

Boatbuilder’s Introduction to Marine Painting & Fine Strip-Planked

Craft of Sail Craft of Sail Island Exploration &

Can’t make it to Brooklin, Maine?

Elements of Coastal Maine in Vintage Pond Yachts Introduction to

Sailing Traditional Daysailers Seascape/Landscape Elements of Seamanship II

Craft of Sail Elements of Seamanship Elements of Coastal Advanced Coastal

Coastal Touring & Cruising through the Coastal Cruising

For additional information

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Since 1790 the W hen the artistry

For further details 9214 15th NW

WoodenBoat’s Maritime Tours presents

Sail Antigua Classics APRIL 18-24, 2013

J oin the crew of the 1928, 88' Baglietto ketch

14 • WoodenBoat 230 WorldMags.net

Keeping up with boat but in first designing it.

I t makes all the sense in the world to

WorldMags.net January/February 2013 • 15

larger, historic project.” they have built—and that they have

ing capital of the world from 1880 to women. We use boatbuild-

16 • WoodenBoat 230 WorldMags.net

Volume 38 Considerations for a Dinghy­—

Amy Ballentine Stevens

WOODENBOAT PUBLICATIONS, INC.

Subscribe to WoodenBoat Magazine: 1–800–274–4936

2 • Dinghy Considerations WorldMags.net

4 • Dinghy Considerations WorldMags.net

—What Makes a Good Stowing Dinghy? —

secure, and to serve as lashing points? Some din-

Volume 38 Considerations for a Dinghy—

New In our 35th year of sail

Above— Boats line the docks at the Georgetown, South Carolina,