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Issue 23 - January 2007 - Classic Yacht Association of Australia Magazine

CONTENTS

CYAA REPRESENTATIVES 2 COMING EVENTS 2 LINDAUER REGATTA 2007 3 THE INCREDIBLE HISTORY AND TALES OF THE ‘SIRIUS’ 4 THE TUMLARENS - PART II 10 ANOTHER TUM-TALE, JAMES FRECHEVILLE ON HOW “TARNA” WAS RESCUED AND RESTORED 16 DAVID ALLEN SAILING PROFILE 17 CLASSIC YACHTS MAGAZINE BOOK REVIEWS 18 31ST HEMPEL VINTAGE YACHT REGATTA 20 AUSTRALIAN WOODEN BOAT FESTIVAL TASMANIA 21 “ALWYN” STILL “SAILING ON” 22 EUROPEAN NEWS 23 KOOMOOLOO 25 JAMES FRECHEVILLE, BOAT BUILDER FROM PAYNESVILLE EXPLAINS TRADITIONAL LAID DECKS 27 CLASSIC SHORTS 28 NEW MEMBERS 29

Our aim is to promote the appreciation and participation of sailing classic yachts in Australia, and help preserve the historical and cultural significance of these unique vessels. Classic Yacht Association of Australia

CYAA REPRESENTATIVES COMING EVENTS

ADMINISTRATIVE OFFICER WOODEN BOAT FESTIVAL - SOUTH AUSTRALIA CYAA Officer 10-12 March 2007, Goolwa SA 343 Ferrars St Albert Park Past festivals we have had, apart from the 250 smaller Victoria 3206 craft, up to three paddle steamers operating from the [email protected] Goolwa Wharf. This year, there will be five paddle steamers, gathering over three days of huffing river behemoths (with EDITORIAL on board visitor access!) that has possibly not been seen Tony Frederick anywhere since the 1950’s. [email protected] WOODEN BOAT FESTIVAL - GEELONG VICTORI Design and Production Blue Boat 10-12 March 2007, Royal Geelong Yacht Club www.blueboat.com.au Anchors are up, and planning commenced for the second biennial Whyte Just & Moore Lawyers Wooden Boat Festival NEW SOUTH WALES of Geelong. Philip Kinsella Tel (02) 9498 2481 COLONIAL NAVY BOAT SHOW [email protected] Sat 24th & Sun 25th March 2007 QUEENSLAND 10am - 6pm Ivan Holm Williamstown Maritime Association Tel (07) 3207 6722, Mobile 0407 128 715 Coinciding with the Williamstown Summer Festival, The [email protected] Williamstown Maritime Association is proud to present its SOUTH AUSTRALIA fourth Annual Boat Show, this year highlighting Victoria’s Tony Kearney Colonial Navy history. Mobile 0408 232 740 [email protected] SYDNEY WOODEN BOAT FESTIVAL

TASMANIA 8-9 March 2008 Kelvin Aldred Sydney’s fun-for-everyone harbourside celebration will Mobile 0412 108 994 be bigger than ever with more than 100 superb boats, [email protected] from graceful yachts to streamlined speedboats, a festive VICTORIA marketplace selling all things nautical and an outstanding Damian Purcell display of boating products. Tel (03) 8344 6753 [email protected] AUSTRALIAN WOODEN BOAT FESTIVAL

Feb 2009, Constitution Dock

With over 500 boat registrations for Festival 2007, who knows what the 2009 event will bring. COVER PHOTO

The Cover Image is of Koomooloo is taken from “Classic Racing Yachts in Australian Waters”

Wri�en by Jock Sturrock with paintings by Bob Booth

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LINDAUER REGATTA 2007

This amazing opportunity was taken up by 14 sailors from Queensland, New South Wales and Victoria who flew to Auckland under the guise of “The Australian Team” This included such sailors as Doug Shields, one of the founders of the CYAA, Julian Bethwaite, Designer of the 49er Olympic skiff, Keith Glover, Owner of Wraith of Odin and champion multihull sailor and Mike Freebairn, Skipper of Koomooloo, recently sunk in the ‘06 Sydney Hobart. The two big gaffers in 35 knots.

The four days began with an wonderful motor cruise aboard classic launches on the Waitamate and an exceptional Dinner hosted by the commodore of the Royal New Zealand Yacht Squadron John Crawford.

The Australian contingent was divided between four boats ranging from the ex-Melbourne based Logan, Waitangi to The 107 year old Bailey 30� Gaff Cu�er Thelma sailed by circumnavigators Lin and Larry Pardy.

The fleet, especially the gaffers were tested on day one, as the forecast of 20-25 knots became a reality of 30-35 knots with Waione and Prize, day two. gusts up to 45knots and solid rainsqualls.

Amazingly very few boats retired. The Alden Schooner Arcturus was in her element romping along with the fisherman set. It must be windy over there on the East Coast of the USA where she comes from.

Day two provided a great contrast as the fleet had to work their way from one patch of breeze to another in the round Rangitoto Race. The course was around 25nm and provided a long hot day on the water following on from the body bruising conditions on the day before. Needless to say this All images by Terry Fong All images by Terry was no longer schooner weather and the A and K class sloops Waitangi back on the Hauraki Gulf. came to the fore. are destined to continue as a small organisation relying on On the final day the wind Gods finally got it right with the efforts of commi�ed amateur individuals to make things a steady 20 knots of breeze, clear skies and the wonderful happen. There is no doubt that there is value for organisations scenery of the Hauraki Gulf displayed at its best. who wish to support Classic Yachting, however as a group With over fi�y boats sailing hard over the three days we we need to be more proactive in ge�ing the message out. Australians can take a lesson from this rega�a. We must Our sincere thanks must go to Tony Blake, Bruce Tantrum get our act together in terms of Sponsorship. Lindauer did and John Street of the Classic Yacht Charitable Trust, and a wonderful job supporting the event and they in turn were to Joyce Talbot the dedicated administrator of the CYANZ. supported by up to twenty minor sponsors. I am sure they all Without the enthusiasm and hospitality of these generous felt that their contributions have been worthwhile with great people, our trip would never have been possible. I suspect publicity for the event even to the extent of banners flying in that a few long-term friendships have been born. the main street of Auckland. This sponsorship provided for a well organised rega�a with excellent facilities and fantastic Look out for details of a reciprocal event for later this year to prizes. Without financial support such as this we in Australia be announced in the next few weeks.

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PART I 0F II where they saw the twelve-foot dragon lizards, (varanus komodoensis). THE INCREDIBLE HISTORY AND Clive Russell the most inexperienced of the crew had a bad TALES OF THE “SIRIUS” experience at the helm one night. He became confused and THE FIRST AUSTRALIAN YACHT TO almost put the Sirius on a reef. Harold Nossiter awoke to CIRCUMNAVIGATE THE GLOBE. the sound of the breaking waves and managed to start the CIRCA 1935. engine in time to avoid disaster by twenty feet. A�er this incident, the responsibility of steering alone at night affected Russell’s nerves and he would wake at night in his cabin Before you read this story, fill a large glass or cup with your and flash his torch about looking for the compass, thinking favourite beverage, it’s a long journey. he was still steering. Nossiter even considered abandoning the circumnavigation and suggested just circumnavigating Australia instead but the eldest crewmember, his son Harold In 1932 the celebrated Australian yachtsman, Harold Nossiter, was determined to continue and he urged on the rest of won the Lipton Cup, one of Australia’s most coveted yachting the crew. trophies. Nossiter was planning retirement from his Sydney- based importing business in order to circumnavigate the They pressed on to Bali and Batavia (Jakarta), Indonesia then world by yacht. Singapore and Penang where the Sirius was hauled out to have the hull cleaned and anti-fouled. They came off the His own yacht Utiekah II was a good sea boat but had li�le slip on 10th November and set sail for Langkawi where they forefoot and would not heave-to, so she was condemned moored in Kuah on the 16th. There, Tunku Abdul Rahman, a for the purpose. He felt he required a custom designed son of the Sultan of Kedah and a Thai Princess were in charge boat of advanced concept for the time, he took his ideas to of the district. The Sultans son and his wife, an Englishwoman J.D.Thistlewaite, a naval architect in Greenwich N.S.W. who made the crew’s stay very pleasant and entertained them at converted them to paper and completed the design in 1933. their home several times. The Tunku who later became the The vessel was to be a canoe-sterned staysail schooner of first Prime Minister of Malaysia gave the eldest son Harold, some 35 tons displacement with accommodation for six. a Malay Kris, which hangs on the wall in Harold’s bedroom to this day. Length overall 62 feet, length on deck 53.5 feet, beam 13.5 feet, dra� 7.5 feet and carrying 1600 square feet of sail. Her The next stop was in Colombo where, due to nerve-strain lines indicated a full-bodied hull of generous displacement. Clive Russell le� the vessel. His father flew from Australia to Construction was to be all timber with planking below the take him home. On the next leg of the journey to Aden, the water line in Western Australian Jarrah and above in New wind was almost dead a�, with a confused and nasty sea. The Zealand Kauri. crew were having difficulty steering as Dick Nossiter recalls with a chuckle. We told father it was impossible to steer that The keel, timbers and deck beams were to be of Spo�ed course but he insisted it could be done and he took control. Gum and the stem in Ti-tree. The design was handed over to J.Hayes and Sons, boat builders of Careening Cove, Sydney. While steering that night the yacht gybed breaking the boom. The contract was signed in September 1933 and the keel was A�er that whenever he told us that we were doing something laid in February 1934. wrong we could always remind him that he broke the boom! The boat was launched on 6th February 1935, in the presence Dick was the Navigator and with only a sextant he guided the of about 300 spectators and named “SIRIUS” a�er the vessel accurately throughout, making good landfalls. They brightest of all navigation stars. The masts and rigging were passed through the Suez Canal and across the Mediterranean erected once she was in the water and she was fi�ed with an stopping at Crete and Cephalonia then passing through the 18 horsepower Jersey City Standard petrol engine. Corinth Canal. The rest of the trek across the Med was very hard with head winds and storms all the way. Off Italy, in a Harold Nossiter took delivery in the April. It was only hailstorm, the cockpit and gunwales were full of ice. possible to make two short coastal cruises before the date fixed for their circumnavigation, 14th July 1935. At Malta as they could not get her slipped, the midshipmen from HMS Australia offered to clean the bo�om of the yacht With his two sons, Harold and Dick and a friend called Clive by diving. They le� the island with an addition to the crew, a Russell, they sailed out of Sydney harbour on what was to be young cat. They named him Oliver Twist as the animal was a 28,000-mile trip lasting 20 months. The journey took them always meowing for more food. The journey to Gibraltar in north to Rabaul in New Guinea, then to Buton and Komodo

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On 20th May 1973 at 7 p.m. Sirius dropped anchor in Watsons Bay, Sydney. Harold Nossiter and his two sons, Dick and Harold became the first Australians to circum- navigate the world in a yacht. They had sailed Sirius 28,145 nautical miles, the first Austra- lian built yacht to achieve this remarkable feat.

April 1936 was hard with gale force winds on the nose and While in Plymouth they had the yacht slipped at Cremyll the cat had to be kept below. He became more and more where she was repainted and anti-fouled. A new boom was annoying until one day he disappeared and was never found. made to replace the broken one and the deck erections were Harold Nossiter later confessed that he perpetrated the dark scraped and varnished. Sirius was out of the water for eleven deed, as he felt, “ in the ocean his troubles would soon be days so the crew took the opportunity to see some of the over-including our own as far as he was concerned- especially countryside of Devon and Cornwall. The Commander-in- with the sea running at the time”. Chief at Devonport and Lady Drax invited them to lunch one day and later the Admiral visited the yacht. They entered the Atlantic on 12th May and sailed past Cape Finisterre and across the Bay of Biscay to anchor in Plymouth A few days later they sailed to Dartmouth where Rear Admiral on 2nd June. In the log book, Harold wrote, “How apt are the Holt gave them a mooring off the Royal Naval College. While words: ‘For England home and beauty’ “. there, Harold Nossiter visited London for the first time. He was impressed with everything including the Tube but a�er The Sirius had come through the rough and tumble of the this visit he avoided the suburban trains whenever possible, voyage very well indeed and as they subsequently found, finding them poor, compared to those in Australia. showed no signs whatever of strain. They were not affected by seasickness during the voyage; never missed a meal and The next port of call was Torquay, then Southampton. Harold could always stay below in the worst weather without feeling Nossiter was very impressed with the magnificent yachts any discomfort. that he saw in the Solent and while they were moored at Southampton, which is not far from London, he took every

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opportunity to visit the Capital and even visited France. THE “MIGNONETTE” A TALE OF SHIPWRECK He fell in love with the English countryside and was most AND MURDER. impressed with Stonehenge and Hastings where he paused on the spot where King Harold fell. Her skipper Thomas Dudley related the story to Harold They le� Southampton for Cowes on 9th July and moored senior. A well-known Sydney yachtsman, J.H.Want, near a black, dismantled yacht moored to a buoy. Nossiter bought “Mignonette” in England. She was only fifty-two thought she might be the “Britannia” so he rowed past her feet long by about twelve feet six inches beam, about in the dinghy and found that she really was the late King’s the size of Sirius and she left Southampton on the 19th yacht. She still carried about her the remains of her former May 1884 for Sydney via the Cape of Good Hope. A very grandeur though dismasted and dismantled. He wrote in venturesome undertaking, in those days. Dudley was the log. “ I happened to look out at eleven p.m. to see if the accompanied by two men and a boy as crew. The men’s sky was clearing and saw two destroyers standing by, quite names were Stephens and Brooks; the boy’s name was close to us. A launch then came alongside the “Britannia” and Richard Parker who was seventeen years old and looked silently towed her to the stern of one of the destroyers, where upon the trip as a great adventure. she was made fast to the warship. The day had been windy and cold, with rain and a threatening sky but at the time drew The “Mignonette” put in at Madeira, as the Sirius did, near for the end of the famous yacht, the sky cleared, leaving and then sailed south. After crossing the Line she black clouds only on the horizon, as though in mourning for encountered bad weather and on 2nd July in a storm the fine old boat. The destroyer stood out in majestic outline she was struck by a heavy sea. The yacht had been in the night, with the black hull of “Britannia” lying some lengthened and at the point where the timbers were lengths astern. At eleven fi�een p.m. the warship moved joined she broke apart and water poured into the slowly ahead and like a departing spirit, the poor, dismasted unfortunate vessel. Dudley could see at a glance that yacht followed in her wake. So she, who had so well played the yacht was doomed and shouted to his terrified crew her triumphant part, moved silently away to her last resting to launch the dinghy, a boat fourteen feet long. Imagine place. As the destroyer turned and moved faster ahead with the confusion on this small storm-tossed craft. It speaks her tow the clouds gradually passed away, leaving a bright, well for the men that they were able to launch the star-lit sky for the old yacht’s end, which came a li�le later boat in the sea that must have been running at the when she was sunk by a bomb, six miles out at sea”. time. They then endeavoured to provision the dinghy but time was short and with only two small tins of The next day, Sir Philip Hunloke, the late King’s Sailing preserved food and no water the unfortunate seafarers Master, came aboard and handed Nossiter an invitation were adrift on the ocean. from the Commi�ee of the Royal Yacht Squadron to use the Club House during their stay at Cowes, which they greatly Dudley was the last to leave the doomed vessel but appreciated. They stayed in England for three months, wisely took with him the sextant and a binnacle. which gave Nossiter the chance to document the voyage The dinghy leaked through a hole, which had been from Sydney to Southampton in his first book, “Northward knocked in its side when she was launched and they Ho” which was published in London by H.F.& G.Witherby had to bail the boat constantly. The skipper was very Ltd. in 1936 and in Boston by Charles E.Lauriat Co. the resourceful and used every loose piece of timber following year. aboard the dinghy for a sea anchor and they rode the seas thus. When the weather cleared they used their Meanwhile they sailed in Mr. Isaacs Bell’s yacht “Bloodhound” clothes for sails, keeping a sharp lookout for passing with her designer, Mr. Nicholson, joining in a race against vessels but none were sighted. During this time they four of the J Class yachts (also designed by Nicholson) and had only the two small tins of vegetables for food and came second. Nossiter’s two sons Harold and Dick sailed as a turtle caught and eaten raw. The only water they had crew in the “Bloodhound” in several more races, winning the to drink was what they collected when it occasionally Channel race, the Queen’s Cup and other races at Torquay rained. After sixteen days at sea in the open boat they and Gosport. were in a pitiful state of starvation, so bad indeed, They departed Cowes on 17th September 1936 to return to that it occurred to Dudley, after being without food for Australia via Madeira and Trinidad. It was on this leg of the seven days and with no water, that their only chance journey that the Sirius was repeating a much earlier a�empt was to draw lots as to who should sacrifice himself for to sail a yacht from England to Australia. food for the others and he made that suggestion but Brooks would not agree. The lad, Parker, was very ill

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and helpless at the time and according to Dudley would have died in any case. The captain finally proposed to put an end to the boy’s life.

The lad was slain and the starving men drank his blood and ate the flesh, which kept the three alive until they were picked up on the 28th July by a German barque when the boy’s remains were found by their rescuers, at the bottom of the boat. At this time Dudley and Stephens were in a state of collapse and had to be carried aboard the ship.

When they were landed at Falmouth, about six weeks later, they were charged with murder but Brookes was acquitted, as he was no party to the slaying of the boy. Dudley and Stephens were however committed for trial, found guilty of murder and sentenced to death. In the end they were reprieved on appeal and only sentenced to six months imprisonment. After serving his time, Dudley went to Australia and started a business as a sail and tarpaulin maker and prospered. His end came in a strange way, as he was the first man to die of the Bubonic Plague, when it first broke in Australia.

The Nossiters continued on to Trinidad, the locals told them unsuccessful a�empts to get off the mud, Harold signalled a that the Island was outside the hurricane zone. This was passing banana boat for a tow. They were pulled clear but the despite the fact that one had struck there as recently as 27th antifouling along the keel was scraped off and marine growth June 1933. It had caused extensive damage to the coconut quickly grew there. plantations, the derricks of the oil fields, had destroyed They le� Cristobal under power with a pilot and a friend and houses and sank vessels. However the Trinidadians would passed through the first lock. As the ropes were cast adri�, not admit this was a hurricane, as they pride themselves the pilot at the wheel ordered full speed ahead. The water on being outside the hurricane belt. The crew soon moved swirling in the lock swung the yacht around and with the the yacht to Monos Island where the vampire bat is found engine at full power they rammed into the wall. The bobstay, and they visited the Pitch Lake which they walked across of 1 3/4-inch wire rope, snapped and the Sirius hung on the watching the Negroes digging out the pitch with picks while wall of the dock by her bowsprit, made of Australian spo�ed other labourers carried the lumps weighing up to eighty gum. The rushing waters then picked up the Sirius and pounds on their heads, to trucks which hauled it up to deposited her back in the lock, without breaking the fi�ing to the refinery. the stem or the gamin iron. On the 1st December as they approached Panama they saw The Port Captain, Captain Rodges kindly offered to straighten hundreds of floating trees and stumps. They had many narrow some rigging screws and replace the bobstay, so they were escapes from running into huge logs in the dark. Fortunately soon ready to sail. They entered the Pacific Ocean and there was not a heavy sea and hard wind at the time as many reached Cocos Island on New Year’s Day 1937, anchoring in of the larger logs would have stove them in. As it was they Chatham Bay. received a few glancing blows. The then proceded through the Panama Canal where they were measured at a cost of $10 Five days later they hoisted sail and made for Santa Cruz and paid their tolls of $15.75 including pilotage, making a (Indefatigable Island), one of the Galapagos Islands, some total of $25.75. In Colon the Sirius was hauled up on Wilson’s four hundred miles distant. The whole way the wind slip at Foulkes River, for a final overhaul, before proceeding and current were against them so they had a long beat to on the long run across the Pacific Ocean. Whilst being piloted windward. Nossiter chronicled the return to Sydney in his back to Cristobal by Mr. Wilson, the owner of the dock, he second book “Southward Ho” which contains many stories steered too close to a point and they grounded. A�er several and legends of the sea. Here is one example. “I remember

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a few years ago a story told to me by the brother of a man le� by this time and were known by name. When the killers who was going home late one night from Sydney to Pyrmont sighted a whale they would drive him into the bay and signal and who saw the captain of one of his father’s schooners to the whalers of his presence by jumping out of the water. called the “Meg Merriles” get into a rowing boat and row The whalers would then go out in their boats, assisted by across to Pyrmont. He was rowing across himself and called the killers, which prevented the whale from going to sea and out to the captain but receiving no reply, followed him in his harpoon the poor monster. When the whale was at bay the skiff. He saw the captain land and although he ran a�er him killers would bite out the tongue and lips, which must have along the road, he could not catch him and finally he saw been a delicacy, for that is all they bothered about, leaving the him disappear into his co�age. Next morning at breakfast he carcass to the whalers. mentioned the incident to his father, who was surprised, as It was the porpoise that kept them company on the lonely he believed that the vessel was up the north coast. He went tracts of ocean and made them feel less cut off from the down to the captain’s residence later but his wife said he had rest of the world. Leaping in front of them and crossing the not returned and the son was chafed by the family, who said bow, having no fear of the hull moving through the water he must have been drinking. The following day the “Meg and missing them with only inches to spare. The flying fish Merriles” came into port with the flag at half-mast. The mate was another friend. Each morning a few would be found reported the skipper was lost overboard, off Port Stephens, on deck and they tasted good when fried in turtle oil. The on the same night and at the same time as the captain was record number collected one morning was approaching the seen by my friend’s brother going into his home.” Celebes when the crew gathered about seventy. Exhausted In the Galapagos Islands a German named Kubler took care birds o�en came aboard and rested on the yacht. They were of them and showed them around. He took Harold and Dick usually quite tame and let the crew pick them up. One poor hunting wild pig and showed them how to catch lobster by bird stayed with them for quite a time and Harold was sorry simply feeling for them under the rocks and pulling them out to find it dead on the floor of the saloon one morning, where one by one. He also took them to catch a giant tortoise, called it had fallen from its perch during the night. A�er nineteen a Galapagos by the Islanders. Kubler killed one weighing days at sea they reached Fatu Hiva (Magdaline Island), the about five hundred-weight (254 Kg.), which he said was most southerly island of the Marquesas Archipelago. upwards of five hundred years old. The Indians at that time One luxury the Nossiters carried aboard was a wind up were killing them in large numbers and Harold wrote in the gramophone and some 78-rpm records. They would o�en log that these creatures would soon be extinct. They dined on play some music for the natives, the first western music the liver of the one they killed for several days. they had ever heard. Here in Fatu Hive one of the younger There was one more stop before leaving the Galapagos men started to do the “Hula Hula” when they gave him a Islands, at Isabella (Albemarle Island) where they caught li�le music. In return they were given breadfruit and paw several turtles for fresh meat and fat, which was boiled to paws, then one a�er another, visitors came with presents of make oil for cooking. Then came the longest leg of the oranges, tomatoes, watercress, pineapples, and every fruit journey, three thousand miles to the Marquesas Islands. All and vegetable they grew. Harold gave them tobacco and the way from the coast of America to Australia they never cigare�es but they really did not want anything in return. saw another vessel under way. The log was over reading They also had a camera and Harold would develop the film compared to Dick’s noonday observations so Harold hauled on board straight away, ge�ing the negatives printed when it in and found that two of the blades were bent. There were they reached port. Here in Fatu Hiva the natives were a bite marks on the blades and as this was the third time the happy, smiling race but a�er a day there, Harold noticed that log had been a�acked by fish, he decided to dispense with many were diseased, especially the men, with nasty sores, the log as they only had one spare. When they were fi�een elephantiasis and leprosy. The crew had shaken hands with hundred miles from the nearest land they saw a large number all on the beach, the night before and never knew how many of whales. Harold then recalled a visit to Twofold Bay, on the were afflicted. Later they were told by a Government official New South Wales coast, a few years earlier. He visited the at Atouna that this island was closed and they should not have remains of Boyd Town, built by an adventurer named Boyd gone there. A�er this “Garden of Eden” they had a pleasant who came from England to Australia in a yacht called the sail, close-hauled, to Hiva Oa (Dominica Island). Then to Tahu “Wanderer” in 1842, to develop the pastoral and whaling Ata (Saint Christina Island) for a few days before returning to industry. Wanderer was the first yacht to sail to Australia. Hiva Oa. When they weighed anchor here on 21st February An old whaler told Harold that many whales were found in they carried the mail for the island of Nuku Hiva (Marchand Twofold Bay in past years and many killer whales assisted Island) where they arrived a�er an uneventful voyage. in the capture of the whales. Only a few of the killers were

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The route across the Pacific took them to the Atoll of Takaroa Norwegian Spruce had dry rot and Harold’s son Ben had to in the Tuamotu Archipelago where they picked up the next chop it down. Ben was the youngest of the four Nossiter sons load of mail and headed to Tahiti, then Bora Bora in the Society and he became a pilot in the RAAF. He went to England in Islands. Then to Raratonga, Cook Islands and Nukualofa. 1941 and flew Spitfires in the RAF. During the war Sirius was Tongan Islands. By this time Nossiter was becoming fed up impressed into service with the Australian Army Small Ships with the way his crew would, in his words “chase around Division and used as a training vessel at Bribie Island. A�er a�er those filthy black girls” whenever they went ashore. the war she was returned to Harold Nossiter who sold her to Some times the crew failed to return to the yacht on time J.S.Booth and she returned to the racing circuit. for their planned departure and Dick’s sons now say, “ I’m Part II of the ‘Incredible History and Tales of the Sirius’ will appear sure we have half-brothers or sisters and cousins all over the in the next edition. South Pacific”.

The last part of the journey was the toughest, as they sailed Acknowledgements: down the East Coast of Australia, they encountered a severe The Australian National Maritime Museum, H.F.& G.Witherby storm with force twelve winds from the south. They had Ltd. and Charles E.Lauriat Co. for excerpts from the books to lay ahull with enormous waves breaking ahead and Northward Ho and Southward Ho by Harold Nossiter Snr. Harold a� of them but none came crashing onto the decks. A�er and Jean Nossiter, Harold’s son Tony and Jean’s niece Heather three days the current had actually taken them 10 miles further Patchet. Richard “Dick” and Nancy Nossiter and their three sons south, towards Sydney. They dropped anchor in Watsons bay Ben, Steven, and Hubert. Laurie Crowley and his son Randal. The at 7 p.m. on 20th May 1937 and Sirius earned her place Australian Broadcasting Corporation (interview with Bill and in maritime history as the first Australian Yacht to Margarete Co�er for “Blue Water Australians”). David Plant and circumnavigate the globe. Sri. Also the many people who have stopped as they pass by in a From then until the outbreak of war, Sirius was a well-known marina and said, “Do you know, this was the first Australian yacht racing yacht. Unfortunately, the fore mast which was made of to sail around the world?” True.

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THE TUMLARENS – PART II fi�ed with an auxiliary and sailed around to Westernport for recreational fishing in Bass Strait.

1944 saw keen “Tum” sailor Tom Banks build two magnificent Following on from the last edition where I spoke about the Tumlaren models. One was placed in a large glass case first Tumlarens at the Royal St Kilda Yacht Club. I will now and presented to the club as the T.L. Banks State Tumlaren move through to the jolly times just prior World War II. Championship Trophy, where it still resides in magnificent Once again I thank among others Bert Ferris, Historian at isolation outside the gents toilets at the top of the stairs. The RMYS for his excellent research other, was raffled for a wartime charity and is currently in a Written by Tony Frederick, Zea no 308 private collection not more than a kilot from the other. 1944 also saw Zara (no 112) purchased from Adelaide by Les Walker, she was amateur built as Beth by P. O’Grady in 1939. 1938 was a big year for the fleet, it saw H.C. (Mick) Brooke During this difficult time, the Tumlaren Class was always win the first seasons aggregate points sailing Acklorean (no active and could be seen at most small boat club Opening 98) this started the keen racing we have seen for all these Days and Rega�as. We must remember that the “Tums” were years, which continues to this day. Sadly Acklorean was lost, in their day the state of the art racer, and were invited to destroyed at her mooring in a storm in early 2005. participate in many club events, as much as a draw card as The sixth “Tum” was launched this year, Gotnum (no 93) now an active competitor. A popular annual event was the Sunday Galatea built by J Edwards off Charlie Peel’s moulds, for a Dr a�ernoon event at Black Rock YC the “Tums” raced down Li�lejohn sailed out of Brighton by the doctor’s son and a from St Kilda in the morning, and competed in change of B Needham. Nearing the end of the first season Yvonne (no crews, novice skipper and teams races in the a�ernoon.

94) was purchased from Commodore Joe White and renamed There was also a race sponsored by the crews of the Tumlarens Doffie by new owner Don Banks. where three boats were sailed by the Clubs race officials with October 1938 also saw the industrious boat builder Charlie trophies and prizes donated by the crews in appreciation of Peel finishing a second boat for Commodore Joe White, the fine work done by the officials during the year.

named, you guessed it, Yvonne (no 97) skippered by Alick In a bold a�empt to promote the class in 1945 a brochure and Rose she went on to win her first two races that year. Also in booklet was produced and sent to all leading Yacht Clubs that year Doffie ex Yvonne (no 94) and Zest (no99) provided a in Australia. Boxing Day 1945 saw the first of the post war novel site at St Kilda, one boat was painted all white on the seaside carnivals, celebrated with the Tumlaren fleet racing starboard, and green on the port with a red boot top, and the to St Leonard’s in a strong northerly. other with white bo�om and green topside starboard and the same colors reversed on port, finished off with a red boot top. Zest, Marie and Zara completed the course and returned Jack Savage completed a new boat in 1938 but it remained un to St Kilda only to be hit by a strong southerly change sold until August 1940,when Eric Walker purchased her and with wind gusts of 54 miles per hour. Marie and Zara were named her Avian (no 96) she was painted Red (as she still is) dismasted and the passenger steamer S.S. Nairana bound for with a copper bo�om. Tasmania rescued the crews. Zest saw the change and dropped main and shortly a�er jib and surfed back to St Kilda under The next season saw all Tumlarens painted a different bare poles. The next morning Marie and Zara were sighted color, which brightened the sailing at the top of the bay off Middle Park and were towed into the moorings with considerably. li�le water in the bilges and items le� in the cabin sole World War II stopped development in the class, but racing perfectly dry.

continued on with five or six boats regularly sailing, with The Tumlaren class tried but failed to establish itself as a one- skippers and crew being interstate and overseas yachtsmen design class on Sydney Harbor in the post war years. The on leave from the services. A permit was required from then editor of “Sea Cra�” magazine Norman Hudson became the authorities to venture out on the Bay at this time, due to involved as he intended to control the Sydney aspect of the the military activities in Williamstown and at the docks up class, obtaining commissions on all royalties paid for plans the river. The Tumlarens were the only active keel boat class sold, and boats built. However Royal St Kilda YC as sole on Port Phillip to race through this war time period. Knud Reimers representative for Australia refused to allow O�o Tucks Zest won all before her to become undisputed him to do this, and there a�er there was a negative reaction Class and Club champion, during that period Gotnum was to the class in Sydney and from “Sea Cra�”.

sold to Dr (later Sir) Hugh Devine, renamed Ulrica she was The season 1946-47 saw three new additions to the fleet, Kel

page 10 Issue 23 - January 2007 © CYAA

Tumlarens moored at Royal Geelong Yacht Club A.N.A. Regatta 1968. Compliments Michael Wood.

Atherton purchased Zane (no 111) an early Clausen built Around this time other a�empts were made by owners cra� from Adelaide. And Dondu (no 200) renamed Dingo to deviate from the Knud Reimers original plans, but the she was amateur built by owner Clive Harrison on Peel trustees would have none of it. O�o Tuck a�empted to moulds, and went on to win the club championship that year. introduce an intermediate jib between working jib and And Saga(no201) now Vahine was built by Ken Amstead genoa. And Jack Greig applied in 1946 to remove the cabin for David McPhearson of RYCV. top, and have a large open cockpit, as this was being rejected he actually removed the cabin top, the trustees again rejected The 1947 season saw plenty of “Tum” action on the water. this plan and banned him from racing until the cabin Avian entered the stormy RBYC Lady Nelson 100 mile was restored. Jacks plan was based on allowing the crew to overnight race and finished fi�h on handicap and first in have a be�er view of the races, as the custom in the early days division. Good Friday saw the fleet race to Mornington for was to have the crew remain below decks when not engaged in the Easter holidays, a�er an uncomfortable night and fearing their duties. worse to come, the decision was made to return to St Kilda, when the change hit Tarna went to sea, she tried to reduce sail By season 1950-51, the class had become well developed with but her main halyard jammed and she careered around the good fleets in Melbourne and Adelaide, three boats in Sydney, bay for most of the day. Doffie ex Yvonne (no 94) was inshore one in Fremantle and another under construction in Hobart. when she saw a larger yacht go ashore to her lee, so she went Royal St Kilda YC through the Owners Association issued to sea under jib in the wild confused seas, the majority of the a challenge for the Tumlaen championship of Australia, fleet also had a wild day but being the great sea boats they are despite Joe White and the prominent Adelaide boat builder the Tumlaren fleet returned to St Kilda unscathed. P. Clausen offering trophies, the series came to naught.

Season 1947-48 saw Zea (no 308) added to the fleet, built by Season 1950 saw Snowgoose and Zest tied on points for the Bo�eril & Fraser for Bruce Robinson under the supervision of State championships, which Zest won in a sail off. That same Charlie Peel. Zea is currently the authors boat. year O�o Tuck skipper of Zest who had been unbeatable for nine seasons moved to the new International Dragon class. September 1949 saw Snowgoose (no 309) now Yeoman launched at Jack Savages yard, for Bill and David Low 1952 saw Trommie ex Doffie sold to Adelaide, but the return of of RYCV. Snowgoose is an interesting boat, as it required a Marie ex Acklorean (and of course again renamed Acklorean) concession from the trustees to build her from Spruce planking, return to St Kilda from Geelong, and Ulrica return from as the favored Oregon was un available or very expensive due Westernport purchased by Bill Bridgeford, where she had to the continuing war time shortages. This required the plank been since the War. The officers of the Cerberus Sailing thickness to be increased to allow for the lesser weight of Club at Flinders Naval Depot issued a challenge in 1955 the Spruce.

page 11 Classic Yacht Association of Australia

to Royal Melbourne YC to a teams race, sailed in turn in In March 1968 the St Kilda club challenged three NSW Naval dinghies in Westernport and Tumlarens at St Kilda. Tumlaren skippers to race on Port Phillip against three The RMYC members won the Copper “Jerry Pot” trophy Victorian skippers, all seemed set until the appointed donated by the Navy and this became a popular annual date when only one NSW skipper turned up, forcing the challenge for many years. abandonment of the races.

1955 also saw Chandra (no 321) now E�rick built at Ronstrans Season 1969 O�o Tuck (Zonja) saw that the strain of a heavy for Fred Freedman, and Sirrocco (no3 22) now Ellida, purchased solid timber mast, on the ageing hull was having a detrimental by John Wa� from South Australia, where she had been effect, so he stepped an International Soling Class rig into amateur built by J Williams. Zonja. At the same time the owners petitioned the trustees to allow alloy masts for 1970. This was refused, and O�o was Season 1955 saw the first rig change in the class with Alan instructed to restore Zonja back to her original rig. Crutchley owner of Snowbird now Yoeman, removing the forward lowers and shortening the lower crosstrees. This was The greatest test of boat and crew came in the 1969 Australia so successful that Selim Nurminen skipper of Yvonne soon Day Williamstown to Geelong passage race. The fleet was followed suit, the following season the entire fleet was rigged caught off Wilson’s spit in a 52 knot gale, which lasted for accordingly. This started a trend for change, as in season several hours, followed by a period of flat calm then another 1957 sheet winches were finally permi�ed, to keep up with gale of similar velocity, with gusts of 74 knots as measured at the modern trend of the Dragons. The a�er bulkhead of the Point Henry signal station. Of an entry list of 250 yachts 100 cabin was allowed to be removed and the cabin top could started and only 14 finished, three of which were Tumlarens. be reduced in length by 450 mm, Jack Greig and O�o Tuck The years 1960 to 1970 saw the keenest racing the class had almost got what they wanted so many years before. Also at yet experienced, Len Digby in Yeoman, Selim Nurminen in this time, the spinnaker pole was reduced in length by one Yvonne, Arthur Ethridge in Zea and O�o Tuck in Zonja, fiercely metre, and the foot of the genoa jib was reduced by 350 mm, contested class, club and invitation races through this time. this greatly increased the workability of the boat. Through the 1970’s, boats came and went, the most interesting Before this handling of the cra� was rather primitive, as I being in 1974 when Zinitas owner for some unexplainable stated before crews mostly remained inside the semi enclosed reason removed his yacht to a farm shed where she, remained cabin, seeing li�le of what was going on outside. The forward until sold to a Sydney buyer in 2000. hand was posted at or in the forward hatch and would launch and retrieve the spinnaker from there, cleating the double In 1976 Howard Fox bought Zefir (no 318) now Zephyr ended halyard at the base of the mast. The spinnaker pole was amateur built in 1953 by RP Stephens Adelaide, Zefir is the a�ached to the mast with a rope sno�er, and had no topping only Tumlaren built with Reimers original designed steel li� or kicker, being held as level as possible by the forward frames, which the current owner tells me have been removed, hand, off the wind a crewmember sat on the main boom to and replaced with timber. fla�en the sail. In a very modern adaptation for 1957, Alan Easter 1977 saw Yeoman severely damaged in a storm when Crutchley of Snowbird introduced the first spinnaker turtle she was driven ashore, but was rebuilt, and back in the fleet bag, possibly the first seen in Victoria. in 1981 to be skippered by the 74 year old veteran Selim Snowbird was again prominent in 1959 when she out- Nurminen, winning the state championships that year. performed all other Royal St Kilda yachts in the Williamstown Following the death of Tumlaren skipper John Wa� his to Geelong passage race, finishing a close second to the yacht Ellida was donated to the Squadron to be used as the scratch yacht the international 9.31-metre rating Acrospire IV Squadrons first training vessel, and was first skippered by to win the Doc Bennell trophy. Rod Benne� in 1978.

Season 1959 – 60 saw the first synthetic sails and longer top Season 1978 saw Tumlarens do well in many combined club mainsail ba�ens allowed by the trustees. and intra club events; this was highlighted in the 1978 annual A�er yacht owner’s constant lobbying since 1949, the Combined Classes Moomba Championship of Port Phillip, Tumlaren Class association was finally formed at Royal St where Tumlaren yachts Yvonne, Selim Nurminen, Dingo, Kilda YC. This was done to promote the class, represent the Albert Solly and Avian, Bill Gash, shared first, second and views of members, and to encourage and bring together those third places overall separated by only one minute. It was interested in the class; the association still exists today, but Selim Nurminen and Bill Gash who would fight out one of the meets infrequently. The fleet increased again in 1968 when longest and greatest rivalries in the history of the class. Zinita (no 323) was built by J&O Whi�ley for David Phillips.

page 12 Issue 23 - January 2007 © CYAA

The 1974-75 state championship was decided in the final heat off Williamstown in March of 1975 and this race was long remembered by Tumlaren crews as a most remarkable race. So close were the points between Yvonne Selim Nurminen and Avian Bill Gash that either yacht had to win to become champion.

In a strong 30 knot Southerly, nine yachts faced the starter, on the first leg Yvonne’s starboard lower main shroud failed, after a hurried lashing was made she continued on in the race. Yvonne rounded the weather mark second last, with a long shy leg ahead, in desperation, and in conditions no one else dared Selim gave the crew instructions to set a spinnaker. Yvonne surfed from sea to sea and rounded the next mark just astern of Avian in second place, but making no impression on her in the square run.

On the windward beat Avian forged ahead as Yvonne was nursed up the course through the large seas. On the next shy run Yvonne repeated her previous efforts and caught the stern of Avian, and on the last short beat to Knud Reimers the line, crossed ahead to take the championship.

Season 1975-76 again saw the championship decided A GREAT CHAMPION AND A GREAT RIVALRY on the last race with the champion Selim Nurminen in It is rare in any sport to see one person so totally Yvonne and challenger Bill Gash in Avian fighting out dominate, as did Selim Nurminen in his Tumlaren the last leg of the last race. Sailing to windward in a Yvonne, his dominance started in 1947 and continued freshening breeze the much improved Avian engaged until 1976, he was still winning State championships in Yvonne in a close tacking duel, with both yachts tacking 1988 at the age of 81. over 20 times, before finally breaking off to cover a Season 1973–74 Selim Nurminen skippering Yvonne threatening and fast approaching Galatea. Yvonne equaled a long standing record, winning the RMYS again winning by the narrowest margins to Avian with converted Cactus Cup for the fifth time since its Galatea close astern. inception. At this time the dominance of Yvonne was Season 1976-77 a new champion emerged with Bill Gash creating concern in the fleet. We need to understand in Avian finally defeating Selim Nurminen in Yvonne to that up to this point the crew of a Tumlaren spent break an eleven championship streak, not before seen all or most of the race below decks in the cramped since Otto Tuck in 1939–50. Selim Nurminen continued cabin, however Yvonne’s crew sailed on the weather on over the following years to compete in club and deck, a practice considered un sporting at that time, Tumlaren championships in Yvonne and later in Vahine and many attempts had been made to have the in which he tied with Bill Gash for the 1987-88 State practice banned. Championships.

By season 1974-75 all crews had copied Yvonne and Selim was by then 81 years old, he must be credited as sailed on the weather deck. And with newer gear, the class’’s most outstanding skipper. His record with fittings and sail handling techniques appearing Yvonne helped make her the greatest performer of any at this time the racing became keener, between keel yacht on the RMYS register, and it is claimed the Yvonne Selim Nurminen, Avian Bill Gash, Zonja Wally greatest performing keel yacht on Port Phillip. She was Johnston, Pest Doug Jenkin and Ettrick Robert Stock. Club champion in seasons 1947-48 1956-57 1959-60-61, So keen was Robert Stock that he sailed Ettrick 1963-64. State Champion 1955-56-57-58-59-60-61-62- up from Geelong to contest all the championship 63-64-65 to 1976 and was runner up five times. Selim races, then sailed her home again at the completion Nurminen became the first Tumlaren Class Association of the heat. Life Member in 1984.

page 13 Classic Yacht Association of Australia Ewen Bell Ewen Bell

THE MODERN ERA WHICH BUILDER WHICH BOAT Season 1985 saw Zara return from Sandringham purchased The three notable Tumlaren boat builders in Australia by Rob Lowe, bringing the fleet numbers up to a record 14 were firstly Clausen and Sons of Port Adelaide, Charlie Tumlaren at StKilda, also that year the club administered Peel of Williamstown and Jack Savage and Sons of Ellida was sold to Garry Moylan due to high running costs. Williamstown. Ronstrans built one boat and possibly On opening day 1987 the Tumlarens led the Squadron fleet to more, but I can’t find any and amateur builders built celebrate their Golden anniversary at StKilda. The Tumlaren their share right across Australia. Association having received a Commemorative Plaque from Of the notable Tumlarens built and raced in Australia the designer in 1983, decided to commemorate the 50 years on Clausen built Acklorean, Tarna, Zanne and Anna, but Port Phillip by having the Plaque mounted as the “The Knud is credited with building at least 6 boats. Savage built H Reimers Trophy” won that year by Bill Gash in Avian. Zonja, Avian and Snowgoose. Peel built Yvonne 94 &97 That year also saw the addition of Anna (no 57) by Tim Cooke Zest, Zea, Galatea and Dondu. Ronstrans built Chanda purchased from Adelaide, and David Kerr became state now Ettrick. champion in Dingo. David was an ex South Australian State It should be noted that often the boats were built champion in Lightweight Sharpies, and in later years sailed under supervision in these yards. Galatea was built as sheet hand for Bill Gash in Avian with Selim Nurminen’s by J Edwards on Charlie Peels moulds. Dondu was daughter Monica as forward hand. Over the following years also built on Peel moulds by her owner Clive Harrison. the fleet was reduced in numbers with sales, retirements and Zea was built by Botteril & Fraser under Charlie Peels the growth of newer classes and the allure of low maintenance supervision. plastic yachts. The so called amateur builders were P O’Grady of Bill Gash in Avian dominated the small fleets of the late 1980’s Adelaide who built Beth (now Zara), Ken Amstead of and 1990’s and was challenged by Kim Chipman in Galatea Melbourne built Saga (now Vahiene). J Williams of and later Yvonne, plus Richard Downey in E�rick and Mike Adelaide built Sirroco (now Ellida). J&O Whittley built Dolphin in Acklorean being regular competitors. Zinita. Zefir (now Zephyr) was built by RP Stephens Season 1993-94 saw the end of class races as the reduced in Adelaide and Haze was built in Fremantle by Tumlaren fleet was included into the divisional racing events, RT Haynes. and because of modern day safety requirements, the class Most of these so called amateurs were most likely local was restricted to only local club events. boat builders building a one off Tumlaren as an order, The following years 1995-96 Zonja was purchased from not really all amateurs at all. Adelaide by Geelong yachtsman George Mullinger and not long a�er Anna returned to Adelaide. Savage style had a fla�er bow. And in Adelaide the Clausens In a summary of the class, RMYS historian JH (Bert) Ferris style was more a “V” section bow, and the boats were also £75 identifies three distinct types of hull forms. This happened dearer than the Victorian boats, as Clausens rebated the bow due to differences in the method’s the boat builders used to and stern planking inside the line. Bert Ferris believes but for interpret Knud Reimers dimensioning when lo�ing out lines. these anomalies to the designs, closer and be�er racing would These were Peel style, with a fuller more buoyant bow. have resulted. Over the years the Peel type boats dominated results, so there is hope for Zea yet.

page 14 Issue 23 - January 2007 © CYAA Ewen Bell

TODAY WHAT’S IN A NAME? Melbourne remains the base of the strongest Tumlaren fleet outside of Europe, and still has a Class Association. Four Over the years as yachts changed owners, moved Tumlarens remain on moorings at St Kilda Zea, Galatea, Zest around the country from club to club,new owners and Zara. Zest being the most active, in recent times Tarna was often changed the yachts name. In Joe Whites case he sold to James Frenchville at Paynesville and has been restored, kept the name forcing the new owner to re name the and the famous Avian keeps company with helicopters and is yacht. Joe was attached to the name Yvonne he owned being restored at Docklands by Roger Dundas. two yachts with that name Tumlarens no 94 and 97.

Sadly Acklorean the very first Tumlaren at St Kilda was totally So needless to say Joe Whites Yacht Yvonne (no 94) had destroyed on her mooring in a wild gale almost 18 months no fewer than 4 names in her rich life. She was also ago, parts of her recovered hull and rig live affectionately known as Doffie, Trommie and H.V.W. no other boat with Tumlaren lovers across the state. The class is had so many names. Acklorean (no 98) was Marie then now growing under the support of the Classic Yacht back to Acklorean. Association, with regular appearances of Zephyr and Ellida Snowgoose (no 309) became Yeoman. in the classic fleets. Tumlaren records interstate are quite remarkable, up until the advent of modern ocean racing Zest (no 99) became Pest then back to Zest. ratings, Tumlarens fi�ed with self draining cockpits were Gotnum (no 93) became Galatea. consistent ocean racing entrants. Dondu (no 200) became Dingo. Merve Finn skipper of Haze (313) sailing out of Fremantle Chanda (no 321) became Ettrick won every ocean race in her state, this included the Ro�nest Island race, Brumby race and the Cape Naturaliste race. On Saga (no 201) became Vahine. one spectacular occasion, in foul weather and with fears for Sirroco (no 322) became Ellida her half model still her safety, Haze remarkably was the only yacht to finish the hangs in the members bar at RYMS Zefir (no318) is now race. At about the same time New Zeland Tumlarens Vanquer, Zephyr. A Pickmere and Valliant, F Marks won many ocean races. The class has survived in Melbourne for so many years due to the well organized class association, strict one design control by the trustees, and by having so many top skippers active in the class namely Olympians H.C “Mick” Brooke, (Rome 1960) Graham Drane, (Melbourne 1956, & Tokyo 1968) Bob French (Torbay 1948 Melbourne 1956 & Rome 1960),

Peter Boulton Li�le Americas Cup skipper of Quest and champion skippers, Alick Rose, Dick Ba�arbee, Alf Fackrell, Jack Greig, O�o Tuck, David Low, Bert White, Alan Crutchley, Len Digby, Bill Osborne, Bill Gash, David Kerr and the unique Selim Nurminen. The present cra� if well cared for should last many years, but sadly the status of the class will never

match that of its hey days when Tumlarens were the modern Ewen Bell racing yacht on Port Phillip. “ Does my bum look big in this? ”

page 15 Classic Yacht Association of Australia

ANOTHER TUM-TALE, JAMES FRECHEVILLE ON HOW “TARNA” WAS RESCUED AND RESTORED

It all started when my business partner, Tim Heaney and I were playing “RIVA” at the Geelong Wooden Boat Festival. We had blasted down the bay from Melbourne in the Super Aquarama that we had recently restored, passing a long parade of yachts heading south, it was a grand trip for a powerboat as there was little wind and the sea flat. As we approached Geelong a little green sloop appeared through the mist, ghosting along under spinnaker, she was a Tumlaren we knew that much, they gave us a wave as we zoomed past at 30 knots. Bloody stink boats!

In the course of the weekend Roger Dundas and his green “Zephyr” were to moor next to us and we got to talk boats, Tumlarens in particular, as you do when you are at a proper boat festival and especially when you are parked next sail to Williamstown, where we had made arrangements to a Tum. with Savages yard to haul the boat and truck it to Paynesville. It was an interesting sail as we had to contend with ropes and My wife Carol had come down to join us for a day and I just wire that wouldn’t go around sheaves, luckily the rig held casually mused that it would be great to have a Tum gracing together which was a great relief and the bilge pump worked. the waters of the Gippsland Lakes. Bobbing alongside the It rained that night and I despaired that we hadn’t made RIVA “Zephyr” was looking resplendent, her crew was in proper accommodation arrangements. I phoned my wife that party mode and the sail past had been picture perfect. evening to say I was planning to sleep with a new girlfriend, Carol and I had been shipmates on an H28 and a 30’gaff cu�er She didn’t mind as the new woman was a 1937 model and a lifetime ago and she too appreciated the lines and motion of had a ton of lead in her bum. a real sailboat. When she u�ered something positive on the The next day “Tarna” was duly transported to our boatyard subject I immediately took it to be spousal approval. and blocked up. Basically she was pre�y sound but suffering I asked Roger if he knew of any Tums for sale and in three days from years of neglect. We had scored a log of celery top pine I had three possibilities and in less than a week I had bought while at the Hobart Wooden Boat Festival and felt that a laid sight unseen “Tarna” Tumlaren no 91. She was languishing deck would be just the ticket. on her mooring in St Kilda supporting a three year growth Some mahogany trims and some new string and wire would of muscles, kelp and weed. Her covers had all but ro�ed but also be in order, so over the next eight months we po�ered she was still afloat. At the time of removing “Tarna” to our around, making the old girl presentable and worthy of her yard, we were in Melbourne for the Williamstown Heritage pedigree. And like any good old tart she needed a coat of Festival, to display our new build mahogany gentleman’s jam. It was quite amazing how many old crackers came out racer “Rosita” designed by John Hacker in 1924. At this time of the woodwork to have a look at the boat and reminisce of “Rosita” was work in progress, and it looked like “Tarna” their time spent racing Tumlarens. It seems that everyone has was also destined to be work in progress. a Tum story, re launching was satisfying, she didn’t leak too It was blowing bags from the North and we didn’t want to much but we did forget to check the bilge pump. The rig went end up on the pier when we dropped the mooring, so armed back together and we bolted things down on to our flash new with a spade and a rope sling and Tim supporting me, deck. She looked a treat and we eagerly anticipated creaming I “dug” the growth from the hull. It took nearly an hour and I down the lakes with a full spread of sail. was alive with li�le bugs when I finally got back on board. At “Tarna”, in her 69th year is now back sailing. She looks least we were able to tack clear of St Kilda and enjoy a brisk sensational and we are having so much fun.

page 16 Issue 23 - January 2007 © CYAA

DAVID ALLEN SAILING PROFILE

David Allen was born in Ouyen, some forty years ago: the hottest, driest place in all of Victoria – a place that probably hasn’t produced too many sailors. With a soil conservationist father, his family moved around the Mallee quite a bit. He loved the bush, remembering a carefree childhood, predominantly spent with his brothers, on bush bike tracks around Charlton and Bendigo.

At 13, he began to ask for a motorbike and his dad cleverly brought home a dinghy. David wasn’t disappointed. A strong sense of adventure, nurtured by Arthur Ransome seafaring stories such as Swallows and Amazons, made him ripe for the challenge. With a connection at Lake Cairn Curran, his dad had planned to teach his boys to sail. However, David and his brother, Michael, had other ideas: hijacking the boat, and teaching themselves.

At 16, his father’s work took the family to Melbourne, where David a�ended Koonung High School. In 1982, a�er finishing his Year 11 exams, he answered a North Sails ad for a sailmaker, thinking it might make a good summer job. Cu�ing out sail numbers all day was pre�y mundane, Roger Dundas but he felt privileged to witness the pioneering technology of carrying a big black Ugandan bicycle (the African Queen) those very first computer-designed kevlar sails for Australia and a ten pound note. He was summoned to Capri for the II. John Bertrand was his boss and Australia II and Challenge European circuit once again, this time on Indulgence. A�er 12 were in Melbourne training for the 1983 America’s Cup the One Ton Cup in Naples, he sailed the boat to Antibes, in – it was a very busy time and he was definitely thrown in at the south of France, where he met Greg Ise�, Boat Captain the deep end. It also marked the beginning of his education of 80 foot maxi, Il Moro di Venezia III. Greg, formerly of Stars in keel boats. ‘n Stripes, remembered him from Fremantle in 1987. David By 1985, he was in Sydney building new sails for South raced and managed the sail program on Il Moro for the Australia and Kookaburra, before taking a job with Kookaburra’s summer of ‘89, competing in the Maxi World Championships America’s Cup challenge in Fremantle. That AC was lost to in Sardinia, Palma and Saint Tropez, where they broke their DC, sadly, but he had made some great friendships, helping to mast and came second. pave his way into a professional sailing career. Mike Fletcher He joined Swedish boat, The Card, for the Southern Ocean recommended him to Peter Hollis as coach and sailmaker for legs of the 1989 Whitbread Race from Fremantle to Auckland Peter’s Olympic Star boat campaign in Majorca. A�erward, and around Cape Horn to Punta Del Este. Once there, Paul he joined the European sailing circuit in Capri with Dave Cayard called him back to Venice as Il Moro di Venezia’s Powys (Kookaburra) as sailmaker and crew on ‘Monaco’, a 40 America’s Cup sail performance analyst. The team had a foot One Toner. He recalls working inside that boat, bolting long preparation, competing in the Maxi World’s on Passage down fi�ings, as it travelled 100km/h on the autobahn from to Venice (formerly Windward Passage II) in Newport, Miami France to Kiel for the One Ton Cup. and St. Thomas, Virgin Islands, before se�ling into their Peter de Savary’s Blue Arrow America’s Cup campaign AC preparation in San Diego. A�er 3 intense years, Il Moro was next, but ended, disappointingly, in a courtroom lost the Cup to Bill Koch’s America_ and David returned to somewhere. So, on a whim, David bought a ticket to Africa Melbourne for a long-needed break. and spent several life-changing months hitch-hiking through The next three years were spent sailing, coaching and making Zimbabwe, Tanzania, Zanzibar and Kenya before being sails for his teacher and guru, Mark Rimington. A�er racing kicked out of Uganda – a good story, if you have an hour. against Dennis Conner in the Etchell State Championships He was greeted with snow in London upon his return, in Brighton, he was invited to join Stars ‘n Stripes as Sail

page 17 Classic Yacht Association of Australia

CLASSIC YACHTS MAGAZINE BOOK REVIEWS

Peter Heaton was regarded in England for many years as the man ‘who knew all about boats’. From an active service background in the Royal Navy during the Second World War he started to sail, write and paint about them.

His first book Sailing was published in 1949 and in the author’s words “This book caters for the beginner” and describes in detail the technique of choosing, buying , fi�ing out, sailing and storing a yacht, in detail and in simple language. It includes many of the long forgo�en sea shanties and sea-lore.

This book, and his second book, Cruising, published in 1952 were the first two books I bought on sailing and years before I set foot on a boat. I bought them in 1955 just a�er I started work at Dymock’s Book Arcade in Sydney because, although I didn’t know anyone with a boat, as child I watched yachts and dinghies on Sydney Harbour and was taken by the grace and beauty of sailing. I have memories of seeing Astor and Coordinator for the 1995 America’s Cup. Another second Winston Churchill moored in Rushcu�ers Bay before the first place, famously losing to the Kiwis, but he rejoined Dennis Sydney to Hobart race in 1945. and co-skipper, Chris Dickson for the 1997-1998 Whitbread race onboard Toshiba. During time off from his pre-race Although the books are wri�en for beginners, they carry preparation in Newport, Rhode Island, he immersed his the stamp of a naval officer in the language and discipline growing passion for the classics in the old world of the of carrying out tasks. There is no other way except the navy J Class yachts at the Herreshoff museum, in nearby Bristol. way, even on yachts! Re-reading these books prior to my Eight months later, screaming down a wave at 30 knots in conducting offshore assessments for Yachtmaster candidates the Southern Ocean, a two-metre wall of water wrapped him, I cannot help but realise how valuable and precise his text ribs first, around the jockey pole. He broke four and his race is. Nowadays we look for shortcuts, GPS, instruments for was over. everything and ‘fast track courses’, and overlook some of the basic skills that sailors had to rely on in days gone by. Dale Winlow, Il Moro friend and captain of 106� luxury yacht, Adesso, was quick to pick up on David’s downtime, inviting he Here is an example of his writing from the book Sailing and and wife, Colleen, on many delivery trips to exotic locations the chapter Helmsmanship, Trim and Ballast.

around the globe. When, a�er the birth of their first child, “When I saw every other yacht passing me as if I was standing Mike Smith asked David to skipper Kookaburra in Cowes for still, I was first annoyed and then puzzled. I blamed the boat, the America’s Cup Jubilee in 2001, a circle was complete. It the cut of the sails – in fact I laid the blame everywhere but in was a fantastic experience, and, for any classic boat enthusiast, the right quarter – myself. it was not an event to be missed. “The answer can be summed up in one word – helmsmanship. David o�en dreamed of owning a Fife eight-metre, having Helmsmanship is an art and must be acquired. The helmsman admired Fulmar in Monaco some years ago. However, his must develop ‘good hands’ just like a horseman. Just as a good Tumlaren, Ellida, suits him just fine - particularly as he can helmsman feels his mount, so does the good helmsman feel happily sail it alone if he can’t convince Colleen to crew. his ship. He knows whether or not she is correctly balanced Now with two children, Jude & Elsie, he has spent the last and trimmed, and can sense at once whether she is going well eighteen months building his new house in Williamstown. or labouring under too much canvas or is going sluggishly He’s looking forward to finishing it… and so is his wife… so under too li�le”. that he can rejoin the other Tums out on the water.

page 18 Issue 23 - January 2007 © CYAA

Sailing and Cruising were published by Penguin Books German Frers had on Australia’s place in the world stage in paperback. of yachting.

A Century Under Sail: Selected photographs by Morris Rosenfeld This is a marvellous book for the enthusiast who wants to and Stanley Rosenfeld. Published in 1984. Large format hard know the background of the modern super yachts such as cover, 252 pages, 230 photographs. As new $100. Hyperion and the other 200’ plus yachts that we never see in Australia. This father and son team have brought to nautical photography a unique insight and sensitivity in every This book also traces his family background from Denmark image they created. For this book, Stanley Rosenfeld has to Argentina in search of a be�er life. His father, also called selected over 200 black and white photographs that reflect German (pronounced hair-man) designed his first boat in the enormous scope of the Rosenfeld File, the largest 1926 and soon established a reputation for design and success single collection of marine photography in the world. With on the River Plate. There was no doubt that the son who bore spectacular highlights from the America’s Cup races, this his name would follow in his fathers footsteps. book features the great schooners of the turn of the century, the magnificent J-boats of the 1930’s and the powerful 12 metre boats from recent Cup races and array of boats of all Classic Racing Yachts of Australia, paintings by Bob Booth and shapes and sizes. text by Jock Sturrock.

The Rosenfeld’s photographs also depict some of the most This is a special book with superb paintings, line drawings exciting moments in yachting history and offer rare glimpses and details of the following yachts: Solo, Vim, Gretel, Caprice of well-known designers and owners of another era. of Huon, Freya, Mercedes 111, Balandra, Koomooloo, Stormy Petrel, Apollo, Ragamuffin, Helsal, Gretel 11, Ginkgo, Love and War, Southern Cross, Piccolo, Ballyhoo, Australia, German Frers. A Passion for Design by Barry Pickthall. 2002. Siska 1V. Large format hard cover, 198 pages, illustrations, colour There is also a special section on the yacht designers and a photographs, fold-outs of designs. Limited edition, number summary of races. 1038 signed by author. As new $90. It is an edition limited to 500 copies of which this is copy German Frers has designed some of the most successful racing number 82. It is signed by the author and artist. 172 pages, yachts in the world and small production cruisers, a range of 20 colour plates and 20 black and white illustrations. The size Nautor Swan yachts to 250’ super yachts. Although his name is Elephant folio, fully bound in blue/green calf, gilt le�ered is synonymous with the first-generation maxi yachts such as spine with raised bands. The book measures 770mm high Whitbread winner Flyer, Matador, Kialoa V, Ondine V11 and and 360mm wide and comes boxed. $1500. the Australian- owned Windward Passage 11, he was always in the winners list at Admirals Cup races for many years. Teki Dalton sells out-of print- and limited edition books, with an emphasis in boats and sailing, from www.booksforsale.net. This book is full of yachts that we have seen and sailed against au He runs a sailing school in Sydney and is the director of and the photographs of Ragamuffin, Di-Hard, Hitchhiker, the Gallipoli Yacht Rally that a�ends the Anzac Day services Shockwave, Fremantle Doctor, to name just a few, leap from at Gallipoli in chartered Turkish yachts. More details at the page. Until I read this book I didn’t realise the influence www.gallipoliyachtrally.com.au

page 19 Classic Yacht Association of Australia

31ST HEMPEL VINTAGE YACHT REGATTA SHORNCLIFFE 10TH & 11TH JUNE 2006

This year’s “Old Gaffers” drew the biggest and most diverse fleet for more than a decade. Among the new comers were ‘66 Sydney Hobart Race entrants, Maria Van Dieman (Gary Blackburn) and line honours winner Fidelis (Nigel Stoke), John Brown’s magnificent Herreshoff ketch, Windward Star, two recently launched gaffers Zeta (Terry Newman) and Flotsam (John Morrison), and Dulux (Mick Reed), a replica of a 1930’s 18ft Restricted Sharpie. The 60 year old schooner Bluenose (Gerard Forde), and local ketch Wotama (Albert Jeays) made welcome returns.

While the entry list boded well, the weather forecast did not; 20 to 25 knots Nor’easters for Saturday, and a similarly powerful sou’west change by Sunday morning. This was guaranteed to sort the men from the boys, and while Saturday was a fizzer the forecasts did in fact reduce the starting fleets from the 46 that had entered.

As the blue peter dropped for Race 1, 38 yachts slipped away into a light nor’easter which soon dropped out. Due to this, Sequana (Max Su�or) and Rob Virtue’s dragon, Fairwyn. Fidelis and a wrongly set wing mark, the race did not live up to regained the lead again downwind but the Koomooloo boys expectations, but Keith Glover‘s 61 � Alden Ketch Wraith of put in a supreme upwind effort on their ‘68 Sydney Hobart Odin was able to reverse her previous years bridesmaid tag by winner to set up what they must have thought would be an beating arch rival Koomooloo (Mike Freebairn) across the line. unassailable lead. For most of the last leg it looked like they Behind them were, Dulux and the two Heavyweight Sharpies would take it, but Fidelis powered over the line to win by a Antiquity (Brian Hutchison) and Fiona (Richard Jeays). Fidelis mere 2 seconds with Wraith of Odin 30 seconds in arrears. missed the start, but gave an indication of the boat speed that A fine performance by Minot’s Light saw her win the Ted Rice had made her unbeatable for so many years. Shield for handicap honours in the Gaff Rigged division, and By Sunday morning, the gusty westerly ruled out the centre a wet but happy Craig Hoffman steered Roast Beef home to boarders and a reduced fleet of 25 headed out onto Moreton win the Willams Trophy in the Vintage Division. Nomad and Bay for Race 2. The gusty 20 to 30 knot winds claimed the Windward Star took out the minor handicap placings. H28 Galadriel’s mast just before the gun, but the reasonably Wraith of Odin won the Wooden Boat Association Shield for flat seas set the scene for what was probably the best racing Best Presented Overall for the fourth year in a row, while ever seen at this rega�a, as the fast 3 of Koomooloo, Wraith of Windward Star won the Marco Polo shield for Best Presented Odin and Fidelis lead the fleet around the windward mark Vintage Yacht. Four Winds was a well deserved winner of with a comfortable margin. the National Trust Shield for Gaff Rigged yachts, and John The wing mark was set for reaching which relieved skippers Morrison’s long term project Flotsam won the Wasson Shield of decisions about kites, and it was along these legs that for Small Boats. Takahe’s “wenches on the winches” won them Fidelis showed what waterline length is all about. By the end the Best Dressed crew Award. of the 1st lap, she had caught Koomooloo only to lose the lead Rega�a coordinator Charlie Jeays gratefully acknowledged again on the 2nd windward leg. the support of Hempel’s Marine Paints, Australia Wide Boat Also reveling in the conditions, were Peter Kerr’s Tasman Sales and Deagon Slipways in making the 31st Hempel Seabird, Pagan, the Flying 15 Roast Beef (Craig Hoffman), Vintage yacht Rega�a so successful. Laurabada (Ivan Holm), the sloops Maria van Dieman and

page 20 Issue 23 - January 2007 © CYAA

AUSTRALIAN WOODEN BOAT FESTIVAL TASMANIA 9TH – 12TH FEBRUARY 2007

It was obvious the seventh Australian Wooden Boat Festival held in Hobart on the 9th/12th February would be a total success. Registrations for the 4-day Festival closed over subscribed on the 30th October last year, and the waiting list was started.

Over 508 registrations were received from owners of wooden boats and dinghy’s from all over Australia and overseas.

I was a lead volunteer supervising the registrations of all boats and dinghy’s with a team of dedicated volunteers in the HQ building, the Waterside Pavilion. How pleasing it was to see the smiling and happy faces of proud boat owners safely tied up and off to our Waterside Pavilion to register and receive the show bag of goodies including brass plaque, flag, passes to the Festival, boat owners manual, special offers and complimentary bo�le of wine for the Boat owners Aldred Kelvin welcome function. The magnificent replica of the 16th Century Dutch ship HM Bark Endeavour and four other tall ships lead the huge Duy�en was present as part of her 400th anniversary voyage. fleet of Festival boats in a spectacular parade of sail on the She was joined by three traditional bluff-bowed sailing boats first day of the Festival. from Holland with their Dutch crews. Sailing was offered to the public on these sailing boats over the four days of A large team of Naval Reserve and Festival dock Volunteers the Festival. were on hand in inflatable boats and dockside to guide the parade of sail boats into their berths. The Quick “n” Dirty event was outstanding and crowds were seven deep to witness the school kids providing wonderful What a memorable and wonderful sight to see the entire entertainment in their makeshi� dinghy’s in Constitution Hobart waterside docks alive with colourful flags and dock. Model boats were also a crowd pleaser and the beautiful wooden boats tied up for the four-day carnival. dedicated model builders have supported the festival since Highlight’s of the Festival included a working Shipwrights its inception. Village with demonstrations of caulking, making of half So many wonderful boats were present, The May Queen, models, oar making, lo�ing and the Wooden Boat School built in 1867 in Franklin Tasmania from Tasmanian Blue with students demonstrating their acquired skills in Carvel Gum, The Port Fairy, built in 1857 and away from home for traditional wooden boat building. the first time in her 150 year history. Zephyr, Australia’s oldest The maritime marketplace was a popular venue and so many registered yacht was launched in Port Adelaide in 1873 and beautifully cra�ed clinker dinghies on offer from the skilled Avon celebrating her hundredth year at the Festival was built local shipwrights. at Blunts, Williamstown as explosives lighter and originally

“Seataste” featuring Tasmanian seafood cooked by five local named Victory. chefs was and immediate success and the food Piazza serving Every boat registered had a story to tell, and was the best in sensational Tasmanian food had patrons scrambling for the Festival. available tables and chairs. I feel proud with the other 400 Volunteers to salute the There was the “sounds of the sea”, the live music and 60,000 a�endees, the boat owners, the sponsors, the Festival performances at various locations on the docks. Jazz legend, management and the board of Directors commitment. I look Don Burrows was among over 30 musical events. forward to 2009.

page 21 Classic Yacht Association of Australia

“ALWYN” STILL “SAILING ON”

Within the Classic Yacht division “Alwyn” the 85 year old heritage listed Tasmanian One Design A classer took on the Lipton Cup Regatta as a challenge to not let the Tasmanian classic yachts of the 1920s era down.

Like all actively racing classic yachts of today, to make it to the start line of CYAA races requires ongoing maintenance and the sometimes occasional major structural work. With Alwyn, there was an eight week rebuild of the stern section Alwyn, Lipton Cup that stood in the way of making it to the first heat start line. The rebuild of her stern deck structure and deck shelves was due to a CYAA winter series race altercation. With the repairs made and a new stern section now revealing the original and some new oiled deck planks, giving a more wooden boat feel she was able to make it to the start line with only hours to spare.

Both heats of the Saturday events were sailed in light airs. As a crew we were nervous about the light conditions as the Alwyn prefers a more solid breeze, the goal was to just stay in touch with the fleet. At the finish we didn’t think we stood much of a chance, however managed to produce a mid fleet result on corrected time. There was some off water drama with the heat results and a�er questioning a DNC result we were told se did not finish within thirty minutes of the first boat and it should have been a DNC. Hmmm , well these things happen however we had to remind the race commi�ee of Sailing Instructions Amendment No 1.

The a�ernoon heat went be�er than the first. A decision to Photos by Roger Dundas Marie Louise III, Lipton Cup use a spinnaker on the final leg rather than goose-winging the genoa making the difference between first and fi�h place third at best. When the announcements were made and third on corrected time. was announced, we figured our podium chance had sunk. When first was announced, we were shocked and pleased Heading out to the start of the final heat we knew all we had for Alwyn to be still “Sailing On” Being awarded the overall to do was again stay in touch with the fleet, not do anything winner of the Lipton Trophy Rega�a Classic Division, Alwyn silly and a podium finish might be on the cards. We started maintained a Lipton Cup connection between performance slightly late on port gybe, slowly make our way to the first racing of yesteryear and today. mark. The leg to R2 was sailed well following the shore line to avoiding tacking and to keep momentum. With a constant Launched in 1923 “Alwyn” was considered to be leading edge li� along the shore, R2 was reached with only six tacks. A Tasmanian hull and keel design for that time. The history building breeze worked in our favour however was too shy of the design known as the “Tasmanian One Design” started for a kite to P3 and did lighten for half the leg. From P3 to in the early 1900’s. In 1911 the RYCT was looking for a design Gellibrand the work was on with an extremely shy reach that could be built for £200. The original hull lines came where we came very close to dropping the kite, however from an article about a William Hand Jnr. knockabout in the a few lucky shi�s enable us to carry it to the finish with only February 1900 edition of the “Rudder” magazine. Yachts built one gybe. to the original design required modifications to suit the local Derwent conditions. A�er these modifications, done for the We returned the Alwyn to her home at Hobsons Bay Yacht RYCT by the talented local designer Alf Blore, the hull lines Club, and made the journey to Royals hopeful for a possible were then known as the Tasmanian One Design A Class.

page 22 Issue 23 - January 2007 © CYAA

as Johan Van Den Bruele, owner of Lulworth (1920). All of EUROPEAN NEWS them proved their will to be part of this very selective club which gathers only about fi�y owners of yachts among the most prestigious, by signing the charter of “La Belle Classe”. VELSHEDA PROVES SUCCESS OF Being a member of “La Belle Classe” is a real commitment in 1933 NICHOLSON DESIGN favour of a Yachting of courtesy and respect where rega�a rhymes with fair-play, naval etique�e with “savoir-vivre” and elegance with show. The Yacht Velsheda has once again proven that the J Class Created last year during the Monaco Classic Week, with the design from 1933, which weighs 180 tons and features a deep, support of H.S.H. Prince Albert II, President of the Yacht long keel can still perform against modern yachts under IRC. Club de Monaco, the “La Belle Classe” club has the mission to With a variety of wind conditions at the Voiles de St Tropez federate and encourage owners of Classic yachts to protect our Rega�a last week ranging from 5 knots to 40 plus knots, maritime heritage, to respect naval etique�e, the sea and the Velsheda finished with two seconds and a third to give her environment and to promote cra�s of high quality… in third place overall in the 22 strong Class One fleet. She was order to pass on to future generations an inestimable cultural only beaten by Morning Glory and Moneypenny, two modern heritage as well as a certain Art of Living the Sea. highly campaigned yachts. Jean-Louis Etienne, president of the Jury, presented the 2006 Whilst less manoeuvrable than smaller yachts in her class, “La Belle Classe” award to Lulworth (1920), the world’s largest she still has the power to stretch away on the longer legs of gaff-rigged Classic Yacht, which succeeds to SS Delphine the course. Pictures and Video of the yacht sailing in 35 knots (1921), a 79-metre steam ship, having belonged to the Dodge on the J Class Association website: www.jclassyachts.com family and powered by one of the most extraordinary engine in working order still existing.

“The best of the Sailing world, a dream that came out of the bank of the Hamble river, of the passion - that I hope unlimited LULWORTH AWARDED THE 2006 - of those who have made her live again. An incredible LA BELLE CLASSE PRIZE sailing experience. Thank you!” commented the president of a jury fallen under the charm of this exceptional yacht. Lulworth made this year her comeback on the rega�a circuit On the occasion of the “La Belle Classe “ gala, organised in a�er 70 years of absence. Her restoration in La Spezia (Italy) Saint-Tropez by the Yacht Club de Monaco, in collaboration lasted 5 years and cost approximately 15 million euros. with Hublot, the Swiss watchmaker and Official Timekeeper Lulworth regained her past magnificence: the plans are those of the YCM, Lulworth has been awarded the 2006 “La Belle of 1926, from the early years of Lulworth. Half of its original Classe” Prize. The jury, guardian of the spirit of “La Belle structure and 80% of her interior have been saved by using Classe”, under the presidency of the explorer Jean-Louis traditional methods. Etienne, was composed by two Official writers of the French Lulworth’s Specifications (original name: Terpsichore) Year Navy: Patrick Poivre d’Arvor and Pierre Schoendoerffer, of building: 1920 the General Manager of the French Navy museum Jean- Designer: Herbert W. White Noel Gard an Official painter of the French Navy Marc P.G. Shipyard: White Bros. Berthier and Daniel Charles and André Labarregravere, both French navy historians. Length overall: 46.30 m Length on deck: 37.20 mLength at water level: 26.60 m During this evening, seven Classic yacht owners joined the Upwind sail area: 828 m2 club: Dennis Conner, four-time winner of America’s Cup Total sail area: 1,450 m2 and owner of the Q Class Co�on Blossom II (1925), the Spanish Mariano Garcia Montes, owner of Ivanhoe (1938), All the owners of “La Belle Classe” will meet in 2007 in the the Sco�ish Dennis Multon, owner of the vintage motor- Principality of Monaco, for a new edition of the Monaco yacht Romola (1903), newcomer on the Mediterranean circuit Classic Week (from 12 till 16 September 2007) a�er a restoration work in Turkey, the American Kimberley h�p://www.ycm.org Meredith, owner of Rowdy (1916), the English Peter Saxby, for Partridge (1898), Eric Night for Keep Trust (1947), as well

page 23 Classic Yacht Association of Australia

LES VOILES DE SAINT-TROPEZ WOODENBOAT.COM.AU

The site of the prizegiving ceremony for the 8th annual Les Woodenboat.com.au is an Australian website dedicated just Voiles de Saint-Tropez (and the 25th anniversary of the original to wooden boats. La Nioulargue) took place in a spectacular se�ing under the walls of the ancient Citadelle, with a view overlooking the bay of Saint-Tropez. The monthly newsle�er is packed with special news about wooden boats. woodenboat.com.au is designed to spread André Beaufils, President of Les Voile Organizing Commi�ee the word about ALL wooden boats - to get beyond the club welcomed the competitors, along with the Jean-Michel Couve, or association level and help introduce more people to the Deputy Mayor of Saint-Tropez. Hundreds of guests hiked up wooden boating world. to the vantage point where the awards for the week of racing were presented. Mark Bergin, a keen wooden boat owner and the founder of woodenboat.com.au, o�en had trouble finding information Phillipe Masset, General Director of Rolex France awarded about wooden boating events, where to get the boat serviced, the Trophee Rolex and a Rolex steel Submariner timepiece where to buy a new boat and how to connect with other to the yacht, So Fong. The 26 metre (85’) dark-blue hulled wooden boat owners. He knew the information was out schooner had the lowest score for the week of racing of all the there but not in an easily accessible format. Mark runs one of classic division yachts over 16 metres. Australia’s original online publishing companies, so it wasn’t So Fong, designed by the legendary naval architects, hard to make the jump from knowing the information was Sparkman & Stephens, was built in Hong Kong in 1937, and around, to collecting it all together in the one online place. has been owned for the past five years by Bruno Entrecanales “Boat listings were a key area that needed a�ention. Frankly, of Madrid, Spain. most of the other online boat listings are not about wooden The final race on Saturday provided perfect conditions boats so si�ing through page a�er page of other listings isn’t for the boat. Skipper Perico Villalonga-Hook a�ributed much fun.” Mark said. the win to ‘the great Spanish crew’, though in fact he has “We wanted to make a For Sale Listing system that helped assembled a capable crew who are also from Italy, France, the user get a good overview of the market, to know what’s and New Zealand. available and quickly see if a gem has just listed.” Villalonga-Hook added, “We need 20-25 knots of wind to “Before woodenboat.com.au it was just too hard get really get the boat going”, and Saturday they experienced information about the local wooden boat scene. The other just that. So Fong has competed in a several of the classic online boating sites are too focused on Grand Prix racing. yacht rega�as this year, including PalmaVela (Majorca), the That’s cool stuff, but it’s not about wooden boats - that’s where Copa del Rey (Vintage Sails in Mahon, Menorca), and Regate woodenboat.com.au comes in to its own.” Royales in Cannes. The yacht is expected to cross the Atlantic next year to compete in the classic circuit in northeastern USA in the summer/fall 2007.

In the Epoque Gaff, Class A (EAA), First place overall for the week was the 33 metre (108’) Fife schooner, Altair. Close behind in second place was the gaff cu�er, Moonbeam IV. The ‘big boat’ class was quite competitive with five of the eight yachts competing near the top of the leader board at some point in the week.

For the 2006 Les Voiles de Saint-Tropez, 287 yachts and 3,000 sailors competed in Modern and Tradition Divisions. For more information including final results please visit www.snst.org

page 24 Issue 23 - January 2007 © CYAA

KOOMOOLOO

Ray White Koomooloo was one of the oldest and certainly the most beautiful yacht competing in the 2006 Rolex Sydney Hobart Yacht Race. Her varnished mahogany hull shone out among the modern boats, built of fibreglass and carbon fibre, as she headed out into the Tasman Sea on Boxing Day.

Koomooloo was well positioned in the fleet as she passed the seamark off Sydney Heads and it came as no surprise to me when her name appeared at the top of the IRC leader board on the first evening and again still early on the second morning.

Yet, just over 20 hours a�er the Boxing Day start, skipper Mike Freebairn and his crew were forced to abandon Koomooloo as she began to sink. Far to sea, some 60 nautical miles off the coast from Bateman’s Bay, they sent out a Mayday call, and were rescued by the British yacht Adventure which had immediately turned back to render assistance.

Later that a�ernoon they were transferred to the NSW Water Police launch Alert and taken to Eden. A gu�ed Mike Freebairn described the heart wrenching decision to step off the boat, something that had been the love of his life.

‘We did everything we could to save the boat,’ Freebairn said. ‘We are all pre�y devastated. It’s been my life for ten years. My father Don and I have restored every nut and bolt.’

Freebairn described how, beating to windward in around 22 knots of south westerly breeze, Ray White Koomooloo had fallen off a backless wave in lumpy seas. It is a sad ending to a fine and internationally successful ocean ‘The water started coming in. We started ripping up the racing yacht; in particular Mike Freebairn and his father Don, floor boards trying to find where the water was coming in. from Brisbane’s Royal Queensland Yacht Squadron. They had We couldn’t locate the problem. We started bailing for spent a decade in lovingly restoring the 41-footer and it made a while, then I decided for the safety of the crew that we’d its comeback to the Rolex Sydney Hobart Race in the 2004 be�er abandon. race, retiring in heavy conditions. ‘We thought the boat was pre�y solid,’ said Mike who reported Last year, in more favourable weather, Koomooloo sailed 20-25 knots gusting to 28 knots from aboard Adventure. a splendid race, winning IRC Division on corrected time When Freebairn and his crew transferred to Adventure, Ray and 22nd on IRC overall results. At one stage, she looked a White Koomooloo was still floating but Mike wasn’t expecting possible winner of the Ta�ersalls Cup – repeating her victory the Kaufman 41 to remain afloat for much longer. of 1968.

Freebairn praised the crew on Adventure for their assistance By the way she was going, the classic sloop was again looking during the crew recovery. Adventure will not be penalised a strong prospect for victory in a race that favoured to smaller for assisting Ray White Koomooloo. When they reach Hobart and older boats on progressive corrected times. they have the option of pu�ing in a request for redress which Sydney yachtsman Ted Kaufman designed Koomooloo, with will go to the International Jury to decide how much time acknowledged input by the late Ben Lexcen (Bob Miller) to award. as a bigger version of his Admiral’s Cup yacht Mercedes III. Master cra�sman Cec Quilkey built the boat, with its

page 25 Classic Yacht Association of Australia Andrea Francolini

superbly varnished mahogany topsides, for young Sydney Koomooloo competed in the 1970 (placing 4th), 1971 (8th), yachtsman Denis O’Neil, who skippered her to victory in her 1973 (6th), 1973 (43rd), 1974 (10th) and 1975 (39th) Sydney first Hobart Race in 1968. Hobarts under various owners, but was then retired from ocean racing until the Freebairn’s bought her and began their Navigator that year was the renowned Richard Hammond, ambitious task to restore her to past glory. As mentioned, she who went on to sail in 40 Sydney Hobarts. made a comeback in 2004, retired in heavy weather, won her The following year Koomooloo was selected in the Australian division in 2005 and was looking good to do well again this team to defend the Admiral’s Cup in England, along with year under her favourable (and well deserved for her age) Syd Fischer’s new Ragamuffin and Ted Kaufman’s Mercedes IRC rating. III. Two-thirds of the way through the Fastnet Race, Australia Many people will be saddened by the fate of such a fine boat seemed to have the Cup won, but the long final race turned – her past and present owners, her designer and builders, into a dri�er and the American team squeezed the Australians the many yachtsmen who have crewed aboard Koomooloo back into second place. over the past 38 years. Not to mention those of us who have Koomooloo was again chosen for the 1971 Admiral’s Cup, had the pleasure to look closely at the boat at the CYCA this time under the ownership of CYCA Commodore marina or in Constitution Dock or on the water as she has Norman Rydge junior, with ace helmsmen Jock Sturrock headed south. and Mick Morris in his crew. Again the Australian team But then, a be�er grave than ending up a ro�ing hulk up look set for victory going into the final race, the 610 nautical some backwater or creek. miles Fastnet. Thanks to Peter Campbell and SAIL WOLD (www.sail-world. With 141 miles to sail, Koomooloo was holding third place, com) for this article originally published on the a�ernoon of with the Australians sailing well as a team. Within the next 27th December 2006. mile, however, her rudder blade broke off and she was forced to retire. The Australian team placed third overall in the 1971 Admiral’s Cup behind Britain and the USA.

page 26 Issue 23 - January 2007 © CYAA

JAMES FRECHEVILLE, BOAT BUILDER FROM PAYNESVILLE EXPLAINS TRADITIONAL LAID DECKS

At the 2005 Geelong Wooden Boat Festival Dinner, a forum of boat builders was asked what was their preferred method of laying a traditional, “laid deck”. General consensus was that a solid plank deck over beams, clamp and carline was the way to go. I disagreed and said so. A year later Roger Dundas remembered what he called my impassioned argument and asked me if I would pen a few words on the subject for CYAA members.

I don’t remember it being impassioned but it was pragmatic. On the subject of laying a traditional looking deck modern techniques ensure integrity and longevity, and I like to sleep thickness. For a light service deck, say on a speedboat or in a dry bunk. yacht we o�en elect to use thin timber strips (less than 5/16”) epoxy bonded to a plywood sub deck. We may or may not Plank decks, unlike plank hulls are hard to keep watertight. use permanent fastenings depending on extent of spring This is purely because of the nature of wood. It does not like in planking. Invariably we machine a rebate to the plank the cycling nature of being wet, mostly by rain and then before laying and then pay seams with either tinted epoxy dried out by the sun. Stresses are introduced and manifest at filler or a polyurethane sealer. On mahogany runabouts we fastenings and seams. Quite simply, water gets in. It is mostly use a contrasting timber to highlight the plank seams. This is fresh and that creates the ideal environment for wood rot. I simply made by ripping up a sandwich of 2” mahogany and should know; fixing ro�en decks and cabins would be a major silver ash glued together. part of our business. Even older laid decks over plywood can and do have problems due to breakdown of sealants (if any Most of our deck repair/replacement work is on cruisers were present in the first place) and the working of fastenings. where we lay a thicker plywood decking and then fasten and And sometimes these fastenings are found to be ferrous, bed a beech or teak overlay. It is much easier to bend (spring) surely a recipe for disaster. thicker timber without edge set. It is even easier if we steam bend as we go but this does sometimes add to job time. For this On a timber boat I like plywood decks, it makes for a strong, thickness we always use a polyurethane bedding compound stiff and stable structure. There is no argument that a which allows for the subtle but inevitable movement that plywood deck securely fastened and bedded to beams, clamp occurs on all horizontal timber surfaces. Whatever we do, we and carline adds immensely to hull rigidity, o�en negating assess every job individually and act accordingly. the need for extensive use of knees and cross bracing. The big plus is that water does not go through plywood, plywood The deck layout is all important. Planks may be sprung decks are easy to lay and have fewer seams to work and around the rail cover board and nibbed at the king plank, leak. Sheathing the plywood with epoxy and glass is a very or straight laid and nibbed to the cover board. As a rule we effective way to ensure moisture ingression is not possible spring planks for yachts and straight lay for work boat. Cover and laying a traditional looking deck over the top can add to boards and king plank can be of planking stock or painted, structural strength and also makes it look even be�er, offering which is what we did on our Tumlaren “Tarna”s new celery dry bunks and good looks. top deck. Around deck openings we sometimes include a margin board and sometimes not. What is important is that It is important to understand the materials used in deck and there is continuity throughout the job. cabin construction. Wood moves and thinner wood moves less, so it follows that a thinner laminate of timber over a A whole book could be wri�en on how it is all done, but for plywood deck will last longer before requiring maintenance me it is structural integrity and a dry bunk that wins every at seams and fastenings. We construct two types of laid time. You can go to www.�boats.com.au to view pictures of deck and the variants are bedding compound and plank the “Tarna” restoration including her new deck.

page 27 Classic Yacht Association of Australia

CLASSIC YACHT STILL A SIR JAMES’ VINTAGE WIN ON WINNER IN OFFSHORE RACING SYDNEY HARBOUR

WRITTEN BY PETER CAMPBELL WRITTEN BY PETER CAMPBELL

Morag Bheag, a classic yacht designed 43 years ago by America’s Cup skipper Sir James Hardy skippered his gaff- Illingworth and Primrose, the Illingworth being Captain John rigged cu�er Nerida, a past Sydney Hobart Race winner; Illingworth RN, founder of the Rolex Sydney Hobart Yacht America’s Cup winning tactician Hugh Treharne helmed the Race, is still proving a winner at sea. restored 27-foot gaff yawl Killala, launched in the late 1890s to begin a sailing career on Tasmania’s Rivers Derwent and Skippered by John Maclurcan, Morag Bheag clinched both Tamar that included a remarkable passage from Hobart to the IRC and PHS Division 3 spring pointscores of the Cruising Sydney in 1928. Yacht Club of Australia’s Short Ocean Pointscore – but only by the closest of margins. They were just two of skippers of 55 boats that took part in the 2006 Gaffers Day, Sydney Amateur Sailing Club’s Morag Bheag, a 34-footer was designed by the UK-based biennial dedicated rega�a to ‘yachts that hoist a spar’ and naval architects Illingworth and Primrose in 1963 and was classic Bermudan rigged boats sailed on Sydney Harbour in launched on 2 May 1969 for John Maclurcan’s father. late April. Following service with the Royal Navy in World War II and The ‘Amateurs’, is the only club in Australia that regularly his victory with Rani in the inaugural Sydney Hobart Race conducts racing for gaff rigged yachts and classic yachts, in 1945, Illingworth returned to England to become a noted but Gaffers Day is a special event, organised for many years yacht designer, working closely with Laurent Giles and later by the now 80-year-old Bill Gale who still races the original Angus Primrose. His most successful yacht was Myth of Ranger, designed by his father Cliff some 75 years ago. There Malham, a two-times winner of the Fastnet Race. were seven ‘Rangers’ competing in Gaffers day. Morag Bheag and another classic yacht, Kevin O’Shea’s Wearing a reefer jacket and peaked cap, Sir James was a fine former World One Ton Cup champion Stormy Petrel dead- example of sartorial elegance afloat at the helm of Nerida, a heated for first place on corrected time in the IRC Division 45-foot gaff cu�er built for his late father Tom Hardy before 3 of SOPS. World War II. The dead-heat was sufficient to give Morag Bheag a one point- The former America’s Cup, Admiral’s Cup, Olympic and winning margin in the spring pointscore, but had Stormy World Champion yachtsman steered Nerida with great Petrel’s corrected time been one second less she would have skill to win Gaff Rigged Division 1, overtaking the fleet to won the race and taken the series on a countback. get the gun from Reverie, Nigel Beryln’s gaff cu�er and the original Ranger, built 75 years ago, with Dragon sailor Ian Macdiarmid at the helm for owner Bill Gale.

* The International Yacht Restoration School (IYRS) First place in Gaffers Division 2 went to Pagan, a double- announced that it has reached an agreement with ender that was sailed from Canada to Australia before World Robert McNeil of Coronet Restoration Partners War II and his now owned by James Dean. Second and third (CRP) that will result in the restoration of the were two of the smallest gaff-riggers in the fleet, the 17-foot historic schooner Coronet. The school acquired Nanygai, skippered by Mark Pearse, and Beatitude, a 12-footer the 110-year old vessel in 1995 and has housed gunter rigged dinghy sailed by Ian Richie and one crew. and stewarded the boat for the past eleven years. Another Sydney Hobart Race winner of the early years, Nigel Restoration efforts were suspended in September Stoke’s 61-footer Fidelis (line honours in 1966) won Bermudan 2005, but will resume again with the ownership Division 1 from Ian Kortlang’s classic International 7-metre of the vessel transferred to CRP in exchange class sloop Antara. for CRP restoring the vessel at IYRS using IYRS graduates and regularly making Coronet available There were many other historic and elegant yachts out for public benefit. for Gaffers Day. While Nerida, the Sydney Hobart Race Overall winner in 1950 when owned by Colin Haselgrove,

page 28 Issue 23 - January 2007 © CYAA

is now close to 70 years old, there were many older boats in the fleet, including the beautifully restored 27-foot yawl Killala, built in the late 1890s, and Redpa, a 31-foot gaffer built in 1911. Both raced in Tasmania in the early part of the 20th century. Redpa features a long bowsprit andf spoon bow and carries a huge mainsail. Then were was Howana, the gaff sloop that yacht designer Joe Adams and his wife sailed around the world, and the 24-foot net boat Gumleaf, owned by Orion Alderton.

Three other Tasmanian built boats out for Gaffers Day were Sjo Ro, an International 6-metre class yacht built by Percy Coverdale in the 1930s and the Derwent classer Mermaid, owned by Martin French and still carrying the sail number D11 on her mainsail, and the famous Caprice of Huon, owned by David Champtaloup, which twice represented Australia in the Admiral’s Cup and finished second in an early Sydney Hobart Race.

NEW MEMBERS Robert P.S. Gunter - Menida, Victoria. Blairgowrie YC Designer Al Mason Built 1957 24’ Marconi Rig Sloop

Greg Chambers - Maid Marion, SA. 1930’s Carvel 23’ Tim Helliwell - Carola,Victoria gaff rig Scott Hawkins - Seamist, NSW Arthur Vandenbroek - Natani, SA. RSAYC Randel designed Lindsay Holland - Zara, Victoria 1966 King Billy Pine, Qld Maple, NZ Kauri, 30’ Sloop

Stephen Price - Sparkle, NSW Robert Smedley - Anyndah, SA, Port Adelaide SC Albert Strange design, 1928, carvel Bermudan Cutter rig Brendan O’Leary - Werona, Victoria Terry O’Reilly - Setanta, SA. RSAYS J.Bailey design, 1949, Adrian Fechner - Ghost, SA Jarrah 42’, Bermudan rig Gordon Bartley - Galatea-M, NSW Dr Charuwan (Solo) Murphy - Crew, Victoria Timothy Melville - Serifa, Victoria William Toy - Crew, Victoria Michael Bryant - Viking Maid, QLD Neil Boyd - Crew, Victoria William Vautin - Christine, Victoria Peter Bowe - Crew, Victoria David Todd - Lucy, Victoria Bill Davis - Crew, Victoria James Frecheville - Tarna, Victoria Ian Tringham - Crew, NSW Gary Bradshaw - Four Winds, QLD Stephen Pepper - Crew, Victoria Martin Bryan - Athena, Victoria Bernard Barrett - Crew, Victoria Spencer Carpenter- Rival of Belmont, QLD Kenneth Lacey - Crew, Victoria John Smith - Windward, NSW Annie Bryan - Crew, Victoria John Smith - Shona, NSW Sharon Lee Forrest - Crew, Victoria Jeffrey Shawcroft - Toroa, Victoria Nicolas Cable - Crew Chris Pulham - Acrospire II, Victoria. Albert Park YC. Peel designed 25’ Gaff rig Cutter, built 1911, sail no A1

page 29 Classic Yacht Association of Australia

CLASSY PAINT FOR CLASSIC BOATS

Need paint for your classic yacht or powerboat? Consider the International Coatings quality range to protect your precious investment.

International Coatings have epoxies, primers, topcoats, deck-paints, anti-fouling paints, and varnishes to suit all sizes and styles of vessels.

Ask for your free 56 page “Boat Painting and Product Guide” - available from your local chandler - or check out the website yachtpaint.com for more information.

In Victoria, Graeme Geary from the GGM Group uses and recommends International paints. See Graeme and his team for all your classic boat maintenance and repair needs:

23 Aitken Street, Williamstown

Phone (03) 9397 7440

page 30 Issue 23 - January 2007 © CYAA

FOR SALE

SERIFA Savage 32 Built in 1964 This magnificent and competitive yacht is ideal for racing or cruising. Major restoration in mid 1990s and is in excellent condition. POA Contact Timothy Melville 97871119 or 85990013

HEATHER BELLE R93, Designer Lyle Hess 1956. Launched 1990. Dimensions LOA 24’6” Beam 9‘3” Dra� 4’8” Construction CarvelNyatoh on Yellow tallow Wood. Copper fastened Gaff main, Jackyard topsail, jib staysail, Genoa on furler. All spars clear Oregon. Volvo 2cyl MD7B. Many Extras. POA. Contact Andrew Wilson. Home 03 98074156, Work 03 98075489, Mob 0416 058 458

page 31 Classic Yacht Association of Australia

MEMBERSHIP APPLICATION WE NEED YOUR SUPPORT - BECOME A MEMBER! Your support makes all the difference, and costs so little.

To ensure you never miss another issue of this newsletter, Return this completed form to the following address: why not become a member of the Classic Yacht Association CYAA Membership Officer of Australia. Full membership costs just $75, or crew/ 343 Ferrars Street friends membership for $50 including GST. Albert Park Victoria 3206

APPLICATION FOR FULL MEMBERSHIP APPLICATION FOR CREW MEMBERSHIP

I ...... I ...... (Full name of Applicant) (Full name of Applicant)

Of ...... Of ...... (address) (address) wish to become a member of the Classic Yacht wish to join the Classic Yacht Association of Association of Australia and apply to have my Australia as a crew member / friend for the annual Yacht accepted on to the Yacht Register for the fee of $50 annual fee of $75

Signature of Applicant ...... Signature of Applicant ...... Date ...... Date ......

Please supply the following details: Please supply the following details: Phone Number ...... Phone Number ...... Fax Number ...... Fax Number ...... Email Address ...... Email Address ...... Details of other Yacht Club Memberships: Boat Name ...... Designer ......

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