VAGB Newsletter 31 “Masina” ega Association of Great Britain December 2001 Webpage - www.vagb.com Letter from the Secretary Bird Hello fellow Vega sailors and Friends,

I am happy to report that 35 of us have just enjoyed a very good evening at the Laying - Up Dinner last Saturday at Banstead Downs golf club. This represented 17 boats, more than ten percent of all the boats in VAGB, which was an excellent turnout considering that quite a number are abroad. I was very pleased to see you all again and thankyou for supporting the Club once again. This year we were favoured by the presence of some very long distance members. Arne Heinich from Germany found he could get to the dinner by Ryan Air and back again for less than 2 nights in a marina., and half the cost of driving.! Keith Spencer Patrick (Rough Diamond) and his friend Louisa flew down from Carlisle and David and Margaret Hemsley (Vegality) actually drove down from Leeds. Apart from our long distance members all our faithful regulars, who are the backbone of the Club were there also. The chef excelled himself, the wine flowed freely and Vega sailors from all parts of UK and abroad were able to enjoy the unique camaraderie that seems to appear when we all meet again. The Ken Vasey Trophy was presented to Michael Feeney for his entry titled "Through the Dutch Canals" The Secretarys Prize was awarded to Barry Shurlock for his two part article "A Brush with the Raz, and More Dolphins and a Whale" Brian Pilcher won the Special Prize for his very well organised event, Round the Island in your own time, which was held in the Solent. I would like to remind members that VAGB will support any event organised by any member in other areas of the U.K. It will supply prizes and some funds. All you need to do is represent your area and organise something, sailing or social. and contact me with the time , date and place. The American Vega Association has had their first meeting in over a decade or more. It was held at Port Browning, which is at North Pender Island, British Columbia. It was attended by 10 Vegas and judging by the photos in their Newsletter, the Vega magic was there in abundance. Their new secretary Chuck Rose actually lives on his Vega (Lea Lea) with his wife and a pet cat in Hawaii. If we have difficulty in organising events in Britain, their difficulties are tenfold greater because of the size of the country and vast distances between sailing places. Their membership is about the same as VAGB, so an attendance of ten craft was an admirable turnout. Don’t forget the annual “Happy-Hour” at The London Boatshow. We will all meet at 5pm on

Page 1 Vega Association of Great Britain Newsletter 31 Friday 11th January in the RYA Lounge and then afterwards for a buffet supper at Steve’e mums’ house which is just a short 15 minute walk away. This event is always a hit with Vega owners after a long day spending all your hard-earned cash for the little extras that your Vega really needs.

The date for the A.G.M. and Fitting- Out Lunch 2002 will take place at Banstead Downs Golf Club on Saturday 16th March. This year at the AGM the committee decided that some of the twenty boat show tickets that we get via Brian Pilcher ( Panacea) at an exceptionally good price, would be offered free to our members in Scotland, Ireland, The Islands and anyone who lives more than 200 miles away from London. There will be one pair reserved primarily for any member for each of these categories. If they have not been taken up by the 15 th December, then they will be offered to anyone in VAGB in the normal way. So if you would like boatshow tickets for about half price or free if you qualify , please let me know. Unfortunately I will not be able to come to Happy Hour next year as I am going to be abroad and won't be back in time Steve Birch will deal with any queries after the 10th. of December and also send the tickets out when we receive them. . Well that only leaves me to wish you all a very happy Christmas and Festive Season , and I hope that 2002 will bring peace to the planet, no disasters , and fair winds to all Vega sailors. I hope we will meet again at the Danish I.F.R. in Arhus. If "BUGLE" feels like swimming then I will try to be there.

Cheerio for the present, Diana Webb Bugle V1698

Welcome New Members Errki Matikainen V 2641 MAIKKI David South HP Helsinki V 621 LANGTAN Finland HP Brighton S. Coast Martin Hunt V1777 MINIM Malcom Moffett HP North Fambridge V 3299 HELGA East Coast Newton Abbey Belfast Lough, N. Ireland John Thorndycroft V1263 INDEPENDENCE Brian Knott V 3319 ALBION HP Loosdrecht HP Dartmouth Holland Nova Scotia Canada Stephen Jackson V 1361 TARQUIN If you know of any other Vegas then please Maryport find out if they are VAGB Members, if not Cumbria sign them up......

Page 2 Vega Association of Great Britain Newsletter 31 PARTNER - Epistle 1, Year 3

Partner Albin Vega V.2186 of Ishoej, Denmark - Day 238 of our Cruise in the North Euro- pean rivers and canals.

50 10.517 North - 03 13.226 East (Camborai, River L’Escaut - France) 140 Nautical miles in 29 tourdays, 16 holidays and 13 transit days, 15 sluices, 4 bridges

Dear Steve and all Vega sailors of Great Britain

You are in our thoughts, and the crew of PARTNER appreciate the idea that somebody is left behind and yet they are so dearly close to us - we love you and send our best regards.

How is Partner going this year? Gosh we are living so peacefully, slowly drifting south and following our innermost urge for being behind the next horizon, looking out for the next rainbow. It seems, that our all over dominating wishes for still more foreign and distant places are reigning us. The map enclosed unveil our brightest and most ambitious dreams - and why not?

There is a certain change worth mentioning; Our speedy Gonzales days are left behind us. We will not end up one more time with skipper ruined of weight loss and permanent stomach pain. The slogan this year and probably in future shall be “Do what you like, when ever you like - also when it means, you slow down and even go backwards!”.

In the magnificent city GENT, Belgium we found PASRTNER well behaving and in good shape. The owner of the Gent Centrum YactClub an del Leie unfortunately departed this winter and consequently we had an excellent quay with no water, shower or electricity! but still 500 meters from the very center of the fabulous town of the glorious past of Belgium and we were attached for 10 days except for a friendly visit at the nearby Koninlijke Gentse Wasser-sportvereining an de Lei where we rought our sincere thanks to the crews, who surveyed PARTNER during 8 winter months. They gace us a picture of PARTNER covered in snow!

The friends of MARIA, Belgium and ROSY, Canbridge, England were the first and most exciting acquaintances we made this year. they wintered in Gent and live permanantly on the Uropean rivers and canals. They represent a certain, exciting international mixed population of Europe and are most probably silent front breakers, and we admire those guys so much. next to the ultimate mode of life as a full time kanal sailor you have the retired people or the crews on a temporary stay to whom PARTNER in humble terms belongs to. VALLY of Cloet-Diksmuide, Belgium made a habit for years ago of drifting around in the French landscape three months every summer. Ducky is the owner of this boat, he is big as a horse, barks like a maniac, but when I fell in love with him in Courbelles-les Lens, he responded so passionate that you could hear him whimper and howl everytime I passed his VALLY. Two days later we met again n Cambrais nad he tried to eat anybody passing by, but still remembered me and turned over a chair to get closest possible to

Page 3 Vega Association of Great Britain Newsletter 31 me, looking so desperately in love, I whimpered and howled back to him.

We spend three wonderful days in BRUGGE, Belgium - a town even so facinating as Gent but in a smaller, cozy scale. When word came from London, that our friends of Dizzy Daisy and 4-5 other crews did not manage to find a weekend to visit PARTNER in Dunkurque we found it was to our advantage and swallowed the melancholy (you can not have all you want). The route was restricted to 2.7 knots and after the jolly coastal harours we were forced into a nasty stretch aong the route of huge, business barges. Happily we turned around.

Now after 19 days in Belgium we entered France and believe me, we are tanned, European canal sailors, but the feeling is still thrilling when you pass a National border and advance into a society so different from anything hitherto endured. Oh my, the French mentality is so outstanding and different. The young guys on bikes along side the canal yelled at us, a lot of one-way communication and shouting for the sheer fun of making a point of their presence. The girls and smaller children screamed “bonjour” and always do even in the larger cities. Everybody, with no exception, talks rapidly in French and gives you all the information they regard necessary for your needs and now after 10 days of brainwashing from signs, nameplates, brochures and very courteous persons we really are convinced, that we shall survive and conquer this magnificient country, which with it’s beauty and surprises is so tempting to PARTNER.

On the enclosed, very inaccurate map you will find our route marked with the red pencil, it is the distance covered until today. In short I can tell you about the practical aspects of the canal sailing in France. At Mortrijk The Yacht Club Kuurnse was booming with Elvis Presley musi and likewise both Saturday and Sunday. When I asked for a Genever (Dutch Gin), nobody understood a word, then I said GeNEEver and everybody relaxed and smiled tolerant to those two peculiar Scandi- naves. In Wambrechies we landed PARTNER inside a newbuild concrete harbour with one place left at the quay, 2 metres from the most popular taverna. The families en promenade stopped and explained to numerous small children their curiosity and they not even one time had an idea of our nationality flag. Three very educated celebrities asked about our route and I handed over the notes from the reading of handbooks because they did not understand my pronouncination. Within 50 meters the church was looming over PARTNER, picturesque and a few shops delivered all we wanted, except of electricity and water, the payment of course zero.

Next morning we went the 3.3 nm to Lille a la Deule and again we had no facilities, although it was all promised in the handbook. Well, this bost is swelling from extrodinary equipment and the first day we produced the electricity needed for 15 hours cooling box by ministering the benzin-generator a three hours time. The water tank and additional 10 lite and 5 liter containers delivered the water. So we left on our bikes (I bought bike no. 2 in Brugge, undispensable) and found the sun in Lille, first on aKurdestan taverna (he had only 2 beers) and next on a French ditto where we ate 40cm long baguettes with cheese. The second day in Lille a skipper from a barge around the corner invited us to stay with him, he offered us his cable and it was such a nice gesture and established the comradeship between sailors around the world. Now we got a wonderful experience in Courcelle-les-Lens au le Grande Gabarit. They were in this harbour attached to a smart professional organization de tourism. Every sign and brochure was in

Page 4 Vega Association of Great Britain Newsletter 31 three languages and Paul and Yvette, the caretakers only communicated with one word sentences until they found our level of the French expressions. It was such a friendly place and three kilometers nearby we found provisions of any kind. Well, the BP tank gave us benzin instead of diesel, you should have seen Jorn, suddenly his body language was very french and everybody understood his terror. Last but not least we had an absolutely quite weekend in Etrun a L’ Escaut with no electgricity, water or other facilities promised in the handbook, and no payment. The crew Helga and Harry of BANDOS of Berlin, blessed our souls with 48 hours of comradeship and shared laughter, and Jorn and Harry were happily engaged with the benzin-generator that did not start, damned, until hours of speculating and brotherly fumbling around on the quay. The ladies went for the nearby village on the bikes and witnessed a communication, found an old farmers centrum with huge gentle buildings.

Nowfriends how do we finish the story telling of today? Let me mention in a few words the entertainment, Jorn enjoyed through 29 days on PARTNER. Today he replaced the closing device of the eldest cooling box. Before that he rearranged the batteries because the engine did not start on Battery 1. The 17 year old recharger of the batteries are unrepairable but Jorn knows how to live without it, until we find specialised Supermarket. Before that Jorn found a loose socket as the explanation of problems with turning on the cooling box. Before that he saved our life and honour by on his own fixing the god-damned “Blackjack” which fell off our engine axle and almost filled the keel with water, before we somehow got suspicious and looked into the keel!!

We look forward to see you in Denmark - IFR 2002

Jorn & Ruth - Vega “Partner” V2186

Bénédictine, benediction and a distant view of Brighton A trip to Normandy

One day an elderly friend who has lived since the Second World War in France, said to me: 'You ought to sail across to St Valéry-en-Caux, near our holiday cottage.' So, one Friday evening at the end of September 2000, Allen Barnby and I set sail in Iserl (V1746) from Gosport. Because St Valéry has a lock, which might limit our options. we decided instead to make for Fécamp 15 miles the west, where the avant port is always open (subject to weather). We first crossed to Cowes to pick up Tony Pratt, a sailing friend of mine, and after a meal of chicken and apricots (with a packet of onion soup thrown in for flavour), we took a strong flood tide towards Spithead. The wind was southerly about F3-4, which was not an ideal direction for our passage, but it was forecast to veer to the Southwest, so we set off with hope.

Very quickly, as we approached No Mans Land Fort, we encountered a fairly ugly sea, with a gusty winds. Navigating in the presence of large vessels, including a poorly lighted tanker under tow, was

Page 5 Vega Association of Great Britain Newsletter 31 not particularly easy, and life in the cockpit was less than comfortable. However, we pushed on to the east and found the wind and tide taking us to a point a couple of miles south of the Owers light. We tacked back, but were not making much to the south, and the thought in my mind was that perhaps we would have to go back. But soon the wind veered and we found we could make a track towards Fécamp. It was a wonderfully clear night, with the occasional shooting star and the Milky Way living up to its name. We carried on at a steady 5 knots and by dawn were halfway across the Channel.

It was difficult to allow for the unusu- ally strong equinoctial tides - the tidal stream atlas didn't seem to work very well! - though we tried to take the ebb west of our line, expecting to be taken east on the next flood. However, as we approached within about 15 miles of Fécamp, hard on the SW wind, we realised that we would have to use the motor to reach our destination. Soon we sighted the French coast and as we got nearer we saw 'wall to wall' white cliffs, with apparently no break. Guided by our GPS we picked out the communications mast at Fécamp (one of several on this coast). It is mentioned in all the pilots, though more useful for eyeball nav was Cap d'Antifer light (128 m) on the ap- proaches to Le Havre, which had Iserl leaving Hardway, Portsmouth been visible a long way offshore. We slid between the lights in the entrance, turned right into the avant port and came alongside a visitor's finger berth at 1500, 19 hours after departure. We were facing Southwest starboard side-to, which subsequently became a matter of importance. In fact, we had arrived, by luck and a little judgement, at exactly the best state of tide recommended by the almanac!

We were all tired, but decided to explore the town and pay our dues at the capitainerie (85 francs per day). Fécamp has a long prom to the west, with bars, hotels and a casino. There is also a museum telling the story of the ships that voyaged to Newfoundland, returning with cargoes that had once made the town the salt-cod capital of France. We mingled with the crowds in the sunshine. The cliffs that run west towards Etretat, made famous by Monet's painting, looked inviting. A few people swam off the steep pebble beach. In the evening the whole of Fécamp seemed to be dining out, but we found a cheap restaurant with reasonable food. And then we crashed for the night.

Page 6 Vega Association of Great Britain Newsletter 31 Next morning we checked the weather at the capitainerie, and found that strong northwesterlies were forecast for the end of the day. We were in no hurry to get back, and spent the day as tourists, first tracking down and finding the only fish shop open on the Sabbath. Then we took cocktails at the Bénédictine distillery which is Fécamp's best known claim to fame. The premises are housed in a Gothic 19th-century palais. - a sort of gin palace! - built from the wealth created by a astute businessman, modestly called Alexandre le Grand. Using the herbal 'health cure' recipe of an obscure benedictine monk from the local monastery, he made a product which has become world famous. His success was due to the use of the then new techniques of trade mark protection and advertising (perish the thought!). We felt decidedly healthy after slug of the stuff mixed with grapefruit juice and dash of grenadine. In fact, Allen waxed lyrical about his new-found knowledge, explaining how the clever Frenchman had experimented with novel methods of 'spermentation'.

After lunch and a few zizzes we decided to become even healthier by climbing the cliff which rises to the east of the town. En route we explored the 'wood mountain' that is a feature of the port. Everywhere stand great piles of pallet grade, kiln-dried wood from Finland and other places, with tatty wrappings. We couldn't make it out - was it a huge job lot bought for a song, or was it left to season (but why kiln-dry?), or was it a cheap way of warehousing? Dunno! Befuddled, we climbed our cliff (admiring en route the quality of the concrete in the bunkers left by the Germans) until we reached the summit, where a conspicuous (but not very tall) signal station stands. We looked down onto the Charpentier Rocks.

Alongside the signal station is the church of Notre Dame du Salut, which despite attempts by revolutionaries and others to demolish it, still stands overlooking the entrance to the port. It is topped with a great gilded Virgin Mary and is the traditional place of pilgrimage for seamen and others from the town. We looked inside, where there are tributes to those who have lost their lives at sea, as well as a veritable gallery of paintings of ships, some of them in terrible trouble. I penned a few lines in the visitors' book, saying that we were due to sail back to England shortly and would give the church the traditional three toots on the foghorn as we left.

After dinner on board we discussed when we might return. At 2100 there seemed to be no sign of the strong winds that had been forecast and we wondered whether they had got it wrong. A quick telephone call to Solent Coastguard put us right. The duty officer said: 'It's already up to 25-30 knots here. I suggest you have a good night and go tomorrow.' Hardly had I pressed the NO key on the mobile when a slight wind got up outside. Then light rained started and very quickly the boat was snubbing at her lines. We slept poorly and I went outside several times to double, check and double-check the lines. In the early hours in a particularly strong gust I heard one of the bow lines part (it's anti-chafe rubber had got displaced). Allen wondered if the cleats were man enough - but what else could I do but make a note to buy some rubber snubbers (or scavenge for some old bike inner tubes)?

By morning the winds were even stronger. A full north-westerly gale raged in the Channel and was being funnelled between the cliffs, punishing the boats terribly. Although sheltered by a French-

Page 7 Vega Association of Great Britain Newsletter 31 owned Moody, we were being battered horribly. Either way there was a problem: being starboard side to we were being blown off, but we snubbed badly. The port-to boats were less snubby, but suffered the incessant squeaking of fenders! It was a day of iron-rigid flags, crashing seas on the prom, and breaking seas in the entrance. A few stout souls made their way to watch the fun from the seafront, leaning forward at an angle of about 45 degrees. Every boat was pinned in port and many of them had anxious owners adjusting lines and tying on fenders. We decided that someone had always to be on board, and passed the time by taking it in turns to make forays into town. By evening, although still strong, the winds had abated and we all went to a bar, where the natives were friendly, but drunk, in a French sort of way.

Tuesday dawned with much easier winds. We decided to get the boat ready for sea and leave after the midday shipping forecast. Allen wedged two cases of fine wines (plastic packed) between the bags in the forepeak. We paid our dues at the capitainerie and picked up the French weather forecast: Southwest, F4-5, occasionally 6, sea state peu agitee (wave height 1.25m) and 5 mile visibility. The shipping forecast was: 'S, becoming W, 5-6, F7 for a time, rain, moderate/good vis'. We hoped the F7 would not come our way, ran up the mainsail with one reef, and took our leave at the harbour entrance, where a strong cross current was running east. Soon we were beam- reaching at 6 knots and riding a comfortable sea. So it continued until about 1715, by which time it was clear that we were making a very fast time towards Portsmouth. Our ETA at that stage was 0300 the next morning.

As it happened, the VHF was switched on (Allen is a light sleeper and likes the radio off for his afternoon zizzes). Suddenly, out of the set spilled a gale warning from Solent Coastguard. It was coming 'west of Selsey Bill'. 'That's us,' said Tony laconically. At the 1740 (1640 UTC) routine coastguard broadcast we got all the details. In short, a gale with gusts to F9 was currently raging in Plymouth and was expected in the Solent within 6 hours. East of Selsey Bill the winds were forecast to be easier, not above F7. We had a quick pow-wow and decided to divert to Brighton, the logic being that the weather would arrive there later, would be less severe, and the approach would not be complicated by the Owers and shipping. We lost some speed by coming off a beam reach, but made good time towards the Sussex coast. We filled ourselves with two bowls of cassoulet (French for 'beans and sausage') and listened in on the radio. Four hours later Solent CG gave SSW winds at Lee-on-Solent of F7-8 and within half an hour they had reached us. Iserl was getting hard-pressed and it was difficult to helm the boat through large waves in the dark. Running to Brighton was obviously suicidal, so we decided to lie hove-to. We reefed down the main, but completely forgot about setting the storm jib!

We were in 50 metres of water at the western extremity of the Dover Straits TSS in good visibility. The boat forereached quite comfortably under the triple-reefed main and a handkerchief of furled foresail. It might have been better to have been closer inshore, in the inshore traffic zone, but the weather had struck were it had. In shallower water the seas would have been larger and the shore that much closer. In the event, our game plan was to avoid losing sea room to Brighton, which we could see as a bright loom 25 miles away and yet stay within the 'central reservation' of the TSS, which is 5 miles wide. We forereached up to the Greenwich light vessel, which gave us a convenient point of reference. Then we turned and forereached back to a point where we were on the edge of

Page 8 Vega Association of Great Britain Newsletter 31 the west-going shipping lane. Allen commented: ' It will be a long night. Got any shaggy dog stories?' Soon the seas got quite rough, with white-topped waves streaking out of the darkness and slapping the topsides. The boat rose well to these insults and we scarcely got a dribble in the cockpit, though as a precaution we had inserted the bottom two washboards. From time to time Iserl fell off a large wave with a resounding thwack, which probably accounts for small amount of water that found its way into the forepeak. At one point we found ourselves facing the red and green nav lights of a large vessel, which despite our shining a light on the sails would not give way. We quickly put the foresail across and sailed out of danger, but in the process the starboard quarter got sucked down into a trough and a couple of bucketloads of briny came aboard. We went hove-to again, but even then had to circle to keep the vessel at a respectful distance. We waited for the great crash of its wash, but it never came, perhaps because it happened to get cancelled out by a wind-generated wave (one wavelength later and the story might have been different!). A quick pump of the bilges showed that we had taken on a very small amount of water. But the events had at least confirmed that the boat could not be sailed in the prevailing conditions.

In all, we passed 10 hours hove-to. We took it in turns to get some sleep. At one point I started to hallucinate in the darkness, weaving fantastic shapes from the foam as it swirled around the boat. We talked easily as thoughts came to mind and every so often said things like: 'I think it's abating'. But it wasn't and after the lull came an even stronger gust. It's difficult to estimate the wind strength, but it was definitely a F7 with even stronger gusts. When we listened to the next morning's 0535 shipping forecast, which gives coastal station reports, we heard that at the Greenwich light vessel at 0400 the winds had been F7. Just before dawn the domestic battery ran low and we had to motor to recharge it.

When eventually the skies lightened, and we could for the first time see the enormous size of the waves we had been riding, the winds had eased and veered and we set to thinking of getting home. It was a hard slog - motoring against the wind, against the tide for most of the way, and against an Atlantic-sized swell that was running in the Channel. We had hoped to sail after we had rounded the Owers light, but we couldn't get a reasonable course. It was supper time (vegetarian pasta) by the time we were approaching the submarine barrier at the approaches to Portsmouth. As if to prove that a long boring passage does not dull the senses, Allen mused: 'Is it a submarine barrier or a sub-marine barrier, if you see what I mean?' He got some very silly replies! Then, with no warning, a school of seven dolphins swam past the boat, a rare sight in these waters. I took it as a salute from these lovely denizens of our shores. The tide was ebbing strongly in the entrance to Portsmouth Harbour, 32 hours after we had left Fécamp. The gale had certainly done its best to mangle any hope of sensible navigation. 'It's because we forgot to give the Virgin Mary those three toots on the foghorn when we left,' suggested Tony, helpfully. I mumbled a reply, though Allen was too busy scrabbling around in the forepeak, finding out what the night had done to his wine. 'It's alright,' he gasped, 'The sediment will take some time to settle, but otherwise it's OK. It was a good idea to put the cartons in plastic bags' At least one of the great problems of the world had been solved.

Barry Shurlock - Iserl V1746 - Hardway, Portsmouth Harbour

Page 9 Vega Association of Great Britain Newsletter 31 Vega of the Month “Masina” - V1211 (ex. “Garance”)

My name is Amanda and I am the current caretaker of “Masina” which was previously called “Garance” and owned by Commander Brent in the 1970’s. I purchased Masina last September with my boyfriend from a couple - Rex and Louise who live on Lord Howe Island in the Pacific. They had owned her for about 6 - 7 years and had sailed her over from England - they also changed her name from Garance to Masina which is Samoan for Moon. They also com- pleted a few alterations and strengthening to the boat including installing a new Yanmar 18HP engine, Lexcon windows, anchor chain locker, slab reefing system, headsail furling, kerosene stove and new upholstery.

Although I purchased the boat with my boyfriend we have since separated and so I purchased his share and moved on board full time in May this year. I now live in a marina and really enjoy being on board. I take her out sailing most weekends and sometimes stay out overnight on Saturdays. I am still learning as I do not have much experience but I love sailing and “Masina” is very enjoyable. I plan to live in the marina for about another 12 - 18 months and save money, then I want to go cruising along the East Coast of Australia, up to the Whitsunday's and Barrier Reef, then perhaps explore the Pacific Islands and eventually I would love to sail back to England but that is a little way off yet !!

There are several original notes from Commander Brent still on board as well as some of the handmade special items that seem to appear in most Vegas. A wooden carved stopper for the sterngland, a foam cut-out for under the anode and all with their hand-written notes attached.

Masina is in great condition - almost original which is amazing for a 30 year old boat. Although when we purchased the boat last year it did have slight deck compression problems so my ex-boyfriend replaced the post and starboard bulkheads and made a stronger support beam for the top forward and aft complete with a stainless steel plate which is through-bolted with 13 nuts and bolts. So far, so good - no compression problems and the bulkheads look fantastic.

I hope all of this information has been of some interest.

Amanda - Vega “Masina” V1211 (Paradise Point, Queensland, Australia)

Page 10 Vega Association of Great Britain Newsletter 31 Fitting new sidelining to ‘Boyo 11’ Vega V752 (1970)

After 25 years in service and in my possession since 1973 the linings were looking very untidy, foam backing breaking up into powder, also the deckhead areas, which were finished in matt grey colour, was cracking and flaking off in various places. Decision was made to do something about it.

In production the linings are assembled into the hull prior to the fitting of the deck mould and interior units, apart from the main bulkheads. During the ‘85 summer, taking time to study layout and what could be easily removed for access also avoid major surgery, I felt it was possible to do it. Next plan was to collect information on materials, prices and samples, also what to do with the deckhead areas.

Looking at the Classified columns in P.B.O. came across advert for vinyl side linings to the marine trade. Request for catalogue posted and by return received folder containing all the information re- quired including samples of the various with fire retardant specification. I selected 4mm foam backed vinyl - white.The deckhead turned out to be a problem. Type of material to use, colour, easy application etc. Marine applications were very costly and not available in small quantities. Looking through the Crown Paint catalogue which contained list of emulsions for bathrooms, speci- fication waterproof, washable, water based, I selected dove grey.

Amongst all this the query of how much material length required kept coming up. To measure the side lining was unsatisfactory also what line to use as a base line on the new material.The decision was made to remove all the side linings intact, taking care not to tear the material. Sometime later I decided not to reline the forecabin lockers and hanging locker below the waterline. This made for a big saving in material length required. During a visit to ‘Texas’ came across cork floor tiles, natural cork 4mm /305mm square, this proved ideal, neat, serviceable and after sealing, painting ‘Dove Grey’ the end result was good.

The Fore Cabin - Preparation:

Remove P & S facia trim panels (early production boats) which cover the screws fixing the deck mould to the beam shelf. The chain locker panel - covers fore edge of lining. 3 bunk panels - covers bottom edge of lining. All linings can now be removed, starboard from chain locker to the toilet bulkhead passing behind the fore panel of the small hanging locker. This panel has a degree of movement with the bunk board removed. Portside from chain locker to hanging locker bulkhead, identify each lining, fore, aft and the top edge to the beam shelf.

Remove old lining with broad blade paint scraper so that the foam will not separate from the vinyl. Recommend ‘Harris’ type scraper, blade angled down and with sharp edge was ideal in removing all the old adhesive.

Page 11 Vega Association of Great Britain Newsletter 31 Deckhead areas for clean up and painting:- Remove head trim panel - door aperture toilet compartment. This will allow for the removal of the box section panel athwart the main bulkhead.

The toilet compartment:- Remove toilet unit, then the mounting panel, this will allow access for removal of wash basin. Fixing screws for the runners located within the groove. The completed assembly can be removed. The hull side was finished off with International 709 (now Toplac). This was completed, including chain locker in a previous refit. It gives a good hard surface and is easy to clean. The Saloon - Preparation:- Starting at the top remove p & S wood trims (if applicable) which cover beam shelf screws, and the small wood fillet strips at ends to bulkheads. They cover ends of linings. Linings can now be re- moved. Bunk lockers:- Take a little time to identify the screws which secure the various sections. In the aft locker there is a small shelf secured at aft end to galley bulkhead and the fore end panel with batten secured to back of bunk locker panel. The bunk locker with batten is secured to the bunk board panel. When free, panel becomes flexible and with a bit of manoeuvring it will allow shelf assembly to come out. The bunk board panel cannot be removed without major surgery. The linings can now be removed except for bottom edge which is trapped under the bunk board panel. Cut off along edge of board. It may help in awkward situations to use an old car rear view mirror, or like, held in the locker. Shine torch onto mirror which will reflect back to you what is not easily visible. All linings can now be taken away to suitable area for cleaning off the old foam. This will make for easy handling and to measure up all the sections, and when marking off on the new material. The lockers below saloon bunks, just cleaned out, access very difficult.

Deck Head Areas; Saloon and Forecabin I do recommend at all times the use of face masks until clean up has finished. Starting with deck head areas, scrub down with wire brush picking out any loose spots, edges around windows. Where flaking off has appeared, feather off edges with course grit resin paper. Spot in these areas later when ready, where original colour has been lost, with selected colour. Working your way through from fore cabin to saloon. Now for hull sides and removing old adhesive and foam, using good scraper - try not to use any liquid cleaning solvents - it will lie in areas with no access and cause problems. Combination of scraper and wire brush will be satisfactory. Finally using vacuum cleaner for clean finish. At this point the opportunity to check all screw fixings to beam shelf, deck to hull, rig anchor U bolts etc. Main bulkheads to hull and deck head. Side panels to cabin sole (stringer). Use short length span- ners and/or ring spanners. try not to overtighten, just offer up spanner and feel for tightness, if slack it will give, just turn and nip. There is danger of shearing off if overtightened.

Page 12 Vega Association of Great Britain Newsletter 31 Quantity of Side Lining Required Measure all panels, imperial or metric, the material is 137 cm (54ins) wide. I used imperial mea- surements with scale 1in. to 12ft. Plan out on suitable length of paper, starting with the two large panels, -fore cabin- scale off sizes to the paper, using the beam shelf line as the material edge.

Length of material required, allowance for error - 8Metres

Suppliers:- 4mm F/B Vinyl L123, White. Odyssey Yacht Services, Price, Dec ‘95 - Cut Length. 221 Locks Road, £6.36 per metre plus VAT. Park Gate, Nr. Southampton. 3 Tins Contact Adhesive BS111 0489/57550 £5.86 plus VAT per Litre. (3 off.) (Industrial Adhesives Ltd. - Burman Castrol)

1 ‘Crown’ Bathroom Silk Vinyl Emulsion “Dove Grey” - 1 /2 Litre Approx. for deck heads and lockers.

“Westco” Natural Cork Tiles from “Texas” 9 pack 4mm 305mm by 305mm (12” by12”). Two packets - £5.49 per pack.

Thompsons Waterseal, 1 Litre, (£6.71) for sealing cork tiles, allow plenty of time to dry out, finish off with emulsion colour. All the old side lining panels - cleaned and old foam backing removed, retain for detail when cutting out on new material.

Final Assembly Stage. It is best to complete painting of fore cabin and saloon first, masking off all edges of bulkheads, windows etc.

Recommend use of medium size paint brush, easier to handle and control in the confined spaces rather than a roller.

Do take care when painting, have a damp sponge and clean cloth to hand for wiping off splashes immediately from the wood, it dries in very quickly becoming very difficult to remove.

The cork tiles for the lockers can be completed when fitting of side lining has been completed.

Now for the dry run: For cabin linings cut and ready, also the following to hand will be helpful. Select a length of softwood timber, square section 1/2in. by 3/4in. cut into 2ins/3ins. lengths, cut each one on the diagonal so making up a quantity of wedges, about 12/15 will be sufficient, also two lengths of timber laths about 1ins. wide, one of the lengths to be of sufficient length when fitted

Page 13 Vega Association of Great Britain Newsletter 31 to the hull sides and ends firmly held at bulkhead and flange to chain locker, when pushed in to take up the curve of the hull side.

Offer up the portside side lining, smooth out, making sure that cut and fit is satisfactory, at this stage can be left ‘insitu’, will not require clamping in. Carry out same procedure to the starboard side, taking care when fitting in behind fore bulkhead panel of the small hanging locker, space and size of locker will only allow use of one arm length for fitting. It may be best and easier when lining is in position, fore bulkhead secure in correct position, to mark off for cutting away the locker section and fit separately. Port and starboard lining now ‘insitu’ . Adhesive stage, secure top edge to hull with length of lath and wedge in behind deck fixing screw, sufficient numbers to prevent lining moving, next the second lath about midway down, pinched be- tween bulkhead and chain locker flange pressed into the curve of the hull, this will hold lining in po- sition when the lower half is lifted and secured to a ‘clothes line’ with pegs.

Adhesive Stage. Using spreader or paint brush, I found brush more convenient, cover an area lengthwise by about 10ins. wide, no need to cover flanges, the lining will be trapped by bunk boards and chain locker panel. This adhesive will only allow for first time contact, any attempt to lift will pull foam away from vinyl. Gently lower and smooth out. This will now hold lower section in position. Top section can now be lowered down, now apply adhesive to the top area, not all of it, about half way, gently smooth out, do not stretch vinyl, next complete up to the top. The fore cabin are the largest to fit. Aim for a dry run and then sticking down small section to hold the lining in position, when working in saloon.

On completion of the fore cabin and saloon, refitting all trims etc. attention can now be focused on lining the lockers with cork tiles, need fore cabin bunk boards ‘insitu’ but not screwed down, it al- lows for easy access to main centre lockers below bunks.

Set out tiles, dry run, cut tiles to suit each locker, making allowances for areas where water will al- ways run on it’s way to the bilge, such as the centre line run from the chain locker to bilge.

The time scale covered the period from September/October to May the following year, the first half mainly preparations. The major part carried out in the latter half from the new year. Cold weather caused problems and hold ups. All ready for launch in May.

The galley lockers will be completed at a later date.

I do hope that this information will be helpful to all, I am delighted with the end result.

Sam Greene Vega “Boyo II” V752 - Groomsport, Northern Ireland

Page 14 Vega Association of Great Britain Newsletter 31 Medway to Galway by Vega

From To Distance Hours Engine Average Hours Speed Hoo Faversham 17 4.2 1.5 4.0 creek Faver- Dover 41 7.6 2.8 5.4 sham Creek Dover Brighton 64 12.5 11 5.1 Brighton Weymouth 105 22.2 15 4.7 Wey- Dartmouth 63 14.3 1.8 4.4 mouth Dartmouth Newlyn 99 20.4 4.3 4.9 Newlyn Kinsale 172 34.1 9.3 5.0 Kinsale Baltimore 46 10.3 7.5 4.5 Baltimore Roundstone 164 33.1 19.5 5.0

Total 771 158.7 72.7 4.9

George Towler recently bought ‘Vista’ on the Medway and asked me to help him deliver her to Roundstone Bay in Galway Bay, Eire. I couldn’t resist the challenge and arranged that we should set off shortly after my return from the Solent rally. I was fortunate in being able to recruit (they used to call it ‘Shanghai’ in my day) a third crewmember, John, an old friend of mine.

George picked us up from our homes and delivered us to Hoo Marina on Sunday 10th June, because of my advanced years and propensity to sulk if not in charge, I was made skipper.

As an untried crew on an untried boat we decided to take it easy at first. We left on the evening tide and sailed down river and through the Swale, a short wait at the Kingsferry Bridge and we made it to a mooring at the entrance to Faversham Creek and we settled down to a peaceful night. At least we’d covered the first 17 miles without major problems. The next morning we set off for Dover in light north westerlies and thanks to getting the tides about right made the 41 miles in 7.6 hours averaging 5.4 knots.

As usual Dover impressed us with its facilities and friendly welcome but we had to get on and left before dawn the next day. The winds were light Westerlies and in the end we motored virtually the whole way.

Page 15 Vega Association of Great Britain Newsletter 31 We left early Wednesday morning for the Solent, John had to be back home for a meeting on Thursday so we swooped into the pier next to the railway station at Portsmouth and dropped him off without stopping, we then sailed up to the entrance of Newtown Creek and anchored for few hours to get some rest. Then we set off for Weymouth where we arrived in the early hours and moored alongside by the Harbour Masters office, very handy for the loos etc. We had a lazy day enjoying the delights of Weymouth and John rejoined us in evening.

We left on Friday hoping to make the Penzanze area but with the wind starting at SW2 and gradually building to SW5 gusting 6 we struggled round Portland and across Lyme Bay. Eventually we called it a day and made for Dartmouth. As we were taking the sails in the main split across a seam by a batten pocket. We had already had to stitch a seam toward the peak earlier in the trip and given the age and frailty of the sail we decided that it would not make an extended trip up the Atlantic coast of Eire. Our spirits sagged to rock bottom as we moored up in Noss Marina.

After a reviving cuppa and something to eat we decided to ring Steve Birch to see if he could think of a way round the problem. Nothing Steve likes better than a challenge and within no time our Mr Fixit had located a local VAGB member David Edey who had a spare mainsail with slab reefing on his boat. Next morning David picked the sail up from his boat ‘Droleen’ and with his two sons delivered it to us. We tried the sail it fitted apart from us having to change the slides. We were once more in business. We couldn’t believe how quickly the situation had been turned from one of near despair to a certainty that we were back on track and would now make our objective. On Sunday, one week out, we left Dartmouth for Newlyn. Newlyn is very much a working port full of fishing boats with no yottie facilities but it has the advantage that it is always possible to enter or leave at any state of the tide.

Late Monday morning we left Newlyn and headed for the south of Eire. We would have liked to make the Fastnet area but the wind was NW starting 3 and gradually increasing to 4 and 5 and as we reefed we were driven further away to the East from our target. Eventually we made it to Kinsale a charming town with a well-sheltered harbour approachable at almost any time. There are two marinas and we used the Yacht Club Marina, which is the most convenient for town.

The town is not only a yachting centre but also has many tourists and we were sorry to leave after a rest day.

On the Thursday the 21st we made the relatively short hop to Baltimore (46 miles), the harbour is well protected and we lay happily alongside an old concrete barge but the facilities (loos and showers) were not readily available, still we managed to get diesel (appropriately green instead of red in Ireland) through the local chandlers.

On the morning of Friday 22nd we set sail for Roundstone Bay in Galway. As we approached Great Skellig we picked up radio traffic from a tanker only 4 or 5 miles away, one of her crew had disappeared and they were retracing their steps to the point he had last been seen. Two lifeboats joined the search and helicopters unfortunately unsuccessfully. That same period saw the loss overboard of an Irish Navy Petty Officer and also a crewless yacht was reported off Dublin. It was

Page 16 Vega Association of Great Britain Newsletter 31 a sobering reminder to us and although we had been using our harnesses on watch we double- checked them after this. We made our most westerly point off the Blasketts at 10degrees 45 minutes West shortly after. On this leg one of the most magical events of the trip occurred. At 3am John was on watch when he got splashed by dolphins alongside the boat, for the next three hours we were surrounded by dolphins riding our bow wave and dashing in from either side to dispossess the group at the bow. Leaning out of the forehatch you could look down directly on them from only three feet away, a once in a lifetime experience. We arrived in Roundstone Bay on Saturday evening after 33 hours later, we had completed the whole trip in two weeks. We picked up a spare mooring and met up with George’s wife Bronagh who took us for a pint or two of Guinness in O’Dowds.

It had been a most memorable and enjoyable trip to a beautiful and relatively unexplored (by British boats) part of Ireland.

Mike Freeman Vega “Jenavive” Walton on Naze 18” Bolt Croppers (7mm)

These croppers are ideal for the Vega which uses 5mm standing rigging. They are able to cut up to 7mm diameter rigging with ease. Small enough to stow out of the way but large enough to give the purchase necessary to cut through your standing rigging should the unthinkable happen. We all hope that a dismasting will never happen but belive me, it happens... My mast collapsed two years ago whilst in a F2/3 on a sunny day in October. The failure was caused by a weakened forestay chaninplate but the end result was certainly catastrophic. If I had a pair of bolt croppers that day it would have saved me so much time and effort. For over an hour I was drifting down the Solent on a three knot tide, terrified to start the engine in case the rigging wrapped around the prop. Believe me, I now carry a pair of Bolt Croppers

These Bolt Croppers are available from Vega Spares at a price of

£18.00 per set

Contact Steve Birch 01684 568676 or Diana Webb 0208 642 9521

Page 17 Vega Association of Great Britain Newsletter 31 The Vega Aluminium Window Set

After 20 - 30 years of sterling service, the window gaskets are starting to deteriorate badly. This can cause serious leaks which can lead to a very sodden Vega. The new windows also protect from being stoved in as the frames are securely bolted onto the coachroof and have a wide flange. With the inside flange also through-bolted it provides a tough solution. The answer to this problem is detailed below and is available from Vega Spares:

This entails removing the old gasket and panes. New toughened 5mm glass is used with the custom-built aluminium frames. The finished product is 100% waterproof and certainly improves the looks of the Vega. The Vega shown below, Vanern, is kept and sailed in The Shetlands and is a great testimonial to the frames’ effectiveness. This is not a cheap alternative but is not difficult to install, either on land or afloat (A day’s work for two people with basic DIY skills). A seaworthy and good looking improvement to your Vega.

This picture show Vanern, which is sailed in The Shetlands (60 degrees North!). They have just had the wettest year since records began and not a drop entered via the windows, even with the Atlantic rollers that are common in these latitudes. The rubber gaskets have been changed for the custom-built Aluminium Vega Frames. A to- tally waterproof and beautiful looking solution.

The set consists of two large windows, two large backing plates, four small windows, four small backing plates, Butyl sealant, stainless fittings and a complete set of instructions. All you will need to enable you to carry out this installation. Contact Steve Birch - Vega Spares (Tel. 01684 568676)

Page 18 Vega Association of Great Britain Newsletter 31 VAGB SUBSCRIPTIONS - 2002

Be the first on the block to pay your subscriptions, save me time and effort chasing those slow payers. Please help yourself by paying your subscriptions punctually. There is still no increase so the VAGB remains a very cost effective source of spares, information and help for you and your Vega. There are now polo, Sweat and Rugby Shirts available. They are a Mid-Blue with a discrete Vega Emblem on the right breast. Available in all sizes and in stock......

Annual Subscriptions:

Member (UK) £12.00 per annum

Member (Overseas) £18.00 per annum - Covers extra postage etc.

Joining fee (if applicable) £10.00 New members only

VAGB Polo Shirt £12.00 Blue with Black “V” and Red star motif

VAGB Sweat Shirt £15.00 Blue with Black “V” and Red star motif

VAGB Rugby Shirt £21.00 Blue with Black “V” and Red star motif

Make all cheques payable to: V.A.G.B. (Vega Assoc. of Great Britain).

Send to: Steve Birch (Treasurer VAGB) 8 Cockshot Road Malvern WORCS WR14 2TT U.K.

AMOUNT DUE:

Subscription £___.__ Polo Shirt (M/L/XL) £___.__ Sweat Shirt (M/L/XL) £___.__ Rugby Shirt (M/L/XL) £___.__

TOTAL £___.__

Page 19 Vega Association of Great Britain Newsletter 31 Vega Association of Great Britain

Sender: VAGB, 8 Cockshot Road, Malvern, WORCS WR14 2TT, U.K.

The season has ended - prepare Stamp for the coming year......

VAGB Newsletter 31

Page 20 Vega Association of Great Britain Newsletter 31