JUNK RIG Issue 67 Association Magazine February 2015

Pugwash at the 2014 Tall Regatta Junket in - page 56 last five years have seen new people magazine. Please make her task an easy JRA members will do the same, for From the Editor with new ideas creating a rejuvenated and pleasant one by timely submission publication in issue 68. Even if we by David Tyler and vibrant JRA where the rig of your articles and items of news. don’t manage to design a small junk sailors of the world can find a place to Remember - the purpose of this rigged boat that Annie likes so well This will be the last JRA magazine that meet, talk and exchange information. magazine is to reflect and record the that she just has to build it, we might I edit and lay out. Over the last five Long may they continue to do so! activity of members of the JRA. It is to well come up with a design that other years, I’ve served on the JRA record what we are thinking, JRA members like so well that it Committee as Webmaster, Chairman Please look at the Notice of AGM (page 50), inviting nominations for election to designing, making and doing, as we becomes a kind of de facto “JRA 26”, and Editor. I’ve served my time, and build and use our junk rigs. Please give with plans available for all of us to use. it’s time to step down and to invite the Committee, and give some thought to how you could build on the some thought to what you could write Wouldn’t that be a fine thing? fresh blood to take over. I believe quite about for the next issue. Could you, for strongly that having the same people in foundation that I and recent members Again, give it all some thought. And of the Committee have laid. example, respond to Annie Hill’s Sib- don’t forget - your letters and short the same jobs, year in and year out, can Lim Challenge (page 20)? I’m working only lead to stagnation. In contrast, the Lynda Chidell will be editing the next items of news will always be welcome. on my response, and I hope that other The Sib-Lim Challenge page 20 Junk Brains page 49 On a Shoestring Budget page 23 Notice of JRA AGM page 50 Contents: Guidelines for contributors: Serena to Scotch Mist page 28 From the chair page 50 Letters page 3 We can receive your text in most formats - .txt .rtf .doc and .odt being Golden Lotus - Finale page 30 UK Rallies 2014 page 51 Major J K (Jock) McLeod page 4 the most commonly used. There is no need to spend time on formatting Slow Boat Home Part 3 page 33 Laodah’s corner page 54 the text, as we will do that, setting everything in our house style. Subterranean Homesick Hestur’s Homecoming page 36 Tall Ships Junket, NZ page 56 Blues page 8 Please email your photos separately from the text, in .jpg format, just Auklet's Conversion Empowering the JRA page 62 as they came from the camera. Add a caption for each one. The better Hall of Fame - Tom Colvin page 38 Advertisements pages 64, 65 the quality, the larger they can be displayed in the magazine. We will page 14 crop, straighten and retouch, as necessary. We can accept your Wishbone Junk page 17 A Busy Day! page 42 drawings and sketches in other formats, such as .dxf A Call for Action! page 19 Nuthin Wong page 44 If in doubt, contact us at the addresses given below for guidance.

The JRA Committee Treasurer Secretary Magazine Team Chris Gallienne Annie Hill Editor David Tyler Chairman [email protected] [email protected] Lesley Verbrugge [email protected] [email protected] Webmaster Committee members Associate Editor Paul Thompson David Tyler Secretary Lynda Chidell [email protected] [email protected] [email protected] Roy Denton [email protected] Membership Secretary Ash Woods 53 Penoweth, Mylor Bridge, 4 Choppards Buildings Lynda Chidell [email protected] Falmouth, Cornwall TR11 5NQ UK Holmfirth HD9 2RW [email protected] Library and Junk Shop Custodian 01326 377089 West Yorkshire, Robin Blain Proof Editor Annie Hill [email protected]

Page 2 The JRA Magazine issue 67 February 2015 Dear Lynda, Euromillions prize to get myself a Thank you for your e-mail and fantastic junk and her around the Letters encouragement for “a great year of World. Dear Lynda, junk sailing”. Although I am 85 and Regards and best wishes for 2015 have never set at either the JRA or Sebastião de Castello-Branco Thank you for your membership on any junk, I have always been keen renewal reminder. I think that it is about sailing. And I hope in the sadly time for me to up anchor. Last September I was sailing in Mr. Hardy (10' 6" Mirror, junk-rigged of ) in the Estuary and managed to tip her over. This should not be a great problem, I righted the boat easily enough. However I no longer have the strength to climb in ! I rigged a strop between the limber holes in the transom and had a few trips but finally passed the boat on to a couple of local lads. The paper magazine has been a cracking read and I will miss it. I had looked forward to a sail in a slightly bigger boat. This did not happen as I no longer drive, (cue: Hearts and Flowers) and so am not so mobile. So it is Goodbye from me and I wish you all a peaceful Christmas and lots of sailing under Junk rigs; and huge thanks to Robin Blain who gave me the bits that got me into J. R. sailing. Yours sincerely Charles Birch.

Zebedee at sunset, in Bay Prony

February 2015 The JRA Magazine issue 67 Page 3 Major J. K. (Jock) McLeod An Obituary

Jock McLeod’s legacy to British fill of Brazilian carnivals but wherever yachting went way beyond being that they went Jock always won the hearts of dedicated practitioner of the junk of the locals. After 15,000 miles in 16 rig. He was soldier, engineer, single- months, Peter Pye’s words say it all: handed sailor, author and raconteur. “Much of the credit…goes to Jock. His He was also a cruising yachtsman in unfailing good humour, his the finest traditions of cruising under seamanship, his willingness to make sail. a ‘family ’ has given Jock was born in 1929, in what is now Anne and myself a great deal of , but his family home was on pleasure”. the Isle of Skye. Perhaps Jock’s most long-lasting and In 1949 he was commissioned into the influential friend was Blondie Hasler. Seaforth Highlanders and had some They first met in 1961 at Muirtown unpleasant times in the swamps and Basin, at the east end of the Caledonian jungles of Malaya. He started sailing in Canal, after Blondie had asked a friend 1955 and shortly thereafter became a if he knew anyone who’d be able to part owner of April May, a 30’ help with the Loch Ness Monster Buchanan . investigation. Jock joined Blondie for a two week recce on Loch Ness on his Jock was invalided out of the Army in junk-rigged Jester and the two of them 1961 and spent a month that summer immediately clicked. cruising with Peter and Anne Pye, aboard Moonraker, their 29’ Looe On his return from he rejoined fishing . In this confined space the tail end of the Loch Ness Patrol and the three of them got on well and Jock in 1963 Jock agreed to join Blondie as signed on in April 1962 for a major business partner. Jock was a very voyage to Brazil. Many of the odd jobs precise mechanical draughtsman and fell to Jock: awnings in the was adept at assembling Hasler wind- “inferno” of the Doldrums, climbing vane self-steering gears, out of the in mid ocean to re-reeve the countless parts manufactured by Mike and plugging the Gibb. For a while he lived and worked leaks of Moonraker’s ancient decks. The at Blondie’s house, The Old Forge, near D C Thompson D C Skipper didn’t allow Jock his desired Southampton. He was often to be

found crouched under the low attic © Jock McCleod Page 4 The JRA Magazine issue 67 February 2015 roof, sitting on a little wooden stool sailing. This was a significant project, with STOREMAN painted on it, because she was the largest vessel yet wearing an authentic storeman’s brown to be commissioned with the Western cotton coat. It was uncomfortable version of junk rig. Her cockpit was work, but there were never any only a few feet fore and aft and could complaints from Jock. He was kind be completely covered by a sliding and unassuming, but also adventurous hatch with a cupola, which with a quirky, witty, sense of humour. incorporated the hood first He was a big sociable character who used by both Jester and Galway Blazer. liked fast cars and noisy parties. Jock often had problems with the skin In October 1965 Blondie asked Jock to on his hands and found that the be his Best Man at his marriage to totally enclosed control station, from Bridget Fisher. Jock moved out of the which the boat and could be Old Forge and rented a house nearby, entirely handled, helped manage the but came over each day. Their range of issue. The Hasler self-steering gear wind-vane self-steering gears were was to do the majority of the steering supplied to Francis Chichester, Alec - a good thing too as the rudder Rose and Eric and Susan Hiscock, and bearing was stiff, which made hand they worked on a wide range of steering from the tiny wheel in the projects, including Blondie’s cockpit hard work. Below, Ròn Glas revolutionary floating breakwater. was spacious and comfortable with Blondie was the creative genius and deep bunks and leeboards, which did practical engineer – which Jock not need to be disturbed to sit around recognized – but the partnership the saloon table. endured as Jock brought a trusted, In 1969, Jock returned to Scotland, disciplined and capable pair of hands, having inherited his mother’s cottage, which enabled the business to expand Hawk Hill in Rosemarkie, on the and have greater reach. He became an Black Isle overlooking the Moray enthusiastic disciple of the Chinese Firth. The business was split, leaving junk rig and together they refined its Jock to concentrate on advising design and practical application. clients how to convert their to The world was waking up to the the junk rig. He remained close to challenges of single-handed sailing; Blondie and Bridget Hasler, who Jock was inspired by his exposure to moved to Argyll in 1975. Jock was cutting edge ocean racing and desired the Godfather of their first child, to participate in it himself. It was no Dinah. He was a regular and greatly surprise that in the late 1960’s Jock appreciated visitor at the Hasler commissioned Angus Primrose to home throughout his life. design a large (47ft) junk-rigged Ròn Glas was launched in 1971 and for easy single-handed ocean was made ready for the 1972 Hasler Bridget Photo courtesy of A young Jock with Blondie on board Jester, on the lookout for Nessie

February 2015 The JRA Magazine issue 67 Page 5 Plymouth–Newport single-handed trans-Atlantic race (OSTAR). There were 55 starters and Ròn Glas came in a very creditable 24th in a time of 38 days. The press dubbed him “Pyjama Jock”, because he only wore slippers at sea and had no need to wear oilskins: sea boots were reserved for getting ashore. He was quietly thrilled to be racing against the best big budget French, American and British sailors, but one thing that many skippers cast covetous eyes over was the ample supply of the amber nectar that found its way into the bilges of Ròn Glas. Four years later, Jock again took part in the OSTAR. This time there were 125 starters and Ròn Glas came in 45th position, again after 38 days at sea. He also participated in the 1974 and 1978 Round Britain Race crewed by Julian van Hassalt and David Cowper respectively. Ròn Glas finished both races in 30 days – a very respectable time given that she was not a competitive boat – especially as in the 1978 race she sustained some structural damage, when she was struck by a trawler. Many boats failed to complete this demanding race but Jock and his crew enjoyed considerably more comfort than all of their competitors. The 1978 Round Britain Race was to be Jock’s last serious race, but he had rubbed shoulders with some of the most competitive yachtsmen and women of the time. The fact that he started and completed four major yachting events without serious incident is a testament to his After the 1972 OSTAR

Page 6 The JRA Magazine issue 67 February 2015 seamanship and, probably, his sense of junk rig. Originally the pair used to humour. In 1982 Jock once again write and distribute folios, containing crossed the Atlantic to participate in a concise instructions on how to design Cruising Club of America 60th and set up the junk rig. Over the years Anniversary muster in Maine. This these various sheets of diagrams and [We are obliged to Tim Trafford, time he took Roddy Mackenzie fresh text, matured into a first , but it RCC, for the information contained out of school as crew. In mid-Atlantic, wasn’t until 1988, the year after in this obituary - Ed.] Jock insisted on holding a dinner to Blondie’s untimely death, that the book coincide with his Regimental Dinner was eventually published. Jock was held in Claridges. Fine food and good responsible for much of the final wine were procured, Her Majesty was editing and draughting. The toasted followed by an hilarious speech book examines the design by the President (Jock) and a March and aerodynamic theory Round, although sensibly, no one behind junk rigs and ventured on deck. provides a detailed analysis For the next 20 years Jock explored the of the intricacies of the rig. It rugged and remote coastlines of the discusses, assisted by a Western Isles, Northern Isles and wealth of detailed line Faeroes, and made several notable illustrations, how best to cruises to , exploring almost the design a rig, build it and, full length of that country from Oslo in finally, how to sail the boat the south, to Lofoten in the north. Ròn and maximise performance Glas would over winter in the canal at By the turn of the century, Inverness, while Jock based her in Jock had limited Ròn Glas’s Plockton for the summers. Jock used to horizons to the West Coast of jest that his most enjoyable summer Scotland, as his hip limited cruise was spent living in a caravan in his mobility. After much the Malakoff Shipyard in Lerwick, deliberation, for she was his while Ròn Glas was on the slipway companion for 40 years, Jock there, having “discovered” a rock on reluctantly sold her in 2009 the west side of the Shetlands. “Ah to Tony and Sally Summers – good ... that’ll clear the barnacles and I active members of the Junk wanted to check the keel bolts!” he Rig Association. They joked. currently live aboard in the But the work for which Jock is best Med and cherish a unique remembered was Practical Junk Rig - and special vessel – Jock’s Design Aerodynamics and Handling, remarkable legacy to the which was co-authored with Blondie. sailing world. It was the first and remains still, the foremost major work on the Chinese Jock aboard Ròn Glas

February 2015 The JRA Magazine issue 67 Page 7 “You don’t need a weather man, by Graham Cox Subterranean Homesick Blues To know which way the wind blows.” - Bob Dylan

When I was a young whippersnapper restricted to 10 days, and the only other years in the past, working and going to there was nothing I liked better than to option is one of three expensive university. It was where I converted hightail it out of some place. I’d hit the marinas. The vagabonds are long gone. Arion to junk rig in 2011, and one road filled with glee, my heart bursting In June 2014, I left Mooloolaba and purpose of my visit was to see how my with excitement, head full of dreams returned to the Whitsundays, where I friend, Joe Conway, was getting along and schemes. In the early days, have spent several years on occasion. with Arion’s old Bermudian rig. He financial realities always pulled me up This is a superb cruising ground in was getting along just fine - it is a state short, but for the last 18 years I have winter and I had a wonderful time of the art rig - but nonetheless Arion been almost constantly on the move, here, cruising in company with my managed to overhaul on a broad sailing Arion north and south along the friend Gary on his junk schooner, Grace reach. east coast of , mostly in the Ellen, and other friends. Magnetic Island is one of the most island-studded waters inside the Great But memories of riding out three beautiful places Arion has ever visited, Barrier Reef of Queensland. I have but there aren’t any mangrove creeks to friends in almost every port you can cyclones and several tropical lows here during the summer months made me hide in. You’d be stuck in a marina think of and home has been where you during the cyclone season, unless you find me. uneasy. You need to be in robust health and have a fully-functioning ship to ran up to Hinchinbrook Island, 60 miles But recently I seem to have shifted stay safe in the cyclone season. It’s a further north. And a marina is no place Coming up astern of Viking off emotional gears. I feel sad when I challenging place to grow old. To to be if a major cyclone makes a direct Magnetic Island leave places and have started thinking emphasise this, the wreck of Arion’s hit. I could see myself living ashore of a little nest somewhere, if not to sistership, Uni, lies battered and forlorn here but decided I didn’t want to stay the sail appearing too small to me, and hang up my hook forever, then at least on the rocks of Pidgeon Island, where with Arion. The thought of another the top sheeted batten bending too as a base camp to return to on a regular she was driven ashore in a cyclone last sweaty, bug-infested tropical summer much when close-hauled, allowing the basis. But where was home, after all summer. Eric, her 76 year old skipper, was too much. leech to flutter, Pelican sails like a witch this time? had grown too tired to make long solo While visiting here I met up with and Arion could never catch her. In the 1970’s, I thought that passages. Looking at Uni’s battered, Patrick Grinter, aboard the junk-rigged It was time, I decided, to return to Mooloolaba, in SE Queensland, would abandoned hull, remembering the Norwalk Island , Pelican, from Dangar Island on the Hawkesbury be the ideal base. In those days it was a happy times sitting in her cockpit the port of Maryborough in SE River, in Broken Bay, just north of sleepy fishing village, frequented drinking coffee and yarning with Eric, Queensland. Pelican is a NIS 29, Sydney Harbour: a magnificent inland during the summer months by a fleet of made me unbearably sad. though Pat extended it to 32 ft while waterway with numerous sheltered world-cruising vagabonds. But its In September I sailed from the rebuilding the transom after it was anchorages. It was where I spent my sleepy river has grown into a Whitsundays up to Magnetic Island, off damaged in a flood. Pelican’s sloop rig youth after emigrating from South millionaire’s waterfront canal Townsville, where I have spent several was designed by Sunbird Marine and Africa at the age of 20 (although I made development. Anchoring is now has flexible fibreglass battens. Despite

Page 8 The JRA Magazine issue 67 February 2015 several voyages around the South my fat little hull than the rig. In flat Wishes, took a lovely photo of Arion A week of howling south-easters kept Pacific on various vessels). Sydney water, my junk rig is just as efficient as sailing out of Cape Bowling Green with us pinned at Airlie. The roadstead here Harbour lies just 20 miles to the south, the Bermudian sloop was. the sun rising behind us. is rather exposed and getting ashore followed by Botany Bay and Port The first time I left Horseshoe Bay on Unfortunately, it was soon back to becomes a wet struggle. Cabin fever is Hacking. To the north, Lake Macquarie Magnetic Island, I turned back after motorsailing, which we continued to worse though, so most days I went and Port Stephens offer further three miles. The wind was on the nose do all the way to Cape Upstart and ashore, arriving back aboard soaked to sheltered waters. It has superb and fresh, and the seas a bit lumpy. It then on to Gloucester Island the the skin. When it finally eased, I set off summer weather though the winters was forecast to swing to the east and following day. And every day I south again, motor-sailing once more in are cold, which will present a challenge ease later, which it did, but the truth is bemoaned the lack of a light weather light winds. Getting decent following after so many years in the tropics. my heart just wasn’t in it. For a few sail and cursed my slamming . winds this year has not been easy. I To get there, we had to sail 1200 miles days it looked as if I might be spending Finally, on the last leg to Airlie Beach, was sad leaving Airlie, wondering if I south from Magnetic Island, trying, the summer there after all, then a we woke to a fine NE wind and had a would ever see this place again. hopefully, to make use of the elusive perfect weather window appeared and magnificent sail down the Whitsunday We made good time as far as Shaw northerlies that replace the SE trade we were off. Passage. With 15-20 knots of wind Island, then the tide turned against us winds south of Cairns from October to First stop was Cape Bowling Green, 35 dead astern, Arion sailed merrily along and it was , tack, tack, trying to get December. Arion will motorsail miles ESE, which means that you are at 5-6 knots, with the sail squared right to Brampton Island before dark. Pincer effectively against light headwinds but going to struggle to get there in out, 2 panels reefed down and the Rock lies between Goldsmith and as soon as the trade wind becomes anything other than a true north-easter. wind-vane engaged, holding a very Blacksmith Islands and it is well- developed, I might as well stop and We ended up motorsailing all the way, steady course. This boat does not need named! It took us forever to clear it. It read a book. This has more to do with with a couple of reefs in the sail to ease the sail to be swung across the mast to is always fascinating, if not always the slamming of the yard. If the junk balance the ship downwind. pleasurable, to experience the rig has one feature I hate, it is trying to I was sailing in company with my old conditions that give rise to some place sail in light winds with a bit of swell buddy, Richard, on Skua, and we names. running. The yard and battens slam anchored in Shute Harbour mid- The next day I just made it to Digby back and forth, spilling any wind out of afternoon, anticipating a run ashore, Island before dark. Last year, Shannon the sail. It is in these conditions that I hot showers and other delights. An and I arrived after sunset and had to think a light would earn its updated weather forecast, however, grope our way in to spend a rolly night. keep. Later on, I saw a make changed our plans. A vigorous This time I spent a quieter night but the very effective use of a Code Zero sail in southerly change was due that night, next day had one of the worst yard- these conditions. I would love to have which would make Shute Harbour slamming passages ever, down to one on Arion. For the time being, we uncomfortable, possibly dangerous. Whites Bay, on the south side of Middle motor. We couldn’t go around to Airlie Beach Percy Island. The problem was that the As usual on these long day-sails, I was since the northerly was still honking, wind would pipe up during the night, up at 0400 the next morning and making that a lee shore until the but then ease almost completely at underway at the first crack of dawn. change came through, so had to sail dawn, leaving a sloppy swell that Because the northerlies arrived late this back out into the islands. Richard’s threw the boat around. Arion would year, there was quite a fleet of us engine-cooling water pump had failed probably still be motor-sailing with a heading south, up to 20 yachts some while coming in, so I had to tow him Code Zero sail, but it would be less days. Bruce, from the , Three out. It was another three days before jarring to my nerves! we got those showers. Departing Cape Bowling Green at sunrise February 2015 The JRA Magazine issue 67 Page 9 Whites Bay is a beautiful place. It was are brilliant in light airs but Arion was joined here for a day by Phil panels down and we were surfing at the first time I had been there as it is problematic in stronger winds. Hogg, who sailed through the NW 7-8 knots (there must have been some unsuitable in established trade-wind After spending some time with Clive Passage some years ago with his wife, current helping). Once again, the weather. The next two passages, to Rouse, who taught me to sail as a Liz, on their steel sloop, Fine Tolerance mechanical wind-vane was coping Perforated Point Bay in the upper teenager in South Africa, we were off (they met Chris Bray in the Arctic, perfectly. I began to get anxious about reaches of Port Clinton, then to Great again. The ebb-tide flushed us out of during his earlier, sledding expedition). the entrance to Mooloolaba, which is a Keppel Island, both started in light, Gladstone Harbour at 8 knots and we Phil and Liz recently inherited a light- shallow, barred, river port, facing sloppy conditions, then built to a had the anchor down in Pancake displacement alloy yacht from Liz’s north. The seas were up to 3 metres rollicking broad-reach in fresh Creek’s outer anchorage at 1430. It was father, which they intend to convert to and breaking as we approached, but afternoon sea-breezes. I finally chatted calm and pleasant but once again the junk rig, so Phil was keen to get some luckily the tide was flooding and we to Rodney Smart here, aboard Smart wind picked up during the night, the experience. scooted in without incident. Choice, the boat with the much-envied boat rolled abominably and I slept We had a wonderful 40 mile sail to Last summer I got stuck in Mooloolaba Code Zero sail. He is the only sailor badly, only to be faced with no wind River Heads, in the mouth of the Susan but, as pleasant as it was, this year I who has not motored extensively on and a sloppy sea the next morning. River at the top end of the Great Sandy was determined to keep going. We this passage south. Damn, damn, damn! For a while there Straits, broad-reaching all the way in were delayed for a week by violent After a pleasant lay-day, Arion went I started thinking of alternative rigs, 15-20 knot winds with 2 panels reefed thunderstorms, which caused billions down through the Narrows into but I suspect nothing would excel in down. The wind got up to 25 knots of dollars of damage between Sydney Gladstone Harbour. I had to anchor for those conditions. towards the end. I should have reefed and Brisbane. During a lull, I slipped an hour in the Narrows to await the After another rolly night anchored in another panel but we were in semi- down into Moreton Bay, visiting my tide and was pleasantly surprised to the Burnett River, I moved Arion into sheltered waters and I just let Arion belt old cruising friends, Andy and Sandy find Pelican coming up astern. We had the Port Bundaberg Marina and along. We were doing 8 knots over the Petersen on Jacaranda, in Scarborough a great reunion and spent some time disgraced myself thoroughly. I was ground, with a little help from the tide! Marina. The thunderstorms continued together in Gladstone Marina over the tired, after two nights of poor sleep and We also did a couple of controlled every day and I was beginning to think next few days. After talking to Pat, I miserable sailing in between, but the gybes. The wind-vane steered the boat it was unlikely I would make it to am of the opinion that flexible battens primary issue was that I took my eye all the way and we just sat and Sydney before Christmas. That would off the ball at the wrong nattered. Phil was astonished at how be disappointing, as my brother, moment. The tide was little work there was to do, at how I Malcolm, was planning to be there with flooding at 2 knots but I hardly ever looked at the rig. With the his daughters for a week. I had not did not realise that inside sail squared right out and the seen them in 22 years. the marina the current mechanical wind-vane engaged, there Luckily, I had lined up a first-class crew flow reversed. I was is no chance of an accidental gybe, no for this passage, Barry Lewis, with looking the wrong way chafe, nothing to adjust, nothing to whom I sailed on Risky Business last and did not notice until look at, unless admiring the rig. He left year. He has been fascinated by junk Arion c o l l i d e d w i t h a firm convert. rig ever since his father, David, sailed another boat’s -roller. From here we sailed to Tin Can Bay against Blondie in the 1960 OSTAR, so Luckily, all that happened and out over Wide Bay Bar to he jumped at the chance to join me. He was that Arion got a bent Mooloolaba. This was another wild is a tough sailor with vast experience stanchion and a couple of sail in a fresh northerly. By the time we offshore. There were definitely two scratches. were abreast of Noosa, I had three skippers aboard for this passage but that was OK. Barry Lewis repairing the GPS cable

Page 10 The JRA Magazine issue 67 February 2015 We departed Scarborough Marina at on the port quarter. For the first time in periods, requiring us to the sail being diagnosed with a massive, 0630 on Sunday, the 7th of December, 18 years, Arion refused to self-steer and amidships and motor. We tied up in inoperable brain tumour the last time I with a forecast of continued we had to take the tiller for several Newcastle Harbour at 0300 on was here. Against medical advice, I thunderstorms. The plan was to weave hours. Thursday, 11th December, just under 4 sailed north in 2005, expecting to end our way through the sandbanks in the By midnight we were becalmed and days from Scarborough Marina. A my days under a palm tree somewhere. northern end of Moreton Bay, using the motoring in a rapidly easing sea. Mid- huge thunderstorm broke over us, with But here I am, harder to kill than a chart-plotter, then head south on a non- morning, Tuesday, brought a southerly torrential rain, 15 minutes after cockroach, it seems, and looking stop passage to Sydney. By 1200 we change. Off Point we did securing the dock-lines. The next forward to visiting all my old friends were out in the open sea and running exactly that for several hours, getting morning Barry went home and I spent and youthful haunts. Whether I’ll fast. The sky was surprisingly clear nowhere, until the wind backed a little the day sleeping while the southerly settle here and spend my days with no sign of rain or thunderstorms, into the east and allowed us to squeak howled in the rigging. pottering around these easy waters though that evening we saw some over past. There were a lot of ships here, all Four days later, refreshed and well- remains to be seen – some friends are the land. converging on the lighthouse, and we entertained by old friends, I sailed running a tab on how long I’ll stay – These robbed us of our wind for a had to alter course twice to avoid them. Arion down to Broken Bay. Winds were but for the time being I am thoroughly while and we had to motor in large The AIS receiver proved to be light and once again we motor-sailed, enjoying being back, feeling relaxed lumpy seas for a few hours, with just invaluable, screeching like a demented but the sea was easy and I was feeling and comfortable. The subterranean two panels of sail up, sheeted in flat. parrot whenever it detected a ship that happy to be here. It was 10 years since homesick blues are cured – for now! Later the wind picked up from the NW was going to approach closer than a we had last departed these waters. I and became squally. The third panel mile. Often it detected ships before we had not expected to be back, having was shaken out and taken in several could see them in the poor visibility. times but we continued to average 6 At sunset we were approaching the knots over the ground. We were just largest, blackest cloud I have ever seen Running hard south of the Clarence River at dawn, at sea, stretching right across the with 2 panels back in NSW waters. There were southern horizon. Even Barry, an reefed. severe-looking thunderstorms astern at almost fearless sailor, looked a bit dawn but they missed us. It was a cool, askance at it. It came to nothing overcast day with drizzle at times and however and a night of squally, shifting lumpy seas. winds and showers gave way to a By late Monday afternoon we were bright sunny day on Wednesday. The approaching North Solitary Island, forecast was for a 40 knot southerly near Coffs Harbour. We were warily change on Thursday so we decided to watching two thunderstorms, one try for Newcastle, some 45 miles north ahead and the other astern, but they of Broken Bay, our destination. We missed us, heading east, where they were on track to get there by dawn on combined to form a massive storm. We Thursday, just before the southerly hit, were running in squally 15-25 knot with a bit of luck. northerlies, with two panels down and Wednesday night brought more rain the sail squared right out, but the and thunderstorms. The storms missed supercell thunderstorm began sending us but robbed us of our wind for a vicious cross-sea in that slammed us Pat Grinter on Pelican

February 2015 The JRA Magazine issue 67 Page 11 JRA Hall of Fame - Tom Colvin by Graham Cox

Thomas E Colvin: apprenticeship in boatbuilding at expert in all of these media. leading European boatyards. 1925 – 2014 During World War II, Tom served in This sort of youth is impossible to the merchant navy, making the On September 1, 2014, the sailing world imagine today. In later life, when he notorious run to Murmansk twice, lost one of its great characters, when ran his own boatyard, a government seeing most of the ships around him Tom Colvin passed away, aged 89, in safety inspector was horrified to sunk by enemy action. Later, he was Fort Meyers, Florida. He was a discover Tom’s 6 year old son drafted into the army, where he met colourful, iconoclastic, sometimes operating a bandsaw, his 8 year old boy his wife, Jean. They married in 1953, a controversial, self-confessed non- welding something up, and his 12 year union that lasted 52 years and conformist, a professional sailor, old daughter up on scaffolding, carving produced three children, Karen, Kevin boatbuilder, designer, maritime a vessel’s name into her transom. They and Kenneth. Jean played a vital role historian, linguist (he spoke 5 were forbidden access to the workshop in all of his subsequent projects. After languages, including Mandarin) and until they were 18. Tom lamented this the war, the command of a vessel was writer, whose comprehensive nanny-state mentality and developed a hard to find so they bought some land, knowledge of ships and the sea has healthy disdain for bureaucracy. On developed a timber mill and started seldom been equalled. Many of the his website he says there are seagoing building boats. vessels he designed and built were folk and then there are those shore junk-rigged. Tom and Jean eventually developed a bastards… base in a cove off the East River in Tom was born in Chicago and grew up When Tom went to sea he took his Mobjack Bay, East Virginia. Called on the shores of Lake Michigan. He drawing board with him and continued Fiddler’s Green, it consisted of a house built his first vessel, a 10 foot , at his studies of nautical design and with large glass windows overlooking the age of 7, worked in boat shops after construction. He took every the cove; workshop, sail loft, building school hours, raced yachts at opportunity to study and sail on some opportunity to study the local vessels shed and dock. Tom’s study reflected of the large, ocean-going cargo junks of weekends, designed a fish tug at the wherever his voyaging took him. This his scholarship, being crammed with age of 13 that was built and the area. These observations formed diversity was reflected in the range of books, journals, boat drawings and the basis of his ideas about the proper successfully operated, and left school to vessels he designed, from aircraft files. The cove was often filled with join the merchant navy at 14. Starting way to design, set up and sail an ocean- carriers (USS Forrestal), to fishing boats, Colvin either preparing for going, junk-rigged vessel. out as an ordinary seaman, he gained cargo carriers and yachts. He acted as or just returning from voyages to far- his master’s ticket under sail by the age a consulting designer to several major away places. He noted that many of the ocean-going of 20 (any tonnage, any ocean) and his junks of southern China had stayed boatbuilding enterprises. In his own Before the war, he spent some time in master’s ticket under steam (unlimited) shipyard he built vessels, up to 100 feet rigs and carried small . His by the age of 23. He also studied southern China aboard a schooner- extensive research indicated that they in length, in wood, steel and rigged cargo ship, taking the mechanical engineering and served an aluminium, being something of an had done so since at least the 15th

Page 12 The JRA Magazine issue 67 February 2015 be able to lift when determined that it offered the best rig the buoys, the rig’s handiness was gybing). He preferred for cruising. more valuable. to use the traditional Following these trials, Tom designed Tom later fitted a 10hp, hand-start Sabb Chinese sheeting and built a 42 ft, junk-rigged schooner, diesel to Gazelle, but never had system, where leech Gazelle, which he launched in 1967. electricity aboard. He used kerosene lines (sheetlets) all Being designed for offshore work, the for lighting, heating and cooking, and lead back to a single vessel had stayed masts, a small on preferred deck prisms for natural light wooden friction a , fanned battens and double as opposed to large portholes. Gazelle (euphroe), with the sheets. The were loosely set up, had a flush deck aft. Tom eschewed sheet attached to the to prevent the masts from whipping, cockpits, considering them to be “the other side of this rather than being tautly strung, as in a supreme robber barons”, as well as block. He felt that this modern Bermudian rig. He disliked compromising the safety of ocean- a l l o w e d i n f i n i t e unstayed masts on large, ocean-going going small vessels. He preferred to adjustment of leech vessels, believing they could use the space for a cargo hold, or shape, unlike Blondie compromise either the spars or hull sleeping cabin perhaps. Every boat he Hasler’s continuous structures. built for himself had a cargo hold. sheeting system. The price, however, is that Gazelle probably became his most He had more in common with one needs to go on famous design, with more than 700 commercial sailors than he did with Colvin junk Summer Wind deck to adjust the sisterships being built, many with junk mainstream yachting, and had ill- leech lines after reefing rigs, some with Bahamian or gaff disguised scorn for many century, when Portuguese vessels first the sail, or when shaking schooner rigs. More than 10 Gazelles contemporary trends in recreational visited the area. Like Jeremy Walker out a reef. are known to have circumnavigated boat design and construction. He drew and many others have made significant heavily on the traditions of commercial (designer and builder of Jung Jung), he In 1966, Tom published an interesting notes that the high aspect-ratio, voyages. One, Migrant, made daily sail for his recreational sailing vessels, article in Rudder magazine, about trials runs in excess of 200 miles when sailing believing that a cruising, live-aboard unstayed junk rig, in particular the he conducted on a 26 foot sharpie of his single-masted rig, was only seen on down the trades in the South Pacific. vessel was essentially a work boat. He own design, Pandora, using a single also designed more than 20 sailing northern Chinese junks that navigated junk sail on an unstayed mast, and Tom and Jean’s Gazelle, at 18,000lbs, a long way up rivers. Tom noted that was probably the lightest and fastest of cargo and fishing vessels, most of comparing its performance with a which were successfully built and the junk rig had evolved over 2000 Bermudian ketch-rigged sistership. He them all, having neither engine nor any years of continuous usage and did not mechanical or electrical devices when operated. He later built and operated then fitted Pandora with a gaff ketch his own cargo schooner, Antelope. believe it made sense to try and modify rig. All rigs were of approximately the launched. The hull was built with 3mm it with western ideas. same area. The junk rig matched the steel and the cabin out of plywood. The differences between Colvin and As a consequence, his junk rigs are Bermudian ketch to windward in light Others, overbuilt and fitted with heavy Hasler-Mcleod rigs are partially due to probably the most traditional of all airs, was less close-winded in force 6-7 interiors, have not been quite so their designer’s priorities. Blondie western designs, using stayed masts, winds, and was much faster off the slippery. He admitted, however, that Hasler was interested in the fanned sails with convex leeches, wind. The gaff ketch was more close- Gazelle did not sail to windward development of a rig for single-handed double sheeting arrangements, flat-cut winded, equal on a reach, but inferior particularly well, but did not consider voyaging, that could be handled by one sails, no batten pockets and no fixed on a run. When he considered the ease this to be a major problem. For person from the comfort and safety of tack line (he believed the should of handling of the junk rig, he voyaging, as opposed to racing around an enclosed central station (what he

February 2015 The JRA Magazine issue 67 Page 13 Tom disliked experiment with cutting camber into He disliked batten pockets because of parallel battens. the sail itself. He had more success the difficulties they impose in trying to He felt they tended flattening the sail by using a replace or fish together broken battens. to pull the leech on the boom, increasing windward He preferred to put a chafing patch on down, resulting in performance by 5%. the sail and tie the batten to the sail a sail with poor K’ung Fu-tse was an aluminium-hulled, through grommets. He joked that the windward three-masted junk. Unlike Gazelle, she only improvement he had been able to performance. He had a traditional junk hull design. Tom make to the Chinese sail was the use of believed that stated that her three-masted junk rig electrical cable ties to secure the battens fanned battens (no jib) was the handiest rig of all, to the sail. (The Chinese traditionally w e r e m o r e provided it was married to a traditional used wire.) efficient. He said junk hull. JRA members, David and He observed with interest the activities that if you held out Lynda Chidell, built their own version of some JRA members to understand your hand, with of this vessel, Tin Hau, in South Africa how junk rigs work and to improve the fingers and sailed it to England via Mauritius, their performance. He stated that he outstretched and the Seychelles, Sri Lanka and the Red wasn’t interested personally in the the thumb Sea. They made some modifications to theory but only in the possibility of Colvin’s K’ung Fu Tse h o r i z o n t a l , t h e the rig (including adding spreaders to improving performance. It must have resultant angles stop the sails from fouling the standing amused him that many of the were about correct rigging) but generally agree with Tom’s conclusions indicated that a fan-shaped called an automatic rig). He simplified for the fanning of the battens. In recent the rig to achieve this (for instance approach. (See their book, Cutting the sail was more efficient, something he’d decades, fanned sails have gained in Dragon’s Tail, available from the JRA always advocated. using parallel battens, with a straight popularity. It is now widely accepted leech and single, continuous sheets). library or as a downloadable PDF from He did not observe any difference in that fanned battens provide a better sail the JRA website.) Although Tom’s designs do not need shape on the wind, unless of course the placement of sails to port of large crews (the south China junks he you add camber to the sail, when the Tom favoured bamboo for battens, starboard of the mast, or whether the sailed on usually had crews of up to equation changes again. though noted that only certain types of sail worked better to windward or bamboo were suitable. (The Chidells leeward of the mast, but did say that 20), it is also true that his designs reflect Interestingly, Tom did try putting their origins in commercial sail. His had excellent results with their bamboo putting the sails on opposite sides, in a camber in the sails of his 48 ft junk, battens, though it is instructive to read multi-masted rig, allowed the sails to smaller vessels like Gazelle, and even K’ung Fu-tse, aboard which he and his K’ung Fu-tse, have occasionally been about how they prepared them.) Tom’s have more clearance from each other family lived from 1973 until 1989, next preference was for pole vaulting when tacking or when furled. sailed singlehanded but it wasn’t his sailing some 75.000 miles, but he said it priority. Colvin designs are worked poles, but claimed to have used up the He was also the first person to use Top did not work well. He came to the entire North American supply of from the deck like traditional vessels. conclusion that traditional, fanned Gun material for his sails, pointing out The curved leeches, for one thing, need reasonably-priced seconds! He then that it was less critical to put sailcovers Chinese junk sails perform better when went on to use extruded epoxy and double sheets, or someone to move the flat. His method of inducing camber on, unless making an extended layover. sheet around to the windward side, fibreglass battens, 50mm diameter for He also favoured heavier sailcloth. On was to put a halyard on each end of the smaller sails, 80mm for larger, with and, as noted before, the euphroes yard and a lizzard on each batten, thus Gazelle he used 10 oz cloth and on require making adjustments to the good results. He was of the opinion K’ung Fu-tse, 13 oz. While on the adding belly to the sail when easing that battens should be stiff enough not sheetlets when reefing or unreefing the halyard tension. He did not subject of sails, it is interesting to note sails. to flex in strong winds.

Page 14 The JRA Magazine issue 67 February 2015 which will cause the cargo, and the fishing vessels to make Tom was regarded as one of the sail to sag off worse handing the fishing gear easier, as well world’s leading exponents of metal than a gaff-rigged as to allow them to heave-to with boat construction. These books remain vessel. All of Tom’s backed jib when drift-netting. listed for purchase on his website, o b s e r v a t i o n s , Although Tom greatly admired the though it is unclear how his estate will naturally, apply to junk rig for cruising, he did not share manage his affairs in the future. his traditional, flat- the opinion of some that it is the only Although some of his ideas differ cut, fanned sail- rig worth considering. He was a greatly from the Hasler school of plans, and may not pragmatic man, a professional sailor, thought, nobody can doubt the be correct for more who could see the benefit in any rig contribution he made to the recent well-suited to its purpose. understanding and use of junk rig in developments in western society, boat design, cambered sails. In an email to the JRA, he wrote: “Now my youngest son has sailed and sailmaking, the art of voyaging, the After the Colvins voyaged his Gazelle for over 20 years history of commercial sail, among so sold K’ung Fu-tse and wouldn't be happy with any other much else. The memory of Tom Colvin and moved ashore, rig. His older brother has one of my will live on for as long as sailors ply the Tom built a 37 ft gaff and wouldn't have any sea. He was a unique individual, a cargo-carrying junk other rig. However both are competent seafaring renaissance man, as well as schooner, Antelope. sailors and can sail any rig. For me a being a tough, independent sailorman It was engineless sailor is an individual that can sail any of the old school, and the world is once again, partially rig and is a competent seaman and can poorer for his passing. because Tom liked hand, reef, and steer in all weathers. Tom remained mentally alert to the simplicity, and Which is vastly different than those end, carrying on an extensive Typical Colvin drawings partially to who just own a sail boat who only go international correspondence until the circumvent out if the wind is light and it is not last weeks of his life. His wife, Jean, restrictive American raining.” died some years ago and he is survived that Tom believed in plenty of sail area. l e g i s l a t i o n f o r Tom was a prolific writer and wrote by his three children and If he was designing vessels for less commercial vessels. Antelope could many articles and a number of books. grandchildren. experienced sailors, he stuck to 10% carry 5 tons of cargo in its hold and He revised and re-issued his books in Vale, Tom Colvin. more area than equivalent Bermudian another 5 tons on deck. He successfully recent years in the light of further rigs, but when designing for himself, or traded with this vessel for a number of experience. His most popular books for experienced commercial sailors, he years, while continuing his designing are Coastwise and Offshore Cruising liked to add 35%. and writing careers. Wrinkles, which incorporates text from With regard to sail shape, he said it was Interestingly, he later converted an earlier work, Cruising as a Way of imperative to note the centre of effort of Antelope to gaff-schooner rig, noting Life, a book called Sailmaking, which each panel and ensure that they formed that almost all of the sailing cargo boats also includes a treatise on how to sail a a smooth, S-shaped curve, with the and fishing vessels he had designed junk-rigged vessel, and Steel centre of effort of the upper panel being had also converted to . The Boatbuilding, which has become the forward of the total centre of effort, so cargo boats did it to allow them to use classic text about metal boatbuilding. that it does not move aft as one reefs, their booms as derricks for handling

February 2015 The JRA Magazine issue 67 Page 15 Madame Wong - Tom Colvin’s Oothoon design. photos by Pierre LaRochelle

Page 16 The JRA Magazine issue 67 February 2015 Another look at my old ideas Wishbone Junk by Paul McKay

25 years ago I came up with the The simplicity of the design is them on all other points of idea of fitting a standard that you take the original sail, sailing. Hasler/ McCleod junk sail with replace the rigid battens with How exasperating! wishbone battens to give better twice the number of aluminium drive and upwind performance. tubes so that each batten The rig is still mounted on one It worked well on our first junk position now has two parallel side of the mast. This means rigged boat and proved itself in aluminium tubes. Fasten the because of the width of the winds from F1 to F5 + when we sail between the tubes at each wishbones, access forward is had to scurry for shelter reefed end, drill right through both forever forbidden on that side. down to three panels. tubes and the sail at the 30% However it also means that on one tack the mast is ‘blanked’ But I was aware that similar point, fit a cheap DIY plastic Tap and Snap eyelet then push on the leeward side. This affects sized boats with conventional the faster airflow slightly but Bermudan rigs somehow the tubes apart with a compression rod, equal to removes its interference. On the managed to do better. I could other tack the mast has no effect not figure out why at the time twice the sail camber that you wish to achieve. (This makes on the airflow whatsoever, just and put it down in the end to its own drag. the ‘slot-effect’ given by the the look ridiculously separate jib and . wide but trust me – it works) An advantage of this strange Hence my present design called Now the sail can slide across offset rig is that because of the the AeroJunk that has a separate the rod on each tack. A simple width of the wishbones, the sail jib and . plastic eyelet works because heels the opposite way to the there is no stress on the sail at boat so you can sail more But time is a great tutor and late this point. upright and therefore faster and in the day perhaps, it suddenly without so much weather helm. occurred to me on my way to My mistake was to put the compression rod in the middle Also all the conventional the marina what the problem rigging and sheeting can with my earlier design was. of the batten so the position of maximum camber was at the continue to be used. So the only The cross rod was in the wrong 50% point. Of course as I now change necessary to your position! know, it should be somewhere existing rig is to replace your In 1988 I knew about between 25-33%. With this the original battens with double the aerodynamics but to look at my would point as high as number of tubes and fit an wishbone design now it seems I the bermudans and still beat eyelet in the sail somewhere Wishbone Junk had never heard of the subject. opposite each batten position.

February 2015 The JRA Magazine issue 67 Page 17 to reduce in width and Wishbone battens are not to everyone’s carries any stress. In fact it can be therefore camber as they taste. Purists hate the sight of ‘all that replaced with 4mm Dyneema line. The get higher. This is scaffolding’. But at least half of us are plastic eyelet will still slide along the because the lazy-jacks day and weekend sailors and who line on each change of tack. form a simple triangle hasn’t wished they could ‘mix it’ with from the top of the mast the Triangular Mob and come out best? to the boom. If your *Compression Rod. The aluminium wishbones were wider tubes that we can buy are naturally than the lazy-jacks then springy so they can be forced into a they would jam or tip curve and held there with a over from the horizontal compression rod. A better way is to and thus remove the pre-bend the tubes to the required camber anyway. shape. Now the ‘compression rod’ My first rig had a 1:7 becomes a tie rod so it can be reduced 2014 Wishbone Batten camber boom that in thickness to 6mm as it no longer reduced to about 1:12 at I can recommend this update for all the top. This is fine as the junk rig owners who are interested in wind speed tends to rise higher up better performance and tempted to go above sea level. If you can get to the to the next step because it is so simple top of your mast then you can fit an and cheap to try. And if you decide to offset lateral tube or bracket about 14” go back to your original battens then all or 350mm wide. Fit a couple of metal you are left with are half a dozen eyes to each end then fasten your lazy- plastic eyelets in your sail. jacks to those. Or fit a horizontal across the lazy jacks just So how much camber do you want? A below the mast top. This allows wider light slim hull will work nicely with 1:9 wishbones higher up the sail. - 1:11. A heavier or beamier hull will 2 2 need 1:7 - 1:9. For sails up to 260ft (24m ), 7/8” round tubes or 1”x 1/2” rectangular 1:10 means that the half-width of the tube is strong enough for the battens. wishbone will be 10% of the chord (foot For larger sails go up to 1.25” round or length of the sail, luff to leech). 1:8 1.5”x 0.75” rectangular. equals 12.5% of the chord. For the compression rod* I used 8mm Examples: A 3m (10ft) long wishbone (5/16”) stainless steel solid rod for my will be 750mm wide (2ft 6”) for a 1:8 200ft sail. For larger sails go up to camber; a 5m (16ft) wishbone will be 10mm (3/8”). I drilled the ends of each 1250mm wide (4 ft) rod with a pillar drill and retained the Bear in mind that whatever dimensions rod with S/S split pins on both the you start with, the wishbones will have inside and outside of each batten tube. Wishbone Battens

Page 18 The JRA Magazine issue 67 February 2015 “René and I would like three issues a year of a JRA magazine that is full of junk-related articles with minimal advertising, at a price that won't break A Call for by Lesley and René Verbrugge the bank, and yes, we want to see that magazine on our Yacht Club's Action! magazine rack alongside Yachting Monthly and Practical Boat Owner”

The Editor has always said that for as Can we reduce costs? The editorial won't break the bank. And we want to If you support this call for Action, then long as there are members subscribed team are unpaid volunteers, so drat, we see that magazine on our Yacht Club's now is the time for action. Help to make to the Paper Magazine, the JRA will can't reduce their wages. How about magazine rack alongside Yachting this campaign a success. One of the continue to deliver a paper version. postage? Surely we can make savings Monthly and Practical Boat Owner. Do easiest ways for us to share what you We both feel that the magazine still there? The shipping is handled by the you? think with other members, is for you to represents good value, but if the printer, who bills us for the service. Our cunning plan is to convince the post straight onto the Forum. If you downward trend in paper magazine How much saving would be enough to Committee that it needs to create a have Internet but can't remember subscribers continues the paper justify a return to stuffing envelopes 'Corporate' membership level that where the JRA website is or how to get magazine is at risk of pricing itself out and sticking on stamps? But will you gives subscribers paper copies of the into the members' area, or you just of existence, or becoming the preserve step forward to do it? We're out of the magazine, but no access to the prefer to use email, then write to of an 'élite' few that can afford it at any country. Finding a team of unpaid members' area of the website. We will [email protected]. René has price. An important way in which the volunteers to deliver magazines by then convince our Yacht Club to take said that to show his solidarity, he is JRA fulfils its aims could be at risk. hand across the globe is unlikely, so I out a subscription, and to find a place prepared to take hitherto unheard of hesitate to suggest that. All that on their rack for the JRA magazine. steps: those of checking his email The Hon Sec has already put in place remains is the cost of printing: Meaning account for himself on a regular basis, new renewal reminder emails that now fewer pages in each issue or fewer As members of the JRA, we are learning how to log on to the website remind members that they can upgrade issues each year? appealing for the support of each and and of making his first forum posting. to paper magazine level at any time, every one of you that is also a member Rene and I have decided that we are How about other technophobes but will this provide a surge in paper of a yacht club or marina. If we can showing him some support? No? Then subscriptions? not going to wait until our worst fears show that members not only support come to pass before we take action. We if you prefer paper to gadgets, write a Increasing the number of JRA members this idea, but are committed to letter to the Hon Sec, and send it in an want to do something now to raise convincing their own organisation to will not keep the price of the paper subscription numbers, to keep the cost envelope with one of those coloured magazine down. Membership subscribe, then 'Corporate' sticky things in the corner. of each issue as low as it can be, to membership will happen. If we make continues to increase month on month ensure that more members can get their Lesley and René Verbrugge. but there are few new 'paper' members. it happen in sufficient numbers, the hands on a paper copy if they wish to. print run will increase, and good things Members of the JRA and Hebe Haven René and I celebrate the minimal The easiest way to find out if there are will happen: magazine subscriptions Yacht Club, Pak Sha Wan, Hong Kong. advertising in the JRA magazine. Space other members who feel the same way pegged; web-members with free access given to ads would surely reduce the and are prepared to help us, is simply to the paper copy in their club house; number of articles, wouldn't it? And to ask. and something that's always good to anyway, who wants to volunteer to be René and I would like three issues a see happening: the membership taking the one who makes sure that enough year of a JRA magazine that is jam an active part in putting the junk rig in space is sold to advertisers every issue? packed full of junk-related articles with front of a wider audience and getting minimal advertising, at a price that this extraordinary rig talked about.

February 2015 The JRA Magazine issue 67 Page 19 Could you design Annie’s “Perfect Boat”? The Sib-Lim Challenge by Annie Hill

Several months ago, a friend of mine dismissed the concept to the realms of boat to ‘no-maintenance’ fibreglass, I have no intention of justifying my asked me if I would help him sort out a fantasy. and this is what I replied: position, I am merely explaining it. In book of boat designs he was going to But dreams come back again, and again “No maintenance fibreglass is addition, one of the most disconcerting publish. Gary Underwood has been and when I looked at the drawings something of a myth. Many older things that I have discovered about knocking around boats forever, once more Shoehorn got me thinking boats have problems with their wooden fibreglass boats is that they tend to be circumnavigated and crossed oceans again. bulkheads because of the fact that the far from symmetrical: this doesn’t just and doodled and designed more than a apply to the cheap and cheerful, either. I love my little Fantail: she sails very owners know nothing of wood and few boats. His mantra is “fit for don’t realise that polyester and glass I remember someone telling me about purpose” and his boats are about as far well, is a comfortable home and is easy re-fitting a Flicka – originally a far- to handle. However, my chosen cloth don’t adhere that well to from the modern boats, designed to plywood. It is by no means uncommon from-cheap USAnian boat, and finding please a marketplace as you could cruising ground has a lot of shallow that the diagonals on her bulkheads water for which her 5ft draught is very for water to get into the laminate and imagine. Needless to say, while I was create wet rot. Of course, one can get were more than 20 mm different. helping with layout, proofreading, etc, unsuitable. In addition, New Zealand When Pete and I set up China Moon’s frequently experiences side swipes rot in a wooden boat, but the chances I was looking at the designs. Two in are that the hull to bulkhead joint will bulkheads there was less than 2 mm particular caught my eye. from Cyclones, which are extremely difference. The reason that this bothers unpleasant. When these are forecast, it be of superior construction and The first one, Shoehorn, has been attachment method. me is that I have a conviction that would be nice to creep up a creek, people who work hard at the detail, niggling away at me for years. I fell in surrounded by drying land or “Another major disadvantage to a love with one of her big sisters back in will work equally hard at the big stuff snuggled among mangroves. Shallow fibreglass boat is that it is frustratingly and I can’t help feeling that 2007 and could have afforded to buy draught would mean that I could coat difficult to do the slightest alteration to her, but it didn’t seem like the right carelessness in one point of below the water with copper and the accommodation, for the simple and manufacture indicates carelessness time. Later, when I was looking to buy epoxy and keep the boat clean by sufficient reason that you can’t screw a boat, the NZ dollar had risen from overall. I am probably wrong on this, scrubbing, saving on the cost of into the hull or deck. So you have to but there we are. So, deep down (UK) 30p to 49p and those nice men hauling out and antifouling. glue your framework on a lumpy who brought about the Financial Crisis inside, I really don’t trust my wee In addition Fantail is built of fibreglass. substrate and wedge it in place until ship’s integrity. had somehow made off with 25% of my the glue goes off. money. Just as well, really, because Now I know that most boats these days So the dream of building an honest Footprints would have been far too big are made of fibreglass and that their “Older boats will need repainting like boat with shoal draught came back for me: I’d never have dared take her owners are very happy with them. On any other boat. DIY and you are in a again. out of the harbour. But her little sister the other hand, most boats these days similar position to the owner of a boat have bermudan rig and their owners built of any other material; get it done However, Shoehorn doesn’t quite fit the … When Gary heard I was thinking of bill. buying a boat, he sent me the study are very happy with that. I rest my case professionally and it will cost more plans, but I had neither the time, m’lud. Someone wrote to me recently, than the boat’s worth!” For one thing, although this particular money nor skills to build a boat and asking why I preferred a glued-wooden illustration doesn’t show it, she has too

Page 20 The JRA Magazine issue 67 February 2015 pram hood and this wouldn’t work so well. Well, no doubt this too could be altered to fit my ideas, but it would be so nice to see a design that didn’t need all this working on. So I’ve been daydreaming: dreams are cheap and I have firmed up my ideas of what constitutes the Perfect Boat. I have been impressed by the many clever people in the JRA and it occurred to me to come up with a Challenge. Who wants to design Annie's next boat, Shoehorn Sib-Lim (Small Is Beautiful-Less is More)? I’m not promising that I’ll build her: I’d need a cheap place to build, to say nothing of the minor-but- not-unimportant detail of the capital for all the materials. In fact, the only improvements in my lot over this time 5 years ago is that I have a bit more confidence in my skills and am not pushed for time. On the other hand, I think it would be fun to see what people would come up with. We have started the debate on the Website, but there is no hurry, so I’m hoping that those of you who shy away from the much draught: 0.9 m or just under 3ft But I love the looks of the boat; and the Well, we’ll dismiss the rig, of course – a computer might be stimulated to for the non metric. She also has a fin outboard motor; and the size; and the mere bagatelle to sort that out. And sharpen your pencils, pull out the keel, so won’t happily dry out. The simplicity. She is certainly room for a hard , I like that! But drawing board and see what you can mast is in a tabernacle, which is a plus, inspirational. that rudder would worry me – it looks come up with. but too far forward. Gary has laid terribly vulnerable, although one could The design parameters: everything out at 2m stations, which make it lifting. I’m not sure about the makes for simplicity, but even I reckon The second design that caught my eye centreboard, although it does go right HULL: Essential (in no particular that 2m is a trifle excessive for the (Design 14 Page 1) was little more than a through the boat, which would make it order) . Gary has a rooted objection to doodle, sketched out (I’m sure Gary easier to keep clear. But there’s no real The boat has to be simple to build and having the heads in the main won’t mind me saying) when he and saloon: could you put the galley where inexpensive accommodation; I have a rooted his beloved were under some stress. the office is? But it would be very hot About 3 ton(ne)s displacement. The Mini Ocean Voyager for Beryl objection to going out in the rain, or in summer. And again, no heads and Hull: 26ft (8m) or less, wood of some Sampson is absolutely charming. having some make-do arrangement. an offset companionway. I want to fit a sort.

February 2015 The JRA Magazine issue 67 Page 21 Storage in lockers Decent table for eating and writing Room for plywood sheet as half-size chart table (it can be stowed when not required) At least 2 galley drawers Would be nice Raised saloon so that I can see out – a raised, three-sided dinette like I have at present would be perfect. Avoid quarter berths Pram hood Design 14 Page 1 Water in 4l jerricans Athwartships cooker Vegetable locker Mast in a tabernacle Alan Boswell has offered to critique the designs insofar as their sailing performance is concerned, and I will judge how closely they match my (sometimes incompatible) criteria for a comfortable liveaboard, cruising boat. The more detailed the drawings are, the more interesting they will be, of course, but the idea is to stimulate debate and get people to their drawing Offshore capable Sufficiently robust to dry out regularly Double berth boards/CAD programs. Genuine windward ability on oyster shells Screened off heads with “C-head” It goes without saying that if anyone Maximum 2ft (610mm) draught If flat-bottomed, no slapping of waves composting toilet (but a separate produces a perfect design, and I could Single-mast junk rig at anchor compartment is not necessary) conceivably find the money to build Full-width cabin At least 5ft 1in (155cm) headroom, Good galley (with opening port over her, I would be more than happy to pay Rudder on stern preferably about 5ft 6in (168cm) for my the side) for it. I suggest that challengers post Outboard engine guests Spare berth for guest their designs in their profile Wind-vane self-steering Good looking - at least to my eyes! Solid fuel heater photogalleries on our JRA website Room for 120w solar panel on deck Would be nice No sliding hatch and/or send them to the Editor. Watertight chain locker Chinese bow (and stern) No lift-out washboards OK, let’s see what you come up with!! Room for 5ft 1in (155cm) dinghy ACCOMMODATION: Essential (in Comfortable cockpit no particular order) Storage for paint, spare rope, etc Bookshelves

Page 22 The JRA Magazine issue 67 February 2015 Some economical On a Shoestring Budget by Roger Scott rigging ideas

New Zealand Weedmat is black woven cheaper than the marine polyester, normally laid out on the product and just as ground under a covering of mulch to good, considering it suppress weeds. hasn't been replaced in 5 years). This now It took about a week to build a flat junk m e a n s t h a t I c a n mainsail, based on dimensions from a monitor rot if and when drawing Arne kindly sent me. See my it begins to appear and construction method below: deal with it before it https://plus.google.com/u/0/b/ gets beyond control. It 111704006250091309128/photos/ also looks better. 111704006250091309128/albums/ I then re-attached the 5914694083109955969 original mast head The main mast had been shortened due fitting. I added to rot. This was in itself an interesting and slung a project that involved making bamboo section of 60mm Shoestring, Swansea Bay, Kawau Island, 2003 scaffolding to support the 'amputated' alkathene pipe around piece that weighed in at about 40 kg. the mast head to keep The original Shoestring (Underwood 32) Once it was safely lowered to the the halyard block from 1996 ground, I was left with the task of digging into the now cutting out remaining rot, laminating in wider-diameter mast ‘filler’ pieces and glassing it up. Being a head. hollow mast, it needed a spigot Sailing on a Shoestring has moments of The new lower-aspect wedged into the top where it was euphoria, liberally balanced with rig was intended as an fastened in place using coach screws moments of dysphoria; but more of the experiment and hence and copious amounts of resin. It was a former I am happy to say. The main the budget materials. dry but windy spring, and much of the thing is, I eventually got to go sailing At $200.00 for 50 linear resin blew in its own favoured last summer after about three years metres, weedmat is direction from 7.5 metres above the high and dry. Until then I was only absolutely the cheapest deck. thinking about it, when one day Eureka material you can get struck, and I decided on the cheapest Mission accomplished, the next task that will remotely begin sail material of all; Weedmat. This was to scrape the existing white paint to serve as sail material, unique term has ambiguous from the mast and replace it with 10 but how to piece it Idea 1: Arne's outline, with sprit-boom mizzen and bow implications in the , but in coats of exterior house varnish (much together, on an equally sprit/self-tacking jib

February 2015 The JRA Magazine issue 67 Page 23 then, using a stringline, set out with using only staples. I used the proposed sail profile on the the original boom and yard by back lawn. I cut the lengths of simply screwing the top and weedmat to shape using a bottom timber battens to the soldering iron, which sealed the relevant . edges at the same time. I then wrapped the weedmat edges The test hoist was a success after around the 50mm x 25mm some minor adjustments, so the ‘battens’ a couple of times, next stage was to make a stapling it in place, then bolted bowsprit and self-tacking jib. At the battens together at every this point in time, Annie Hill metre, adding stainless steel entered the scene, and over a screws every 500mm between wee dram she skilfully encouraged me to add a junk Idea 2: Cat Ketch the galvanised bolts. This gives a 50mm x 25mm batten on either instead of a jib. It made My three masted wonder side of the sail (total dimensions total sense and I sourced more 50mm x 50mm x 6 metres) and timber at Pinepac to build a little because the material is wrapped foremast by screw-gluing 2, 4.8m around the timber, the battens x 900mm x 40mm together and 1, are further strengthened and 4.8m x 900 mm x 40mm at right don't chafe against my newly- angles to the other two. I varnished mast. To further removed the screws, and made reduce friction against the mast, the tapered shape with a I stapled pieces of silver- Skilsaw, planer and sander/ coloured artificial lawn at the grinder. After some more elbow points where the battens touch grease and finer sanding I the mast. I sandwiched treated, what Annie terms my ‘webbing’ parrels between the ‘toothpick’, using clear Metalex battens, tying a knot on the port and turps. I then glassed it to seal the wood and add more The original 'Change of plan'! side so they don't slip through. The boltrope is UV-treated sash strength. The funny little, cord and runs down both leech forward raked, mast looks strange to the ‘Western’ eye. low budget was the immediate and luff, with a hitch around each batten further to support the sail Nonetheless, with the previously challenge. I went to our local Pinepac installed mizzen and new buildng supplies in Whenuapei and material. The luff and leech are folded around the boltrope, stuck into place foresail, I find the rig is found 6 metre long pieces of untreated beautifully balanced and tacks 100mm x 25mm radiata pine and had using expanding Gorilla glue and stapled for extra strength. The Gorilla through the wind much more them cut in half to make 50mm x 25mm readily than before. It looks wide pieces, no knots. I treated them glue penetrates the weedmat and helps seal the edges. In hindsight, the glue is quite nice and works well, only with a mixture of Metalex and turps, lacking power in lighter winds. messy and one can probably get away The maiden hoist

Page 24 The JRA Magazine issue 67 February 2015 To remedy the light wind scenario, I Thatcher at Kawau Island, just north of would like to extend the mast to its Auckland before Christmas, was original height and keep the mizzen followed by the Tall Ships Race in the and foresail for balance. The other Bay of Islands on the 4th January. option would be to use a more appropriate material and properly The front had passed by evening and build camber into the existing mainsail. the wind picked up from the west, but I feel that the latter would make some the next morning the sea was like glass difference, but maybe not as much as and I motored past the Rimiriki Islands anticipated. The current material has a before the breeze allowed me to stop slightly 'baggy' sail shape owing to the the engine for a while. In summer the It's a buoy! sea breeze often comes from the NE so bolt ropes between the battens being The Mighty Pugwash and Co. slightly shorter than the sail panels, but it was on the nose all the way to Cape there is still not enough drive in the Brett; but lazy cruising down to Russell lighter winds. after that, helped by an incoming tide. Shoestring has a little perch to climb One time in Alaska I joked about the onto during the biggest tides. She 'bear' behinds 'rustling' through the normally floats easily but high air bushes, but in Russell it was bare pressure at Easter time kept the water behinds diving off my deck. It was level down. These mussel farm buoys summer after all and everyone was in helped float her off in time for the jovial mood. In total there were three junket. junk-rigged boats taking part in the 2014 Tall Ships Race; and they all The next trip was to meet David finished, Annie and Marcus in Fantail Thatcher with Footprints for the first screaming ahead of everyone after The only two existing Underwood 32s in the Finally afloat on time for the Easter time, on the Queen's Birthday Weekend starting last. world share an anchorage at Home Bay, Junket in June. Again it was a nice breeze all the way to Waiheke and Motutapu but Whangaroa Harbour has been on my to little wind thereafter, including on the do list for a long time. I didn't realise way back to Herald Island. how much history is steeped in that part of New Zealand until reading The It was a great junket, well-documented Burning of the Boyd by Wade Doak. in other articles. Shoestring's $300 weedmat sails held out very well, Almost as if the wild, primeval spirits nearly even broaching when hit by a of the past were still guarding their gust coming up the river to Whangarei. hidden treasures; vicious williwaws can catch the unsuspected yacht at The winter junket was a great success anchor and drag her towards multi- for all concerned and heralded in the million dollar motor cruisers, waiting coming summer season. Another meet in her path. Wasn't able to sink any. Fantail, Shoestring and La Chica David and Rosemary from Arcadian up with Annie, Marcus and David strutting their stuff in Whangarei Harbour

February 2015 The JRA Magazine issue 67 Page 25 I was already half way through my The other side of the Hen and Chickens holidays; it was time to return to became more exposed to the southwest Auckland. After sailing through the and about midday in 25-30 knots of Cavalli Islands, south of Whangaroa, I wind, I heard a loud cracking noise. I caught a northerly breeze back along immediately hove to, put a reef in the the coast to Russell in the Bay of main and tentatively set off again Islands. It was easy to picture how it running with the wind, hoping to get to would have been for the and Barrier earlier than later. Shortly after the first missionaries, to imagine the the crack, my hastily-made foremast plotting and skirmishing between the extension gave out, and the little mast northern tribes and early settlers, and sail went straight over the side. La Chica steamin' past Marsden Point, vividly illustrated in The Burning of the The rigging got tangled and the mast, Fantail stalking the starting line Whangarei Boyd. being wooden, floated, creating a hazard for other boats or shipping. I At sunrise the next morning, I set off was able to pull the mess along the for Cape Brett and with a following starboard side, bind mast and sail NW breeze, sailed onwards to together with the mast lift and secure Tutukaka where I overnighted once the awkward bundle to deck cleats again. Towards sundown, the wind using a stout mooring rope that I gradully swung to the SW and was to always have attached to the bollard stay at 20 knots for two days. My plans forward of the mast. I retrieved all the to sail straight back to Auckland were rigging lines except for one length of now thwarted, so I opted for a speedy, halyard that went down the port side, beam reach crossing to Great Barrier under the bow forward of the keel and Island, 60 miles away. The next back up the starboard side. Footprints setting a graceful pace coming morning at 6.00am, there was a light Zebedee looking sharp with new black sails up to our meeting point off Motutara (Tern westerly breeze and motor sailing on a Altogether, I spent three days in Island) close reach, I made good time to Barrier, waiting for the wind to drop Whangarei. By now the wind was and swing to the east before the six- coming from the southwest as hour crossing to Kawau. I had time to promised, and had freshened, so I relax and kayak up Wairahi Bay Creek could bear off through the Hen and before setting off the next day. Once at Chicken Islands towards Great Barrier Kawau you are practically back in and cut the engine. It was a great Auckland waters and with a gentle sea breeze and Shoestring loved it. A 6 to 1 breeze and incoming tide, I motor- purchase in the main sheets, meant I sailed to Herald Island in welcome could set the mizzen and foresail, steer serenity. with my firmly seated rump propped against the tiller, and adjust weather So to conclude my experience with helm by easing and tightening the weedmat sails, I can only compliment Shoestring was in the thick of the starting Lee shore at Tiri : Developing sou’wester main. the Chinese for their incredible sail line but the big boats soon sailed past - what tugging on Shoestring's ground tackle design. These days, many are using a view

Page 26 The JRA Magazine issue 67 February 2015 very sophisticated sail material, battens and gadgets, but even with the most basic and cheapest of materials, the sails did not give out. What DID give out was my hasty handy work to greedily extend the foremast and gain more sail area in the vain hope that I could actually beat somebody at the Tall Ships Race. This was not the case. Even with my 'ye olde ski' mast extension still in place after a pounding at Tiri Blue or white polo shirt, £19.75 White or blue T shirt, £7.00 Hidden Entrance to Whangaroa from 'The Dukes and a 20 km choppy motor-beat to Nose' Auckland, I stupidly assumed all four skis were solid fibreglass and would easily support a little 6 sq m foresail. However, one pair of skis was only made of skinny plywood, covered in fibreglass. So the lesson is not about using cheap material to make sails: provided the battens, topping lifts and boltropes are all strong enough, this Weedmat material will hold out against 40 to 50 knot gusts, which is more than Maroon or blue sweatshirt, £14.50 Burgee, 18” x 12”, £8.50 the 280mm diameter mainmast did. Weedmat is cheap but also strong, A hard-earned view into Rere Bay with Dukes and being black, it is highly visible Nose on the skyline. on the water during the day and UV-resistant to boot; no need for sail covers. Getting the desired camber could be an issue, but even if it is not used as a permanent sail, it is good to experiment with before deciding on your ultimate profile, and guess what, I am still deciding! Embroidered boat name, on polo shirt - POA Tie, navy blue, £6.50 Please contact Robin Blain at [email protected] 0044 (0)1329 842613 to purchase items from the Junk Shop and to borrow library books. A listing of our library books (including books available as pdf downloads) can be found at http:// Sunrise start from Bostaquet Bay, Kawau Island www.junkrigassociation.org/library on the JRA Website.

February 2015 The JRA Magazine issue 67 Page 27 Serena to Scotch Mist by Clive Boyle Salvaging an unlikely ‘floater’

Dear Reader, previously. So we set to bailing out I am sure there is nothing new in fresh water, and checking her gear. what follows. However, I am a new One of her big problems then was member of the JRA, and thanks (I that there was no way of draining think) to that my interest in junk sails the bilge: her drainage - she had has brought me here, so I’m jumping none! For her cockpit sole was at in at the deep end! the waterline, and her washboards What set me on this course, was down leaked, as did the piece of plywood to time spent, lending a helping hand beneath them. So the whole boat to my mate, Duncan, when he was could fill with water when the building his Mobi, a 14 footer, with a cockpit flooded, which it did sprit sail, and lee-boards, to his own frequently. The cheap, blue plastic design. It was great fun building: still tarp was also useless, we did a lot is - never a dull moment. It was of bailing. during this period of immersion, that I was later to discover that the my eyes were opened to the existence whole cockpit section was designed of less complicated, tried - and - tested to provide buoyancy, and included rigs. So when Serena, a run-down, expanded foam within it. And I fibreglass, 16 footer (make/model didn’t actually work it out, but unknown) presented herself to me, in once I got her home, I realised I late 2011, well, it was a case of ... you must have taken more than 40 know? Rigger mania! gallons from this after section. The Clive’s illustration showing Serena before he acquired her A little background to the boat Serena whole cockpit had been altered: and our chance meeting cut-outs had been made in the seats, The Crisis Well, my fellow club member took to one on the port side, big enough to take looking, half a dozen times, first at the A fellow sailing club member asked me a battery, and one on the starboard to When all was ready-ish, the launch operative rolled up in his tractor, bandy angle of the wheels, then at the to help him prepare his boat, Serena, for take a fuel tank. They had been operative: one to the other in quick launching, and then to join him for a covered with inadequate timber halted at the point of hitching, peered intensely through his windscreen, succession and, in disbelief, I joined in sail around the bay. hatches. Adding to the colander effect, the volley. more holes had been made for folded his arms across the steering The last time she had been launched, or wheel and said, “No way! Look at yer Unfortunately this ritual had no effect, moved for that matter, was 18 months instruments and wiring sockets... However, I digress. wheels!” for the axle had rusted through. The power of thought x 2 is not sufficient to

Page 28 The JRA Magazine issue 67 February 2015 First I made a new trailer, then 2. m a s t h e i g h t , a n d t a p e r, bit of hands-on junk sailing? made and fitted new bilge including the bury, hopefully, Watch this space! keels. I rebuilt her rudder, with the ability to raise and And in the meanwhile: keep yer trolley and the transom, inside and lower it. out. I added a cockpit sump, dry! with its own drain, together The Sail with a duck-board. I also I have a pretty good overall plan for the made good all the cut-outs in above, and together with my mate, the seats etc. I fitted a new Duncan, I believe I sash washboard and frame, have a fair sail together with a new sliding plan outlined. hatch and runners. However, I shall The Bottom Line not be ploughing With the cabin now stripped, into this work, but Two keels in need of replacement and ready to receive a mast will be seeking to step and partners, my full gain some further attention is now focussed on knowledge, by overcome the power of sea water. For the best bits: way of help from fellow members , Serena’s trolley had been getting a 1. mast position. quality sea wash because she had been and, hopefully, a taking the waters there for some years!. The Salvaging Army Of course, to the converted, Serena was a nice little boat, just needing some T.L.C. But my fellow member could not be convinced. After all, he was still in shock, even after a pint and a packet of crisps. A couple of months later, I saved her (but maybe he knew more than I did?) Scotch Mist To Date So now I am the lucky owner of Serena, renamed Scotch Mist, and after more than 2½ enjoyable years (on and off), I have now completed the restoration of all her bad bits aft.

Scotch Mist to date I believe I have a fair sail plan outlined...

February 2015 The JRA Magazine issue 67 Page 29 Notes on the crew and on navigation in Finale to the Golden particular Lotus Story by Graham Clifford

THIS NARRATIVE on the voyage of stage by stage, brought the voyage to his position to take the Golden Lotus, provides an excellent its ultimate, successful conclusion. up the Golden Lotus opportunity for me now to pen some Brian and I contributed our combined venture. special notes about my shipmates and general knowledge of small boats, Celestial navigation fellow adventurers, with whom I was ship-taught sailorising and general i s a m e a n s o f privileged to share the two busy familiarity with the sea, but it was d e t e r m i n i n g a months of preparation at Hong Kong Brian’s well-honed navigational skills ship’s position by and the many adventures of the that were the biggest single contributor m e a s u r i n g t h e following seven months. Yes, we were to our safety at sea and our many angle of known young. Yes, we were untried in the successful landfalls. I will now enlarge stars to the horizon open sea. Yet we proved to be more on that theme and thus put on the at dawn and dusk, than just capable. record just how critically important his or the angle of the To paraphrase Julius Caesar: “we tried, contribution was. sun to the horizon we tested, we succeeded.” And yes, Brian directed our crossings of the twice a day. This is we really were tested. Our China Sea oceans by celestial navigation, a skill done by means of a initiation into ocean sailing was and discipline which he had learned hand-held sextant, spectacularly dramatic and during his years in the Merchant Navy. the most usefully- challenging. Our response was equally He had begun his career as a sixteen- clever navigational dramatic, as we summoned a year-old, apprenticed cadet officer with instrument ever Taking sun sights while braced against the mast determination to accept our lot, to get the Union Steamship Company of New invented, and the on with the job and to stay afloat and Zealand. After four years he qualified most widely used in accuracy was dependent on the alive. From day one we sailed as a as a Second Mate (Foreign-going), the centuries before the advent of GPS accuracy of his sun sights and this in team. We combined our individual before he changed employers to work and satellite navigation. Finding a turn was directly related to the sea strengths for the common good and for a Hong Kong-based British line, the “good“ horizon is critical to a good conditions at the time of taking the our sound little boat proved up to the Indo-China Steam Navigation sight and a good reading. A mid- sights. Herein lay his greatest task. Company. Navigation was one of morning “sun shot” is followed at difficulties, for Golden Lotus was an Brian’s duties as he travelled various exactly midday by another sight, taken Ray and Max were physically capable, unsteady platform when seas were trading routes between New Zealand, when the sun is at its zenith. Working strong and resilient. They learned new rough. Brian was used to taking sights Australia, , Ceylon (now Sri with published tables and using his tasks quickly. They both combined from the relative stability of a large Lanka), and Hong Kong. After a sextant readings, Brian would then strength of mind and character with a ship’s navigation bridge. I have total of six years at sea, Brian resigned calculate our ship’s position as level of determination to succeed that, always harboured a deep respect for accurately as possible. The degree of

Page 30 The JRA Magazine issue 67 February 2015 swell could get between the tell us where we were in this vast plotted our position on the chart; he boat and the true horizon and ocean, where everything around us studied the chart for tidal information; give a false horizon. This then appeared so similar whichever way we he considered all aspects of our would result in a position of looked. Modern readers of these words situation: our course steered, our dubious accuracy, a situation should note that electronic calculators course made good, the information which was not at all were yet to be invented. previously read from the trailing log acceptable. I have seen Brian In the China Sea, seasickness was a mounted on our stern rail. He secure himself with one arm problem brought on by the suddenness reasoned with whatever knowledge wrapped tightly around the with which we found ourselves in such and experience and navigational mizzen mast, his sextant to his a rough sea with monsoon swells of instinct he could summon. Then he eye, following the sun’s rise vast height and menacing disposition. made decisions upon which we all towards its midday zenith, When we rose to the top of a swell acted as best we could. And the result waiting and watching for the which was overtaking us at perhaps of all this sterling work? Well, the right moment and a true fifteen or twenty knots, we could look evidence is the proof. We avoided the horizon, while the boat ahead and see the crests of rows and dangerous Paracel Islands and Reefs off continuously pitched and rows of other giant swells receding into the coast of Indo China, although a tossed violently. I have seen the distance. There might be four or strong ocean current tried to push us him lashed to the mizzen mast five crests in the first six or eight there; we tracked within the relative in even wilder seas, the boat hundred metres. Looking back the way safety of the main shipping routes; heeling far over one way then we had come, we could see the crests of every landfall we made was 100% the other, then suddenly many more swells steadily advancing accurate – right where and when he down into a trough and as towards us, the nearest one now lifting said it would be. suddenly rising high to the us higher and higher before passing Our first landfall was remarkable, for it top of a passing swell. ahead and easing us down into the came after fifteen tumultuous days in Obtaining an accurate sextant deep trough between it and the next. the South China Sea. We were reading in these conditions Golden Lotus goosewinged Endlessly. Day and night. Today, expecting a landfall at Anambas was akin to riding a cork in a tomorrow, the next night, the following Islands, but they were yet some eighty maelstrom, while swatting at day. Forever it seemed. or a hundred miles away, far beyond flying fish with a butterfly net. the distant horizon as darkness set in at And this was only the On top of the swells the winds the way he made the best of a difficult the end of the fourteenth day. Seas and beginning. whipped the seas to rough and Golden situation in the turbulent waters of the Lotus responded to keep us afloat and swells were at last beginning to ease. South China Sea and later in the With his sextant now recording the ongoing and safe for the moment. Brian informed us “we should raise the Tasman Sea crossing. In both cases he sought-after angle of sun to horizon, Anambas Islands fine on the port bow had to cope with seas so rough our navigator Brian (aged twenty three It was in these testing conditions on at seven o’clock tomorrow morning.” little boat was never still and, because years) would repair to the chart table our first ocean leg, that Brian took a This would be about an hour after large swells were constantly rolling which builder Wung Kee had made to grip on his sea sickness and did what daybreak. And that is exactly what away towards the horizon, he had to his specifications. Here, braced against we all needed most – he stood over the happened. Right on time, right where cope with the added difficulty of the restless motion of the boat, he chart table and worked his calculations he said. He had calculated the height deciding which and what really was would apply his mind to endless pen as his body worked to keep him braced of the islands as well as their position the true horizon. An unusually large and paper calculations which would against the motion of the boat. He relative to ours, considered our speed

February 2015 The JRA Magazine issue 67 Page 31 and boldly informed us of what to known dangers, even if this meant Fokker Friendships, Boeing 737s, and How strange are the twists and turns of expect. The tops of the islands, still making shorter tacks to keep us in finally, in his last years before fate as we live our lives from go to woe! forty or so miles away, climbed above clearer waters. compulsory retirement at age fifty five, the horizon right when and where he Thus we progressed safely over open he advanced to become Captain of the said they would. Could there be a finer oceans which threatened us from time latest model, $100,000,000 Boeing 767s. proof of accurate navigation of a small to time, and through coastal waters With these aircraft he flew inaugural boat on a prolonged crossing of a rough routes to Japan and Thailand as Air where an alert vigilance was especially Editor’s note: Graham modestly does not sea than that? necessary. The definitive proof of our New Zealand widened its scope of activities while retaining the several say that after rejoining merchant shipping Later in the voyage, we made long, combined successes was our safe for a while, he, too, settled into a coastal passages which relied on a arrival in New Zealand waters in the established 767 routes to Australia and . successful life of coastal charter work along different navigational technique. By mid-winter of 1962, with an the east coast of New Zealand’s northland. means of a hand-bearing compass, undamaged boat and a healthy crew, Now Brian was command captain of He became the lead skipper of a fleet of Brian would take bearings of identified whose eye for a successful voyage had the very latest in Boeing technology, vessels doing a combination of delivery and land features and lay them off on the never once faltered. flying high above the Tasman Sea and tourist trips. Following early retirement relevant chart. Several such bearings With the voyage over, done and the waters of Indonesia and the South due to health problems, he has developed a taken at or near the same time would dusted, we laid up Golden Lotus in a China Sea: waters which he had so passion for the land - particularly creating give a position and slowly the line on safe Auckland berth and soon safely and competently captained the beautiful gardens and when not actively the chart, which denoted our progress, dispersed to take up our previous Golden Lotus across just twenty-odd pursuing this interest, or spending days would extend. The week-long passage careers. I went back to sea on years before. camping along the coast fishing, spends from Singapore to the Indian Ocean freighters, Ray turned his hand to a time writing special interest books and relied primarily on this means of joint business venture, Max returned to articles for magazines. navigation, as we passed through farming at Awanui but soon joined narrow waterways such as Riouw Volunteer Service Abroad, and was sent Strait, Gaspar Strait (between the to work in New Guinea for several islands of Banka and Belitung), the years. Brian chose a small boat career Gaspar Sea and Sunda Strait. The very by joining the Waiheke Shipping long trip down the East Australian Company at Auckland as a skipper of coast saw the hand-bearing compass passenger ferries and, later, a small, used several times a day and often at motorised cargo . Four years later night. It was this coastal navigation he resigned to take up full-time flying that took my fancy as it did Ray’s, and tuition at the Ardmore Flying School, we both learned to work our own clocking up 220 hours of flying time in brand of magic in determining our light aircraft, twin engine aircraft and positions and our progress, while night flying – all in just over three overseen by the Master Navigator. We months. Shortly after, he was taken too studied charts, noting the under the wing of the National numerous reefs between and beyond Airways Corporation (later Air New the many islands and the direction and Zealand) and was soon in Christchurch strength of tidal flows. We calculated training on DC3s. Over the following courses to ensure we avoided the twenty seven years he flew DC3s, Ancient to Modern - sea to air

Page 32 The JRA Magazine issue 67 February 2015 continuing the story of the Slow Boat Home Part 3 by Peter Scandling refurbishment of a Contessa 26

I returned from my Caribbean mast partners and associated items for The next task was to check the adventure with renewed enthusiasm. a new mast, but in the short term, I’d fit wiring that had been run up the Following the dismasting of 40 degrees, the old mast for sailing trials. mast. I could see from the ends my skipper, Ian, and I had six days of I arrived back in Plymouth at the end that it was not substantial and slowly clawing our way northwest of February, having set myself a target like all wiring on the boat both under jury rig to Grenada. During that launch date of the beginning of May. wires were black! Using a time we discussed the work left to do The impetus behind this was the start simple light and battery I on Mariposa. I was fortunate to have of the Jester Challenge on 11th May. It quickly established that for someone of his calibre to chew things was a daunting deadline, but with a bit reasons unknown the mast over with. Ian is a very experienced of critical path planning, and luck, it wiring was no longer working. boat builder and sailor, having worked could be managed. Having decided to The wires had been laid in a on Volvo Ocean Race boats and for re-use the old mast temporarily, it was channel up the side of the mast Team Artemis during the last America’s time to give it some TLC. The first job and the channel had had a Cup. We discussed at length solutions was to remove the protective coating wooden spline glued in place to my Mariposa mast dilemma. The that had been applied. I’m not sure over the top. I optimistically current mast was heavy and had a what it was but it sanded easily with hoped that I would be able to slight bend in the top. I wanted only a small amount of clogging to the pull the wires out and mouse the something lighter and stronger. His sandpaper. Underneath was a nice channel at the same time. This suggestion was that we should make piece of spruce. When I bought the proved impossible and I something from carbon fibre. I had boat the mast was in a sorry state: there resigned myself to digging out initially set my mind on a hybrid mast were some large shakes and a the spline to access the wires. I similar to those built by Annie Hill and pronounced bend in the top section. was pleasantly surprised to find Arne Kverneland, but Ian persuaded this only took a couple of hours, The bend had been caused by the sail The old mast me that I could, with his help, build being left bent on and unsupported for and was a rewarding way to something light and strong. He even an extended period of time. When the spend a sunny afternoon. Not only suggested a shed in which to do the were the wires corroded, but also the channel I bought some hardwood mast was un-stepped at the beginning moulding from the DIY store and job. It was settled: we would tackle the of the project I was confident that the outer sleeves had been compromised in new mast together. The only small several places. I had been given a new tacked it in place on a bed of Sikaflex. bend could be corrected by laying the It would suffice for the summer trials problem was time. I had set my heart mast with the bend upwards and masthead combined tricolour and on spending the summer of 2014 afloat, steaming light, and a new VHF aerial. and the new mast would have the hanging a weight off the end. This wiring running internally. Several a summer of coastal cruising to iron out worked very well over a period of three The cabling for these required the any problems, before heading south to channel to be enlarged slightly. This coats of primer follower by several months, and resulted in a straight pole coats of external gloss and the mast Gibraltar in the late summer. I decided once more. was a straightforward job, using a to compromise: I would prepare the small thumb plane. To cover the was looking rather good. I was able to

February 2015 The JRA Magazine issue 67 Page 33 reuse the old masthead fitting by thoroughly, remove the loose paint, of seasons. It was time for patience. Whilst I had been ‘playing’ in the bilges making an additional GRP plate to sand and prime the exposed areas and Armed with a head torch, a sack full of I had placed the leaking window, accommodate the new VHF aerial. repaint. It was a messy job, not helped dry rags and the radio, I settled down which had been removed earlier, into With the mast well in hand I turned my by the restricted access. But over a to watch the bilge. I dried it once more, an acetone bath. After a couple of days attention to the windows, several of couple of days I managed to remove got as comfortable as I could on the it was easy enough to remove the glass which leaked. Nothing major, you the loose paint and carefully sand the cockpit sole and waited. An hour from the frame. I now had a piece of understand, but enough to irritate me. areas. I was fortunate to have a few passed and nothing seemed to have glass shaped to fit the window aperture As with all Co26’s the windows consist days of bright, early spring sunshine. changed. I decided to wait another in the boat. I could see that reusing the of an internal and external aluminium This not only made working in the hour. Sure enough the source of the original screw holes in the cabin sides frame with glass in between. I cockpit pleasant but also allowed the ‘leak’ revealed itself. In the forward would be easier than creating new ones removed one of the larger windows, to bilge to dry thoroughly. But there was corner of the bilge, next to the and it would mean that any future assess the problem. It was obvious that a problem: on the first day I had encapsulated keel, a tiny trickle of owner could easily fit the original style the seals were perished, probably completely dried the bilge, but when I water started to appear. I watched for a windows back again, if so desired. So through UV damage. I remembered my looked the next day there was an inch little longer and the trickle was small using the glass as a template, I made father had replaced the window frames or so of water in it. It hadn’t rained but constant. Water was coming out of two plywood panels which were 20mm on a previous boat, so I contacted him overnight and the cockpit sole had the encapsulated keel. This was not wider all round. I then cut holes using for advice. He put me in touch with a been covered to stop the morning dew very comforting. It was time to consult a large hole saw to create the round company in the Midlands. I was getting in. I was perplexed. I began to the Contessa Oracle Jeremy Rogers. As porthole. The wood was offered up to shocked to find that resealing six think I must have poured some water always he was immensely helpful and the boat, and the holes marked and windows was not going to be cheap. I into the cockpit, forgetting the sole was very quick to respond to my questions. drilled. Both pieces were given a coat would get little change from £500! I not properly sealed. Assuming it was It appears that on Co 26s built around of epoxy and primed. A thick bead of didn’t really like the shape of the the onset of age-related forgetfulness I ’73 to ’76 some of the laminating in the Sikaflex created the seals and the new windows, from an aesthetic point of dried it again and postponed painting bilge was not all it might have been. frames were bolted to the cabin bedded view. Being a fan of Roger Taylor’s I for another day. On the third morning Small holes had been left in the hard- on another bead of Sikaflex. Externally was rather drawn to the way he had I found exactly the same situation. An to-reach areas of the bilge, which I filled the countersunk heads with changed the windows on Mingming II. I inch of water in the bilge but this time I allowed water to enter the keel area. epoxy to give a smooth look. The first decided to think about the best way was sure I hadn’t spilt anything into The solution was to drill a series of window worked well and I liked the forward for a few days. I always find the cockpit. I mopped up again and holes from the outside into the keel and appearance. I decided to repeat the that if I leave a problem like this, left it open to the sun to dry it let it drain. process for the other five. This was the eventually the solution presents itself. thoroughly once more. The next day I As per the instructions from Jeremy I sort of job that I could do in between As the old saying goes… ‘if in doubt do found another inch of water in the drilled a series of holes and released other bigger, or more weather- nowt!’ bilge. I was now convinced that water the water that had been sat in there. It dependant jobs, so the windows was coming from somewhere in the progressed in the evenings and on Early on in the project, I had removed wasn’t a huge amount of water, boat, and not from an outside source. probably two cups worth, but I was rainy days. the cockpit sole to allow easy access to The ‘experts’ in the yard all had the bilge and cockpit drain hoses. happier to know it was out rather than Having been concentrating on the boat, theories most of which centred around in the keel. The bilge stopped filling up I was aware that time was running out When the bilge had been first painted, water coming out of the laminate. I the original GRP surface had not been with water! The good weather and I still didn’t have a usable tender. I was convinced this was not the case. continued and so I decided to leave the was planning to live on a mooring on properly keyed up and the paint on The boat had been on the hard for these areas was falling off. It was easy bilge and keel area to dry as well as the Tamar for a while, day sailing and nearly two years and previously to that possible. ironing out any teething problems. I enough to rectify: clean the bilge had been in the water for only a couple

Page 34 The JRA Magazine issue 67 February 2015 was fortunate to have been doing some casual work for the local mooring contractor. He had offered me the use of one of his moorings for free. The only problem was getting ashore. My father stepped in to help. He loves a project and got rather excited by the prospect of knocking together a stitch and glue plywood tender. In fact he got a little over excited and as a result Mariposa has two tenders. He downloaded plans for a rather attractive ‘Portuguese’ style tender from the internet. The plans required one and half sheets of plywood. He decided to buy three sheets and build two! His thinking was that he could build two sizes, try them out and sell the one that was least useful for my purposes. I left the tender construction to him and offered a second pair of always the same story … sunny spells hands as required. and showers. I had originally planned The end of March was approaching, the to apply the paint with a roller and windows were progressing well, the brush but on my own, this was going to bilge was now dry, the holes in the keel take a long time. Mid-April arrived had been filled with thickened epoxy, and nothing had changed on the and the mast was ready for stepping. weather front. Aboard Mariposa the The last major job was to paint the electrics were in, the galley was topsides and tidy up the deck. complete and I’d managed to clean her thoroughly from top to bottom. Now I Painting requires a good three to four was stuck. Having prepped the days of dry weather. Whilst mucking topsides I’d set myself on a course that around in the bilges the weather had I couldn’t change. Life is full of ‘if’s’ been perfect, but of course when I was but if I hadn’t sanded the topsides then ready to paint the weather turned I would have made to the start of the against me. I managed to get enough Jester Challenge. But it wasn’t to be. dry weather to sand the topsides and With a heavy heart I cancelled the prepare for the first coat of primer. But launch. once prepared it was hopeless. A dry day would come and I’d look at the To be continued … forecast for the next few days. It was

February 2015 The JRA Magazine issue 67 Page 35 extracts from Hestur’s Homecoming by Charlotte Watters starboardlocker.wordpress.com

Posted on 11th September, 2014 up a wide Argyle glen, Barbreck. We have had a bit of a zig-zag route The trees were starting to turn: north… to say the least horse chestnuts and oaks singed with the first draught of autumn, I last wrote from Cushendale, Northern then a pint in the Galley of Lorne. Ireland. We had a nice afternoon there, and met Paul, a member of the From Ardfern we set forth once committee of the Cushendale Sailing again. We bobbed and sluiced Club, who saw us rowing ashore in the though the tidal races of the Sound dinghy. He met us at the pier to of Luing, always a fascinating welcome us, see where we had come stretch of water. The surface boils from and offer us a lift to the sailing and breaks, small whirlpools club for showers. Very nice! After a emerge as you watch, an ever- walk and very good bramble picking, changing surface - and depth. We (they have been great this year), we set got to Tobermory on the north off for the island of Gigha. We slalomed western end of the Sound of Mull through the flashing buoys in the that evening. The anchorage is very channel and arrived at midnight, deep there. It was high tide and we anchored on the north east side and tucked in to the edge. The steep had a restful night till early morning black and white lichened rocks when we set off again on the north disappear into the green water. going tide. Trees overhang the rocks. On a gentle flat sea we motored I went ashore in the morning to An Images from the West of Scotland through milky calmness up the sound Tobar, the contemporary art gallery of Jura to Loch Cragnish, to anchor in on Mull, where there was an artist’s home here as she presents back to us a warmth like a rubbed hand when the the pool south of Ardfern. The low film showing: The Weepers by Rachel funny, twisted visions of heritage and sun comes out, but a chill just behind it islands gradated back in misty blue to Maclean. Involving, detailed and stereotype that are at times uneasy, if too, with a draught like someone left the hills of the mainland to starboard comic, the film was a captivating not chilling” - some text from Comar’s the door open, when a cloud and Jura to port. The horizon merged reworking of a Scottish folk tale, with Autumn publication. intervenes. white with the sky and seemed to leave intense characters, situations and sound score. The sun was sparkling on the sea, there The tide was in our favour again by the the velvet lands hanging. We arrived at were a blue sky and hazy hills. The afternoon and we slipped off at 12:00 lunchtime and anchored in the placid “Maclean’s intelligent, satirical and weather was very settled, sunny and midday to head round the next marker lagoon. That afternoon we had a cycle colour-saturated, exaggerated style is at beautiful, but with no wind. There was point on our way home:

Page 36 The JRA Magazine issue 67 February 2015 Ardnamurchan – the most westerly way home that sunny afternoon. We More boats sailed and rowed out to point on the British mainland. Sailing cycled over the Skye bridge to Kyleakin meet us, including Trevor Robertson, up or down the west coast of Scotland, on the other side of the sound. We who we last saw in Dominica! He there are such clear points between peered down from the bridge on the arrived in Ullapool the week before we zones: Islands, Headlands and Sounds lighthouse, bright white in the fresh did, after a route across the Atlantic via like chapter headings – or conclusions. sunshine and the cool blue water with Nova Scotia. The feel of the southern areas I know, luminous barnacled boulders just Thanks to everyone who made our but I am not as familiar with them as I below the surface. We spoke to a cyclist return such fun, it’s wonderful to see am with the northern chapters. Here and to people who had come up on the you all again. And thanks to Hardie for though, I could sense our progress in tide behind us from Kyle Rhea in a the pipes! ways other than just miles on the chart. lovely little wooden motor boat, to visit Ardnamurchan Point was a scene of the dentist in Kyle. Click this link to watch the video: tranquillity as we passed it, no hint of Then at 1:00 pm we slipped our lines https://m.youtube.com/watch? the turbulence and ferocity in the water and took off under the next sea-mark v=iG6ewlOtsE4 which gives it its reputation: boats who on our journey home: The Skye Bridge. make it north of here earn the right to “The Gateway to the North” as Dan wear a sprig of heather on their bows enthused, before us was familiar (Aye, very good). Past this point we ground indeed… could now see across to the distinctive shape of the Small Isles, Eigg, Muck, We are home! Rhum and beyond to Skye. The Sound Posted on 16th October, 2014 of Sleat lay before us with Mallaig and then Knoydart off to starboard and We arrived back on the 12th of Skye to port. We motored – still with no September. We were met in Annet Bay Ardnamurchan light wind - up the Sound and anchored in on a beautiful calm day by a flotilla of twilight at the Sandaig islands just boats. The first one was Netta, Dad’s south of the narrows of Kyle Rhea. A fishing boat, with Mum and Dad big moon shone. aboard. They greeted us with champagne, we rafted the boats up and On the tail end of this morning’s tide, drifted gently down the loch as we we slipped on through those narrows, popped the cork. So wonderful to see past the little cottages on the shore in them again after nearly a year since we the early morning light and the were last with them. Next, my brother black headed seals fishing and playing Andrew buzzed out in his RIB with in the rapids, to Kyle of Lochalsh Hardie, to welcome us back and where we tied up and waited for the celebrate with us . To our great surprise tide to turn again and take us under the and huge delight, Hardie had his pipes Skye bridge and up the coast. We with him, and he played us in! What an shopped in the Co-op. I bought gin for honour! It was a very touching moment the sloes we had picked from a gnarled, to be piped home down the loch, and aged tree in the Lake District on our will be a lasting memory of our trip. Under the Skye Bridge

February 2015 The JRA Magazine issue 67 Page 37 For more on this boat and its

by Shemaya Laurel travels, see the blog Auklet's Junk Rig Conversion www.sailingauklet.com

This boat, a 20 foot cat , had an Paradox-style mainsail and sprit unconventional rig to begin with, boom mizzen. Altogether, this setting a Matt Layden, Paradox- sailing with the initial rig added up inspired, roller-reefing lug mainsail, to eleven months, floating and and a sprit-boom mizzen; now it has a cruising along the New England junk sail on each mast, and initial sea coast, with seven months the first trials for the new rig took place this year and four the following. This fall, 2014. The most interesting aspects included traveling under sail of this conversion, to me, have been the between Connecticut and Maine, intricacies of arranging euphroes and and up to the Canadian border and double sheets, and learning how to back. make the boat go with this new gear. Occasionally during this time, out The entire project has been fascinating, in stronger winds, reefing gave me challenging, sometimes daunting, and trouble. (The Paradox rig is eventually quite satisfying, especially supposed to be used on a Paradox once I figured out the beginnings of hull, where by all accounts it reefs how to manage all those extra lines. smoothly – my adaptation to the For anybody contemplating a junk rig, Chebacco was likely the problem.) it's important to say first that it is Sailing one night, some ways out on absolutely not necessary to make open water, the mainsail was

things quite this intricate. On the other already partially reefed and the Suzanne Jean hand, I would also offer that doing it wind increased some more. Even Auklet, reefed, on the Connecticut River this way has provided some significant though I knew it should be done, in benefits. the conditions at the time (wind, waves, dark), I was too afraid of the following the Bolger design, and I it felt like it would be easier to First, the boat: a 20 foot Phil Bolger actually had spars and a gaff sail ready assemble, and thus the new boat could designed “Glasshouse Chebacco,” built issues with the reefing process to try to put in more turns on the roller system. to go. But a combination of mast get on the water sooner. Having now from plywood (by professional boat problems and desire for easier reefing put together both versions, I believe builders) and brought home to my In the end the wind dropped back, with no harm done, but this experience, made for a change, that took place that assessment was correct – it's been driveway in the northeast US for before the boat's initial launch. At the much more of a production getting the completion and rigging. That took a more than any other, fuelled my enthusiasm for converting to junk rig. time of that original mast/sail change I junk rig in order. But worth it! Reefing while (okay, three years). Once considered going with a junk rig, the adapted Paradox sail, even with its launched in 2012, there was a good bit This boat was originally supposed to puzzling between that and the Paradox, complications, was easier than the gaff of sailing, with the aforementioned have a traditional gaff rigged mainsail, and then choosing the Paradox because mainsail would have been, but as

Page 38 The JRA Magazine issue 67 February 2015 described in the story above, it was not hustled to get the boat into the water, perfect; reefing with the new junk rig, without a chance to step the masts and just like everybody says, is an absolute raise the sails in the driveway. This breeze. meant that a number of cleats and pad In changing to a junk rig, the first issue eyes were not yet in place, since it was which particular junk sailplan to wasn't clear just where they should be select. One of my priorities was located, particularly for the mainsail. maintaining a relatively short We had added a collar to mainmast (19 feet), for ease of stepping the mizzen mast, so there were lots of on this trailerable boat, and for passing fastening points there, but the boat is underneath an assortment of bridges. arranged for sailing from the cockpit, In the end, selection of a particular junk so belaying pins at the mainmast rig came down to the mast height issue, weren't going to be workable, and and I settled on the Reddish sailplan as additional hardware was still to be a way to get the most sail area on the organized. As it turned out, forgoing shortest mast. Another plus was that rig testing in the driveway was a good this sailplan had been demonstrated to thing, because sailing around for a work with minimal camber, which I while helped to clarify what was also wanted. And I like the way it needed and where, and it was far from looks… obvious at the very beginning. A test sail on the trailer would have led to The sails were made in early 2014 by incorrect conclusions. Theo Fadel Stuart Hopkins of Dabbler Sails, and A model of Auklet’s rig meanwhile I and friends – one of Having double sheets for each sail, and euphroes (wooden multi-part friction whom is a skilled woodworker – put describes tying off the end of the euphroes were sometimes hard to blocks – see photo) for each of those together the rest of the necessary parts. running spanline at the euphroe, but reach, and because coiling and tying off sheets, added to the complexity of the Altogether, this took every bit of the doesn't go into much detail about just that spare line securely at each euphroe lines and fastenings. The payoffs for eleven months between getting home how to manage the extra line that was pesky, awkward, and not always that complexity are that the cockpit is in October, 2013 and launching again accumulates when reefing. Beyond successful. entirely clear of sheets, which was quite with the new rig this past September. that, there is the point that using that high on my priority list; sail shape can The alternative, leading the running But then, we are not known for particular arrangement means you be fiddled with to one's heart's content; spanlines from the euphroes to the particularly speedy work. And I had have to scramble quite a bit, to manage and the sheets themselves can be cockpit, means that for each side of other projects going, including making that line at the euphroe, wherever the significantly shorter. Still, there is the each sail there is both a sheet and a repairs and adjustments to the boat that euphroe might be at the time. The "tied matter of the running spanlines, going spanline tail, all needing to be had nothing to do with the new rig. off at the euphroe" strategy was back and forth between the euphroes appropriately fastened. During sea Details of the rig construction could appealing, because it seemed like it and the sheetlets, and how to manage trials I did a lot of stacking of lines, perhaps go in another article, but it's would leave fewer lines to manage the tail end of each spanline, which sometimes three or four to a , more fun at this point to talk about the when adjusting the sail angle, but does need to be adjusted, particularly using the cleats that were already in sea trials! testing revealed that it wasn't when reefing or raising more sail. place from the previous rig. Needless Because of the advancing seasons, we particularly satisfying, at least in this to say, all that stacking was One suggestion in Practical Junk Rig situation. This was both because the

February 2015 The JRA Magazine issue 67 Page 39 inconvenient, especially when a line at opposite side of the cabin for some Mainsail the bottom of a pile needed to be extra reach, when the spanlines are underway, with adjusted! Still, sorting out the new lines adjusted to their more appropriate the euphroe still before committing to bolting on more length, another strategy is needed for too snug hardware was a great exercise, and it back-winding or pulling the sail in was after all still possible to sail the tight. Sorting out the ideal boat. arrangement/technique for that task is The issue that took the most getting still in progress. used to was the need to attend to four As for the sheets themselves, when separate lines whenever it was time to adjusting the sail angle, the lazy sheet sheet in or let out the mainsail, and the needs to be let out along with the one same for the mizzen – eight(!) in total. that is working, and if the working Tacking was fine, as they all crossed sheet is drawn in it is also helpful to back and forth without attention or take up the extra slack in the lazy one trouble – but heaven help you if you before it wraps itself onto somewhere Shemaya Laurel wanted to do some tricky weaving it doesn't belong. Still, once I got the around that involved lots of sheet hang of it all, managing the sheets and adjustment. This could be fudged when spanlines wasn't such a complicated hauling sails closer in, but if everything routine – and I could see that it would was set for going upwind and then the become a lot easier when there was a sails were to be let out, there was a lot cleat available for each line. Now back of uncleating to be done. in the driveway, installing those cleats Sometimes the spanline tails were left is underway. loose (intentionally or not so much), The other big change, as far as new whereupon they would gradually work lines to get used to went, had to do their way out through the euphroe, with all the lines that have nothing to neatly demonstrating the possibilities do with either sheets or . I Rig assembly at the dock – for sail twist. This inadvertent noticed in photographs of similar Theo Fadel (l), loosening of the spanlines also helped fanned sails that in many photos of Shemaya Laurel (r) in finding the "natural" distance of the boats, there are standing lines taking Suzanne Jean euphroe from the sail, which, as shown the place of both running luff hauling in the photo, I had initially had too parrels and running tack parrels; I snug. Having the spanline too snug considered doing it that way too. We Altogether we ended up with the ends of the lines, when I set out for the tended to distort the sail shape, as well had made a working scale model of the following running lines for each sail: first sail! My plan was that the as making the euphroe unreachable for rig over the winter, and had a lot of luff hauling parrel, tack parrel, port adjustability of every one of those spanline adjustment between panels. I issues with diagonal wrinkles in the and starboard , and yard running lines was going to have to originally had hopes that the double sails; it seemed like adjusting those hauling parrel. These were in addition prove itself, or the line was going to be sheets would make it easy to do things running parrels really helped, so to the halyard and the aforementioned summarily tied off, to fend for itself. like backing the mainsail. As it is, even running lines it was. The same was true sheets and spanlines. Thank goodness The yard hauling parrel, just like with the fastening points on the for the lazy jacks/topping lifts. for the little masking tape labels on the

Page 40 The JRA Magazine issue 67 February 2015 everybody has said, was very useful. halyards, topping lifts – but it was extremely light airs. Particularly when there were waves, satisfying to see that stray bits of Not so with the big adjusting that line controlled the yard wandering line in other places were new sails. Once I and kept it from swinging forward and really quite forgiving. l e a r n e d t h a t i n a back. Further, when the sail is reefed, One thing that I had not quite grasped, following current and snugging up the yard hauling parrel before seeing it in person was the with hardly any wind it significantly improves the angle of the significant forward strain on the eye was, counterintuitively, sail on the mast (when reefed, both straps that hold the topping lifts in best to reef everything sails tend otherwise to be low at the position underneath the boom. I was down to something like after end). One by one, the adjustability reluctant to drill holes in the aluminum that previous sail area, I of every single one of those lines made tubing, and tried some rather far- was happy to see that I itself useful. Most especially, when fetched attachments with seine twine h a d m y d o c i l e , sailing downwind it was great to be lashing and heavy plastic wire ties. I steerable boat back. I've able to ease the tack parrel and the luff still think that there could be an come to appreciate hauling parrel, to let the sail come appropriate, successful alternative to sailing into a current in across the mast; this kept the boat screwing on eye straps, but I'm here to a very light breeze, better balanced and the steering nicely say that whatever one does, it should because in that manageable. One of the winter projects be extremely sturdy. The after topping situation the sails can is to lengthen the lower three standing lift, particularly, has a lot of load on it, go all the way up, batten parrels on the mainsail, tying trying to slide it forward along the taking advantage of the their after ends several inches further boom. If/when it succeeds in doing nice new additional sail aft, to let this work even better; on the that, one is in for a pretty good thump area; noticeably mizzen, the initial guess for positioning onto the top of the cabin or toward the improved progress, the batten parrels turned out to work compared to the old

water, because after the topping lift Shemaya Laurel just fine. slides forward it's no longer supporting r i g , i s t h e n m a d e Suzanne Jean making adjustments to the mizzen Overall, apart from the cleat issue, the the boom or the rest of the sail bundle. against the current, and rigging launch and sea trials worked out quite Incredibly fortunately this happened at the steering is fine. well. This was especially heartening the dock… now there are screws. T h e b e a u t y o f t h e considering how very many bits of converted rig, just like Other than that moment of drama, and rig is definitely a keeper, and I'm cordage were tied all over the place, the absolute rat's nest of mainsail lines everybody has said, is in how holding battens and sails together, incredibly easy it is to increase or looking forward to the next round of the first few times out, things worked trials, and trips. battens against the mast, etc., etc. Very out pretty well, though there was one decrease sail area underway. The few of those bits came undone, and the other bit of excitement. It turns out that learning curve for the overall show was ~~~~~~~~~~~~~ ones that did just proved the point this particular boat objects to pretty steep for the first week or so, Shemaya Laurel lives in the northeast US, about the famous redundancy of the functioning with way more sail area with all those unfamiliar new lines and where she tinkers with boats and does some junk rig – the sails still worked, the than it used to have, if there is also a boat behaviors, but by the end of three writing. boat still went forward, and it was easy following current and a very light weeks of cruising on the lower enough to go back and correct the issue breeze. The boat was happy with the Connecticut River, and across Long later. Anything that could seriously fall previous rig, and would reliably Island Sound and back, things were down was done with extra care – maintain steerage way, including in starting to make sense. The new junk

February 2015 The JRA Magazine issue 67 Page 41 A Busy Day! By Jonathan Snodgrass A rendezvous off Dartmouth

In early December I took Asmat Khan dinner party that evening with chums and his lady Patricia for a day sail from in the area! Discretion always being Dartmouth. As Asmat has mentioned the better part of valour, I withdrew on the JRA forum, they are interested in whilst they discussed it between purchasing a junk-rigged boat. themselves. ‘They’ took a Decision – Alternatively they may convert their we went sailing ... gaff rigged Wylo. They have I also wanted to meet up with the Far previously owned a junk-rigged steel Spica, a 3,527 tonne offshore oil Tahitiana, which sadly succumbed to industry supply ship commanded by rust. I offered to take them out on Lexia my son-in-law, Captain Richard as part of their information gathering. Eggleton. The vessel was on passage to (The JRA works, OK!) Aberdeen from South Africa. The ship It was blowing a northerly, ie offshore, is the state of the art multi million F8. Asmat was keen to take Lexia out pound flagship of the Norwegian beyond the Mew Stone to see how she company, Farstadt Shipping: https:// performed in rough water and a strong www.farstad.com/ . Richard had wind. I said that I was happy to do sought permission from the company that but warned them that it was to pause briefly off the entrance to the already midday, it would be dark by Dart to undertake a joint training 4:30, and that to get back into the River exercise with the Dartmouth RNLI Dart before dark against a strong wind lifeboat. Richard and our daughter and a spring ebb tide we would have to Hettie live in Dartmouth where he is a motor sail. I have every confidence in crew on the lifeboat and also a member the 37 year old Volvo thumper but, if of the Dart Harbour Board. So there the engine failed for whatever reason, was lots of ‘mutual benefit’ for all the we would at best have to wait for the agencies involved. (That Hettie and tide to turn and beat into the river in children, Emma age 6 and Tom aged 4, the dark, or we might have to anchor were able to view ‘Daddy’s ship’ for off. Failing all else, I did have my the first time from the headland near passport, the boat had food and water Dartmouth Castle was a real bonus.) aboard, and we could run to Asmat enjoyed helming Lexia and was overnight. Patricia announced that this impressed. Clearly, as a small, light was not compatible with her plans for a ‘Plastic Fantastic’ she is very different Lexia sails out from Dartmouth to meet Far Spica

Page 42 The JRA Magazine issue 67 February 2015 from a heavy steel Tahitiana or their darkness I was very glad that I still had current Wylo, which he describes as a my full winter foul-weather gear on. ‘sea tractor’. It was certainly rough The RIB came alongside the ship and enough to be testing. ( T h e we each timed our move to get onto the The multi-million pound photographs, as so often, don’t give rope ladder to climb to the door in the oil industry supply ship any impression of a rough sea but ship high above. The RNLI lifeboat put Far Spica, towering above Richard reported that a few miles crew aboard with a roll up stretcher as Lexia passes close offshore, as they steamed to the and then stood off. They dealt with a aboard to take photos rendezvous, the steep Channel waves simulated casualty from a fire aboard were breaking over the bridge of the and prepared to lower the casualty on Spica.) the stretcher to the lifeboat. (At that The Spica came over the horizon exactly stage the exercise was stopped.) The as planned and arrived at the assembled party was then given a tour appointed place within minutes of the of the ship. How to sum that up? Well stated 3.00pm. All computer driven; the cargo load deck appears rather she has no paper charts on board! As bigger than a football pitch and the required for her role, she did not command area on the bridge appears to anchor but used her ‘dynamic have been copied from the Starship positioning system’ which uses Enterprise. computers, satellites, visual referencing But time is money, and in this case big The RNLI crew and her numerous thrusters to hold money. So our tour was conducted preparing to position within centimetres. When she briskly and, immediately we visitors evacuate a informed us that she was on station I were all safely back in the lifeboat and “casualty” sought permission to pass close to take RIB, the Spica pirouetted, bowed and photographs which was granted. I danced off stage, up Channel, into the helmed, Asmat took photographs ... darkness. The lifeboat and RIB raced and Patricia expressed some concern (!) back: the RIB won. The RNLI crew as we passed very much closer than we and others put their boats and kit away would have done had she, Spica, been and retired to The Ship in Dock, the making way. And we did motor sail favoured pub nearest to the RNLI back into the Dart at dusk, and they did station, but I retired to my bunk on get to their dinner party. Lexia, very tired after a very memorable And I barely had time to secure Lexia day. before I was picked up by a RIB from Hetty, Tom and Emma Monty Hall’s eco tourism company watch “Daddy’s ship” http://www.montyhalls.co.uk/ to be from Dartmouth taken out to the Spica to tour the ship and to watch the joint exercise with the RNLI. As the RIB and the lifeboat raced out to the ship through the

February 2015 The JRA Magazine issue 67 Page 43 London to Panama; On the Reef; by Clive Hamman Nuthin Wong Salvage; A new beginning

on Moloka’i Island in Dover, which we raised just as the sun wonderful, warm working man’s club, 1889; this was one of was kissing the French coast good where new friends were made and Philip’s many sea yarns. night. Next day we enjoyed Dover generous help received, in preparing Now, welcome aboard pubs and fish ’n’ chips, British style, the Wong for the North Atlantic a different sail-training after our experience of the world- crossing. vessel, departing B.C. famous Belgian fries, before moving on On April Fool’s Day, we kissed, hugged 1991: the Nuthin to the Isle of Sheppey, where we and saluted our way off the dock, Wong. stopped for a night and stayed for two shipshape and ready for the Atlantic I had to replace the months, helping our new friend, Lee Ocean. Back to the Isle of Sheppey to damper plate on the build a copy of the Golden Hinde in say farewell to friends before working P e r k i n s 6 - c y l i n d e r steel, which is now afloat, exploring our way to Bordeaux, France; moving engine, a difficult job local mud banks. Between jobs, we along the coastline to the Channel involving removing the were entertained in the Old House Pub, Islands, St Malo and Brest, where we Visiting the tower of London transmission and lifting run by Beverley and friends. explored both rivers, before sailing to the engine off its mounts Eventually we moved on to exploring La Rochelle, a 500-year old port, with a PART ONE. to get access to it. Master mechanic, the Medway River as far as the Wong magnificent stone entrance to the ... From London to Panama, via Erik, introduced me to new swear could float, before low bridge stopped harbour, and the best street performers France, Bay of Biscay, , words before the job was done, but he play. While alongside a dock, I had the I’d seen in Europe. , Porto Santo, Madeira, La was always in a good humour. My good fortune to meet Paul Woodman: We crossed the Bay of Biscay to Gomera, Turks and Caicos, Cuba, new crew Gunter Sailor, I had also met sailor, author, gentleman and scholar, Santander in northern Spain, then Grand Cayman, Honduras and San on the sea wall in ; Nicolas I’d who wrote a book about the history of along the coast to La Coruña: rounding Blas Islands, Panama. met coming through the French canals, the Greenwich Yacht Club, which has the point we were going like a Boeing and Frenchman, René, was aboard for been established for over 100 years. He with favourable winds to Rio de Vigo, a Before departing from Ostende, the next leg to London. invited me to spend the winter at the Belgium, I had the pleasure of meeting beautiful fiord where we spent the Once the formalities to clear port were Yacht Club, saying he would clear it night, before continuing on to Lisbon. Dirk and Frances Van Cartkenberghe, with the Commodore. friends of the Tall Ships who completed, we stood out for Dunkirk. Here we spent a few days being introduced me to Philip, the bosun of On the first night, favourable weather When we arrived at the Greenwich tourists, before sailing to Cape Saint the Mercator, Belgium’s Sail-training encouraged us to anchor outside the Yacht Club, huge flakes of were Vincent in Portugal, the most powerful Ship. In 1936, the Mercator had the port of Dunkirk because it was so nice falling. Paul, the Commodore, and the lighthouse in Europe, whose loom can honour of bringing the mortal remains to be away from the wall and the harbour master were on the dock to be seen from 40 miles offshore, in good of Father Damiaan, “Apostle of the constrictions of the harbour. We raised welcome us with a bottle of brandy, weather. I saw it from just shy of 27 Lepers”, back to Belgium after he died sail at the crack of dawn, to make our which between us all, we sucked down miles. This is where Henry the way across the English Channel to in fourteen minutes. There was a Navigator set up a school to teach

Page 44 The JRA Magazine issue 67 February 2015 before the moon came fishermen, locals and harbour masters; explored the island. I got to go on up, the Milky Way in Setubal, Sesimbra and Sines, they walkabout ashore with Sylvie in order could be seen at its were initially difficult to deal with but to camp one night; I spent one night in best. By now the crew eventually very helpful. We departed a small French hotel and another one had all all moved on, Alvor as the sun set, bound for Porto with new friends. We had fun and met leaving me alone with Santo, a small island, 480 miles from good people, while selling my books on enough food, water, Portugal, which we raised four days the esplanade; Peter, travelling from rum and tobacco to fill later. It is a nice island with long, clean played guitar and sang the three foolscap pads, beach and a few cruising yachts lay at blues. Then we sailed on to the second- using up four Bic anchor. We stayed there a day to look most western island in the Canaries, La ballpoint pens in order round, before sailing on to Madeira, Gomera. Tying up along side at San to hand write my first which along with Penang in , Sebastian, the crew were asked by the book: No Fixed Address. all the islands in the Great Barrier Reef, locals where, why and how they came This is the story of the Tobago and the Gulf Islands of British to be on Nuthin Wong? building of the Good , joined my list of favourite Well, Alex Carpenter, from Oz, was Cape St Vincent Ship, Nuthin Wong, and Islands. travelling in Spain and said he had an of the first 17 years I dropped the hook in the port of adventurous spirit and this was right cruising. Funchal where all the great navigators up his alley, claiming the sea was his Portuguese sailors about which way Raising the anchor and sails, I drifted of the Portuguese Age of Discovery: friend and wanting to learn how to sail the wind blows at different times of down river with the out-going tide to Henry the Navigator’s explorers such and ‘get outta the comfort zone’. He year. This knowledge enabled them to find a way to get all those written as Vasco Da Gama, Bartholomew Dias thought we had a good crew gathered discover the Cape of Good Hope at the words turned into a book with an eye- and Christopher Columbus, anchored together with different skills and south of Africa, in the 15th century. It catching cover: this was the mission. to victual, make repairs and I’m sure, to knowledge. was great to be back in Portugal and We visited the most spectacular replenish their barrels of Portuguese we dropped the hook in Alvor, not far coastline of the Algarve, which means wine. The mountains reaching high from Lagos, where we topped up our the North Shore as it was seen from above the city, up to water supply and took the last load of Morocco by the Moors. I spent four 1800 m in elevation, fresh food aboard. years cruising this amazing coastline are lush, sub-tropical I’ve been thinking back over the ten from the border along the Rio laurisilva forests, years I spent exploring Europe and its Guadiana, to Lagos, Sagres and ports given UNESCO French Canals, from Honfleur to Port and villages in between. I finally had to World Heritage Site Saint Louis in the Mediterranean, 1400 get moving again, back into the Med, status in 1999, and km and 7 months later; visiting Sete, up to Port St Louis to unstep the masts abundant with fruit, Barcelona, the Balearics, the Spanish and take a different route back up the vegetables and coastline to Gibraltar and then to French Canals to London, via Namur, f l o w e r s . W e Cadiz, the oldest port in Europe; Belgium, Maastrich in the anchored off the exploring the Rio Guadiana that runs and Ostende. breakwater and took between Spain and Portugal, as far as I While en route once more to Alvor, the it in turns to keep could navigate, to where at night, no ship’s needs were attended to, with the anchor watch while land lights were visible, and where generous help and support from the the rest of the crew Funchal, Madeira

February 2015 The JRA Magazine issue 67 Page 45 wanting to get to know half mast before turning in. The next a few supplies. From Cayos Largos we the sea. “The Wong is a day I was surprised at how many sailed for Grand Cayman Island. friend of a friend, and people enquired why the flag was In the 57 days since departing Portugal this is my first time flown at half mast. in January, we had sailed 5,030 miles aboard a boat; I’m in a We sailed for the Turks and Caicos the under Chinese junk rig, sometimes new world, trying to next day. I needed to get back out, as if with no wind. During the 33 day make my mark and by distancing myself from Africa and crossing, we’d motored for 5 days. become accustomed to all its miseries, some of which my We’d caught dorado and snake fish, it. I’m learning all the father spent most of his life trying to and traded beer for buckets of lobster time, mostly learning mitigate, by forming and registering and red snapper in Cuba. how to live. In a the first South African Drivers’ simple way, with the We had our first gale between Cayo Union; to be miles from anywhere; to Largo and Cayman. After a good visit camera, I am happy to pay respect. have a new project.” on Grand Cayman Island, where the Thirty-three days later we raised the harbour master drove us round and the Chris, from Canada, Trading beer for fish off Cuba Turks and Caicos. It was the easiest Immigration officer invited us to signed on as First Mate ocean crossing I had ever had: we dinner, we sailed to the Bay Islands of and interpreter. He had never had a drop of rain, the winds Honduras. Sylvie and I worked 6 Siam from Wales signed on as purser sailed aboard Nuthin were light and steady, sometimes just hours on 6 hours off or let our partner and cook. She discovered the Wong on Wong from Halifax to St Johns, enough to keep the sails asleep, the sleep on if all was easy. She was a good the Internet, from where she went to Newfoundland, and from the South of current always helping us on our way. sea mate and never complained once the Blog, and, reading the philosophy France to Barcelona, nine years Sylvie and Siam wanted to see a storm, when the going got tough or when felt she could get along with people previously. but the weather held. From the Turks, deprived of sleep and hot meals. who had a similar view on life; being When I was asked about how I felt, we sailed 300 miles to Cuba, which we I stayed eight months in the Bay detached from consumerism and the after 20 years circumnavigating, I entered at Santiago de Cuba. Clearing Islands. Sylvie came for three months rat race appealed to her. “I purchased replied, “If you build a boat you in took all day, but friendly officials and stayed eight, then she flew to Clive’s book, No Fixed Address, and deserve it and the perks that go with finally invited us to visit Cuba. All the Santiago in , where she bought a read it along the way while hitch- the territory. To have escaped the crew jumped ship to look around and tarp to sleep under, made her own hiking from Barcelona to Lisbon. So I charade of daily western existence and to move on in different ways. Only stove, bought the best pair of shoes she felt quite at home when I arrived. to accept the awakening force of reality, Sylvie stayed on to explore the East could find and walked alone to the Liked the boat and the crew. Liked the where life takes on a different meaning Coast, which was made more exciting most southern city in : wildlife: the dolphins really move of survival, other than finding the coin without GPS, because both of them had Ushuaia What a gal! something in me. I’d like to see whales to pay the landlord every 30 days.” disappeared in Santiago. At first we and am looking forward to the From the Bay Islands, I had to punch While in La Gomera I got the news that followed two French , but challenges of being in bad weather.” then we found we could pick our way into head seas for 300 miles before my great father had left us after 93 being able to swing south, once past Sylvie from Walloon Belgium, shot the after 10.00 am and before 4.00 pm, years and 3 days. I excused myself the reefs. I was warned by fishermen footage for the DVD, Learning How to wearing Polaroid sunglasses, which from company and sat for a long time that Nicaraguan pirates were coming Live, doubled as cook and was looking allowed us clearly to see the reefs. A on the sea wall facing Africa. I out and robbing them of their fish and for a way to get back to South America fishing boat showed us the way to a returned to the Wong and lowered the electronic equipment. At one point, we without using a plane, as well as small island where we were able to get Canadian flag from the masthead to were only 30 miles off the Nicaragua

Page 46 The JRA Magazine issue 67 February 2015 round, before sailing to PART TWO - ON THE REEF, AND canoe and helped me get the soaking the San Blas Islands, EVENTUAL SALVAGE. mattresses and carpets on to the deck clearing in at Povier Salvage is a way of life, and it seems for the garbage boat who had been Island before exploring like the Good Ship has been on the reef called to collect them. A tour boat, part of this archipelago of in Bocas Del Toro, Panama forever. By taking people to Zapirolo Reef, o v e r 3 0 0 i s l a n d s , the time I got back aboard, the Wong changed course and came alongside. forgotten in time as they had been 3½ months on an exposed The tour guide told me she had been live the simple life. From reef. The ex-friend had been towing watching the Wong for three months San Blas I sailed to Bocas the Wong from one bay to another, at and wondered who would leave such a d e l To r o , w i t h o n e my request, as he said he knew of a boat stranded. I explained how she American crew and a good place to refit, when I got back. had ended up there and how I was puppy from San Blas Mysterious events led to him losing finally able to get back to save the named San Blas. Neither control and ending up on the reef. Good Ship. She offered to help in any was happy aboard: the Failing to get her off, he abandoned the way she could, leaving me her Yankee jumped ship as Good Ship, leaving her unprotected, to cellphone number. The next day I New Sails - Honduras soon as the anchor was be ransacked of all her electronics, called her, asking if she knew anyone dug in. San Blas was wind generator, solar panels, life raft, who could assist in getting the Wong coast; but we were 74 miles offshore at adopted by land owners and tools, ropes, batteries, clothes, books off the reef. She said, “Standby. I will 1.30 am, when they tried closing on us was once again a happy puppy. A two etc. When I returned to Bocas del Toro, send the best master mariners I know.” to board. As I keep a bright lookout at day trip took me 5 days, thanks to dirty I got a ride out to Nuthin Wong with Within hours, Lukas, who took his 100 night, I saw them in time to alter course diesel from San Blas, plus no wind. I Kirk, a good man himself: an old salt ft barge down and through the Panama and to speed up. They were too close toured Bocas del Toro, finding my way who built a 60-foot wooden catamaran Canal, from California to Red Frog astern for comfort, as I ran the 44-year- through the reefs to good anchorages, in San Francisco and sailed her to Beach to build the Marina there, and old Perkins hard, to push us at 8 knots with exciting, protected reefs to snorkel Panama, where she was working as a Marlon, local master mariner, artist and in order to clear the reef, when we over. There is no postal system on charter yacht. Having got supplies: salvager, had arrived. After could get sail up, which enabled us to Bocas del Toro, and I was relying on canned sardines, bread, rum and introductions had been made, they draw away from them steadily. friends coming to visit from Canada to tobacco, I moved back on board. I was went directly into the water to snorkel bring my mail, as I was in the process mentally prepared for the worst, but I the Wong and assess the situation. I was surprised to see seas as big as I’d of applying for my old-age pension. had the pleasure of encountering in the must confess I was stunned to see the They were gone a long time. Coming The last correspondence I received mess the Wong was in. Beer cans, back on board, Marlon looked me Indian Ocean, in the South Atlantic informed me that I had to have the 18- rollers or in the North Atlantic. We empty bottles and garbage, littered the straight in the eye, saying that he could page questionnaire back to them within decks. Carpets and mattresses were see I believed the Good Ship could be cleared in to Panama at Portobello, an 30 days, or my application would be infamous port where Capt Morgan left floating in battery acid, diesel and saved and so did he, but did not know cancelled. That was when I had to filthy, stinking water. Immediately, I how long it would take because so his mark. The ruins of the old fort still leave the Wong in the care of ex-friends, remain. It’s a nice big bay, with a wide cleaned the decks of the garbage, many elements were involved. He so I could fly back to deal with this putting it all in bags before I cleared a quoted me a fair deal and we shook entrance, enabling us to drop the sails matter. While back in Canada I and anchor at the same time. bunk in the cockpit to sleep on. Three hands. The next day he come managed to pop my hernia and had to days later I moved into my after cabin alongside in the Patch, a 35 foot dugout The crew departed to continue wait for an appointment for the just before the rains came. A local canoe with a 40 hp, Yamaha outboard, travelling. I stayed a few days to look operation. During this time the Wong, Indian came paddling by in a dug-out and a special propeller to cut the 100- while being moved, went on a reef.

February 2015 The JRA Magazine issue 67 Page 47 foot passage through the reef that we as when I built her in Fanny Bay, B.C, heading to a safe anchorage needed to get back into deep water. Canada, I’d used a full sheet of half- in Saigon Bay, Colón Island , Every day, Marlon and two local Indian inch steel to strengthen the hull, I Bocas del Toro: the Mouth of crew showed up and worked on the wondered how much more pounding the Bull. reef, cutting a channel, non-stop for could the Wong take? I spent the next three eight hours a day, returning to Saigon At 5.48 am I saw the mainmast go months cleaning the boat Bay, six miles away each evening. It overboard, on the starboard side, and inside, and outside to the was now the rainy season, but we drift south east into the mangroves. I water line, before having to worked every day, all day. Marlon crawled out of the wheelhouse to check return to Canada. In never stopped that Yamaha cutting, as the rudder, which was shearing off just January 2014 I moved the the crew laid and relaid the anchors to below the Quadrant and swinging like Wong to mainland place the Patch in the right position to a pendulum. Then I saw it drop off Almirante, a banana port, make the channel. I made sandwiches into the Atlantic Ocean. Marlon was where Courtney who owns for lunch, breaking the beer out when looking after the Patch in Saigon Bay all the Bocas Marina, spent five the sun was nearly over the yard-arm. night and could not come back years to open his boatyard. Hauling out Five days later, Marlon declared he had alongside for three days until the seas I hauled out to build new a passage cut and we would get off the had moderated. Thirteen boats ranging rudder and to remove the 6- next day. We contacted Belgian Chris from one-man dugout canoes to Chris’s cylinder Perkins diesel to come and give us a pull with his 60 60 ft trawler, showed up to help the engine, to rebuild it under ft trawler. I was overwhelmed that it Wong get free. Working the tide we the boat I cut a Larol tree on had gone so well and we would be had to pull first to get the bow in line a friend’s farm, from where pulling the Wong into deep water with the channel, then everyone was we had to skid it out of the within hours. Alas it was not to be. standing by in anticipation, as the lines jungle to get it to the water, The rigging started rattling at 1.00 am tightened taut as piano wires shaking then tow it across the bay to as the storm moved in. Because we the water free; but still the Wong was the yard to shape into a new had reset the anchors, to bring the stuck: some of the channel we’d made mainmast. We worked six Wong’s bow in line with the channel, in the coral had filled in from the days a week in blistering we were tied down at all four corners, storm. Five strong men went into the tropical heat: the generator with anchors restricting the Wong’s water to push the starboard keel free came on at 7.30 am and shut ability to dance to the waves. The from the reef. Another mighty pull down 4.30 pm, so during Good Ship was now being bodily from Chris and the Wong was moving, working hours we had fans Lost rudder and main mast slammed down on the same points, very slowly but moving, now faster - to combat the heat. When hour after hour after hour, being then we were off the reef after 4½ you are working in a black punished relentlessly as the storm and months. Word was out on VHF: The hull, at 9° North, it was a worked in India, Beijing and now in tide came in with power. There was no Wong is off! The Wong is off! Some hundred and plenty degrees in the , was able to come visit and help comfort aboard for someone who had people had said that the Wong would engine room, where we were removing with engineering challenges. I ran out just had an operation. Hanging on, never get off the reef. For the first time and re-building the engine. A good of cash and returned to Canada to standing up, lying down: they were all since I’d heard the bad news about her friend, Nicolas, an auto-engineer, who work and save, hoping to complete the the same. As the pounding continued, being on the reef, I felt better, knowing makes the machines that bend glass for refit in January 2015. Then, we will although I knew the Wong was tough, that now I could save her. Off and automobile wind-shields, and has move the 140 miles to Colón, to be

Page 48 The JRA Magazine issue 67 February 2015 measured for our transit of the At this stage there are a few berths in his cage, whilst giving the 'lesser mortals' Panama Canal, from where I available for adventurous crew JUNK BRAINS of this world half a chance to absorb and intend to keep a hundred miles with expertise to bring to the party. by Ash Woods put into action their new-found skills at offshore to Mexico, to restock with My contact is: their own pace and above all, letting them I was watching with professional interest, food and fuel, before standing out [email protected]. have fun - which is why we go sailing, of as several local Sea School vessels were a thousand miles, about half way course. In due course they became much The new DVD, Learning How to going through set pieces as part of the RYA between California and Hawaii, to more relaxed, all finding their own comfort Live, North Atlantic crossing to Cuba, practical syllabus. I noticed someone throw find the westerly winds that will zone. Their rates of learning accelerated, is also available now. an object overboard, but this time it was blow the Wong to 49°N, to the and questions were fired at me frequently, different: instead of the usual bucket/ Strait of Juan de Fuca, Victoria B.C. often challenging what I said as they fender combination as part of a sailing started to think for themselves. They That’s the Plan: a New Beginning. exercise to find the correct approach angle worked as a very good team. under sail, able to spill wind and adjust speed, this Instructor had tied his fender to There wasn't a coil of old warp aboard, so I a coil of old warp to provide the necessary used a new mooring warp, and attached it drag. I had suffered frequent soakings in to a new bucket as we sat hove to, whilst the past, as over exuberant students, we discussed our next exercise. Their faces delighted at having sailed their vessel back weren’t giving me their usual feedback. under perfect speed and able to stop and They had other things on their minds as I stay in control, had pulled the fender and was outlining the practical demo I was bucket out of the sea; being heavy and about deliver before they all had a go. I requiring a strong lift, the bucket would attributed this, of course, to the fact that then inevitably catch its rim on a guard rail, other schools were using the old out-of- so emptying its cold contents over anyone date bucket setup - and here was near enough (usually me), to the hysterical something new. I confidently took the enjoyment of the remainder of the crew. helm, gybed and picked up speed, and said “OK, chuck George [the man over board] Later at the Sea School, I was introduced to over”. the four people who would be my charge for the next seven days and nights: Dad, a The new bucket and new warp sank retired Admiral or Sergeant Major aboard instantly. his brand new Sadler Starlight 35, together I am told that my face portrayed shock, with Mum, quiet and thoughtful, and their confusion, humiliation and apology in two teenage girls whose emotions ranged quick succession, and the girls cried with between total terror and giggly delight. Of laughter. Mum laughed heartily, eventually course Dad was the sailor; the family had composing herself as she feared for the been surrendered to the School for Lion’s reaction, but I have to say he took it Indoctrination in all things nautical, and to like the gentleman that he was, with a wry be trained to be more help than a hindrance smile at my being an imperfect human aboard his pride and joy. My job, as it being after all. turned out, was to be a sort of Lion Tamer, to crack the whip pleasantly and keep Dad Back on the high seas February 2015 The JRA Magazine issue 67 Page 49 A DATE FOR YOUR DIARY Jock lives on in our well-thumbed and From the Chair well-annotated copies of the book ANNUAL GENERAL MEETING (AGM) 2015 Practical Junk Rig that he co-authored; in Lesley Verbrugge our boats whose rigs were made The Junk Rig Association AGM will take place at the Lymington Yacht For some of you reading this issue, it possible because of that book, the de Club, Bath Rd, Lymington, Hampshire, SO41 3SE, 01590 672677, at 16:00 on will be the first you have heard of the facto junkie's reference work; and in the Saturday 25th April 2015 by kind permission of the Club. The venue was used sad news of the death, shortly before daily lives of the many sailors drawn to for AGMs and a Special General Meeting in both 2013 and 2014 and proved to Christmas, of Jock McLeod, our the rig and those amongst them who be very satisfactory. President since 1988. continue to develop the rig that he and It is again intended that the AGM will be followed by an informal pay-as-you- Blondie pioneered so many years ago. Those more knowledgeable, and better go supper at 1900 hours in the Club. qualified than I to talk about Jock's long The modernisation of countries that It is hoped that members with their own junk-rigged boats within range will and eventful life, have done so. You will were once renowned for their traditional again be able to bring their boats. As before, we hope to be able to arrange find their words in this magazine and Junk fleets has resulted in a rapid convenient pontoon berths and some sailing for members. on the JRA website. decline in the Chinese Junk. It is the work of Jock and Blondie that has The date has been chosen to coincide with the Beaulieu Boat Jumble, currently My words, on behalf of both committee played such an important role in scheduled for Sunday 26th April 2014, so that those attending from far afield and members, are of condolence and ensuring that interest in the rig has may incorporate a visit to the Jumble alongside attending the AGM. sympathy to Jock's family at this time, endured, and it is thanks to them that Lesley Verbrugge will be standing again for election as Chair. and of our grateful thanks for the sailing with an easy, affordable rig is immeasurable contribution Jock made to within the grasp of so many junk rig Roy Denton will be standing again for election as Secretary. today's worldwide use of the Western enthusiasts around the globe. Chris Gallienne will be standing again for election as Treasurer. Junk Rig. Paul Thompson will be standing again for election as Webmaster. Lynda Chidell will be standing again for election as Membership Secretary. Lynda will take over from David Tyler as Magazine Editor (not an elected position). Annie Hill will be standing down as Sailing Secretary. David Tyler will be standing down as Committee Member. This will be the last issue of the Magazine downloadable pdf as well as in the If you wish to stand for election to any of the committee positions (candidates under David Tyler's able editorship and I traditional printed paper format. It's a for election as Chairman must have served on the Committee for one of the last would like to take the opportunity to thank magazine we are proud of, so David, we two years), please read the Constitution 2012 to learn more about them, then him, on behalf of all the members, for the wish you a peaceful retirement and may the find two other members who think that you are suited to the task, and ask hard work and effort he has put into only fast approaching deadlines and last them to propose and second you, sending a two hundred word “manifesto” to ensuring a consistently professional finish to minute submissions you encounter be for the Secretary. Please contact committee members (see page 2) if you would like our magazine. Since he took the reins, we've your own articles. to discuss the matter beforehand. The deadline for receipt of nominations, and seen the JRA magazine expand to sixty-four for items to be added to the Agenda as “Any Other Business” is 14th March pages of quality content an issue, and to 2015. three issues a year, each available in

Page 50 The JRA Magazine issue 67 February 2015 UK Rallies 2014

JRSRC East Coast Rally - 26th/27th July Tollesbury Marina for by Tom Wallace the usual fine carvery lunch in the clubhouse. Tollesbury Creek is tidal The Junk Rig Sailing and Rally Club held and the marina, being at the top of the their East Coast Rally at Bradwell-on-Sea, tide has a sill across the entrance to at the same time of the year when the prevent water draining completely from JRA summer meeting used to be held. the pontoons. Members who were not Twenty two members and guests came, staying on had to judge their departure bringing seven junk rigged craft from from the marina wisely and so they did around the South East coast and I have with no groundings this year. Nor was appended photographs of six boats. Of there any embarrassing clouting of the Robin Blain’s Gigi, there is sadly no concrete sill. Alouette - John Dinnin picture (or none that I can show you). The afternoon was spent sailing in the We started arriving on Friday 25th (the river, ending back at Bradwell before the evening before the actual rally date), critical point in the ebb in that creek. At giving us the opportunity to extend the this point, the Rally officially ended, but meeting by going to The Green Man in several owners stayed until Monday Bradwell Waterside. The remainder of the before leaving for home. company came in during Saturday People participating in the rally were: morning to have lunch on the veranda at Robin Blain (JRSRC Secretary) with Gigi; the marina bar and restaurant. Tim Metcalfe and Chopsticks; Tess The afternoon of Saturday was spent Metcalfe, Bob Ager aboard Orlando; Paul sailing in the Blackwater and luckily Tucker, Peter Hard, John Clough, Rodney there was a good breeze. In the evening, a and Vivian Whitworth; John Dinnin and BBQ was arranged for us at Bradwell Alouette; Phil and Sue Corridan with Swin Quay Sailing Club. It was a good meal Ranger; Chris Scanes, Richard Brooksby and excellent company. No speaker had and Tammy Norrie; John Liddiard, Martin been arranged. Roberts, Paddy Newton, Jill Newton, Tom Penny and Tom Wallace with Ram On Sunday morning, the boats took III. members and guests across the Blackwater and up the creek to Swin Ranger - Phil Corridan

February 2015 The JRA Magazine issue 67 Page 51 JRSRC Scottish Rally - 30th/31st August

by Robin Blain relationship between the As the overland members arrived upper battens and mast. in Kippford on Friday 29th, they After some invigorating sailing were greeted not only by warm, around the islands to the west of sunny and calm weather, but also the estuary, we returned before the by Ti Gitu (Fay 40) and Badger tide had made it impossible to dry (Benford 34), waiting on the out alongside the pontoons. Solway Y.C. pontoon (see photo). Twenty-five happy sailors then Paul and Mo Fay had been cruising assembled for dinner at the in the Western Isles after having Mariner Hotel, that kept us well sailed up the East Coast and wined and dined for the rest of the through the Caledonian Canal and day. Badger was on passage to the Isle of Sunday gave us stronger wind and Man. we had another day of settled We based ourselves in the Mariner sailing conditions, so with Hotel and mostly used their everyone allocated to a different Ram III - Tom Wallace Orlando - Bob Ager massive conservatory dining hall boat we set sail out of the estuary that offers superb views of the towards the massive Cumbria Kippford Estuary. It is close to the wind farm. On our return to the Solway Y.C. facilities, which was Mariner for tea there was much also hosting their end-of-season discussion and comparison of our dinghy championships that weekend sailing experiences weekend. particularly concerning the control Saturday welcomed us with a good and development of the cambered sailing breeze and dry sunny panel sail rigs. weather, so after an early lunch at The Rally then ended with some the Mariner Hotel, fifteen members making their way home while a were distributed between the two few who delayed their departure yachts and set sail down the until the Monday were entertained estuary to sample the performance royally aboard the boats for the of cambered panel sails and some evening. well-developed handling systems. Badger now relies on the Hasler- style upper luff parrel system and Ti Gitu also concentrates on controlling the yard angle and Tammy Norie - Richard Brooksby Chopsticks - Tim Metcalfe

Page 52 The JRA Magazine issue 67 February 2015 Robin Blain

Peter Manning

Crews awaiting the opening of the Mariner Restaurant Badger Sailing

Peter Manning

Robin Blain

Ti Gitu sailing Boats on the pontoon February 2015 The JRA Magazine issue 67 Page 53 Laodah’s Corner by Paul Thompson

One thing I did not get right, amongst as I made the various changes and all the changes that I made to LC, was modifications to LC, I often pondered her rudder. LC originally had a large on the rudder issue and in the end I “barn door” of a rudder, which had made a new rudder that was just over plenty of area but no finesse at all: just half the size of the original. It was also a chunk of wood bolted onto her stern. roughly air-foil shaped, and was hung It worked because it was big, but in the same position as the old one, essentially was a drag device. It reverting to tiller steering. I then forgot worked fairly well at low speeds in a about it and went back to more exciting marina, but under sail on the open sea, things, like my junk rig conversion. it could only have been called an In the fulness of time, LC was launched abomination. The helm was heavy, and and we started sailing again. At first quartering seas were inclined to have the sailing was mostly in light airs and their way with it, which meant that the rudder, while a bit heavy, seemed to whoever was on the tiller was tossed work. The heaviness did not perturb around willy-nilly as the seas met the me much, as almost all heavy- rudder. It was impossible for any of displacement, double-enders of this my female crew to control, and no fun sort tend to have heavy helms and it at all for me. was still much, much better than the A new rudder for La Chica After Hurricane Luis, the opportunity previous one. Besides, I reasoned that I arose to install an hydraulic system for could always go back to the wheel if the new below-deck autopilot so at the that proved necessary. would go off course up to 45° and then Upwind, it was a similar story, with the take a minute or more to respond to her tiller hauled all the way up and the same time I took advantage of this to Well, come winter and the first Winter put in wheel steering. The wheel helm. We never broached but I got the boat only just staying on course. Junket (2013): we were now routinely feeling it would not have taken to Tacking in strong winds was often steering was much, much better but it sailing in stronger winds and bigger was still never much fun because the much more to make it happen. Of impossible and I had either to wear the seas and the flaws in the new rudder course, easing the mainsheet would boat or to start the engine. Neither steering was totally without any feel. rapidly became apparent. The rudder However, on a boat that was steered by speed up the response, but it had to be method was suitable for a boat that was simply lacked authority. Downwind, eased far beyond what was desirable. meant to cross oceans. Something an autopilot or a wind-vane self- LC responded to the helm, but it took steering device for 95% of the time, it The other option was, of course, to would have to be done. large angles of rudder to get a response reduce sail, which I often did, but then wasn’t really a problem and I was and the response was tardy to say the I was coming to think that junk-rigged prepared to live with it. LC would slow down rather more than boats tend to be more demanding on least. On one wild downwind run, I liked. Although the solution mostly worked, with a boisterous following sea, LC their rudders than other rigs and had

Page 54 The JRA Magazine issue 67 February 2015 come to realise that it wasn’t for so I abandoned that idea. when rudders are designed for you are going to get on a boat of her nothing, that the Chinese had such The obvious solution was to make a autopilots and wind-vane steering type. She responds instantly to input large rudders on their junks. Possibly balanced rudder and, even more systems, the norm is 20% and since LC to the helm, even at speeds of less than you need a big and effective rudder, if specifically, a spade rudder, but is rarely hand steered, it seemed a knot. Weather helm on a reach has all you want to stay in control of a junk, so whoever heard of a Tahiti Ketch/Colin sensible to pander to their preferences. but disappeared, and LC now tacks there really was no option for me but to Archer type with a balanced, let alone a Over the winter the new rudder was readily. When under autopilot, most of build a third rudder for LC. It was spade rudder. The whole idea sounded painstakingly built to the designed the time rudder movement is 1° going however patently obvious that just crazy, but the more I thought about it, specification (an article on this will up to 3° and even in heavy gusts I’ve making the rudder bigger was not the the more I realised that this was indeed appear in the next issue), and then LC seen a maximum of only 10°. The boat solution: the rudder needed to be more what I should be looking at; but I had was hauled and her hull modified to is now always under control and best efficient as well, and I also wanted one to reconcile it with the type of boat that accept the new design. of all, she is about half a knot faster: that didn’t require that I take a I had. something that made all the difference “Charles Atlas” course in body Summer came and I’ve had lots of in the recent Tall Ships Regatta. While thinking about this, I opportunities to sail and test the new building before I could control it. (read about that in the next article - Ed.) Research was required before doing remembered a gaff-rigged motor sailer design. All I can say is that LC is a boat anything else. that I had worked on, while doing my transformed. She now has something Naval Architecture apprenticeship with that is as close to finger-tip control as One of the first decisions I made was Angelo Lavranos. I recalled there had that the new rudder would have to be been a large opening between the end vertical. The existing one was canted at of her keel and her rudder. A big about 30°, as is normal for boats of LC’s propeller was in the gap and the sort, but it did mean that some part of rudder was a simple rectangular spade, the turning force was trying to depress supported underneath by a strut. An the stern rather than turning the boat; email to Angelo confirmed what I in my striving for efficiency, I wanted remembered and also got me a copy of all available steering input to turn the the lines. boat. Another benefit from a vertically hung rudder would be to move the Looking at what Angelo and I had done all those years ago in Cape Town CLR further aft. In doing so, it would - NACA 0015 foil (1980) showed me the way, and I had improve the sail balance of the boat, section the inspiration that I needed. I came which while acceptable, could do with - substantial strut for up with a rectangular rudder with an a small increase in the lead. support aspect ratio of 3:1, accurately shaped to - 20% balance The next issue on the agenda was how a NACA 0015 foil section (this section - 1000% improvement! to make the helm not only more gives very high lift at low speeds and effective but lighter. I considered the also has a large stall angle), which had Chinese method of putting diamond- 20% balance and was supported shaped holes into a large rudder, but underneath by a substantial strut. could not find any hard information on the subject. Issues like the size of the The 20% balance was a bit holes, the spacing and even how controversial, as the accepted norm for many... there just was no information balanced rudders is 17%. However,

February 2015 The JRA Magazine issue 67 Page 55 Tall Ships Regatta Junket, New Zealand

Annie Hill took Fantail to the junket. the prize giving and also in the local Robert and Maren Prince (ex-Pacific fired us up to get on with our Five boats made their way to the Bay of paper, raising the profile of junk rig Spray, now with the soon-to-be-JR, conversion of Blondie to junk rig - once Islands in January 2015 for this junket, noticeably. Over 100 boats competed Blondie, were sailing aboard La Chica. a junkie always a junkie. and members drove up from Auckland and in the 7 photos of boats in the It was a great pleasure to sail on La Roger Scott, who is coming close to a final newspaper, junks featured in two of and Whangarei as well as flying in Chica in the Tall Ships Race and be part decision on Shoestring's new rig, hitched from Melbourne, so it was quite an them, with Pugwash there, on his own, of an amazing race with Zebedee, where a ride on Arcadian. event. We Kiwis like our junkets, but in the middle of the spread. the lead changed hands no fewer than rather than have a whole host of You could tell even from the start that La Chica won the junk class with four times. Apart from our tussle with La Chica and Zebedee would be crossing articles, we decided to combine them in Zebedee a close second. And I mean one. tacks for most of the course. So closely close. Apparently they were neck and competitive and sharp did they look as The highlight of the junket was neck all the way round the course and they jousted and wove their paths undoubtedly being involved with the had the race of a lifetime. But I’ll let around each other and through the rest Tall Ships Regatta, held in Russell, in everyone tell you how they saw it in of the fleet: A true pleasure to watch... the Bay of Islands. The Kiwis are their own words. until they quickly slipped out of sight! pretty loose in their definition of what Fantail had a disappointing race: there constitutes a (well, 40 years never seemed to be enough wind for ago when the Regatta was first held, it her, in spite of everyone else finding 15 was a case of rowing round the kn and as the shifting breeze meant we moorings and see who they could rope were close-hauled all the way, I just in); so if you have a boat of over 30 feet couldn’t get her going. My female RP Zebedee and Tall Ships and it has two or more masts, you are a crew said that while she could see the the fiercely competitive crew on Zebedee Tall Ship. Arcadian, La Chica and appeal of junk rig, she liked a boat that it was amazing how both boats Zebedee all qualified; Fantail was would sail to windward (and this was overtook a number of bermudan rigged RS Cat n' Mouse before the start. considered a Classic (which, to be in spite of watching Zebedee and La vessels on the wind by pointing higher honest, was pushing her luck and I Chica storming around the course to the and going faster even in the light Fantail and Arcadian remained close doubt she’d have received the consternation of other sailors.) At this conditions. The whole experience has throughout the race. Arcadian was invitation if she hadn’t been rigged as a comment, Fantail’s rig drooped however disadvantaged on the wind junk) and little Pugwash was 12 ft too noticeably and her doughty skipper without cambered sails or a decent short to enter in any class, so cheekily nearly burst into tears. Of course, both breeze to drive all 15 tonnes. joined in and stole the show. before and after the race, Fantail has Nevertheless, with her 50' waterline I persuaded the organiser to institute a been strutting her stuff to my complete and 1200 sq foot sails catching the special class for junk-rigged boats – satisfaction. Such is life. breeze, in classic wing and wong style, first across the line won the prize: a she eased past Fantail and other larger nice bottle of wine from Fantail’s cellar. competitors on the homeward stretch. This meant that we were mentioned in RP Marcus and Pugwash

Page 56 The JRA Magazine issue 67 February 2015 Pugwash valiantly crossed the starting Bay of Islands, but we hadn’t realised There was very little wind at first, so on line, boldly kept pace on the windward there’d be a third junk. Arcadian glided Zebedee, we yulohed clear, raised sail, leg and struck a resonating pose amidst through the narrow pass into Te Puna and headed towards the start. The wind the kaleidoscope of designs entered into inlet closely followed by Zebedee and picked up a little later, and we were the annual event. A proud little ship Fantail, then we were neck and neck, joined by La Chica, Arcadian, Fantail and with attitude to say the least, and now tacking towards Crowles Bay, weaving Pugwash, all of us zig-zagging amongst famous in Russell and throughout all of in and out, sailing as near to one another the rest of the fleet: about 60 boats in RS Slippery Fantail pulling away the Bay of Islands. as possible. Arcadian and Fantail made three classes. La Chica, Zebedee and from the last mark an impressive sight. Several other boats Arcadian were in the Tall Ships Class, approached to have a better look. That Fantail in the Classics and Pugwash in the evening we all anchored close together All Comers. for a pot luck dinner on Arcadian, where we found another junk: a radio- controlled model, belonging to Len from Australia! Brilliant food, lots of wine (including home-made Château Zebedee) and excellent conversation. Hard to RS STAAAAARBOARD.....please! beat. I shall return! RS Arcadian cutting a fine line on The irrepressible Alan Martienssen was the wind, but not quick enough to sailing Zebedee with his partner, Pauline, catch Fantail in the light breeze. and had arranged to meet up with Fantail in PM La Chica Te Puna Inlet. Ten minutes to go, but how long to get to RS Arcadian in “I think that’s another junk up ahead. the start? Zebedee and La Chica were close Wing and Wong Have you got the binoculars?” together. winning form. “It is! Heading to Kent passage!” “What do you think?” I shouted across. The junket was on. We’d arranged to “Is it time?” meet Annie on Fantail in Te Puna Inlet, PM Sunset

Two days later the race was on, the 40th Tall Ships Regatta, run from Russell Boating Club, and including three square riggers, a dozen or so gaffers and five junks. Marcus was surrounded by admirers chuckling at tiny Pugwash tied up to the dinghy dock, an absolute gem of a miniature junk. The rest of us were anchored out with the fleet. PM La Chica PM Arcadian February 2015 The JRA Magazine issue 67 Page 57 “Go for it!” They all looked around, gob smacked, Cora got closer, flying everything, couldn't stop. Got to catch La Chica. A We both sheeted in, but La Chica hadn’t as Zebedee glided past, sailing , jibs and god knows what. As dolphin shot under our bow, then hesitated and got ahead. But it wasn't a beautifully, not a fluttering luff to be we got to the buoy Cora cut inside, and another, zig-zagging across our stern. bad start. seen. All the other yachts just bobbed then we were on a broad reach, just We looked back. It was Vega they up and down. It was a moment sent by enough. wanted, leaping out of the water just in We were all hard on the wind, the gods. front of her bow. How did they know? starboard tack, may be 15 kn of breeze, “Colin, go forward, we’re going wing perfect for Zebedee. But La Chica was We were ahead. This time they and wing.” “Do you reckon Cora will blanket their gaining. We were doing OK compared couldn’t catch us. We’d got the sails Colin gybed the foresail and Zebedee wind?” to the rest including a little gaffer just adjusted just right and were 30 yds in lurched into another gear. We left the “Reckon! Best way to get past.” front. La Chica was finished. We were behind. Maybe a reef in the fleet standing. They were going “That could help.” main? ...didn’t help. La Chica was now holding our lead, even from the backwards. Even Cora couldn’t keep 30 yds in front. We put up full sail. We bermudan-rigged boats, hard on the up. Until he set a water sail. Never “...yeah...” wind again. could pick up speed but La Chica was seen one before. Cora edged ahead. On our port side the three square pointing very slightly higher. I fiddled “Why has La Chica tacked?” Pauline and Colin held out the booms riggers were closing in on Tapeka with the lines, let out the sheet, hoisted “He’s too early, he’ll never round the and Zebedee cracked on. La Chica was Point, a magnificent sight but La Chica the main an extra inch, slightly tighter point. We’ll be miles ahead.” miles ahead but we were gaining. Cora was what we were after. Cora was right on the throat parrel, then sheet in hard was going to catch him first. on him, and, as hoped for, stole the But we weren’t. La Chica had a racing as we could. Now we could match “What's that blue thing? Is it a buoy?” wind to overtake. them, but La Chica and the little gaffer tactician on board. He’d detected a were 150 yds ahead. They were sailing change of wind. No other yacht No, it was Pugwash, miles from land, through the gap, north of Roberton noticed. No one else tacked. Zebedee blowing his brass fog horn, but we Island. held his own with the others, but when we went about, La Chica's lead was Ah! the wind! I could feel it on the clear, 150 yds if it was an inch! back of my neck. Bugger!! We'll never catch them now. “Colin, let out the main a bit, bit Cora, a little gaff-rigged mullet boat, cut more...” through the middle of the rocks and “Pauline, let out the fore a bit, bit came up close to Zebedee. We were just more...” behind Vega, a beautiful ketch, flying a Greenpeace flag. Slowly, ever so Little by little we eased sheets. Zebedee PM closing LC - 1 stormed along. slowly we edged past Vega, almost touching the stern before luffing to the “As we round the point, we'll have to “Why are all the boats up ahead not windward side, but La Chica was out of gybe. Get ready.” moving?” range. Pauline and Colin were as slick as ever About a dozen yachts, including La Lindsey, on the club launch roared up, and Zebedee bowled along. Chica and the little gaffer were stalled. L flag flying. One was incredibly close to the rocks. “They haven’t gybed!” Zebedee held his speed. “They've shortened the course! Around the yellow buoy then straight for La Chica’s foresail wasn’t settled. “Oh ho Zebedee!” home!” Zebedee’s was pulling like a train. We PM Pugwash

Page 58 The JRA Magazine issue 67 February 2015 slightly before we did, but we would anchored to await the arrival of Len Arcadian, this time with the addition of still win. Doreian from Melbourne, together with Paul and Marcus II, his crew visiting “I don’t believe it! I just DON’T believe his five-foot long, radio-controlled, from South Africa. (Marcus I is skipper it! Where the HELL did that come junk-rigged . With Len aboard, of Pugwash.) This very happy and from?” we were sailing back to the Te Puna social event went on until way after Inlet when we encountered Fantail and midnight and there were never fewer Suddenly, right in front of us, was a Zebedee; we all sailed in company than four animated conversations towering square rigger, Breeze. before anchoring in Crowles Bay, where happening at once! I looked to the right. A stupendous we had a very convivial pot-luck Friday the 9th was spent at anchor in dinner aboard Arcadian while enjoying PM Passing LC sight, but not NOW! All three square Matauwhi Bay where we watched the riggers were heading to the finish. a beautiful sunset over the bay. enormous fleet of boats assemble for edged forward, to La Chica’s port side, Breeze was in front. We could either The following day, Len assembled the Tall Ships Regatta the following almost touching. As we passed, both of overtake on the down-wind starboard D’autre Part (French for “On the Other day. We went ashore and while having La Chica’s sails fluttered, and Zebedee side, or the up-wind port. Starboard Hand”) his model sailboat, and sailed it coffee at a café, recruited an additional seemed to find another gear. We were meant we'd lose ALL of our wind, around the anchorage until the crew member, James, who was visiting ahead! And gaining! We’d done it. The given the size of the wind shadow, or batteries came loose and he lost control. from down south. After returning to rest of the fleet were out of sight! Well, we’d luff going to port. We turned port. He rowed over and rescued her and Arcadian we again had a pot-luck not quite, but a jolly long way behind, At first Zebedee bravely held his speed, brought her back to Arcadian. dinner aboard, joined later by Marcus I at least half a mile. Only Cora was but gradually, very gradually, it was off Pugwash. I went ashore to the Yacht ahead, but she's in another class, so that just too much. Club with Len and we met Roger Scott doesn’t count. Hallelujah! We're going (Shoestring) and made arrangements for to win! Nothing can stop us now! We “Is there nothing we can do?” wailed Pauline and Colin together. the following day, when Roger would drew further ahead. La Chica gybed, be crewing with us. now matching our speed, but it wasn’t There were tears of frustration enough. dripping ...mine! I went ashore early for the skippers’ meeting, met Roger and James, got the La Chica won. race instructions and headed back to But what a race! Arcadian, with the crew members. David Webb: The junket for Arcadian We had an almost perfect start to the started when we anchored close to DW D'autre Part race, crossing the line at the windward Fantail in Oneroa Bay in the Te Puna end only a couple of seconds after the Inlet, Bay of Islands on Sunday 4th Fantail and Zebedee then left together to gun. We could see Zebedee and La Chica January. We had had a good sail down join La Chica, who had arrived at locked in a battle to leeward of us, that from the Cavalli Islands and after we Matauwhi Bay. Unfortunately, Arcadian would last for the duration of the race. had anchored and tidied up the boat, had to empty holding tanks, so Pugwash had started early as he was Annie came aboard for a catch up and motorsailed out beyond the no- too small to be officially included in the PM closing LC - 2 discussion on what the junket might dumping line, before sailing back to race. He was clearly visible with his blue sail in the middle of the fleet, as he Then the wind changed. Now we’re look like. Matauwhi Bay where we anchored close to the other junks. We again had a bravely jousted with his larger hard on the port tack. La Chica noticed We spent time with family and then very enjoyable pot-luck dinner aboard companions. Arcadian went to Paihia, where we

February 2015 The JRA Magazine issue 67 Page 59 for the first junk to finish, but everyone very lightweight plywood for free! To minimum LOA. Fair dos, so we thoroughly enjoyed the day. cut a long story short, I conceived and jumped the start line by 15 minutes. The following morning the junks spent built a raised coaming, with a cuddy Silly me: the gun went off for the fast a quiet day in Matauwhi Bay. Pugwash cabin cruising top, complete with self- boats and to my horror, thirty pointy went for a long sail and we rigged our steering gear! I got a bit carried away, race boat bows came tearing straight 14-foot dinghy and tried it out under as I’m apt to do: the wind vane adding towards me! I felt like Tiny Tim facing its lugsail, cat ketch sailing rig, for the considerably to the build time, and as a a row of Rugby prop forwards!!! I first time. We again shared a consequence I was rather late arriving. gripped the tiller, fixed my gaze upon splendidly-social pot-luck dinner Five days in fact! No-one who knew my sail, played gallantly with the luff DW Zebedee and La Chica locked in aboard Arcadian. The following day the me was the least bit surprised. hauling parrel (most important for battle junket officially ended when everyone I finally showed up at the Russell photographs) and prayed for mercy. departed for separate destinations after Boating Club at dusk, the evening Well they all rushed past, the newly- Fantail was to leeward of us and we a thoroughly good time having been before the race. Down onto the beach I formed category of All-comers, would sail close to her for most of the had by all. drove my 850cc Daihatsu Mira followed by the Classics and Tall Ships, race. The initial leg, close hauled on the hatchback with Pugwash proudly while I did my best to go “somewhere” starboard tack, was in about 15 knots of Marcus Raimon, aboard Pugwash perched up on top of my custom in an impossible wake-induced wind and Arcadian was doing For the second year running we wooden roof rack, having driven three washing machine. reasonably well, however the light and organised another junket around hours up the back roads to avoid the Once the real boats had passed, I found shifting winds in the passage behind entering junks in the annual Russell constabulary! It seemed that the entire wee Pugwash was purposefully the Moturua Islands did not suit us and Tall Ships Regatta, a fantastic event. bar of the boat club poured out to meet working to windward, under steering Fantail managed to eke out a small lead Annie even convinced organiser me and help get Pugwash off the car vane no less! Fantastic. What’s more, I as she exited the north passage. Christine Hall, to include a junk-rigged (thank god). Annie and others found was able to successfully decant and Arcadian left the passage in company class, with our own prize. Thank you the sheer sight of the arrangement enjoy some some very satisfactory with a Colin Archer ketch and another Annie. Having really enjoyed crewing quite hysterical. home brew, and a not-inconsequential bermudan-rigged vessel. With the wind on Fantail last year, I was determined to view. I cannot adequately express my behind us Arcadian did better and left participate in my own boat this time. The Race Committee declared us delight and joy at observing Pugwash behind the Colin Archer and the other Unfortunately my keeler is in a shed at driving to windward, without my vessel. Slowly we overhauled Fantail the start of a metamorphosis into a split assistance! Of course, my bliss was and finally crept past her just before junk-rigged, liveaboard cruiser, (of soon shattered by the thundering great Tapeka Point. We slowly increased our which much more to come), so in wake of a curious passing launch, lead and passed the finish line at desperation I turned my gaze upon blasting by for a look at this strange Matauwhi Bay a few minutes ahead of wee Pugwash, my eight-foot sailing spectacle. Frantic line adjustments, the her. lifeboat (already junk rigged, of rescue of my beer and a cursory wave: course). I attended a winter junket in We anchored in Matauwhi Bay and they know not what they do. prepared for the night’s festivities Whangarei some while back, and had Running back to the finish line, I ashore at the Russell Boating Club. found him less than satisfactory as a frightened a thirty-foot double ender, They were very enjoyable, especially cruiser, so had proceeded to dream up who was having trouble getting his jib the Hangi, which catered for 750 some improvements. Well, it just so MR Pugwash on the Mira to set. I declared that life was well diners!! La Chica won the bottle of wine happened, as it often does when residing in a boatyard full of cruisers, inadmissible due to Pugwash being only worth the living. that a neighbour had offered me some marginally more than one third the

Page 60 The JRA Magazine issue 67 February 2015 And finally, from the skipper of the Zebedee and LC had met the previous pointing lower than LC, but was she However, for the final stretch to the winning boat. The Oracle gives his version year, and in 20kts or so of wind, Zebedee going to be fast enough to make up? finish line, now less than a mile away, of The Race! had seemed faster on the wind and the The moment of truth came when it was both boats had to harden in and LC Paul Thompson, aboard La Chica boats seemed roughly equal off the time to tack: LC emerged about 100m began once again to have a slight edge wind. As a result of that meeting and higher and the race was on in earnest. on Zebedee. Now the boot was on the Well for we inhabitants of Middle discussions we had after it, Alan made other foot, and slowly but implacably, Earth, it’s that time of the year again... Inexorably LC opened her lead but then some changes to Zebedee and I made LC reeled in Zebedee's lead. The tension the Junk Days: a time for sailing our disaster struck! We had to round a rock some to LC. was palpable. Two hundred metres junks and having junkets. What indeed and then tack. At the rock LC sailed from the finish the boats were neck and would the life of a junkie be without Both of us were quietly looking into a hole in the breeze. Alan on neck: at the finish... LC was ahead by junkets? And we junkies in NZ love forward to meeting up in the Tall Ships Zebedee saw it and was able to give the one or two boat lengths and we had our junkets. Once again we creep forth Regatta and when the day came, with rock a larger berth and as result, won! But what a race! If the America's from our various winter hidey holes, winds of F3 and F4 and a course that Zebedee sailed passed poor LC as if she Cup were like this race, everyone embrace the sun and the gentle breezes was predominately to the windward, were standing still. Our hard-won lead would watch: both boats gave their all and gather upon one another’s boats to I’m sure that Alan was quietly of 400m evaporated. Nevertheless, no and the lead changed no less than four tell harrowing tales of dark winter confident of what the outcome would sooner had Zebedee cleared the rock times and we were so closely matched suffering; and lighter stories as well. be. On the other hand, I’d done a lot of than the breeze filled in again and LC that at any time the lead could change... Some of us, like the Leprechaun, have work on LC over the winter and had was once more back in business. and it did! slept the winter away; others have been given her a brand new and completely- Over the next leg LC fought back rather more industrious; but all of us repositioned rudder; the passage up to grimly and we slowly started to reel Although most of the fleet had drinks are glad, for the Junk Days are back BOI from Auckland had shown that LC our lead back, when suddenly the wind parties aboard, as you will gather, we again. was a boat transformed. Gone were her backed 30º and we tacked. Zebedee all made shameless use of the grand hard-headed ways and I had a boat Arcadian for our evening meals. Not This year the Junk Days had the added failed to take advantage of the lift and that responded to the smallest input on only did David and Rosemary continue attraction of the Tall Ships Regatta. so LC was able rapidly to open a lead the helm. to make us welcome, night after night, Although this is held every year, we’ve again. By the time we rounded the but we shamelessly abandoned them to not always had a junket to go with it. The day finally dawned and Zebedee mark for the downwind run, we had a the washing up at the end of the So those of us who could, headed north and LC joined the mélée of boats, lead of about half a mile. Some on evening. Many, many thanks to them: to celebrate the coming days. milling round at the start line. There board LC thought “the race is over... we were probably a hundred boats or have it in the bag”, but it never pays to being able to seat and feed such a mob This year LC was especially eager to get more, but the two only had eyes for count your chickens early and when of people on one boat was the icing on going, as once again we’d be able to each other. There were three other Zebedee rounded the mark, it soon the cake of a perfect junket. meet up with our good friends aboard junks out there as well, but they didn’t became apparent that she was Photo credits: Zebedee and have the fun of testing our even enter the equation: this was a relentlessly catching up to LC. The boats against each other, while RP – Robert Prince match race between the two boats and tension on board could have been cut marvelling at the similarities and PM – Pauline Moretti Zebedee was the only boat to which we with a knife: everyone silently, and not differences. It’s amazing that two boats RS – Roger Scott on board LC paid any attention. so silently, urged LC on, but still that are so different (LC a steel version Zebedee gained. About a mile from the DW – David Webb of the Tahiti Ketch and Zebedee, a 34ft, Come the gun, LC was right at the finish, he was alongside and very soon MR – Marcus Raimon plywood Jay Benford Badger) could windward mark and we had the he had a boat length on LC. have sailing performance that is so pleasure of leading Zebedee over the similar. line. Zebedee was footing faster but

February 2015 The JRA Magazine issue 67 Page 61 A proposal for structural change that Empowering the JRA by Chris Gallienne would improve our legal status.

Introduction process of moving our bank accounts to heavy regulatory hand with regard to www.bis.gov.uk/cicregulator/ enable us to have deposit accounts and registered charities – rather more than guidance. In a recent e-mail exchange with the a payment card, we could not, for we might welcome. What we do is not committee, I noted that I find it instance, take advantage of the much really recognisable as charitable work – somewhat depressing that the JRA better rates of return available from although our stated aims could CICs are a new type of limited often seems to avoid many of the low-risk financial instruments such as probably be contrived to fit one of the company for people wishing … to activities best suited to fulfilling its investment bonds. Charity Commission’s stated categories carry on other activities for the benefit aims, due to the perceived risk of legal of the community. The purpose of this proposal is not to – that of education, probably. and financial vulnerability of the Furthermore, a charity has to appoint committee and membership. The status recommend any of the above activities The basic legal structure for CICs is (although personally I believe they all trustees, who have a certain the limited liability company. They of the JRA as an Unincorporated responsibility both legal and financial. Association means that it has no legal have merit and are worthy of further can either be incorporated as a new consideration) but to suggest a means For instance, if the JRA folded they company, or converted from an identity independent of its committee could be liable for its debts. This does and membership. It cannot own of removing a significant impediment existing company. They can take one should the JRA decide that such not solve the problem, it just makes it of three company forms: property, and it cannot be sued. The somebody else’s – those ‘somebodies’ responsibility for any debts it may activities are otherwise worth • company limited by guarantee pursuing. might be hard to recruit, and would accrue, together with any legal and probably not suit our modus operandi. without a share capital ( b e s t financial liabilities it may incur are Limiting liability suited to the JRA) borne jointly and severally by its What would better suit an association • private company limited by shares, members. As recently pointed out by our like ours, in my opinion, is a structure or Chairman, one way to remove the which is effectively that of an • public company limited by shares. We have therefore decided, for problem of personal liability, and its Unincorporated Association with the instance, that the JRA should no longer limitation of what we feel able to do in added benefit of limited liability. Such a As CICs are intended to use their be involved in organising rallies – furtherance of our aims, is to change structure now exists – a Community assets, income and profits for the arguably one of the best methods of the status of the Association to one of Interest Company (CIC). Introduced by benefit of the community they are fulfilling the aims of the Association to limited liability. The suggestion was to the UK government in 2005 specifically formed to serve, they must embrace promote the junk rig and encourage its get the JRA registered as a Charitable to provide such a structure for some special additional features: use. Recently a suggestion for Incorporated Organisation, with its Unincorporated Associations, CICs are They are subject to an ‘asset lock’ developing a ‘one design’ Western junk • own legal identity (and public liability much more lightly regulated than the which ensures that assets are – another promising means of fulfilling insurance). Charitable-type organisations. A useful retained within the company to the aims of the Association - has met introduction to these structures is the support its activities or otherwise with similar resistance for similar My own investigations over the past first chapter of the guidance document used to benefit the community. The reasons. We are also limited in our few months suggest that this may not produced by the government at http:// main elements of the asset lock are ability to make the best of our financial be the best structure for the JRA. The as follows: reserves. While we are currently in the Charities Commission wields a fairly

Page 62 The JRA Magazine issue 67 February 2015 CICs may not transfer assets at straightforward and not too onerous – Conclusion this end, to coincide with its less than full market value unless it might take only 2 weeks, with a publication, I will start a thread on the the transfer falls within a narrow £35.00 registration fee. The proposal contained in this article ‘JRA, Mag & Website’ forum to host range of permitted transfers such currently represents only the opinion of any emerging discussion. For those Some minor modification of the JRA one member of the JRA, who happens as to another asset-locked body or constitution would be required, but no members who - through limited access for the benefit of the community. also to be a committee member – it or through choice - do not frequent the essential change in the stated aims or does not necessarily represent the On dissolution of a CIC any surplus web site, writing to the Editor in • means of achieving them. A board of views of other members of the assets must be transferred to response to this article provides an directors would be needed – there committee. The purpose of presenting another asset locked body once all alternative means of contributing to the seems to be no reason why this could it here is to generate some debate of the liabilities have been met. discussion. not automatically comprise the current issue which might then contribute to a ‘The community’ is defined as committee and change as and when the decision as to whether or not it is worth “… either the population as a committee changes. presenting as a formal proposal upon whole or a definable sector or Limited liability does not mean no which the membership might vote. To group of people either in the UK or liability. In the case of a CIC limited by elsewhere. The CIC legislation shares, each member’s liability would states that any group of be to the extent of the value of shares individuals may constitute a purchased. In the case of a CIC limited community if they share a common by guarantee, liability is minimal – a characteristic which distinguishes nominal commitment of £1.00 per them from other members of the member is all that is required. This community and a reasonable could simply be reserved in a separate person might consider that they area of the accounts from each constitute a section of the member’s subscription in the first year, community”. or when new a member joins - in each case as a one-off. The members would Implications notice no difference. Naturally such a change in status would require (yet again) a certain There is a tax implication, but no more amount of structural change. My than is implied by our current status – reading suggests to me, however, that it basically, if the tax calculable from any could be fairly minimal. If there was excess of income over expenditure sufficient support for such a change, a exceeds a certain level, we become discussion paper would need to be liable for Corporation Tax. This is true produced laying out the pros and cons. now, and would continue to be so. The After a sufficient period for digesting only difference being that we would be and discussing this document, required to register, whereas presently members would vote for or against the we are not (although the taxman could change at a General Meeting. If it was insist on it given our current status, he decided to proceed, the application/ doesn’t usually bother). certification process appears to be fairly Zebedee in Bay Maa

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February 2015 The JRA Magazine issue 67 Page 65