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Displaying items by tag: Historic Boats

In the 1800s and into the 1930s, double ended Clinker built boats, yawls, were seen and used on Lower Lough Erne. These historic boats were about 17 or 18 feet in length and about 5 feet wide and were propelled by oars or a Sprit sail writes Fred Ternan of Lough Erne Heritage.

They were very similar to the Drontheim used around the North coast and as far south as Donegal Bay. Drontheims would have been seen by the people from Lough Erne when trading with Ballyshannon and this may have brought about the introduction of a similar boat to Lower Lough Erne, albeit on a smaller scale than the 27–footers used on the sea. There are records in the local papers of Donegal men coming to Lough Erne for rowing races in 1824. The shape of the stem used by some of the builders on Lough Erne and the sail plan was very similar and many of the Lough boats were built using a hog.

Gradually the shape of the yawl changed to a boat with a transom which was a better load carrier and was also a little simpler to build. The Sprit sail continued to be used and clinker boats continued to be built on and around Lough Erne into the 1960s and 1970s when wood was replaced by GRP. The Sprit sail was occasionally used into the 1960s by which time outboard engines had become more reliable. Another reason for its use on the long journeys on Lower Lough Erne was economy.

The moulds he used were retained and recently the first clinker boat built to those moulds since the 1960s, approximately 50 years ago has been built by George and Fred Ternan, cousins of Douglas Tiernan and members of Lough Erne Heritage. Using memories of the build and use of those wooden boats and the moulds, this boat when completed and launched will hopefully be as capable in the waves of the large expanse of Lower Lough Erne as the boats built by Douglas.

sprit sail lough erneAn original Sprit Sail

It will be fitted out with a Sprit sail, originally made from calico and two pairs of oars and these methods of propulsion will be demonstrated on the day of the launch and afterwards. At least five or six clinker boats on Lower Lough Erne were still using the Sprit sail as a method of propulsion in the 1960s. The boats did not require the installation of a rudder as one of the oars was used to steer, being placed in a rowlock positioned in the stern crutch or quarter knee, all in all a very simple method of boat propulsion and steerage.

Published in Historic Boats
Tagged under

The traditional and classic wooden boat-building movement is gaining momentum in many parts of the world. It can be part of educational and training schemes which provide skills and purpose in life, usually for young people but also for older folk seeking a new and very absorbing interest. Or it could be to preserve an indigenous boat type whose very survival is at risk. Then again, it may be for the simple pleasure of creating something which produces a tangible result from a satisfying personal project, or a worthwhile community effort. Whatever the reason, Irish sailing’s long history enables it to make a unique contribution to today’s proliferation of classic and traditional newly-built or restored craft emerging from workshops large and small in many parts of the world. W M Nixon looks at some aspects of a fascinating trend.

The half century or so between 1890 and 1945 will be seen by most historians as a period of exceptional global hostility, certainly as measured by the number of wars which were fought during it. So it’s remarkable that an activity like recreational sailing, which needs peaceful conditions to thrive, should have developed so much during that turbulent time.

Admittedly much of the development took place in the “Golden Era” between 1890 and the outbreak of World War I in 1914. But progress was being made in sailing for much of the rest of the period despite the often unfavourable conditions. And for Ireland, that historic time of progress is being reflected today in the number of historic designs for Irish classes which are now first choice for boat-building schools, and other special projects, in many countries including Ireland itself.

dublin bay 21 garavogue2The Alfred Mylne-designed Dublin Bay 21 Garavogue, new-built and ready for launching by James Kelly of Portrush in 1903. Photo courtesy Robin Ruddock

During that half century between 1895 and 1945 when many new local one design classes appeared, Ireland had a pioneering role, as the One Design concept had been first promoted by Thomas “Ben” Middleton’s Water Wags in Dublin Bay in 1887. Thus it was always an innovation which had special resonance in the Irish context, an ideal which it seemed only natural to follow.

Then too, the Royal Alfred YC of Dublin Bay had been promoting the virtues of amateur sailing since 1870 and earlier, so the level playing field provided by One-Designs was a natural follow-on for continuing such enthusiasm. But sustained and long-time support for a particular One-Design type – once it had proved itself satisfactory for the waters on which it sailed – also had much to do with the geography and social structure of Irish sailing.

Put simply, most sailors of the new and growing one design classes in Ireland lived in close proximity to where their boat were based and raced. In contrast elsewhere, thanks to the comprehensive 19th Century railway systems very effectively serving large conurbations such as London and Paris - and to a lesser extent Glasgow and New York - when the weekend was over, many owners and crews headed back to town, sometimes over quite long distances from their boat’s home port.

garavogue sailing3Garavogue in the final stages of a race when the finishes were still within Dun Laoghaire Harbour. Her owner and crew would have lived within easy reach of the harbour, and the comfortable social bonds within the DB21 class contributed to its long life from 1902 to 1986.

But in Ireland, whether it was Cork, Dublin or Belfast, the boat was always nearby, you might meet your fellow sailors quite often during the working week, and evening racing was an important part of the programme. In the greater Dublin area in particular, the cohesive nature of society meant that once a class was popularly established, it thrived so much that some boats from the late 1890s and early 1900s are still in existence and actively racing today.

This means that when a boat-building school seeks a meaningful design which will give added depth to their activities, they know they only have to turn to the wide selection of historic Irish classes to find a boat of suitable size which will have an element of international recognition, it will give those building her an encouraging sense of connection to the past for instructors and trainees alike, and at a practical level, they know there’ll be a diligent class measurer to keep them on track as the job progresses.

A further alternative technical element is added when the no-longer-seaworthy old hull of a revered classic is acquired, and it is then patiently analysed in a process which is a mixture of dissection, re-build and re-creation. Either way, whether building from scratch, or re-creating through various levels of re-building, the learning process is given many useful extra facets.

water wag4Water Wags in Dun Laoghaire Harbour. Founded as a class of 13-footers in 1887 and re-born in this larger 14ft 3in version by designer Maimie Doyle in 1900, they have become one of the most popular Irish classic designs for boat-building schools. Photo: W M Nixon

And as Irish sailors were not shy in asking designers of international repute to create their new One Designs for them, these re-build or new-build projects may have the added lustre of classic stardom with their undoubted historical significance. Thus in recent years while we may have had new boats being built to the old designs of Irish designers such as Maimie Doyle, Hebert Boyd, John B Kearney and O’Brien Kennedy, equally builders from abroad have been in touch with class associations and other sources in Ireland in order to re-create boats to the designs of William Fife and Alfred Mylne of Scotland, and Morgan Giles of England.

Thus at the moment we have Water Wags being built in Spain and America, Dublin Bay 24s are at various stages of being re-created in Spain, America and France, in France they have also built a Howth 17, another Water Wag and a Shannon One Design, it’s said there’s a Howth 17 being built in the boat-building training school attached to the US Naval Academy in Annapolis, and not surprisingly we hear of enquiries made of Irish class association from those havens of DIY boat-building enterprise, Australia and New Zealand.

howth seventeens early5Two of the new Howth 17s in their first season in 1898, before sail numbers had been allocated.

howth seventeen orla6The Howth 17 Orla under construction at the Skol ar Mor boat-building school in France, May 2017

In fact, if we look at the range of living or still very well remembered classes in Ireland which have the potential to make designs available for such classics projects, the choice is remarkably comprehensive in size and type. They range through the 14ft IDRA 14s (O’Brien Kennedy, 1946), the 13ft and now 14ft 3ins Water Wags (R A MacAllister 1887 & Maimie Doyle 1900), the Castletownshend Ettes of the 1930s come in at 16ft, at 17ft you have both the Shannon One Designs (Morgan Giles 1922) and the Mermaids (John Kearney 1932), at 18ft we’re already into keelboats and the Belfast Lough Waverleys (John Wylie 1902), move up to 22ft and you have the Linton Hope-designed Fairy Class (1902) on both Belfast Lough and Lough Erne, and there were also the Fife-designed Belfast Lough Class IIIs of 1896, and then at 22ft 6ins there are the Howth 17s by Herbert Boyd (1898).

Up at 25ft there are the Glens (Alfred Mylne, 1945) in Dun Laoghaire Harbour and on Strangford Lough, and also on Strangford Lough at 28ft 6ins there are the Rivers (Alfred Mylne, 1920). Moving towards the 30-31ft mark, we have the Cork Harbour One Designs (William Fife 1896) and the Dublin Bay 21s (Alfred Mylne 1902), and finally above that, with all of them around the 37ft 6ins LOA size, are the Belfast Lough Class I (Fife 1897), the Dublin Bay 25s (Fife 1898) and the Dublin Bay 24s (Mylne, 1938).

river class7Strangford Lough River Class – designed by Alfred Mylne in 1920, they are believed to be the world’s first Bermudan-rigged One Design. Photo: W M Nixon

db24 periwinkle8The Dublin Bay 24 Periwinkle, an Alfred Mylne design of 1938, was restored in France

The attraction of such a good selection is that anyone minded to re-create a classic with a distinguished design and sailing provenance can choose a boat of manageable size from the range available in Ireland. A genuine classic doesn’t have to be a biggie. Keeping it manageable – and in many cases keeping it comfortably trailerable – is the secret of a harmonious project, and the eclectic list of classic projects available for sourcing in Ireland not only offers boats of every size and type up to 40ft, but you can come to Ireland and absorb the atmosphere of the places where the idea of the boat was first conceived, and meet current enthusiasts for sailing the boat which gives a vibrant connection both to the present and the past.

Don’t assume, though, that though it may be happening abroad, there’s nothing going on in Ireland. On the contrary, the possibilities of the Irish classics have been exploited every which way. Serial classics enthusiast Hal Sisk of Dun Laoghaire has instigated so many projects that it’s difficult keeping track, but his CV includes the Peggy Bawn, new Water Wags built in classic style, glassfibre Colleens from an 1897 design, and currently the building of a Dublin Bay 21 from the original ballast keel upwards by Steve Morris of Kilrush, utilising multi-skin construction based on laminated frames.

naneen inside9New life for the 1902-designed DB 21 Naneen in Steve Morris’s workshop in Kilrush. Photo: Steve Morris

naneen profile10The construction method may be new, but that’s undoubtedly the classic hull of a DB 21 emerging in Kilrush. Photo: Steve Morris

As for Jimmy Furey on the Roscommon shores of Lough Ree, his examples of completely traditional classic style construction of Shannon One Designs and Water Wags – working most recently with Cathy MacAleavey – results in what can only be described as Chippendale work, while down in Ballydehob in West Cork there’s a whole nest of classic restorers, with Rui Ferreira setting quite a pace with new Ettes, a restored Kim Holman Stella, and a much-revived Howth 17.

ettes racing11The Castlehaven Ette Class – Rui Ferreira has been building to this design

Over on the east coast, when times are hectic in classic boatbuilding, people have found that John Jones over in Anglesey does a very good line in stylish clinker construction, but the venerable Howth 17s – not all of which are operated on large budgets – are currently being kept going by Larry Archer of Malahide, who has a workshop up-country where three of these golden oldies are currently receiving the TLC.

asgard dinghy12 1Asgard’s dinghy was re-created in classic style by Larry Archer. Photo: W M Nixon

Larry is something of a renaissance man in the boat maintenance, repair and building arena, as he is right up to speed with everything to do with glassfibre, yet when Pat Murphy and his group got together to re-create Asgard’s dinghy, it was Larry Archer who delivered the goods, beautifully built in classic clinker style.

As to his present work with the Howth 17s, that is part of a broader project being driven by Ian Malcolm and fellow Seventeen sailors, who may be looking at a class of 23 boats in the foreseeable future. Apart from the new boat built last year in France and the boat reputedly under construction in Annapolis, in a secret workshop on the Hill of Howth, yet another new Howth 17 is quietly under construction to a very high standard.

Such things take time, as the group in Clontarf Y & BC demonstrated when they set out to build a classic timber IDRA 14 for the class’s 70th Anniversary in 2016. They allowed themselves plenty of time, but it was tight enough in the end, yet by the successful conclusion a special bond had been formed among the build team in their Men’s Shed enterprise. It said everything about the deeper benefits of getting involved in a manageable project using time-honoured methods and traditional materials to create something of lasting beauty, value and utility.

new idra fourteen13The new IDRA 14 ready for launching at the class’s 70th Anniversary Regatta at Clontarf. Photo: W M Nixon

Published in W M Nixon

Work began this week at Oldcourt near Baltimore in West Cork on reconstructing Conor O’Brien’s Saoirse. One of the most remarkable sailing vessels in Irish and world maritime history, the 42ft Saoirse is unique in many ways. W M Nixon gives some of the background to a complex story.

The early 1920s in Ireland are generally remembered as a time of extreme turmoil, with a War of Independence, the establishment of the Irish Free State with Northern Ireland partitioned, and a Civil War which was followed by a restless period as the fledgling State developed its new identity.

Yet in this uneasy time of frequent disruption, in Baltimore in West Cork a special boat, a proper little ship, was built in 1922 to become an ocean voyager which provided a vision of a more peaceful time for a world still only slowly recovering from the horrors of World War I in 1914-1918.

This unique sailing ship was also a maritime inspiration for the new Ireland, uncertain of itself in an uncertain world. For this was Conor O’Brien’s characterful 42ft ketch Saoirse, which he designed himself, and with which - between 1923 and 1925 – he pioneered the round the world route south of the Great Capes, an ocean voyaging “first” which was forever written into world sailing history.

The scale of Conor O’Brien’s achievement at the time is difficult for us to grasp today, when we are aware that the Great Southern Ocean, which runs unhindered round the globe and regularly generates extreme storms, can indeed be navigated by relatively small craft, albeit with the strongest of construction, the best of equipment, and experienced crews.

But in the early 1920s, it had a completely fearsome reputation, and rounding Cape Horn was a venture undertaken only by the most capable and usually very large sailing ships, or the most powerful steamers. So when the little Saoirse rounded the Horn from New Zealand in the last of the daylight on Tuesday December 2nd 1924, it was a pioneering achievement for everything which has come since, including the Golden Globe, the Whitbread Race, and the Volvo Ocean Race.

saoirse departs2Saoirse departs from Dun Laoghaire, June 20th 1923. Photo: Irish Times

In Ireland, the greatness of what Conor O’Brien and Saoirse had done was recognized at the time, and his departure from Dun Laoghaire on June 20th 1923 was well celebrated and reported in the Dublin newspapers. Accounts of some aspects of the voyage then appeared in the press in Ireland during its progress, and Saoirse was welcomed back to Dun Laoghaire afloat by Dublin Bay Sailing Club cancelling its racing for the day to provide an escorting fleet, and ashore by a crowd of at least ten thousand, followed by a ceremonial parade into the city with the day concluding with a gala dinner.

After that, O’Brien was busy with writing the story of the voyage for what was to be a popular book, Across Three Oceans, and seeing through the fulfillment of a contract for the construction of a larger version of Saoirse to be the inter-islands communications vessel for the Falkland Islands, for the islanders there had been much impressed by the little ship’s sea-keeping power when she came into port with Cape Horn successfully astern.

Saoirse stunsails2aGood weather at sea, and time to set Saoirse’s stu’nsails. The ability to use squaresails was fundamental to OBrien’s design concept.

The 56ft ketch Ilen was the result of this, and O’Brien – crewed by Cape Clear men Con and Denis Cadogan – sailed her out to the Falklands in 1926 from his home port of Foynes in the Shannon Estuary. For although his boats were built in Baltimore by Tom Moynihan and his team at the boatyard attached to the Fisheries School, the O’Brien ancestral lands were along the south shore of the Shannon Estuary, while his first steps afloat were at Foynes, though he also learned sailing at Derrynane in West Kerry where the family took summer holidays. But from 1914 onwards, as the effects of Land League and other factors diminished the family estate, Foynes Island was both his home and his home port in Ireland.

obrien cadogans3Conor O’Brien (centre) with Con and Denis Cadogan of Cape Clear, who sailed the Ilen with him out to the Falklands.

However, with the publication of Across Three Oceans and the completion of the Ilen contract, his diminishing income was temporarily boosted, and 1927 was celebrated with the ketch-rigged Saoirse being given a rather spectacular new rig which, despite the same masts being retained, made her look like something of a small brigantine, and with this O’Brien set out to do the Fastnet Race.

This meant he spent some time in Cowes beforehand, where he was much feted, with the legendary designer Uffa Fox taking off Saoirse’s lines. For although she was rightly described as “a bluff-bowed little boat”, by the standards of the day she had achieved some formidable 24-hour runs during her circumnavigation, and Uffa Fox was determined to see if he could find some special secret to her shape to explain the high average speeds.

saoirse sailplan uffa fox4Why did she sail so well? Saoirse’s world-girdling sailplan as taken off by Uffa Fox in Cowes, 1927. The lightly-sketched squaresails were the secret of her steady downwind speed

saoirse lines uffa fox5Saoirse’s hull lines as taken off by Uffa Fox.

saoirse 1927 fastnet6Saoirse during the 1927 Fastnet Race. Buoyed up with fresh income, Conor O’Brien gave her rig a new look, but it still uses the same masts.

But the secret was Conor O’Brien himself. Although the Fastnet Race was dismal for Saoirse as it involved much windward work, off the wind with his nerves of steel he was able to drive his peculiar little ship well beyond her theoretical limit. Yet he almost always brought her to port in one piece, and his judgment of what was possible was renowned.

From this you might expect a stern steady silent type, but Conor O’Brien (1880-1952) was a man of many talents and a mass of contradictions. Short-tempered, sometimes voluble to excess, he expected too much of crews who were sometimes casually recruited, and in all he may have had as many as 17 different people crewing with him during Saoirse’s circumnavigation.

Away from his sailing, his life sometimes seemed aimless. Reared largely in England though holidaying in family properties in Ireland in the summer, following some changes of direction he finally qualified as an architect, and after 1903 he lived for some years in Dublin. Mountaineering was his main outdoor activity, but soon he was further into sailing, and by 1910 he’d bought the hefty cutter Kelpie which he modified for cruising with conversion to a ketch.

Another interest was support of Home Rule for Ireland, and in July 1914, Kelpie joined Erskine Childers’ Asgard in going to collect the arms for the Irish Volunteers from a rendezvous at the Ruytigen Lightship off the Belgian coast. While Asgard’s consignment of Mauser rifles was spectacularly landed in broad daylight in Howth on July 26th, the Kelpie’s cargo was brought ashore at night a few days later at Kilcoole in County Wicklow, having been trans-shipped to the auxiliary yacht Chotah, owned by another distinguished sailing man with direct Limerick connections, the surgeon Sir Thomas Myles.

Within a very few days, the entire scene changed with the outbreak of the Great War, and most of the leading gun-runners were to serve with the British forces. Despite his Home Rule enthusiasm, O’Brien had since 1910 been a member of the Royal Naval Reserve, which had given him useful training for his growing involvement in sailing. Between 1914 and 1918, it provided him with sometimes uneven war experience, for his temperament was much more suited to small unit action than anything involving significant numbers in some sort of organised form.

Post war, he returned to an Ireland which since the 1916 Easter Rising was moving inexorably towards independence and inevitably towards partition. When a unofficial Independent Provisional Government was set up in 1919 in a sort of parallel universe functioning effectively in opposition to British rule from Dublin castle, he offered his services to it with the Kelpie, and was a seaborn Fisheries Inspector for this alternative administation on the West Coast in the summer of 1920.

The situation was confused, to say the least, and in 1921 he went off cruising to Scotland single-handed, with some mountaineering planned in Skye. Returning alone through the North Channel and slowly beating to windward at night, he slept through the ringing of an alarm clock, and the heavy Kelpie came ashore in the foggy dark, well stuck on rocks near Portpatrick on the Scottish coast, and slowly but inevitably became a total loss.

O’Brien appeared out of the morning mist into Portpatrick Harbour, rowing in his little dinghy with all that remained of his worldly possessions about him, for he had sold his house in Dublin, and all he had for home was the use of a family cottage on Foynes Island.

As he recovered both there and with family in Dublin from his ordeal – typically blaming the alarm clock – he started finalizing the designs of an ocean-going voyager. For although he had no personal experience of long sea voyages under sail in a small yacht, he had long wished to do so, but had known the Kelpie was far from ideal for such ventures. What he wanted was a boat of simple ketch rig capable of setting proper square sails for long runs in the Trade Winds.

Saoirse plans7Saoirse’s plans as drawn by Conor O’Brien for his book Across Three Oceans – the short counter stern was an addition insisted on by the boatbulders of Baltimore.

His acquaintance with the skills of Tom Moynihan and his shipwrights in Baltimore had come about when Kelpie had been damaged during severe weather off the Mayo coast during his season in 1920 as a Fisheries Inspector. The repairs at Baltimore satisfied even the pernickety O’Brien, so as the winter of 1921-22 progressed, negotiations led to the beginning of the construction of a 40ft ketch of a virtually unique design.

She had been kept down to 40ft overall to fit into O’Brien’s very limited budget, but Tom Moynihan felt that would make her so dumpy as to be ugly, a poor advertisement for the boatbuilders of Baltimore. So he and his men quietly increased her overall length to 42ft by the addition of a very fore-shortened counter which redeemed the situation, and O’Brien was later to admit that, in this at least, Tom Moynihan had saved him from himself – his original version of Saoirse would have been something of an ugly duckling.

Nevertheless the new ketch was a boat of very primitive type. When we consider that just three years later, William Fife was to design the extremely elegant 70ft Bermudan-rigged Hallowe’en which went on to take line honours in the 1926 Fastnet Race, by superficial comparison Saoirse seems like a mighty backward leap of at least a hundred years in design development.

halloween riyc8The 70ft Fife-designed cutter Hallowe’en, line honous winner in the 1926 Fastnet Race, at the Royal Irish YC in Dun Laoghaire. Her design appeared just three years after Conor O’Brien designed Saoirse. Photo: W M Nixon

Yet which boat would you rather be on board for long periods at sea? Like virtually all yachts of her era, Hallowe’en’s galley was well forward in a position of maximum movement in any seaway, and while her wide saloon was stylishly comfortable in port, at sea it was too spacious. On deck, the only comfort is for two or three in the small cockpit.

By contrast, with the accommodation layout of Saoirse, Conor O’Brien deployed his full architectural enthusiasm for the Arts & Crafts concepts of simplicity, comfort and functionality. He placed the homely galley well aft, he created a saloon which would have felt appropriate in a cosy cottage yet worked extremely well in port or at sea, and in all he created a comfortable little ship of suprisingly good performance which sailed in harmony and provided accommodation that fitted around you like a much-loved jacket.

saoirse accommodation9Saoirse’s accommodation layout as drawn by Conor O’Brien was positively homely. In placing the galley well aft, he was way ahead of his time

This reassuring homeliness of Saoirse was well proven in the years following her great voyage. In 1928 Conor O’Brien – then aged 48 – was tamed a little, and certainly slightly domesticated, when he married Kitty Clausen, an English artist from a noted creative family of Danish descent. Her family had links to Cornwall, to which O’Brien was already attracted as he found the increasingly conservative and repressive mood of the new Irish Free State to be very much at variance with the liberal Home Rule ideals he’d supported in 1914 and again in 1920 when he’d sailed as a fisheries inspector.

Thus the southwest coast of Cornwall became their home area, with Saoirse based at St Mawes on the east side of Falmouth Harbour. But soon they were on their way, cruising to the Mediterranean, where they overwintered with a base at Ibiza – very different from what it is today – while Conor wrote, and Kitty sketched and painted.

saoirse multiple10Married life aboard Saoirse for Conor OBrien and Kitty Clausen. On left, the little ship makes her easy way across the Mediterranean, at centre Conor enjoys the comfort of the homely saloon, and at right the newly-weds hoist sail. Photos courtesy Gary MacMahon

The success of Across Three Oceans and the magnitude of his voyaging achievement had established him as an authority on seamanship, but none of his subsequent books on this and other topics were the same runaway success as that first masterpiece.

Nevertheless he enjoyed reasonable success with accounts of their Mediterranean cruises – one was to the Greek isles – charmingly illustrated by Kitty. But this idyllic phase of their life together was all too brief, by 1934 it was clear that Kitty was unwell, they sailed back to Cornwall, and in 1936 she died at St Mawes, it is believed of leukaemia.

For a year or so Conor O’Brien was something of a lost soul, at one stage living aboard Saoirse while she was laid up in the boatyard at Falmouth. But he’d found another outlet for his writing talents with adventure boys for books, and in all he had five of these published, while also producing another four books on seamanship and yacht equipment.

The outbreak of World War II in 1939 had provided another opportunity. He renewed links with the Royal Naval Reserve and joined the Small Vessels Pool, positioning small craft for the Navy, and filling the role so well that in 1943 he found himself having a fine old time in New York – whose brazen new architecture he adored - involved in the shoreside running of the organisation which made preparations for naval crews to deliver American-provided craft across the Atlantic to the main war zone.

Saoirse ruck11Saoirse while owned by the Ruck family in the 1950s. To simplify sailing, they have fitted a boom to the previousy boomless mainsail.

But meanwhile he had sold Saoirse in 1941 to an English owner Vincent Ruck, who was to base her between Chichester Harbour in Sussex and Falmouth Harbour in Cornwall, and over the years along that coastline of the south of England, Saoirse was to receive her quota of quiet but approving recognition as the unusual little ship which had pioneered the global route south of the great Capes.

At the end of World War 2 in 1945 and now aged 65, Conor O’Brien returned to Foynes Island for the rest of his days. He kept himself busy building small boats, and sometimes he lived almost like a hermit, but at other times he’d emerge and socialize. He’d been made an Honorary Member of the Irish Cruising Club, and attended some of its dinners. And as he’d kept himself notably fit - if the mood took him in summer, he’d swim with his clothes in a bundle on his head across to Foynes village and stand in the bar there, the water still dripping from him, downing pints of Guinness porter and exchanging banter with the locals.

He died on the island in 1952, and was buried beside his parents at Loghill Church along the mainland County Limerick coast. Saoirse meanwhile remained a much-cherished member of the Ruck family through several generations until the 1970s, when a new owner brought her first to Ireland in 1973, and then went on to Iceland.

saoirse dunlaoghaire12Dun Laoghaire in pre-marina days in 1973, and a summee roll coming in from the northeast. Saoirse – on her way to Iceland – is making her first visit to the port since 1925.

Subsequently she took the increasingly popular tradewind route to the Caribbean where she cruised among the islands for several years. But in unsettled weather with hurricanes about in 1979, she came ashore on Negril Beach in Jamaica. At the time it was reported that she was virtually a total loss, but a subsequent visit in recent years to Negril by Gary MacMahon of Limerick – the Conor O’Brien enthusiast par excellence - has resulted in enough artefacts and constructional items from Saoirse being recovered to make a re-build – albeit in a very complete way – a possible project, with enough of the spirit of the ship emerging to be able to state that Saoirse’s soul lives on.

But by the time these items were retrieved from Negril, as any regular reader of Afloat.ie will well know, Gary MacMahon was already well down the long route towards the re-building of Saoirse, but by a somewhat different route. In 1997 he organized the return from the Falkland Islands of the recently de-commissioned Ilen with the simple hope to restoring her to a seaworthy state with all sorts of sailing functions in mind.

Eventually this became the Ilen Project, with the Ilen Boat-Building School as a reconised training organization with proper fully-equipped premises in Limerick, while the hull of Ilen herself came under the care of Liam Hegarty at his boatyard at Oldcourt near Baltimore. For although the original boatyard on the waterfront in Baltimore where Saoirse and Ilen were built in the 1920s had gone into decline, these days Baltimore is a bustling breezy focus of West Cork sailing, one of Ireland’s truly pace-setting sailing centres, and waterfront property has become much too expensive to accommodate a workaday boatbuilding yard.

liam and gary13Men with a mission - Liam Hegarty and Gary MacMahon at an early stage of Ilen’s restoration

There were considerable leaps of faith involved in working towards fulfilling the many and varied potentials of all the strands of the Ilen Project, but throughout it Gary and his team have been given the inspirational support of Brother Anthony Keane of Glenstal Abbey, a personal tower of moral support in trying to achieve objectives some of which are tangible, yet others seem vague in the extreme.

But somehow or other, as the 21st Century settled in, proper work got under way on the restoration of Ilen. Resources have been stretched now and again, and it has taken time, but that’s no harm in that, for now it is one of the best-known ongoing boat restoration projects in the world, almost a matter of pilgrimage.

Meanwhile, however, Gary MacMahon and Liam Hegarty shared the view that the restoration of Ilen would only make sense if, with the experience it provided, they then went on ahead with a new project - the re-building of Saoirse. This was long a vague aspiration, but it became more real after Gary visited Negril Beach, got to know the fascinating community there, and returned with some bits and pieces which provided such a sense of Saoirse that at the Baltimore Woodenboat Festival in 2015, he and Liam found themselves in complete agreement that somehow or other, Saoirse would sail again.

ilen transformation14Ilen (top) as she is this week after the restoration and (bottom) as she was at her launching day in 1926. Photos courtesy Gary MacMahon

Their faith was so total, and supported of course by Brother Anthony, that they started ordering timber in order to have secured a properly seasoned stock by the time work on the Ilen had been completed. But it was all a matter of faith until September 2016, when Fred Kinmonth came into the ancient building – it has several names, in the yard they simply call it “The Top Shed” – where Ilen was being restored. With traditional boat-building under way, it is a place of unique serenity, and the entire scene spoke to Fred Kinmonth in a special way.

ilen transformation15Ilen (top) immediateoy before the restoration job began, and as she is now (bottom).

He’s of a high-powered professional family with cherished links to West Cork – as long ago as 1966, he was cruising from Union Hall to Valentia in the family’s Tyrrell-designed-and-built sloop Sinloo. But while most Kinmonths have gone into medicine, Fred went into corporate law, and he has had a stellar career in Hong Kong and right across the Far East.

He is very much into sailing in Hong Kong and is personally linked to a series of successful boats called Mandrake (the current Mandrake III is designed in Ireland, a Mark Mills 41), while he’s also a longtime member of the Royal Hong Kong Yacht Club and will be among those involved when Hong Kong welcomes the Volvo Ocean Race fleet in a few days time.

mandrake three16Fred Kinmonth’s Mark Mills-designed Mandrake III.

He enjoys life at the sharp end, indeed he thrives on it. But if he feels his batteries need re-charged, he puts in time in his spiritual home of West Cork. It was in this quietly thoughtful frame of mind in September 2016 that he looked into the top shed at Oldcourt and inhaled that Ilen restoration atmosphere. By the time he was returning to Hong Kong, it had been decided that Saoirse would be re-built for Fred Kinmonth, and the worked started this week.

All of which goes some way to explain why, as the rest of us wound down towards Christmas except for those heroes gearing up for the Rolex Sydney Hobart Race, down Baltimore way there was a special buzz of activity at Oldcourt around Ilen. The shipwrights’ work had been finished, the deck and houses had been sealed, most future work in joinery would be inside the hull, so it was time to move and vacate the shed for work to begin on the re-build of Saoirse.

The result is that in the depths of winter, we have had an inspiring glimpse in daylight of the transformation which has been worked on Ilen. Not only is it something which provides great expectations of what the re-built Saoirse will look and feel like, but it is very encouraging to continue progress towards Ilen’s new role as a Marine Learning Environment, a sailing schoolroom which will bring the message to schools and communities.

ilen profile17Ilen as she will look when she undertakes her new role as a Marine Learning Environment.

As for the future of Saoirse, this morning it is enough to know that the re-build is happening, but for the moment it is behind closed doors. You’ll note that as soon as Ilen was out of the shed, the great doorway in the gable end through which she had exited was closed off. Setting up to re-build Saoirse properly to a contract time is a serious business, and Liam Hegarty and his team have deserved to be left in peace during this key week.

ilen shed door18The work moves on. Ilen is out of the shed, while inside the preliminaries for the re-build of Saoirse are under way. Photo: Gary MacMahon

The significance of Saoirse and her re-build contributes in unexpected ways to an awareness and maybe an understanding of our island’s complex past. The first major recognition that Conor O’Brien and Saoirse achieved was the award of the Royal Cruising Club’s Challenge Cup – the world’s senior cruising award – in 1923 while the voyage was under way. He received it again in 1924, and in 1925.

The RCC was at the very heart of the British maritime establishment. Yet despite his known gun-running voyage, the RCC had admitted O’Brien as a member in 1919. That may seem to stretch tolerance. But even more bizarre is the fact that O’Brien was proposed for membership by Frank Gilliland, a member from the north coast of Ireland, and seconded by Erskine Childers, who had joined the RCC when he started working in England in 1895.

However, by the time Saoirse departed on her voyage in June 1923, Frank Gilliland had since 1921 been Commander Frank Gilliland, Aide de Camp to the Governor of the newly-established Northern Ireland. And Erskine Childers, having come out in armed opposition to the treaty establishing the Irish Free State and the partition of Northern Ireland, had in November 1922 been executed by a firing squad of the Government of the new Irish Free State.

Through all this extraordinary turmoil and mixing of allegiances, Conor O’Brien and the Saoirse sailed on with their exceptional voyage. It was the great cruising authority Claud Worth, the adjudicator of the RCC awards, who best put Saoirse’s achievement into perspective, and explains why the work which started this week in Oldcourt is so important. Worth commented:

“Anyone who knows anything of the sea, following the course of the vessel day by day on the chart, will realize the good seamanship, vigilance and endurance required to drive this little bluff-bowed vessel, with her foul uncoppered bottom, at speeds of from 150 to 170 miles a day, as well as the weight of wind and sea which must sometimes have been encountered.”

Amen to that.

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When we recall the exposed conditions in which some coastal boat and ship-builders had to work in the days when life and labour were cheap, and health and safety were considered more important for thoroughbred animals than for workers, then it has to be said that that the spar-makers of Limerick assembling the rig for the restoration of the 1926-built 56ft ketch Ilen are creating their finished sections in some comfort in the Ilen Boatbuilding School  writes W M Nixon

ilen spar making2In its way, each spar has emerged as a work of art. Photo: Gary MacMahon

ilen spar making3Spar-making is a mixture of traditional and newer techniques. Photo: Gary MacMahon

ilen spar making4The gaff jaws may have to be used for rugged work, but that’s no reason why they shouldn’t be assembled with style Photo: Gary MacMahon

ilen spar making5The Ilen Boat-building School in Limerick has sufficient space to lay out the complete mainmast with topmast, gaff and boom – shipwright James Madigan provides a sense of scale.

But though they have a decent amount of space and the benefits of modern equipment, the fact that the Douglas Fir for the new spars has been donated from the stores of the much-lamented Asgard II puts an even greater onus on the team to produce work of world class.

That said, the temptation to stray into the realms of classic yacht style is ever-present when you have wood and facilities of this quality. But it has always to be remembered that Ilen is the sole surviving Irish-built sailing trader of this size and type. Thus Project Director Gary MacMahon has to ensure that the work remains true to traditional workboat style rather than veering towards anything too ornamental.

ilen spar making6Engineering the connection of the topmast and mainmast at the hounds, Pete Speake (left) working with James Madigan (lower right) Photo: Gary MacMahon

ilen spar making7The test assembly of mainmast and topmast. Photo: Gary MacMahon

But as the simple functionality of each spar and fitting which has been made has its own inherent beauty, ornamentation would be superfluous, and as our gallery of photos reveals, in its way each piece is a work of art.

 

ilen spar making8An early stage in creating the senior and junior mast partners, crafted by Matt Dirr Photo: Gary MacMahonAn early stage in creating the senior and junior mast partners, crafted by Matt Dirr Photo: Gary MacMahon

ilen spar making9The senior and junior mast partners completed, one for the mainmast, the other for the mizzen. Photo: Gary MacMahon

ilen spar making10At Liam Hegarty’s boatyard in Oldcourt near Baltimore, 180 kilometres from Limerick, the mainmast partner is offered up aboard ship – and fits to perfection. Photo: Gary MacMahon

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The process of transforming the restored hull and deck of the 1926-built 56ft Conor O’Brien historic ketch Ilen into a living ship continues writes W M Nixon. The programme is co-ordinated and combined between the Ilen Boatbuilding School in Limerick, where they’re busy on the benches making or re-conditioning many items of gear and equipment, and in and around the ship herself with Liam Hegarty in Baltimore in West Cork. There, it finally all comes together, and last weekend provided a real sense of a new stage reached in the project.

ilen november3James Madigan in the Ilen School in Limerick with a workshop-mockup of the traditional steering arrangement, including the helmsman’s footwell which has since been fitted in the ship. Photo: Gary McMahon

ilen november3In Oldcourt, the hydraulic steering actuator – renovated in Limerick – is ready for final fitting to the rudder stock. Photo: Gary McMahon

Lights gleamed from below where the accommodation is being created, and traditional timberwork shone with warmth in the homely setting of The Old Cornstore on the banks of the Ilen River. This much-loved waterway runs from Skibbereen down towards Baltimore to provide the home training waters of some of Ireland’s greatest contemporary rowers, as well as a sheltered setting for the always-fascinating boatyard complex.

The unique atmosphere of this special boat-building location is more cherished than ever. It had been feared that the Old Cornstore and the surrounding Oldcourt Boatyard were right in the path of serious damage from Storm Ophelia three weeks ago. But although a gust of 191 km/h was recorded out at the Fastnet Rock, and 135 km/h was logged at Sherkin Island just across from Baltimore, Oldcourt came through relatively unscathed. The place leads a charmed life.

ilen november3Starting to look like a ship again. Snug under the Ophelia-surviving vintage roof in the Old Cornstore at Oldcourt, Ilen is now giving a much better impression of what she’ll be like to be aboard at sea. Photo: Gary MacMahon

As for the ketch’s restoration project, a stage had been reached where teams from both Ilen Boatbuilding centres could usefully combine forces last Saturday to clear up the boat from end to end the better to appreciate what has been achieved, and to appraise what still needs to be done. In comparing the photos below which show Ilen as she was when last in commission at the Glandore Classics of 1998, and as she was on Saturday, there’s no doubting that the spirit of the old ship is being re-born.

ilen november3Aboard Ilen as she was in 1998 at Glandore (left) and on deck last Saturday in Oldcourt (right). Photo: Gary MacMahon

As is the way with restorations, it’s intriguing to learn how various specialist items of equipment have been retrieved or saved. In a city with a metal-working tradition like Limerick, there’s an instinctive appreciation of the quality of the workmanship which has gone into the rigging hardware for shrouds and masts alike.

ilen november3Some of Ilen’s rigging hardware, in a time-honoured style much-appreciated in a city with a metal-working tradition. Photo: Gary McMahon

And although we’ve shown photos of the Ilen dead-eyes made from lignum vitae before, there’s something so fascinating about this densest of timbers (in this case “contributed from a former shipyard in Cork”) that a second or third look is surely justified, appreciating them as works of art shaped in the Ilen school in Limerick by Matt Dirr.

ilen november3Matt Dirr crafting dead-eyes in the Ilen School. Photo: Gary McMahon Photo: Gary MacMahon

ilen november3Dead-eyes finished and varnished. There is an eternal fascination in lignum vitae, the “wood of life”, one of the densest timbers in the world. Photo: Gary MacMahon

As for that rather choice bronze fairlead, we immediately fired back an enquiry to Ilen School Director Gary McMahon as to who made it, for it too is a work of art. The answer is he doesn’t know who made it, but having worked in metal himself he has long been an inveterate collector of special items which would otherwise be on their way to the scrapyard, and this came off an old vessel which was being dismantled in Limerick. Now, thanks to the Ilen Project, it will once again sail the seas.

ilen november3A proper little work of art – a bronze fairlead, salvaged from a breaker’s yard many years ago. Photo: Gary MacMahon

ilen november3Unlike the fairlead, this deck eyebolt is new-made, but it wouldn’t look out of place as a piece of functional art on a modern gallery. Photo: W M Nixon

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While sailing is now a year-round interest, and for many a year-round activity too, the notion of a traditional season is natural for anyone who lives in Ireland. Admittedly, there are times when we seem to be experiencing the four annual climatic seasons in just one day. But this sense of a seasonal change, and the appropriate alterations in activity which accompany it, are in our genetic makeup. And though marinas and the Autumn Leagues which they facilitate have pushed the season’s end back to the October Bank Holiday Weekend, for many, that’s it. It’s finally time for boats to be rested and energies deployed in other ways. W M Nixon reflects on highlights of the year.

These times we live in, they tend to emphasise big events – celebrity happenings you might call them – and our perceptions of a season past may be skewed by how the major fixtures played through. But your true Irish sailing season has at its core the classic club programme from April to October, with its plethora of weekend and weekday evening events. If you want to sense the beating heart of our sailing, you have to take the pulse of this local and club scene.

We know it’s not for everyone. Some dinghy crews only emerge for major regional and national championships. But week in, week out, it’s the regular local sailing, from the smallest club right up to the majestic programme of Dublin Bay Sailing Club, which sets the tone for the majority of sailors.

DBSC Racing Beneteau 31.7 2391Week in, week out, Dublin Bay Sailing Club provides a comprehensive programme of local racing from the end of April until the end of September, and it has been successfully doing so since 1884. Here the club's Beneteau 31.7s, one of DBSC's largest one design keelboat fleets negotiate a weather mark at the class championships Photo David O’Brien/Afloat

And for those who sailed regularly all through the time-honoured season, it has to be admitted that weatherwise, we experienced a very mixed bag. As we shall see, there were brief periods of good weather which blessed some events. But in any case, one dyed-in-the-wool cub sailor firmly told us that as far as he was concerned, it was a very good season.

“For sure, there was rain and wind,” he said. “But we need wind for sailing. If you get a long period of rain-free weather, the evenings are likely to be wind-free as well. Frankly I’d rather get a good race in rain than sit becalmed on a perfect summer’s evening. But as we’re an east coast club, we often get that east coast effect of Atlantic weather without Atlantic rain, which is ideal for club racing. By and large, it has been a good sailing season, and race management seems to be improving all the time. So 2017 is going to go down as a good year for club sailing, but only a very average year for sunshine”.

As for Irish sailing’s national structure, inevitably there’s a clashing of events. There is only a finite number of weekends available at peak season when different big ticket regattas and championships hope to be staged, but as well, each club and area quite rightly expect to bring prestigious fleets to its part of Ireland.

However, in 2017 there was increasing emphasis at official club level on making sailing fun again. We’d begun to take it too seriously, something reinforced by the grim years of the recession, and then the winning in 2016 of Annalise Murphy’s Silver Medal at the Olympics in Rio.

moth worlds4Olympic Silver Medallist Annalise Murphy led the way in signalling a change of mood for 2017 after the seriousness of her 2016 campaign towards success in Rio. In the early part of the season, she concentrated on the International Foiling Moth, and in this 223-strong fleet at the Worlds on Lake Garda in May, she became the Women’s World Champion. She is currently on a completely different direction for ten months on the Volvo Ocean Race as a crewmember on the One-Design Volvo Ocean 65 Turn the Tide on Plastic

Of course the winning of Annalise’s medal was a matter for fun-filled celebration once it had happened, but the buildup to it was deadly serious, and that affected the tone of the national sailing mood in every area. But with the Medal in the bag, 2017 could reasonably expect to have a lighter mood, and this in turn helped us to adjust to an over-crowded programme, as crews could plan on a series of campaigns which balanced between serious events which provided proper championship results of national significance, and events which officially claimed to be providing everyone with a good time, even if some crews raced with deadly seriousness.

Either way, so much was going on that a review like this can only hope to give an impression of the season rather than a detailed analysis, but we’ll try to give it a comprehensible shape by listing the main events of Irish interest at home and abroad under either the “serious” or “fun” categorisations:

March/April: Intervarsity Championships – serious, UCD selected to represent Ireland

April: Irish Sailing Youth Pathway Nationals, Ballyholme - serious (and impressive), Ewan McMahon the star, Rush SC prominent in success

Mojito J109The hyper-busy J/109 Mojito managed a hard-fought overall win in the ISORA Championship, successful participation in the Rolex Rastnet Race, and a second place in the Dun Laoghaire to Dingle Race.

April: Season-long ISORA Championship get under way, several venues – inevitably serious. In due course, J/109 Mojito (Peter Dunlop & Vicky Cox, Pwllheli SC) has very close overall win – despite taking time out to do the Fastnet

May: Scottish Series at Tarbert– serious, Pat Kelly’s J/109 Storm and Stephen Quinn’s J/97 Lambay Rules top their classes.

June: Howth Lambay Weekend – Fun

lambay race51It could be a remote part of the West Coast, but Howth Yacht Club’s annual Lambay Race is a reminder that Ireland’s least-spoilt coastline is on an East Coast island. Photo courtesy HYC

June: ICRA Nationals Royal Cork – probably the most serious of them all. John Maybury’s J/109 Joker 2 RIYC), Ross MacDonald’s X332 Equinox (HYC), and Paul Gibbons’ Anchor Challenge (RCYC) win the three main classes.

dark angel6Rob O’Leary racing the Dubois 36 Dark Angel from South Wales to class success in the ICRA Nats at Crosshaven. Photo: Robert Bateman

rockabill six7Paul O’Higgins’ JPK 10.80 Rockabill VI shortly after the start of the very tough Dun Laoghaire to Dingle Race, which she won, while a sister-ship Bogatyr was also winner of the likewise rough 608-mile Rolex Middle Sea Race in late October. This photo goes some way to revealing the reason for the JPK 10.80’s success – she is only 35ft LOA, yet you’d think you’re looking at a significantly larger boat. Photo: David O’Brien/Afloat.ie

June: National YC Volvo Dun Laoghaire to Dingle Race – serious

June: Sovereign’s Cup at Kinsale – fun

1720s at Sovereigns8By maintaining its position as a standalone event, the Sovereign’s Cup at Kinsale can invite non-IRC classes to compete, and the 1720s responded with this keen turnout. The overall winner across all classes was adjudged to be Rob McConnell’s A35 Fool’s Gold from Dunmore East. Photo: Robert Bateman

June: Dinghyfest at Royal Cork – brilliantly balanced mixture of serious & fun

July: Volvo Dun Laoghaire Regatta – superb, and fun

July: WIORA Championship at Aran Islands – unique

wiora nats9WIORA Nationals 2017 – and first time at the Aran Islands. Irish Sailing President Jack Roy (left) with WIORA organiser Cormac Mac Donncha. The popular Irish Sailing President seemed to have several doppelgangers, as that same evening he was present at the Opening Ceremony for the Volvo Dun Laoghaire Regatta, in which he also served for the entire four days as a Race Officer.

icc rally10With more than sixty boats taking part, the Irish Cruising Club Rally in Northwest Spain was an outstanding success. This is Michael Holland’s 70ft 1993-built Dubois ketch Celtic Spirit – a veteran of Arctic and Antarctic cruising - making knots down the coast of Galicia. Photo: Trish Phelan
July: Irish Cruising Club Rally in Northwest Spain – seriously well organised, great fun to take part

July: Glandore Classics – fun, yet serious too

August: Rolex Fastnet Race from Cowes – serious

jedi fastnet11Fastnet Rock astern for Jedi, the Irish National Sailing School’s successful J/109, which won class IRC 3B in the Fastnet Race, and also the Roger Justice Trophy for the top-placed Sailing School boat. Jedi is one of the 15-plus class of hotly-raced J/109s in Dun Laoghaire, whose annual championship was won by the Kelly family’s Storm from Rush SC and Howth, while the most successful boat in other events was John Maybury’s Joker 2.
August: Calves Week from Schull – prides itself on being a neat balance between fun and “quite serious racing”, and succeeds in being so.

swuzzlebubble racing12Everybody likes her, even if she beats them all. The characterful Swuzzlebubble racing to success in the Half Ton Classics at Kinsale. Photo: Robert Bateman

August: Half Ton World Classics at Kinsale: Supposedly serious, but in the ultimate lotus-eating venue and with such an extraordinary selection of boats, it couldn’t help but be fun. And everyone likes the slightly eccentric overall winner, the legendary Swuzzlebubble

August: Crinnui na mBad, Kinvara – traditional and fun

crinnui na mbad13The annual Crinnui na mBad at Kinvara in August may not have been favoured with good weather, but it was as popular as ever. This is one of the winners, John Flaherty’s Galway hooker Naomh Cailin, going out to race. Photo: Pierce Purcell

August: Laser Nationals Royal Cork YC – serious

laser nationals14RCYC Admiral John Roche, 2017 National Champion Finn Lynch (NYC) and Mark Whisker of sponsors Volvo at the prize-giving for the Volvo Laser Nationals at Crosshaven. Photo: Robert Bateman

September: Autumn League at Howth – fun event, but run with such serious efficiency that they’d a full programme completed after six weekends despite losing two days of racing to the late season’s poor weather.

SB20 YachtRoyal St. George's Michael O'Connor, Davy Taylor and Ed Cook – SB20 'Corinthian' World Champions and Irish Champions

 

September: The SB 20 Nationals, incorporated into the first weekend of the Howth Autumn league as a three-day separate championship, had extra interest as it included recently-crowned SB 20 Corinthian World Champions Michael O’Connor, Davy Taylor and Edward Cook of Royal St George YC, who had won in the Worlds at Cowes. They added the Irish title to their 2017 trophy list.

October: Autumn League at Royal Cork - fun

October: Mini-Transat at La Rochelle – serious

tom dolan15Ireland’s Tom Dolan in the first leg of the Mini-Transat 2017, 1,400 miles from La Rochelle to Las Palmas. He finished this stage 12th in a class of 55 boats The second Transatlantic stage starts on 1st November

October: Junior All-Ireland at Schull – serious

junior champions16Junior All-Ireland winners on the podium. Kinsale YC’s champions Michael O'Suilleabhain and Michael Carroll, with second placed Rian Geraghty-McDonnell and Harry Durcan (RCYC) and Loghlen Rickard and Nathan Van Steenberge third. Photo: Robin Bateman

October: Senior All-Ireland Sailing Championship at Mullingar – serious and historic, as it is staged at one of the smallest, most rural clubs in the country, and raced in GP 14s.

lyden manning17Fionn Lyden of Baltimore, All-Ireland Champion 2017, at Mullingar with the famous silver salver with crewmate Liam Manning of Schull. Photo: David Branigan/Sailing Ireland

October: Student Yachting Worlds in Marseilles in France – serious. Ireland – a winner in times past –places fifth this time round.

October: Rolex Middle Sea Race from Malta – serious

October: Volvo Ocean Race from Alicante – serious

This fun/serious differentiation seems to have been supported by our wayward climate, which often managed to come up with good weather just when it was needed for the fun events, yet it achieved this in the midst of a generally very unsettled and often plain inclement summer.

The photos are all that is needed to show how this was so during 2017’s premier event, the Volvo Dun Laoghaire Regatta 2017 from July 6th to 9th. It wasn’t a sun-blasted regatta, but it wasn’t a wind-blasted one either – it was just a brief period of exceptionally pleasant warm weather with enough breeze for good racing , yet not too much wind to make it difficult to provide the in-harbour finishes which were introduced in special acknowledgement of the fact that they were also celebrating the Bicentenary of the massive work starting on the construction of this truly monumental and architecturally magnificent artificial port.

slipway scene18Piling them in – the good-humoured yet busy atmosphere off the National YC slipway after another day of racing in the Volvo Dun Laoghaire Regatta. Photo: W M Nixon

With 34 classes racing and boat numbers pushing towards the 500 mark, obviously it would have been totally inappropriate to try to include the ICRA Nats within it, as some have suggested. But even with such good conditions in its relaxed form, it could easily have got out of hand. However, with Organising Committee Chairman Tim Goodbody apparently yet always very quietly here, there and everywhere to ensure that all was running smoothly with a skillfully delegated team, it ran like clockwork to round out his two year stint in the top role with considerable style and success.

One noted visiting crew enthused that it was the best four days of sailing they’d ever had, and that was before they became aware that they’d won the ultimate trophy, the Kingstown 200 Cup, complete with a hundred guinea purse and a framed picture of the first regatta ever staged in what is now Dun Laoghaire, the Kingtown Regatta of 1828.

myfanwy sailing19The sweetest boat in the fleet – Myfanwy from Wales - racing in the Volvo Dun Laoghaire Regatta. Photo: David O’Brien/Afloat.ie

That was Rob Mason and his shipmates from Milford Haven with the classic 37ft Alexander Richardson-designed 1897-built gaff cutter Myfanwy, which Rob restored himself and sailed to Dun Laoghaire for the newly-introduced Classics Division, which was supposedly a one-off gesture to the Bicentenary.

But it worked so well that there’s talk of repeating it in 2019. Be that as it may, after the last race I was commiserating with the the Myfanwy team on their final placing, as I thought they’d sailed well enough to be comfortably on the podium, but Performance Echo decided others. Maybe they sailed too well. Yet far from being disappointed, they were on top of the world, and then when they went along to the huge prize-giving at the Royal St George, it was to hear to their complete surprise that the much-admired Myfanwy had been awarded the Kingstown 200 Cup and the prize purse and the historic picture……

myfanwy crew15Before and after. Myfanwy’s crew celebrating “four days of the best sailing we’ve ever had” immediately after coming ashore at the conclusion of the final race in the Volvo Dun Laoghaire Regatta 2017. They are (left to right) Max Mason, his father Rob who restored Myfanwy, Andy Whitcher, and Gus Stott. The photo below shows them genuinely gobsmacked after finding they’d won the big trophy and its associated prizes. Photos W M Nixon and Gareth Craig/Fotosail

myfanwy crew21

This classics success reflected a good year for the classic boats in Ireland, as six of the Howth Seventeens (1898) and a dozen of the Water Wags (1887 & 1900) made their way to the famous Sailing Week in the Morbihan in southern Brittany in May. Then at the end of July, the newest Howth 17s, Orla built in France for Ian Malcolm by the famous Skol ar Mor, arrived home, and in an epic effort in late August, in honour of Class President Hal Sisk, the continually reviving Water Wags managed their first turnout of more than thirty boats for their traditional Wednesday evening racing.

howth seventeens22Howth Seventeens racing in their annual championship with Ireland’s Eye beyond – the new boat Orla (no 21) is on the right. Photo: Neil Murphy

water wag23With a history going back to 1887, the Water Wags became an overnight success at the end of August when they finally managed a turnout of more than 30 boats. The clear winners were David & Sally MacFarlane with No 15 Mousmie, aged 107 years. Photo W M Nixon

This has inevitably only been a skim across the events of 2017. An extraordinary season. Many hoped at the beginning of the year that it would see some relaxation after the intensity of the Olympic year, and while that may have been the overall mood, the achievements recorded above show that some sailors continued to take their own sailing very seriously indeed.

That is as it should be. But if I had to select a photo which captures the mood of 2017, the determination to make the best of it whatever the weather, then the Thomas Gautier image of Aoife Hopkins in devil-may-care mood, flying over a big sea off Douarnenez in Brittany on her way to winning the Laser Radial Under 21 European Championship, would undoubtedly be it. At that moment, Aoife was sailing for all of us.

aoife hopkins24Sailing for all of us. Aoife Hopkins in devil-may-care style, on her way to winning the Laser Radial U-21 Euros at Douarnenez in July. Photo: Thomas Gautier

Published in W M Nixon

Many people have dropped by the Old Cornstore on the riverside at Oldcourt in West Cork to see work progressing on the restoration of the 1926 Conor O’Brien ketch Ilen writes WM Nixon. And naturally they’ll have the impression that they’re at the main scene of the action. After all, the 56ft vessel certainly looks the part - a complete ship, full of promise in her distinctive new colour scheme.

But as Gary MacMahon of the Ilen Boatbuilding School in Limerick points out, even with a hefty traditional vessel like Ilen, the finished hull with deck in place is only about 35% of the complete and fully commissioned vessel. And though the assembly of the various parts inevitably has to take place in Oldcourt with Liam Hegarty and his team, much of what you’re looking at on the Ilen today was actually built in the Ilen School’s efficient workshops in Limerick city.

ilen painted2The Ilen herself in Oldcourt near Baltimore, newly painted and looking very well. Photo Ilen BS

Ilen deckhouses3The new deckhouses, hatches etc on the Ilen were all made in Limerick. Photo Ilen BS

There, young people – indeed, people of all ages and from many backgrounds – are finding that working with wood, and creating parts for boats or building complete boats, is a profoundly interesting and fulfilling experience. In recent years, the Ilen School has turned out impressively authentic versions of the traditional Shannon gandelow, and in a completely different direction, sailing dinghies of the distinctive CityOne class to a very special design by the late Theo Rye.

gandelow limerick4One of the Ilen Boatbuilding School’s traditional gandelows on the Shannon in Limerick, heading upriver towards King John’s Castle. Photo: Gary MacMahon

Gandelow venice5It makes a change from the Shannon Estuary - the Ilen Boatbuilding School’s gandelows in Venice. Photos: Gary MacMahon

These smaller craft have been imaginatively used by those who built them for various expeditions to events such as the Baltimore Woodenboat Festival and the Glandore Classics Regatta. And in 2014, the Gandelows somehow managed a remarkable double by taking part in the Thousandth Anniversary re-enactment of the Battle of Clontarf (wasn’t Brian Boru a Limerick man, after all?) and yet somehow also took in a Marine Festival in Venice, as it’s reckoned that the word “gandelow” originated from gondola, but mutated along the way.

Having taken such things and various other projects in their stride, the Ilen people in Limerick have enthusiastically lined up to build the deckhouses, hatchways, skylights, lignum vitae rigging deadeyes and many other items for Ilen herself. Each is an exquisite bit of marine joinerywork in its own right, and when fitted on the ship, they go so well with the overall concept that you’d be hard-pressed to guess that they were built many miles away, in the characterful city on Shannonside, rather than among the rolling green hills and woodland of West Cork.

finished deadeyes6Deadeyes made in Limerick from rare lignum vitae – the word is that this very high density wood “was sourced from a former shipyard in Cork”. Photo: Gary MacMahon

spar bands7Group discussion in Limerick with Liam, Trevor, Pete and Robert to sort and assess items of rigging gear. Photos: Gary MacMahon

iIen stanchions8Modern safety requirements dictate that the original guard-rail stanchions (left) have to be replaced by longer ones (right) to provide one metre clearance. Photo: Gary MacMahon

steering box9The hydraulic steering actuator is cleaned and serviced before being sent for pressure testing. Photo: Gary MacMahon

But such is the case, because for all his fondness for West Cork, Conor O’Brien’s spirit is in Foynes Island on the Shannon Estuary, and Limerick is his city, the city of the O’Briens since time immemorial. And recently, Limerick has been turning out the stanchions for the Ilen’s guard-rails, something which is well in line with the city’s engineering traditions. But most impressive of all is the final work on finishing the spars.

When Ilen was shipped back from the Falklands in 1998, some of her surviving spars were in a decidedly poor conditions. But the new Limerick-built replacements are robust works of art, with a natural functional beauty. It really will be a show on the road, and then some, when they’re taken on that winding journey from Limerick down to Baltimore.

engine control10An authentic marine bronze Kobelt heavy duty engine control is sourced “by good fortune” – it cleans up a treat

ilen mast painting11Finally getting there – Liam O’Donoghue gives Ilen’s new mainmast its finishing coats of paint – the special colour is “US Navy buff” Photo: Gary MacMahon

Published in Ilen

When the restoration project on the 1926-built 56ft Conor O’Brien/Tom Moynihan Falkland Islands Trading Ketch got under way at two locations – Liam Hegarty’s boat-building shed in the former Cornstore at Oldcourt near Baltimore, and the Ilen Boat-building School premises in Limerick – it was expected that final jobs such as making up the rigging and creating the sails would be contracted out to specialists writes W M Nixon.

But while the plan is still in place to have the sails made in traditional style by specialist sailmakers, Gary MacMahon and his team in the Ilen Boat-building School came to the realisation that they’d made so many international contacts over the years while the restoration has been under way that, if they could just get the right people’s schedules to harmonise, then they could learn how to make up the rigging in their own workshops as part of the broader training programme.

conor obrien2Conor O’Brien in 1926, when he delivered Ilen to the Falklands. He had received the order for the new ketch as a result of his visit to the Falkland Islands during his round the world voyage with the 42ft ketch Saoirse in 1923-25

As a result, the Ilen Boat-building School became a hive of activity over the Bank Holiday Weekend and beyond, for that was the only time when noted heavy rigging experts Trevor Ross, who is originally from New Zealand, and Captain Piers Alvarez, master of the 45-metre barque-rigged tall ship Kaskelot, were both available to make their voluntary instructional contributions to the project.

trevor ross3Trevor Ross with a new eye splice in the Ilen Boat-building School in Limerick. Photo: Gary MacMahon

Ilen restored4The re-creation of Ilen’s rig, as developed by Trevor Ross with the late Theo Rye

Trevor Ross was professionally at sea for ten years, during which time he became fascinated with traditional rigging techniques. Though he now works ashore, his interest in traditional rigging and sail training is greater than ever - so much so that he worked with the late Theo Rye in finalizing the design of Ilen’s rig to match the original from Conor O’Brien’s day, while ensuring that it is practical in modern terms both for requirements of efficiency and safety.

kaskelot at sea5Captain Piers Alvarez’s current command is the 45-metre barque Kaskelot

Piers Alvarez grew up in English cider country near the broad River Severn, but his personal horizons were far beyond apple growing. When he was 15, the captain of the famous square rigger Soren Larsen came to live in the village, which gave Piers’ father the opportunity to sign on his restless son as an Able Seaman at least for the duration of the school holidays, but the boy became hooked on the sea.

More than thirty years later, the love of seafaring and traditional ships is undimmed. Although Piers’ maritime career has also taken in tugs, superyachts and ice-classed research vessels, his current role in command of the Kaskelot perfectly chimes with his most passionate interests, and he has been fascinated by the entire Ilen project from an early stage.

So when the possibility arose of spending time in Limerick working along with his old shipmate Trevor Ross on the rigging for Ilen as a training project for the Ilen School’s intake, he readily gave up a week of his leave to teach the Ilen’s build team and future crew everything he knows, while moving a key part of the Ilen plan along the path of progress.

piers and elan6Piers Alvarez and trainee Elan Broadly busy with their work in Limerick

james piers elan7Ilen School Instructor James Madigan (left) with Piers Alvarez and Elan Broadly, immersed in their learning work while everyone else is on holiday. Photo: Gary MacMahon

liam james elan piers8Team work. (Left to right) Liam O’Donoghue, James Madigan, and Elan Broadly on a steep learning curve with Piers Alvarez. Photo: Gary MacMahon

Modern amateur sailors, accustomed to today’s rigging where a terminal can be fitted in a seemingly-simple machine with the press of a button, can scarcely imagine the patient effort and skill which goes into making an eye splice in wire rigging which is of such a weight that, to most of us, it looks more like working with steel hawsers.

This is hard graft, but very rewarding in the result, and the satisfaction found in the effort expended. Much of it is done entirely by hand, but now and again that lethal multiple tool, the angle-grinder, will speed up a finishing job.

tension tool9Some of the tools used in setting up traditional rigging are of very ancient origin…………….Photo: Gary MacMahon

piers angle grinder10….but inevitably an angle grinder will be used at some stage, and Piers Alvarez is ace with it. Photo: Gary MacMahon

When finished, the neatly parcelled eye-spliced shrouds will fit the re-shaped mast like a glove, while at the other end, the shrouds will be tensioned by traditional lanyards through dead-eyes which have been made in Limerick from tough greenheart timber. It’s a long way from a drum of raw steel wire and a still squared hounds area to be progressed into something which will function on the massive mast in smooth partnership, providing Ilen with her sailing power. And in Limerick over the holiday week, it provided an unusually satisfying way to learn something new and useful.

rigging work drawing11With the simplest of work drawings, an experienced rigger can turn a piece of hefty steel wire into a serviceable piece of rigging. Photo: Gary MacMahon

hawser roll12The thick steel wire in its raw state is a daunting sight. Photo: Gary MacMahon

dead eyes13The lower ends of the shrouds will be attached to the chainplates by lanyards rove through deadeyes made from greenheart, seen here at an early stage of the shaping process in Limerick. Photo: Gary MacMahon

dead eyes14“Series production” of dead-eyes. Photo: Gary MacMahon

dead eyes15 Dead-eyes at the final stage of their creation. All that remains to be done is to shape grooves to allow a fair downward lead for the lanyards. Photo: Gary MacMahon

Published in Ilen

If variety is the spice of life, then the 25th Anniversary Glandore Classics Regatta is currently staging the most vibrant and flavoursome boat show on the Irish coast writes W M Nixon.

Admittedly the mid-week routine, which will lead on to events like races to Castlehaven (or Castletownshend if you prefer), doesn’t have quite the same hectic pace as the opening weekend. But for connoisseurs of classic or traditional or even just plain odd boats, it’s a feast for eye, memory and analysis which has seen some vividly contrasting boats all united in at least one purpose.

cuilaun glandore2Flagship for style. The 1970 McGruer ketch Cuilaun at Glandore exemplifies the contemporary standard for classic yacht maintenance and presentation. Photo: Gary MacMahon

That purpose was to honour the memory and achievement of the late Theo Rye (1968-2016). He was taken from us all too soon last Autumn. But in his short life, his passion for yacht and boat design - its history and its future – was an inspiration for all who came in contact with him, and particularly those with whom he worked on a variety of projects which could range from the smallest of boats right up to the ultimate Fife restoration, the giant 23 Metre Cambria

glandore cityone3The CityOnes from Limerick cutting a dash with a difference at Glandore. It takes an effort to realize they were designed by Theo Rye, yet he could comfortably take such unusual challenges in his stride. Photo: Gary MacMahon

chod glandore4The Cork Harbour One Design Elsie (Patrick Dorgan) at Glandore. She was desined by William Fife in 1895-96. Photo: Gary MacMahon

In Glandore, there are currently several boats which have benefitted from Theo’s expertise, or could do were it so wished. For instance, a regular at Glandore is the modernized Clyde 30 Brynoth, a Fife creation of 1905. If anyone had ever planned to bring Brynoth back to her original form, it would have been so reassuring to entrust the project to Theo’s encyclopaedic knowledge of the Fife design and build canon.

Yet the breadth of his influence and expertise is also seen in Hal Sisk’s eye-catching yet under-stated 63ft powercruiser Molly Ban, which is in Glandore to act as mothership to the owner’s Dublin Bay Water Wag. Molly Ban could be claimed to find inspiration from may sources, but she is such a unique combination of seagoing powerboat and classic dinghy mothership that we could reasonably argue she is sui generis, she’s just her own sweet self, and that’s all there is to it.

molly ban5The 63ft Molly Ban is an elegant multi-purpose vessel whose large self-draining cockpit can be used as a “deck garage” for smaller classic craft. Photo: Gary MacMahon

In addition to the owner’s advanced technical experience, Molly Ban saw the combined talent of Nigel Irens and Theo Rye put to work to create a very elegant and distinctive vessel so easily driven that, with a single 300hp Cummins diesel, she has a maximum loaded speed of 16 knots and makes an easily-reached 14 knots on 30 litres of fuel an hour. Yet if you throttle back to 10 knots – a tidy enough speed for most cruising – she burns only ten litres an hour.

molly ban6The stern view of Molly Ban gives a hint of the ingenuity of her design. The little clinker tender is based on a dinghy built for Hals Sisk’s grandfather in 1926. Photo: Gary MacMahon

There’s a completeness to the Molly Ban concept which is a credit to the memory of Theo Rye. But equally, in looking at the presentation of all the top classics at Glandore, you realize that you’re looking at yachts which have been raised to a standard which Theo and others like him ensured was set, and then adhered to, and if anything improved over time.

His mind could also produce totally off-the-wall solutions to design challenges. But though we all know that it was Theo Rye who came up with the completely innovative design for the CityOne dinghies to be built by the Ilen Boatbuilding School in Limerick, nevertheless at Glandore it was still pause for thought to see them sharing the sea with the utterly classic Dublin Bay Water Wags, a design of 1900 which Theo Rye equally cherished.

water wag glandore7The timeless elegance of classic clinker construction. Guy Kilroy heels his modern-build Water Wag Swift to make the best of zephyrs at Glandore. Photo: Gary MacMahon

wags cityone rankin8Mixing the fleets – Water Wags from Dublin Bay, CityOnes from Limerick, and a Rankin from Cork Harbour share the waters of Glandore. Photo: Gary MacMahon

With four CityOne dinghies available in Glandore for an inter-area Theo Rye Memorial Series, Race Officer Donal Lynch was able to provide competition for a representative selection with crews from Limerick, the County Clare folk of Seol Sionna who had arrived in Glandore with their own distinctive Shannon Estuary hooker Sally O’Keeffe after a fine overnight passage from Kilrush, a West Cork crew with some involved in the restoration of the ketch Ilen at Oldcourt, and a Cork city team.

glandore cityone9The Cork crew in the Inter-Area series for CityOnes were Nicola Cowhig (helm), Aoife & Muireann O’Donnell, and Gemma. Photo: Gary MacMahon

glandore cityone10They may not look like they’re going anywere fast, but Limerick’s Donal Coffey (helm, right) and Sean McNulty won the Theo Rye Memorial Series for the CityOne dinghies. Photo: Gary MacMahon

In the end, it was the Limerick duo of Donal Coffey (helm) crewed by Sean McNulty who won the weekend series overall, but really it was the way that the CityOne dinghies so ably fulfilled the role envisaged for them by Gary MacMahon of the Ilen School and Theo Rye which was the abiding memory.

As the photos reveal, Donal Lunch has had quite a challenge in setting races for all classes which will be manageable despite a shortage of wind, with further frustration early in the week as the underlying northerly airstream tended to negate the efforts of the warming summer days to create a sea breeze, but by week’s end we hope to get reports of improved sailing.

Meanwhile, a view of the classic style currently gracing the Glandore anchorage is more than enough to be going along with.

glandore fleet11“Eclectic” would be the best word for the fleet at Glandore. Photo: Gary MacMahon

Published in Historic Boats
Tagged under

The sun returned on day three of Panerai British Classic Boat Week where the fleets completed race five of the series, followed by the traditional Ladies Race. Not only had the sun reappeared, but the wind had moderated too and racing took place in a much more manageable, if rather shifty, northerly breeze of 10 to 15 knots. After the strong winds of the last two days the chance to shed oilskins, soak up the sun and enjoy the scenery was much enjoyed by everyone.

Class 3 continues to be the most closely fought of the regatta. Today Michael Briggs’ Mikado beat second placed Cereste, owned by Jonathan and Scilla Dyke, by over four minutes. Cereste in turn beat third place Laughing Gull, owned by Barney Sandeman, by just four seconds, so that in the overall standings Cereste leads Mikado by two points with Tim Yetman’s Suvretta in third.

Andrew Pearson’s Bojar finally managed to break the stranglehold of Giovanni Belgrano’s Whooper on Class 2, beating her into second place by a minute and twenty-four seconds. David Murrin’s Cetewayo came third by thirteen seconds. Whooper continues to lead Class 2 by a very comfortable fourteen-point margin, but the fight for second and third is a close one with Gildas Rostain’s Volonte on twenty points, Bojar on twenty-two points, Brian Smullen’s Cuilaun on twenty-nine and Cetewayo on thirty. Smullen's 55-foot McGruer ketch will also be sailing at Glandore Classic Boat Festival on July 23 in West Cork, read Afloat.ie's preview here.

Back ashore, Andrew Pearson talked through the race, “We had a really interesting day, with a complicated start across the Squadron line, and they all peeled off down the Island shore. We took a flyer to the other side, hoping we could set a kite, but by the time we got there, there wasn’t enough wind, so we were 8th or 9th at the first mark. From there we crawled our way back to 2nd on the water, 20 seconds behind Cetewayo, which gave us the win on handicap because we rate lower than she does. Whooper followed us in but we’d saved our time, so we’ve had a 1st, a 2nd and a 3rd in the last three races.

Asked what gave him the advantage over Whooper Andrew replied, “Three things: one, we’ve got a very large symmetric kite, and if we get that right we can fly it dead downwind and we’re as fast as anyone doing that. Secondly we had a tide break around the last mark. Finally, Whooper often has an enormous advantage over all of us with her drop keel so she can sail in much shallower water, but today’s course didn’t give them that advantage.”

Irvine Laidlaw’s Oui Fling took her fourth bullet of the regatta and now leads Class 1 by four points from Sean McMillan’s Flight of Ufford, who had finished second in the race. Michael Hough’s Chloe Giselle beat David Gryll’s Helen of Durgan in race five, but in the overall standings Helen of Durgan now lies third and Chloe Giselle fourth.

The battle between Richard Matthew’s Scorpio and Simon Payne’s Damian B continues to rage in Class 4. The lighter conditions worked in Scorpio’s favour and she beat Damian B by almost two minutes with John Mulcahy’s Estrella third. Overall Scorpio has regained the lead by three points from Damian B, with Estrella and Rufus Gilday’s Venya tied for third.

The Metre boats very much appreciated the lighter conditions and both fleets were back out in force. In the 6 Metres Robin Richardson and his team aboard St Kitts beat Fenton Burgin’s Sioma by just twenty-nine seconds with Tom Richardson’s Thistle third. In the overall standings Sioma’s lead has now been reduced to a single point from Thistle with St Kitts third.

In the 8 Metres it initially appeared that Murdoch McKillop’s Saskia had won race five from the Earl of Cork and Orrery and David Parson’s Athena with Christopher Courage’s Helen third. However, on returning ashore Saskia elected to retire following an on the water incident and so the race went to Athena with Helen second. Despite her retirement Saskia continues to lead the regatta, but her delta is reduced to a single point. Both Helen and Athena count ten points so it’s clear this class is going to go down to the wire as we go into the final two days of the regatta.

With the series racing complete for the day, it was the turn of the ladies to take the helm for the traditional Panerai British Classic Week Ladies’ Race. A building spring ebb meant the race committee kept the fleet close to Cowes for some furious short course racing. With midwife Rosie Parks on the helm, ably supported by Christine Belgrano, Mia Austen, Emma Cheesham, Giovanni Belgrano and Crawford, Whooper once again proved she’s a winner.

Speaking in the Panerai Lounge and clutching the Ladies Day Trophy, made by Isle of Wight based Sculptglass, Rosie paid tribute to her crew. “Today went really well! We had a brilliant start, my backing crew of Crawford and Gio made very, very good decisions and guided me around the race track and we got across the line first.”

This evening the participants are enjoying a BBQ and Crew Party at Cowes Corinthian Yacht Club. Tomorrow will feature the Long Inshore Race sponsored by Classic Boat and the rescheduled Open Boats Pontoon Party sponsored by Spirit Yachts and Classic Boat.

Published in Historic Boats
Page 4 of 8

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