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Wednesday, 30 November 2011

Coney Island Life-guard


Paul Kennedy has just started on a series of work inspired by his visit to the States earlier this year. We don't really have chaps like this on the shores around here, he would need a big woolly jumper and a Sou'wester, but it's nice to dream of warmer places.

Paul tells me the lifeguard is off to London to one of the galleries, but there will doubtless be more like him to follow. Although this is a slightly new, more international direction for him the work reflects some of the concepts and colours he has been working through in recent work. I've added a few examples below and more can be seen on http://www.paulkennedyart.com






Thursday, 24 November 2011

Some Thoughts on Model Boats

8 metre yacht Fulmar, photo Gisela Scharbaum
The models made by Gisela and Helmut Scharbaum are virtually perfect reproductions of the originals, evidence of a search for authenticity which eventually led them to build the 1:1 model of Tringa featured in my last post.

But their models are more than this. Apart from representing the prototype in all respects these incredible creations are also meant to sail. It seems to me that this inevitably leads the Scharbaums into areas of technical difficulty which lesser mortals would do well to avoid.

Firstly there are problems of scale. At anything smaller than full size the exact scale model will inevitably lack sufficient displacement to carry her full canvas. In other words what is a nice Force Three breeze to the full sized ship becomes a terrifying Force Six or Seven for her quarter or sixth scale model sister. It seems a pity to have to limit one's sailing of the model to days of gentle winds (are there any anymore?) or to have to devise a way of reefing down.

Secondly there are problems associated with keeping water out of the lovely open cockpits of these models and keeping the radio control equipment, batteries and servos dry.

For these reasons most conventional model-builders go down one of two distinct routes, building either full or half models for display or working models for sailing. However one also shouldn't lose sight of the original purpose for which ship models were built, to assist with the design process.

The earliest builders of full-sized vessels would start by carving a model out of solid. Once a shape acceptable to builder and client had been produced it would be sawn apart crosswise to produce sections, which would then be scaled up to produce the shape of the building moulds. Even in the computer age models still feature large in the design process, as the dynamics and variables involved when a hull passes through water at various angles of heel are far too complex for predictive modelling. Tank testing was first developed by the English mathematical genius William Froude, who persuaded the Admiralty to build the first one in 1871. Dennys of Dumbarton were impressed and built the first commercial tank in the world on the Clyde in 1883. Today tank testing is in use world-wide and the makers of the finest models in the United Kingdom are probably R F H Pierce & Associates of the Lake District. There is a fascinating insight into their thought processes and working methods here:-
www.jewelofmuscat.tv

Richard Pierce and his son James have occasionally built full-size yachts and sailing dinghies to order. After Richard completed the replica Scottish Islander Shona his client requested a display model for his house and James produced a first, "practice" one and a second, final version. Here is a photograph of the first one, which I took on a visit to Windermere before she was rigged.



Scotland's leading builder of static display models is undoubtedly David Spy, whose efforts are displayed world-wide. Here is his eight metre Anitra:-


David's website can be accessed here:- http://yachtmodels.co.uk/

Alongside these renowned experts I hesitate to portray my own efforts, which have been graced with enthusiasm rather than skill. I recently completed a six metre for radio control and it's been interesting to find that she actually floats. She's a John Lewis "Tern" design if anyone is interested.

The Wee Giff only took about thirteen years to build, off and on, and was completed with fittings from the English guru Graham Bantock, whose website can be found here:- http://www.sailsetc.com/

















Tuesday, 15 November 2011

Tringa lives again - in more ways than one


I was totally astonished to receive the guest post which follows, with a digital album of photos. Blogging is a strange, solitary activity, which has to be seen as its own reward, especially one like this which makes no pretensions to be a money-spinner. Sometimes a bonus turns up, an unexpected gem of information or a story from another corner of the World from a kindred spirit.

I leave it to Gisela and Helmut Scharbaum to describe their obsession in their own words.

"Our interest in model making started sometime in the 1990s. I have always been interested in sailing and when we both saw a model of a wooden sailing ship during an exhibition of model makers, we decided to buy a model kit for Christmas. It was a modern plastic yacht, but since then we have been infected and many radio controlled models followed. We developed our interest in the classic wooden ones, which were not available as a kit. So we started to construct them completely according to the drawings, made everything for ourselves and thus we became more and more experienced.

One day in 1999 we saw the film "enchanted by the dragon" on TV,  a film made by Tom Nitsch, a German film maker with special interest in Fife and his yachts. He knows a lot of the history, the yard and the owners. Secondly the book about Fife, written by Franco Pace, an Italian photographer, confirmed  our wish to build a model of a Fife yacht.

We chose Fulmar, an 8mR and soon we found out that research was difficult and the drawings were hard to get. In the end we managed it with the help of the owner and since then things became much easier. Travelling around in Scotland and South England and the Mediterranean followed, and especially with the help of the RNCYC, especially Ian Broadley and May Kohn and all the other people in Scotland we learned so much about the Fife´s , found so many pictures and drawings which allowed us to build these models as close to the original as possible.


The first time we saw Tringa was in the book Fast and Bonnie, it is the  picture which shows her standing on an iron slip trailer at Robertsons Sandbank. It was the design of the hull which is so remarkable, that we fell in love somehow. After finishing the model and having seen her sailing in 1:4, we made another step further and decided to try 1:1.



5000 hours later Tringa is sailing at the Baltic. There was a lot of learning by doing and one of the most dificult problems was to get the fittings. In the end we visited Classic Marine in Woodbridge and Ording Blokken in the Netherlands to order the fittings for the deck and the mast. For the rest, for example the roller fairleads we made wood patterns and let them cast in Britain at Haworth Castings. Research, trying to find out what Tringa looked like is one of our most favourite jobs.


The Schlei area is nowadays an area for leisure activities like sailing. But it still exudes its own special charm. Our problem is Tringa´s draft which is about 6 feet, and the shallow waters of the Schlei are tricky. For example our first trial was stopped by a sandbank, but we managed to get  free again.


This year we left the Schlei for two weeks and crossed the Baltic towards Sonderborg and Aero. Tringa is seaworthy, she always lets you feel well and safe, she also forgives mistakes and is easy on the helm even in rough weather. She is always in a hurry, we logged 8 knots in fresh wind with a reef in the mainsail!


Sailing around with Tringa is like walking on a catwalk. Everyone is watching, asking, and taking photographs. We are faster than the Nordic Folkboats, which are especially designed for the Baltic. Addictive .


But the modern sail cloth induces a lot of power to the rig, therefore it was useful to add two more frames to fix the plates for the shrouds securely. This strengthens the forward hull and leads the force directly to the metal floors and keelbolts. Former designs were too weak at this point.



The runners are quite important for the same reason. We also have to get used to all the sheets and halyards, but after having made some experiments this summer, everything works better and better. "

Specifications:
Overall length: 24 ft
Length on waterline 19 ft
beam: 7,5 ft
draft : 6 ft
displacement 3 tons
ballast 2 tons  lead
sail area 45 qm (500 square feet)
main 37 qm
foresail 8 qm

frames 5x3 cm
planking 2cm cedar, and larch beyond the waterline, glued with Aerodux and covered with glass fibre (800g Biax)
deck plywood 8mm and 6mm teak/mahogany , the spars are of spruce
bow sprit is of Oregon pine

There's a short film about this talented pair that can be viewed online here:-

www.sailing-films.com

And there's a great deal more information about the old 19/24s here:-

www.clyde19-24.org.uk

Sunday, 6 November 2011

The Shieldhall was a Sludgeboat and she sailed upon the Clyde


A month or so ago the Brother and I made a trip to the deep South. There was a boat show on at the time, but we had no interest in visiting that. After all we had no interest whatever in acquiring one of these,

or these,


and we couldn't afford one of these



On the contrary we were down to visit our old Aunty, who had just become a hundred. Being at a loose end after the festivities we went for a wander into town and soon came upon a sight familiar to us in childhood, the old SS Shieldhall.

Glasgow Corporation had two of these ships taking sewage sludge from the population, then of a million or so, down the river. All of our major cities commissioned similar vessels, which operated until such an activity ceased to be permissible. There were two of these ships in Glasgow, the Shieldhall and the Dalmarnock, daily enduring signals from passing ships along the lines of "Where are you bound? What is your cargo?" in the days before the city ceased to be a great port.

The trips were a great boon for the pensioners of the city, who could get a free trip, a cup of tea and dancing to live music. Many a geriatric romance must have started on board, especially for those without a sense of smell.

Shieldhall now tries to earn her living as an excursion boat on the Solent, but in the present recession she is suffering somewhat. Earlier this year I heard of her plight and resolved to do something for her, not sending money of course but providing her with a nice song, the royalties from which could perhaps secure her future.

From this project I have learned about the difficulties faced by the budding songwriter/singer/impressario. You don't just write the thing and sit back to await fame. Writing it was the easiest part, certainly a lot easier than persuading my musical wife to provide a tune. A group of local women were in the habit of singing in a cowshed on Thursday evenings, but by the time I approached them they had disbanded. Months went by without the song being heard, delaying the anticipated revenue stream endlessly.

The world premiere eventually took place at that centre of the universe, Toberonochy. The song was duly preformed by a male voice choir, Charlie, Ken, Bill, John and self, before an invited audience to ecstatic applause. Sadly the event wasn't recorded as Richard, who was supposed to be there with a camera, had fallen asleep. In case someone else in the blogosphere has more luck, I reproduce the music and the lyric below. You can read more about the Shieldhall here:- www.ss-shieldhall.co.uk



The Song of the Shieldhall

The Shieldhall was a sludgeboat and she sailed upon the Clyde
Two hundred sixtyeight feet long and fortythree feet wide
To Ailsa Craig she'd go, in sunshine and in snow
dropping off her cargo in the deep brown tide

Chorus:      To Ailsa Craig she'd go, in sunshine and in snow
dropping off her cargo in the tide, deep brown tide

The Shieldhall was the finest ship that I have ever seen
Her captain wore a jacket of Corporation green
Her hull was painted grey, she chugged along all day
While the sailors scrubbed the decks and kept them clean, kept them clean

Chorus:      Her hull was painted grey, she chugged along all day
While the sailors scrubbed the decks and kept them clean, kept them clean

Now some ships sail to India and some sail to Tiree
Some sailors meet with sharks and whales and some just see the sea
Those sights are pretty rare, but the best thing I declare
On the Shieldhall you were always home for tea, home for tea

Chorus:      Those sights are pretty rare, but the best thing I declare
On the Shieldhall you were always home for tea, home for tea

From Whiteinch and from Partick and from Yoker to this boat
All had in mind a purpose, to get themselves afloat
And if they did incline, to drink a little wine
Making sure they had a bottle in their coat, in their coat

Chorus:      And if they did incline, to drink a little wine
Making sure they had a bottle in their coat, in their coat

For many years the Shieldhall did sail upon the sea
delighting all, who got a cup of tea
but the finest thing to tell, never mind the rain and smell
for pensioners the trip's completely free, all for free

Chorus:      but the finest thing to tell, never mind the rain and smell
for pensioners the trip's completely free, all for free

If you're daft enough to have read this far you may have noticed the subtle difference between the original version of verse one, given under the tune, and the revised one. The ship was of course launched in 1954, not 1953.

Monday, 31 October 2011

John Gardner's Quincy Skiff


The late John Gardner of Mystic Seaport was apparently unable to pursue a teaching career on graduating from Columbia because of his political views, but formal education's loss was a great boon to the wooden boat community. Very few people combine practical ability with good writing skills, but his books on building classic small boats are so clear and inspirational that each chapter seems to cry out "please build me".

So I found myself while building the Swampscott dory in Volume one devouring the other chapters and wondering which would shout the loudest. In the event the modified Quincy skiff won out and became my next project. At the start of the chapter on her the Guru writes that she

“should row well, but build easily and cheaply. This is not a racing shell, obviously, nor is it intended for the open sea. This simple skiff should do well on lakes, large rivers, and sheltered waters along the coast.”

There were aspects of the construction that seemed particularly intriguing. She has an almost flat bottom formed from four softwood planks spliced together, two per side, to form chine logs that will be cross-planked over later.


Once cut to shape, the logs are set upside down on horses positioned at a convenient height, then suitably bevelled, and the transom and stem are added. Next the enormous plywood sides, over eighteen feet long and each needing two scarfs, are tortured into shape.

The book didn't actually say how difficult it would be to do that last bit, nor did it point out that a dry fit usually goes rather better than the real thing. I did this build single-handed and could have done with a helper to control the plywood sides, sticky and slimy with glue, as they slithered around on the temporary building moulds. Bringing the sides together was a real struggle, as I had decided to add both at once, in order to balance out the inevitable stresses on the jig. For a while this caused me a real panic, until I decided to screw battens to the plywood sides to get a proper grip on them. The battens could then be subjected to a lot of force with Spanish windlasses.

Fortunately I wasn't using a fast-hardening glue, and I eventually managed to close the gaping spaces at the bow at the expense of a lot of cursing and badly blistered and glued hands. After this planking the bottom and adding the seats was pretty simple.

The result was a stylish and very unusual rowing boat. The only problem was that we don't live on a lake or large river, nor is our coast all that sheltered. Perhaps I had skipped over that first paragraph in my eagerness to get building. With her flat bottom and long slab sides this skiff is no boat for a cross wind of any strength, or a seaway. In a calm she's a delight to row and my wife still recalls the trip we had one very crisp and sunny New Year's day, travelling effortlessly over four miles down our loch and back.

Because calm days don't happen often in our part of the world the skiff passed fairly soon into the hands of friends who did live beside a sheltered loch, whose sons got great use out of her. They are now grown men and the family have moved on, but the skiff is still on the lochside, more than twenty years later and reasonably serviceable, although some of her bottom cross-planks have been replaced from time to time.




Update on 2 November 2011

Dave Gentry has kindly allowed me to share some photos he took of this Quincy skiff doing good service in the catering trade. He has a fascinating collection of designs on his own website, here:- http://www.GentryCustomBoats.com


Thursday, 27 October 2011

Bruce Sandison on Fish Farming


Bruce Sandison, who is undoubtedly the leading defender of Scotland's wild fish and a gifted writer has kindly given me permission to publish as a guest post the following article, which appeared recently in the press.

Farming salmon seemed like a good idea at the time, back in 1965; the perfect adjunct and enhancement to subsistence crofting in remote rural areas of the West Highlands and Islands of Scotland. It was believed that the industry would provide much-needed employment by attracting young families to the area who would then sustain and expand every aspect of community life; new faces and new ideas, a bustling economy and busy shops, more children at local schools, a golden age of growth and prosperity.

Other people were less sanguine and predicted that the end result would most likely be tears and acrimony, pollution on an unprecedented scale and environmental disaster. They claimed that insufficient research had been carried out into the environmental consequences of salmon farming and that to proceed without a sound scientific base upon which to build would be irresponsible

Fifty years down the line the doubters seem to have been right: conflict and acrimony currently surrounds the industry. Many communities in the West Highlands and Islands are mounting furious battles to try to keep the fish farmers out of their back yards; thousands of people sign petitions opposing the expansion of salmon farming into new areas; conservation groups are considering legal action, accusing fish farms of driving distinct populations of wild salmon and sea-trout to the verge of extinction. They allege that the sea lice that breed in their billions in the farmers fish-packed cages attack not only farm salmon, but also wild fish that pass by farm cages.

These allegations have been vigorously denied by the industry who say that there is not enough evidence to suggest that sea lice were responsible for any declines in wild fish stocks. None of these claims and counter-claims is new: for more than twenty years the industry and those concerned about the adverse impact they say salmon farming is having on the marine and freshwater environment have been fighting over this same ground. All of the many attempts at finding common purpose through consultation have failed: meetings, joint committees, discussion papers, aquaculture framework strategies, codes of conduct, et al.

Salmon farming is judged to be one of Scotland's most successful industries and is estimated to be worth upwards of £450 million pounds to the Scottish economy. The industry also supports 6,500 jobs, many of which are in remote rural areas where other employment opportunities are limited. Scottish farmed salmon is one Scotland's biggest export earners, second only to whisky in value, and yet, in spite of this, the Scottish fisheries minister, Stewart Stevenson has now suggested that new legislation planned for later this year might see farms banned from areas that are important for wild fish stocks. The minister also revealed that he is considering forcing fish farmers to publish information about sea lice levels on specific farms; a measure that is already in place in Norway to protect their iconic stocks of wild salmon and sea-trout.

Like many observers of the irresistible rise and rise of salmon farming, I am puzzled by this apparent sea-change in the minister's attitude towards an industry that heretofore has appeared to be beyond reproach; an industry that has benefited mightily from continuous support by governments regardless of their political persuasion. Since the 1980's, when doubts about the environmental impact of salmon farms began to be voiced, many alleged government shielded the industry from any form of meaningful public scrutiny and repeatedly resisted all calls for an independent public inquiry into these murky waters.

At the heart of this dispute are matters of vital importance, now, and to future generations: on the one hand, is a perceived risk to the health and integrity of an irreplaceable part of Scotland's natural heritage, on the other, the economic wealth that the fish farmers say they bring to the nation. With both parties entrenched in intractable positions, finding a solution is not going to be easy. But there has to be a solution and a new initiative by government has been launched in an attempt to bring the warring parties together. An influential Scottish parliament committee appears to be promoting this initiative, led by its Convener, MSP Rob Gibson. The committee is determined to get to the bottom of the bitter argument raging between anglers and the fish farmers and propose to invite interested parties to round-table discussion to address their concerns.

The beauty of the wild lands of the Highlands and Islands of Scotland draw thousands of visitor each year to enjoy the majesty of their mountains, moorlands and myriad lochs and rivers. Visiting yachts anchor in sheltered bays, their crews coming ashore in the evening to local restaurants and hostelries to relish wonderful seafood; scallops, mussels, lobsters crab and prawns, freshly delivered each day. Children splash in crystal-clear shallows and play on white-sand, near-deserted beaches. Local communities rely on income by providing visitors with bed and breakfast accommodation in their homes, self-catering cottages and caravan sites and other services. Guesthouses and hotels also provide accommodation and extensive employment opportunities.

Rod and line sport anglers prized the salmon, sea-trout and brown trout that thrived in pristine, unpolluted waters. But now many lochs and rivers that once supported remarkable numbers of fish are virtually devoid of these species because, it is alleged, of the impact of fish farm sea lice. The Loch Maree Hotel in Wester Ross, where some 2,000 sea-trout could be could caught be each season and which employed eleven gillies to guide anglers to the best fishing spots has closed its doors. Other West Highland and Islands fisheries that enjoyed a world-wide reputation for the quality of sport have suffered a similar fate; such as Stack, More, Shiel and Eilt, and the rivers Dionard, Laxford, Inver, Kirkaig and Ailort.

The late Mrs Pauline Cameron-Head of Inverailort House is credited with bringing the benefits of salmon farming to Scotland. In 1965 she agreed to lease her land for use as a shore-base from which to service a fish farm in Loch Ailort; a sea loch on the famous 'Road the Isles' close to where Bonnie Prince Charlie landed in 1745 to try to reclaim his father's lost kingship of the British Isles. The fish farm company involved in the deal was Marine Harvest, then a wholly-owned subsidiary of the multi-national Unilever organisation, now Norwegian-owned and the largest producer of farm salmon in the world. The company operate a fish farm in Loch Ailort to this day.

Loch Eilt and the River Ailort, which drain into Loch Ailort used to be counted as amongst the most prolific sea-trout systems in Europe that could produce 1,500 sea-trout each season. Now, the numbers of sea-trout caught may be counted on the fingers of one hand, with some fingers to spare. A picture, taken in1941 of Lochan Dubh, an extension of the river, shows just how many sea-trout used to run the system. It was sent to me by Iain Thornber - historian, archaeologist and author from Morvern. He explained that explosives were used to kill the fish in the picture; a criminal offence, hence the soldier with the fishing rod strategically placed to try to suggest that the fish had been caught legally. All of the fish were sea-trout and used to feed Special Operations Executive commandos stationed at nearby Inverailort Castle. Iain remembers Pauline Cameron-Head telling him that the number of sea-trout in the system was so great that the noise they made splashing to upstream spawning grounds could be heard from the castle.

The assumption that fish farming would be initiated and carried out by crofters never materialised; capital costs were high, disease episodes and consequent loss of stock frequent and the expertise required to successfully rear fish to slaughter-weight was woefully absent. This knowledge gap was filled by fishery scientists from government agencies, the Fisheries Research Services, now renamed as Marine Scotland, and by scientists from a number of Universities, including Aberdeen, St Andrews and the Department of Aquaculture at Stirling University. Funding grants to further research programmes into fish farming came from the European Union, UK government and industry bodies.

Within a short time the industry began to consolidate into fewer and fewer farms owned and run by fewer and fewer multi-national companies, the majority of which were Norwegian. In the 1980's when 20,000 tonnes of farmed salmon were being produced annually the industry directly employed in excess of 2,000 people on their farms, fulfilling the claim that they were creating jobs. However, by the mid-1990's when production peaked at nearly 150,000 tonnes, employment figures, because of advances in technology - particularly automatic feeding systems - the number of jobs had fallen to below 1,000. Indirect employment, however, soared, reaching an alleged 7,000 people; but almost 50% of these jobs were taken by immigrants for Europe, the Middle East and Iberia and some 25% of those were illegal entrants to UK.

The industry claims that it is one of the most highly regulated businesses in the world and open to constant scrutiny and control. This is substantially true, but those worried by the fish farmer's actions suggest that such scrutiny is poorly implemented and ineffective; one anomaly being that for most of its existence the Crown Estate had the sole right to issue sea-bed licences to operate fish farms and to issue planning permissions. The Crown Estate benefits to the tune of approximately £2 million a year from fish farming and this suggested a clear conflict of interest. After more than seven years of government promises, the planning role was given to local authorities. The Scottish Environment Protection Agency (SEPA) also has to give their approval for operating cages in the sea and generally did. For instance, during the period 2008 to 2011 SEPA received more than two hundred applications, all but fifteen of which were approved.

The problems for wild salmon and sea-trout from fish farms are, however, vividly illustrated by comparing wild fish numbers in East coast rivers such as Spey, Dee, Tay and Tweed with those in the West Highlands and Islands: whilst there has been a total collapse of wild stocks in many of the later, with few signs of recovery, stocks in the former are currently producing record numbers of fish returning to spawn. There are no fish farms in East coast waters because, when fish farming began, it was decided to adopt a precautionary principal to protect these major rivers, and give the industry free reign to operate amongst the smaller rivers in the West. In substance, this is the core of the present dispute: wild fish that have survived in these waters since the end of the last Ice Age are being sacrificed for the financial benefit of a few, against the express wishes of the many.

There is a way out of this impasse that would, I believe, be of benefit to both sides of the argument: move the industry into closed containment systems by building a solid barrier between the fish in the container, and the sea water in which the container floats. There would be immense financial savings for the industry, including freedom from sea lice attack and other sea-born diseases, reduced expenditure on chemicals and medicines, fewer escapes from these new farms and a more secure work-platform for staff. Water from the containers could be cleaned and recycled back into the sea. Even better, and more secure, is to operate these containers from land-based, onshore sites.

For anglers, wild salmon and sea-trout would have unhindered and safe access to their natal spawning grounds to get on with what they do best, the propagation of their species.  Such systems, tried and tested, already exist and are being introduced in Canada. The Norwegians themselves are also showing great interest. It makes sense; at least it does to me and it offers a realistic opportunity to bring this sad, sorry, costly and unseemly conflict to an end.



This photograph shows Major Donald Gilchrist greeting Mrs Pauline Cameron-Head, who wears the green beret, a privilege extended to her by the Commandos in recognition of either her ability to keep them under control off-duty or her skills at blowing up fish for their dinner with dynamite, I'm not sure which. I also don't know which would have been the more dangerous.


Thursday, 20 October 2011

Swampscott Dory


"Dories have long been recognized as fine seaboats, but their low initial stability and active response to wave action is apt to be disconcerting to the sailor unaccustomed to dories."


The late John Gardner of Mystic Seaport combined a massive understanding of the history and practicalities of small boat design and construction with an ability to write lucid and interesting prose to guide the novice through his or her first few projects.


When I got a copy of "Building Classic Small Craft" about twenty five years ago I had just completed the Joel White Nutshell, about which I have already enthused - here- and was ready for a larger project. The book was a treasure chest of interesting shapes and romantic histories, evocative of the coast of Maine in its transition from a series of traditional fishing ports to a holiday destination, conjuring up the spirit of Winslow Homer.


 

Here were fully detailed drawings of everything from planks to spars and sails, with simple instructions and words of encouragement. Long evenings were spent agonising over which of these evocative craft should grace the shores of Loch Melfort. 

There were a number of factors in the choice of the Swampscott dory as my next build. The shape was enticing, a lovely curve to the stem and an extreme "tombstone" stern, plus an utterly insane leg o' mutton mainsail and tiny jib set on an unstayed mast. I read that if you saw a line squall coming up you could throw the whole rig overboard in an instant and the boat would ride to it on her mainsheet like a sea anchor. That transom could never take an outboard, so rowability was a major factor.

Dories evolved in ancient history when wide flexible planks of cedar or pine were available, many presumably coming form old-growth forests long since destroyed. Plywood is of course an excellent modern alternative, stable and capable of providing a watertight glued structure.  Also there weren't too many planks to cut, unlike some of the other lovely designs in the book.

Like most amateur projects my dory was massively over-built. The hull planking came from 9mm marine ply, sourced from an ordinary builder's merchants, put together upside down over a temporary strong back set into the frames. The latter were cut off to length in due course and remained in the finished boat.



To get the sixteen foot length most of the planks had two scarfs.



I hadn't learned the delights of epoxy and glued the lands together with a polyurethane glue that went off in contact with moisture, not a problem in Argyll, but a plant spray was useful in occasional dry days. I didn't entirely trust the glue and added hundreds of copper nails as well, quite unnecessarily.





Don't paint the inside this colour - it attracts dung beetles
End of shed unbolted to get her out - it never recovered
The plank dimensions in the book were accurate and everything went together pretty well. My one gripe with these old American designs is with the profiles of centreboards and rudders. We now know that a good hydrofoil shape will make a world of difference to the performance of any vessel through the water and while there's an historical argument for keeping the traditional slab shape there's also a lot to be said for improving performance when it can easily be achieved. Here is the board, as drawn, just after I had cast in the required lead to make it sink.


In the Spring of 1988 the dory Anne, named after an understanding wife, took the water.


During the build process I had dreams of the result being an ideal boat for messing about, perhaps evening sails with a few friends, one in the bow with the case of beer passing refreshments down the line as required. Homer had after all got five boys aboard his admittedly slightly larger craft. But the dory turned out to be no picnic boat. Neither wife nor dog showed any great enthusiasm for going out in what was in reality quite a racy machine.


Dory and Nutshell
I found that I was mainly taking the dory Anne out on my own, which gave me a good sense of her qualities. One was her extreme sensitivity to weight distribution. Any movement forward would bring her sharply into the wind, so I changed the steering by removing the tiller and substituting a yoke with lines leading round the boat, enabling her to be controlled from anywhere.

The new Commander

Eventually dory Anne found a new owner, younger and fitter than I and with friends willing to experience the excitement of a hull that heals just so far, the rail exactly on the water, but that is almost impossible to push further. Under her new commander she made frequent explorations down the loch, invariably bringing her new crew home safe and well, if a little wet. I don't think the experience was unique, because when John Gardner's Volume Two came out there were drawings for wider, improved version. The quotation above comes from there.

From a construction point of view the dory lasted well. She endured many years of minimal maintenance and is still around somewhere, but I don't know where. She has been through a number of changes of ownership, generally and as far as I know has never been sold.

The Wherrymen

The Wherrymen
Two old friends on the water