Due to our move to a new mooring area, we did not sail into Faversham last year. Future visits are highly likely to be less frequent than we have enjoyed in the past.
So, it was with seemingly fresh eyes that we entered the creek a couple of days ago, managing to largely lazily sail up with the tide.
Approaching Iron Wharf.
We were struck by the additional craft that have been abandoned on the banks with a sunken yacht just below Oare Creek. And too, by the renewed beauty of the saltings we sailed past: our eyes were just above the heavily sea lavender scented sight-line…
A lone lapwing watched us glide by, completely nonplussed!
On the approach to Iron Wharf, the town’s high steepled church proudly mimics the lofty top masts and cocky sprits of the cluster of sailing barges berthed there.
We (I) had fitted a new galley pump the week before: it leaked out of its bottom seal and pump spindle. Great. After removal and inspection, I decided to seal the base gasket with sealant. The leaking spindle was sorted by hardening up the o-seal gland. Probably, it is now overtightened!
I had called Mark the proprietor at Faversham Chandlery and to my delight he had a pump in stock – a Whale Flipper. So at least I have a spare: a ‘bodge’ is unlikely to last.
Looking over the top of sea asters with lavender colouring beyond.
And yes, I shall be writing to the manufacturers…
When preparing to set off from our home berth two weeks ago, I spotted a tare in the leach of our Genoa. I gave it a fix using a bit of sail bag label … Cindy – Wilkinsons Sails in Faversham offered to give it a proper repair if we visited, which was in our plans.
My fix being finished on a buoy in Mersea Quarters.The professional fix…
I got the sail into sailmaker post lunch hour and it was returned to the boat after work by Alan Johnson.
So, a heartfelt thank you to both Faversham businesses!
We had come into Faversham for a booked prolonged visit because a day was set aside for an event in London at St Katharine Docks with the Sea-change Sailing Trust. But that is another story…
The stay also coincided with need of a washing machine – two of which are billeted in the Iron Wharf’s revamped shower and toilet facilities.
Whimbrel adorned with ‘bunting’…
Some old friends have departed the yard or met their maker during past two seasons. Other craft have moved position – whether in line for breaking, I don’t know.
We had been tipped off after our arrival about a new waterside cafe at the outer corner of Iron Wharf by the old brick dock entrance.
Christobel discussing the cafe with proprietor…
However, I had spotted it as we came in – yes, we’ve visited and enjoyed decent coffee and cake! The building of the defunct Iron Wharf club has also been removed from where it forlornly sat for years, close by.
Yum, yum…
The place is called, Quints Retreat Cafe Diner. It has a quirkiness with interesting menu boards…
The problem of unwanted craft around our UK moorings and boatyards along with discarded and abandoned vessels along creeks and riverbanks has been an increasingly sticky problem.
It is something our European cousins have cottoned onto too. A figure placed on such craft sits at around a million vessels. Of what minimum size, I can’t recall.
So, when I spotted in a Marine Industry News article a couple of weeks back that there was just such a problem around the waterways and lakes of the USA, I smiled. Let’s face it, why should it be anything different?
Apparently the problem has rocketed with numbers of craft being left to fend for themselves until they founder or break moorings and settle into a river bank.
The problem has reached such proportions that it has become noticeable. A solution is being sought. The American Boat Owners Association have received central funding for grant applications to make a start on dealing with the problem. A systematic removal is planned.
Now, in the UK we have the British Marine Federation – a builder/yard/marina ‘set’ looking after their interests. We also have the ‘use-less’ Royal Yachting Association, which seems interested in racing and gold medals than the interest of cruising and casual sailors.
As many will know, I cancelled my forty-five year membership over the RYA’s ‘disconnect’ from the Calor Gas problem.
However, they represent, in theory, the user group – US! What have they done? As far as I know, Nothing.
It is a subject I have harped on about for a very long time, long before I saw anything else in the media. See:
Wherever one walks along the shores of Essex and Kent the saltings rim is often the graveyard for an old thing that has drifted up on the tide.
Hull of a dory or speed boat type in the saltings along Mayland Creek, Essex.
In the past it was generally acceptable to let an old wooden vessel die on a river bank or patch of saltings where it would eventually rejoin the environment from which it came. Now it is not.
Since moving to The Blackwater Marina, which is a traditional yard as well, I have noted a number of vessels being broken up. During the spring an old MFV-type’ was placed in a floating dock and dismantled. Much was burnt, but some had to go to landfill. Other bits – outfit materials – were dismantled and went away somewhere…
The final bits of a ‘MFV type’ broken up in a dry dock at Blackwater Marina Yard, Essex.’
Another similar vessel in a parlous state which was towed round from the West Mersea houseboat moorings awaits cutting up. Sadly, much of the hull timber was in a relatively good condition, however, talking to one of the dismantling crew, he pointed out where poor maintenance led up to its fate – a far too common story!
Currently an old steel tank barge briefly a failed houseboat project is being cut up.
Is this poor little thing ever going to feel the caresses as she forges over a flood tide…
In the yard there are craft fit only for disposal, in the moorings too … however, as yard managers have aft told me, ‘if the bills are being paid…’
It is a problem.
It is a problem that has to be dealt with!
In that, the ‘solution’ being worked in the USA may lead to government funding to assist in disposal for it is not cheap. It is that or local authorities and yards need the legal teeth to go after an owner, or if one cannot be found to apply for a grant to legally dismantle such vessels.
At the end of the day, an end of life plan must evolve: plastic (GRP) cannot rot or be burnt as wood can or steel recycled.
Whilst in Scotland during May and early June, Christobel bought me a book she found in Fort Augusta about Scottish boat types. I wasn’t too sure, but looked interesting with a cursory flick through – ‘I am glad I said yes please…’
The author Ian Stephen has had a long association with Scottish craft, being brought up with them and has continued to sail them, as well as his own family cruiser based in the Western Isles.
Ian weaves into the boat types stories behind them and associated folk lore. It reminded me, in a way, to ‘The Salty Shore by John Leather.’ However, it is rather different!
The book…
The book covers all types of craft up to the size of the Scottish Light Tenders (with their associated work boats) and the Clyde Puffers – of which two examples currently live on the River Medway.
In a section about the craft from the likes of Watson, Mylne and Fife, there is a passage that rang in my heart: I have said the same thing!
About the King’s Britannia he talks of the revival of the big class yachts, J’s and such and says: ‘What if Britannia had been handed to a charitable trust instead of being stripped and deliberately sunk? What is committed teachers had worked with young people of deprived parts of cities, say Plymouth, Swansea, Belfast and Glasgow? He continues by asking the what if about these youngsters racing against the millionaires’s rebuilt boats…
Yes, well.
The same could be asked of Everard when they deliberately broke up two good sailing barges in 1963.
Thank goodness we now have organisations like the Sea Change Sailing Trust with their new spritsail barge Blue Mermaid…
While staying in Tarbert, Aygyll, I spotted a traditional open fishing skiff. She’s a Loch Fyne Skiff built during the last decade by a local boat builder, A & R Way, who involved local students in her build. Her hull and rig, a raked single mast with a standing lug, defines her type.
‘New build’ of a Loch Fyne fishing skiff.
The author also discusses repurposing designs for a modern use – largely in rowing. All round the UK and many places abroad, the rowing of skiffs and traditional west country gigs has become hugely popular.
Many of the Scottish small beach launched craft used pebbles as ballast, however, in the modern rowing usage, the ballast is the people. and I am sure a ‘rower’will tell you that weight distribution makes a huge difference.
Some types have been recreated, and the author questions why. He says in chapter 3: ‘The purpose of Wee Hector, built by Mark Stockl (then with Ullapool Boatbuilders) was not clear. A role in the encouragement of tourism was one of the funding criteria. But there seemed no practical plan for fulfilling this.’
I was reminded of the Leigh-on-Sea Endeavour project – the rebuild of a typical mid 20th century cockle boat. She does very little apart from attending ‘flag’ events. Her rebuild funding criteria included taking youngsters afloat. Little if any of this is done for varying reasons – safety limitations, as far as I know, is one.
Another type covered was the Plockton racing dinghies. I’d come across these at Plockton while sailing aboard the Gaff Ketch Eda Fransden some eight years ago now. Several were listed over on the shore and their lines were interesting along with a deepish keel shallowing like working craft towards the bow. The rigs are tall, nothing at lal similar to a working boat where sail area was kept deliberately low aspect to help with sailing in often far from perfect conditions.
A Plockton Boat all painted up and awaiting her mast…
Many a Scots builder’s outputs can be found in our east coast waters – the Miller’s, the Zulu’s and east coast two masted lug rigged boats. Sometimes, the mouldering remains can be seen too.
A ‘Miller’ type seen ahead of Whimbrel at Maylandsea Marina.
My one gripe: the author often discusses at length a certain type with its rig set up but doesn’t include a picture… the book is scattered with little line drawings and sketches of craft, but I was often left wondering…
That said, I found the book very interesting and full of knowledge. I enjoyed it immensely and feel I have been educated into the bargain…
The book: Boatlines, Scottish Craft of Sea, Coast and Canal, by Ian Stephen, published by Birlinn, Edinburgh, 2023. £16.99.
The Mate and I have been on a two week heist to the West Coast of Scotland with a Northumbrian stop-over on our way home.
We have had two sessions in the western isles waters aboard the fifty-foot gaff cutter Eda Fransden (One is told about in my recent book: Sailing through life…)
After a distance break in Carlisle, Glasgow was visited for the opportunity to visit the Burrell Collection. Brilliant! From there we were booked to stay with my cousin and his wife in Tarbert, Argyll.
The steam puffer Vital Spark at Inveraray.
Onwards to Tarbert…
Rustic and original to the core.
In Tarbert harbour was a small local traditional fishing skiff, rigged with a lug sail – whether dipping or not I couldn’t tell. According to my cousin, the boat does get used and isn’t just for show!
Tradition sitting in her own reflections with very modern sisters in the marina beyond.
Although the marina looked to be stuffed full of plastic, it wasn’t, and some, as it turned out was classic!
The vessel written about gloriously captured under sail. Picture: Jenny Hunt.
Our visit coincided with the Clyde Series Whitsun Bank Holiday Weekend Regatta. Wow, I was suitably impressed by the time we departed…
Sail & Oar – a little Drascombe gliding slowly home Sweeps were used for final berthing.
Driving up towards our weekend abode, I spotted this 8 m tacking slowly home after the first day’s racing (Friday). It was clear she had a wooden hull.
Later during our stay, I spotted a modern ‘8’ with a Swiss sail number.
Fulmar – originally to be called Oonah she was drawn by William Fife III in 1929, at height of his powers, and built in 1930.Details from class Facebook page.An ‘8’ with a Swiss sail number. I have emailed the class association to find out details!
There was another wow too: we spotted what looked like miniature yachts heading into the harbour. It turned out that they were self propelled marker buoys and have been in use in ‘international’ regattas for some time.
They are battery powered with two motor driven propellers. They are capable of keeping station and, in the need, to be ‘motored’ to a new position by a controller.
The insertion of a gps position, they will head for home. See one type found online:
Marker buoys being towed out.Early morning and they’re beginning to flood out of the marina after a night of ‘partying’!
I had been ‘promised’ a sail aboard my cousin’s boat – a big Beneteau of some 35′ in length. Sunday was the day deemed best (it wasn’t in the end, but a good choice!). A walk and a visit to Crinan at the northern entrance to the Crinan Canal was made.
In the canal basin was another Clyde Puffer, VIC 32, dating from 1943. It is privately owned and operated. Close by a sleek motor boat sat with drooping ensign and burgee. Passing it, Christobel spotted that the burgee was familiar. The West Mersea YC!
We had a bit of a chat. The boat had been trucked up to the Clyde and the couple were on a complete summer cruising around. My cousin gave some advice about anchorages…
Crinan Harbour with puffer and a WMYC motor cruiser.
In a neat cafe sitting beside the basin I spotted a range of engines on display – all ready to go…
They were all in fact agricultural engines made by Lister, so could have been used afloat!
A Lister all ready to go…
So, to the brilliant bit. We went sailing on the Clyde!
This is the yacht we enjoyed for a half day. It went from a murk to drizzle then rain…
Clearing the marina we set off down course to meet the craft as they returned. At a point near an island with the Sgat Mor Lighthouse we turned for home. It wasn’t long before the rain really set in – my mate was bravely keeping her chin up, or well covered!
Apart from some winch work when tacking there wasn’t a lot of cockpit activity…
Boats coming out of the murk!
Closing the finish line, the sun tried to reappear as the rain ceased and with it a calm, which was bewitching to the tail-enders struggling to finish.
A Mc Gruer 28 – only eight of these were built.
A wooden Mc Gruer 28, of which only eight were built, owned by offspring of my cousin’s neighbours (they having passed her on) was one of these. She’d been timed out in a previous race and had felt aggrieved! They did finish in time…
My cousin Dan…
As we went ashore after tidying and stowing gear, as one does, the race markers were collecting at a pontoon. Fascinating, but effective.
Sadly we had to leave Tarbert to continue our excursions around the coast. Next stop was Ardfern, a lovely little place with a delightful friendly marina. Littered along the loch were patches of swinging moorings.
At the marina, I was hoping to spot a Finesse 21 motorised open boat, called Stravaig. This boat had come from Milfordhaven in Wales after having been sailed as an open boat. Why, is not known. Then, she was called Arab – told about in my book, The Jottings of a Thames Estuary Ditch-crawler.
Open F21 motor boat.
The boat was exceedingly well fitted out. I was though very surprised that a cover wasn’t fitted.
The boat, named Arab, as an open sailer.
While continuing my travels, my cousin sent me a post seen locally of a Corish lugger sailing into Tarbert’s harbour. The boat was built in 1881…
See post picture for details. Amazing.
Dipping lugger Barnabas from Cornwall.
Nearing the end of our journeyings and in Northumbria, we ended up in Amble. Driving towards the town, I spotted masts and was reminded of a little sailing club – The Coquet SC – where a Finesse 24 used to be based.
Contact had been lost. I wondered, indicated and pulled in!
The sight that I spotted as we parked up nearly brought tears to my eyes for a boat that a previous owner had cherished and cossetted was a mess.
F24 Sehnsucht, ex Emma & Kate.
The boat was originally called Emma & Kate. She has teak laid decks and has a fit out above spec. She was built as a gaff cutter and her spars with loose peeling varnish sat beneath the boat.
Stern view of Sehnsucht.
The cockpit has been left uncovered and most of the varnish had failed…
I obtained some details but said would try and contact the club’s secretary again. I left with a feeling of sadness.
Alnmouth Harbour – where we stayed last!
It was a fascinating tour with oh so many boats on a ‘No Boats’ holiday!
Some while ago now I serviced the four lifejackets carried aboard Whimbrel and renewed our lifebelt. These jobs are just part of the well trodden list of ‘must do’ things all boaters enjoy!
But, do all boaters do these ‘simple’ checks? When the RNLI is called out so often to people crewing vessels with shortcomings, one has to wonder.
We can all end up needing assistance for one reason or another but…
Some while back I had carried out my biannual servicing of the engine oil and fuel system filters. The fuel system has never showed water in it and I went to a two yearly cycle many years ago. The engine is not overly used but it is operated regularly throughout the year, never sitting static for too long.
Recently, after washing the lifelines, I spotted that the ‘D’ ring turn over stitching’s had degraded, being degraded completely in part. All four ends were completely restitched.
Sewing up the D-ring turn backs.
I have been checking the Imray web site chart correction pages for a while, awaiting the correction lists fired out each spring. Been slow in coming this year, I thought.
So, today, I was pleased to find them available. It has been muted that the age of the paper chart is closing out – oh heck. Everyone has a chart plotter or similar, it is said. Do they? I have a GOS Map, but I wouldn’t call it my main means to navigate.
Whimbrel’s two packs.
The boat’s charts have now been updated…
Checking list against those done last year.
A change that has popped up is the movement east of the Raysand Swatch buoys. Now, the last time I crossed two season’s ago, I marked up the chart with where I could see there was more water: I had arrived early on the northern side having come from West Mersea and watched the tide come over. The flow was well to the east of the buoys – probably only around 300-400mm, but that can make all the difference!
New buoy positions marked. Note my pecked line from a previous crossing!
Nothing to do with safety, really, but the jib and main halyards were run out at the weekend and given several runs around the inside of our washing machine. Does them the world of good, dissolving salt and releasing airborne verdigris.
Halyards and kicker drying in the spring sunshine back home…
I shall probably run out the topping lift and spinnaker lines too…
Not to be outdone, the dinghy which was given a good refit in the autumn, had her bottom rubbed down and freshly antifouled. I use a soft ablating paint for one doesn’t want unnecessary build up.
Antifouling the dinghy’s bottom.
Apart from completing our build up of general stores loaded aboard for the summer, we are ready for the off!
‘So…’ my good mate began to say, adding, ‘what are you going to do when I’m in London on Wednesday?’
And without pausing, grinning wickedly, added, ‘why don’t you have a night down river with your mistress…’
Departing, sailing out under jib.
Having recovered from a blush: I’ve never ever had ‘the enjoyment of a mistress’ I wasn’t sure the mate was serious!
She has, however, amongst her many girl friends, oft referred to Whimbrel as my mistress, so perhaps that was her tack…
The boat has many similar virtues, for sure, others it couldn’t provide, but one thing a boat can’t do is argue!
The mighty Hydrogen passes, Maldon bound.
So, on the Tuesday of this last week, I gathered up all I needed and hightailed to the boat at Maylandsea’s finely situated marina. A few jobs were done before the tide neared and it was time to get the sails and such ready.
As the tide comes up Lawling Creek – although there is always a little water in the rill – duck, geese and a myriad of waders begin a frenetic gleaning, sieving the mud before it covers.
Cracking along towards the top of the flood.
In Lawling Creek there has been a myriad of bird life all winter and into the spring. There are still numerous over-wintering Brent geese, but I haven’t yet seen any terns – late?
It was an easy sail down river and I just about reached the Nass before the turn of the tide. I stowed the main in clear water and sailed under the working jib towards the quarters channels, looking for the entrance to Mersea Fleet.
Between the outer withies – the gap is just a couple of boat widths!
I spotted the line of buoys, then the perches marking the outer channel came into view. These withies have been marking the entrance here for around three years now: the channel has been threatening to close off – a result, I believe, of the beach recharge/regeneration of both Cobmarsh Island and Packing Marsh island.
Still no terns, I noticed. Normally by this time of the year they will be seen sitting atop various buoys, withies or anything else suitable.
The line of empty mooring buoys.
Once inside, I chose a clear patch to amble forward and douse the jib before puttering to one of the many vacant moorings.
Looking closely at Packing Marsh Island, it is hard to believe that its time with us is that great. The beach recharge appears to have been attacked since done and it seems as if it is as it was a few years before hand.
I enjoyed a fine supper of fresh cheese topped bread, sausage with a onions with baby tomatoes… I washed it down with a bottle of ale!
supper gently sizzling…
Not long after sunset, the forward bunk was calling, so after washing up, a coffee and some chocolate found in my stores (stowed by my dear mate), I hit the hay!
Sunset over the Packing Shed.
The night was punctuated by what sounded like a raucous party on Packing Marsh Island. It wasn’t a bunch of ravers but a cacophony of gulls – the big variety – deciding that from time to time they would let humans know about them!
I awoke to a calm. Well, almost: there was a gentle east-southeasterly which barely ruffled the reflective surface of the ebbing tide.
Good morning May!
The peaceful slightly high cloud morning soon developed into a glorious day.
Not needing the jib, I stowed it before setting about stitching up the ends to our deck lifelines. The stitching was degraded … I got one done and fitted before leaving. The other is being done back home!
Sewing up the D’ shackle ends of safety line.
In the glorious conditions I sailed off the mooring, gybjng round to head out, serenaded by the squawks of the hull population. I grinned for I’d had to clean the cabin top after a full decided to land earlier and use Whimbrel as a latrine…
Clearing Mersea Fleet I tacked out of the Quarters to round the Nass – a rite of passage and for a New Zealand friend – before heading for Sales Point on the Bradwell shore.
Sailing round the Nass.
Closing the shore a ‘school’ boat crowded with outward bounders tacked across Whimbrel’s bow, forcing me to come round too – the person in charge, forward, lifted a hand saying something to the helm. Bad teaching was my view! Still they were out on the water enjoying themselves!
Not overly enamoured by our police force: never found them either helpful of friendly. I got ‘challenged’…
Shortly after, the ‘men in black’ roared alongside … the marine police! The conversation ran along these lines…
‘Where have you come from?’
‘Where are you going?’
Answering both, ‘West Mersea to Lawling Creek…’
‘Then…’
‘Home’ I said!
‘Oh, last of ebb out and flood in…’ the speaker said.
I looked at him and just said, ‘Yes…’
They left after saying ‘enjoy…’
Sorry, but neither I or the Mate have one iota of respect for our constabulary after the way they treated us during the Covid pandemic after we were threatened by an Essex sailor who touted the law. It was poorly dealt with. They are a waste of space…
The Cirdan Trust’s Queen Galadriel off Bradwell Creek.
Outside Bradwell Creek the Curran Trust’s Queen Galadriel was sitting serenely to her anchor. She did look a picture.
Lonesome sailor!
The tide was on the turn and Whimbrel’s speed increased accordingly and the distance to Stansgate Point was eaten away.
Closing Stansgsate Point.
Passing the Marconi Sailing Club there were two yachts in launching trollers ready to go in. Ashore there were dozens awaiting a turn!
Two yachts ready for launching – seems to be dozens line up ashore!
Sailing into Lawling Creek, I dumped the Genoa and reached inwards. As the boat scuffed the bottom, I rounded to stow sail and felt my way to a vacant mooring to await sufficient tide.
Lawling Creek seals.
There were the usual seals basking in the mud with others in search of food in the water, crested grebe, duck, Brent’s and a myriad of waders to look at as I sat in the sunshine with my lunch.
Maurice Griffiths old boat Nightfall now out on her mooring.
The wait didn’t last long. We soon learnt at weary stage tge tide was sufficient to gain our berth. I slipped in after a momentary stoppage all ready to depart home to my mate upon mooring up: I’d missed her…
This was my first overnight sail of the year away from our new base – a new experience, but one I enjoyed very much. The ‘missing’ mate was a downer, but, hey, I’d had my mistress…
Something in a Marine Industry News bulletin came to my attention recently; Spirit Yachts of Ipswich are building a new ‘mini’ J Class.
The class was known as the Q Class. These were an American designed yacht specifically used as club racing and as a test bed for the J Class yachts and their crews.
With money to build these from around 1900 through to the nearness of WW2, it is easy to see how the Americans remained holders of the cup for so long. They were thorough beyond anything done in Britain!
Apparently there are a few of the class which eventually numbered around sixteen still sailing. Another, currently in a rebuild, is due for completion in 2026.
The new vessel’s design is complete and the new build is due to start around now. Those that berth in the Ipswich Wet Dock may well be lucky enough to see her in a year.
Be great to joust on the river with her!
P.S. the crew of a ‘big’ Spirit all gazed and waved at us last year…
These days, with the America’s Cup, all teams have an exhaustive series of matches and then there are the preliminary race series leading to a contender… A far cry from ‘dragging’ a crew from yachts and fishing boats to man those giants.
The story of how we decided to purchase a new build Finesse 24 is told about in Chapter 2 of my book, ‘The Jottings of a Thames Estuary Ditch-crawler’ published by Amberley Publishing, 2011. It remains in print and available.
The story also wraps up the history of the Finesse classes after Alan Platt (and Shirley) graciously agreed to sit and talk to me about how it all began. It was and remains a fascinating tale.
My Mate’s seal of approval upon a first visit to the yard can be put in a nutshell: ‘Yes…’ after we had toured a couple of craft chocked up around the yard in its woodland setting in Daws Heath, Essex.
The boat had all the parameters that had been discussed, apart from: a walk round bed (nearly), a deep bath, a washing machine and a power shower… Of course, these were all a joke!
Front of A4 information brochure.Constructional details on rear
I had explained to Alan and Shirley that I was on the point of selling our Yachting World Peoples Boat and would contact as soon as sold. I was also due back to sea – in the latter point, I was sent to a ship that disappeared off to the Caribbean for the whole time the boat was being built!
I seem to remember we lost a sale and then one Sunday lunch time received a call from a chap to say he wanted the boat. After a visit, a price was agreed. Within a week we were boat-less!
Confirmation of our order from early August 1983. Note: offer to collect from Hadleigh…
Alan and Shirley were delighted with our news of the sale and our definite order…
Along with the order confirmation was a comment from Shirley offering to pick Christobel up from Hadleigh – she had to get a bus from our then home on Canvey Island (where she was a school teacher) and we did not at the time have a car. Our boy was buggy-bound… It was an offer that has had an enduring appreciation.
A build/sail number was given to us and we gave over the boat’s future name, Whimbrel, and colour scheme, which has remained unchanged from her build 41 years ago. A whimbrel is a northern curlew. It is smaller than the one generally seen with a slightly shorter bill. During some winters they can be seen well south of their normal breeding areas up along the north coast of England and Scotland.
A list of pre-build extras was agreed and with A F Platt Ltd and the final build total. It was a tad more than our then house had been in 1977/8!
Build extras included uprated engine installation.
Of greatest importance to me was engine power: I had worked out using an equation from one of my engineering/ship design books that the single cylinder Yanmar being offered was at full whack to get to design hull speed. Diesels need to work hard, but!
We took out a Lombard Marine Mortgage for just over 60% of the boat price. I soon after gained a promotion and we paid it off within three years…
The Agreement!
One of the things Christobel never really got her head round were the stage payments which she had to sign for.
Initial payment to get going!
She wrote to me that the keel had been laid and had to witness before signing. She said ‘There was a piece of wood on the floor with sticks at each end…’ Bless!
The keel is laid…
At the time Christobel had an old camera – this was before the advent of digital or camera phones – so the quality was a little poor, but she did her best.
Our photo files has the build under ‘1984’ but most are from the autumn/winter of 1983: the boat was finished by the end of February 1984.
The Mate took these: I was away at sea! Keel laid… Note: 1983.
The paperwork arrived in ‘telling’us of completed stages quickly followed by the invoices.
Christobel found it hard to understand what she was paying for!
I have copied all the keel ones, but just the invoices of following stages. The bald simplicity states the case: ‘Payment due when keel is laid…’
The next was a big jump: ‘Payment due on completion of planking…’ Thgis must have been completed before Christmas for much structure was in by my Mate’s inspection visit.
At this point the boat’s hull was our Whimbrel!
Completion of hull planking – wish I’d been present for these stages!Hull planking completed.
After planking up and fitting the ribs, beam shelf, deck beams, carlings and the longitudinals for the cabin sides, Christobel visited and took a few pictures… It wouldn’t be long before the cabin sides were fitted with its associated coach roof beams, but we do not have a record of this.
The next payment came close towards the end, just a month before the delivery/launch date. This was for installation of the engine: surely the structural and finishing work must have been completed below and in cockpit by then.
Payment for installation of the engine.
I arrived home from the ship I was on just a week or so before the boat was contracted to be launched, although Alan Platt was flexible with this in consideration to my job! Alan had spent his National Service years with the Royal Logistic Corp – afloat…
Launch Day was approaching very quickly, barely giving me time to get reacquainted with ‘home life’ and to get essentials aboard the new boat.
I found the boat outside the build shop with its mast up on the boat, lashed, ready for the launching. I had a good look around, stowed warps and fenders in the cockpit lockers and left the yard with a glow inside: this beautiful creation would be under our protection soon.
There were a few sensible extras added on – these were paid for after the launch!
Strangely, I have no pictures, but this was before the advent of digital cameras, let alone iPhones. I had a good Pentax at the time so am nonplussed as to why not!!
Various family members came for the launching plus some family friends as we had a bit of a party afterwards.
Launch Day – Saturday 14th April 1984. Whimbrel arrives on the hard at Two Tree Island, where many of the Finesse class were ultimately launched.
My sister who had a car acted as taxi to all. My youngest brother and his then girl friend were given the pleasure (honour) of being Whimbrel’s first crew.
The boat arrived on a trailer behind Alan’s landrover. It was bit by bit jacked off the trailer and left on low chocks. The tide was around the boat by the time the mast went up.
Tide is rushing in and mast is about to go up.
After the boat floated, I boarded and went off for a ‘delivery spin’ with Alan and another. Upon returning to the hard, Alan formally handed Whimbrel over, and that was that!
A bottle of fizz appeared and it was ceremoniously poured over the ship’s head, then my youngest brother and his then girlfriend boarded for passage to our berth in Smallgains Creek.
Boat looking resplendent and I have my hands on the tiller for the first time…
Going into our berth, I vaguely remember bumping the boat – no damage ensued. It was the first time in and first bump!
My leave period wasn’t long so we were soon off using Whimbrel as oft we could. Christobel was not teaching at the time and the boy not anywhere near school age – we were free.
Not long after her launch, Whimbrel was photographed by an owner of a Trident 24. A GRP boat with very close looks to a Finesse 24 – squatter and less roomy. The crew came alongside us at Queenborough and asked to come aboard – one asked, strangely, why the ribs weren’t fastened with grip fast nails! I have never forgotten his question. His experience ran to the Eventide type…
Whimbrel captured by a fellow sailor approaching Kingsferry Bridge on the Swale. He kindly sent this picture. It was our first trip round the Swale – June 1984.
So, moving on forty years we gave the boat a bit of a refit during May and June 2023, just short of the fortieth anniversary of our ordering Whimbrel.
Mate sanding after stripping varnish off cabin sides – May 2023.Bilges through to fore cabin after repainting – June 2023.
The boat was out of the water exactly four calendar weeks. Upon relaunching we sailed directly for the River Medway for a couple of days away.
Ready for relaunching – June 2023. Note ‘Island YC’ has since been removed.
We are no longer berthed on the Lower Thames – after trouble at the Island YC which resurfaced after we had been bullied a few seasons before, we left. The boat is now kept at The Blackwater Marina – a pleasant, friendly welcoming place, a place oft visited since the old yard became a marina in the early 1990s.
We are still busy ditch-crawling – creeping up on the tide to Colchester during July 2023.
Whimbrel came out recently due to a propeller key failure. It was soon fixed. The hull coating was repaired as needed, antifouling done and hull varnish work sanded back and given two coats.
More recently, Christobel cleaned through, inside, while I sanded the cabin sides and varnished, outside.
Over forty years since that hull was built, it is in perfect condition. Mate has stripped out and is cleaning – April 6th 2024.Whimbrel ready for relaunching after a week out for propeller key renewal, hull varnishing, hull paint repairs and antifouling – 3rd March 2024.
The underside of the galley area deck and varnish work was recoated too. So, we are ready for the Whimbrel’s fifth decade…
Inside the main cabin – galley.
Below, she looks as good as new.
Inside main cabin, looking through into fore cabin.
In her forty-first year…
Cabin sides sanded and recoated – 6th April 2024. Whimbrel is at her new home berth at The Blackwater Marina – a friendly place!
Whimbrel is ready for a shakedown trip of a couple of nights: the cries of curlews amongst the saltings in Pyefleet are calling…
A sailing friend, Paul Mullings, and supporter of my books in far off New Zealand, Auckland, to be precise, on the North Island, where he has lived a contented life with his wife for many years.
Paul hailed from Leigh-on-Sea in Essex, England and has always been a friend of the sea and its coastal waters. He has sailed the east coast of England (Thames estuary) and waters around his home, taking in the many inland lakes too. He currently has a trailable Farr.
Paul posted a raft of pictures on his facebook page covering a visit to the Auckland Maritime Museum.
Breeze, a fairly recent build on style of inter-island trader. (Paul Mullings)
I was struck by the way the museum has mixed static vessels on display as well as a selection that are available to ‘go out on’ and participate in their on board operations.
Now that is something I have not heard of before. In the UK, we have a variety of maritime museums, from the National Maritime Museum (NMM) at Greenwich where a host of antiquities are cared for as well as a few small vessels, to the Maritime Museum of Cornwall which host various craft (none available to take visitors afloat). The NMM has an off-shoot at the Chatham Docks Museum where ship models are displayed.
There are heritage Harbours, but none offer what the Auckland museum has got its head round – a lesson perhaps?
Included within the museum complex is a boat shed built in 1922 by Percy Voss and it is maintained in use for wooden boat building and repair. Is there another lesson here for the rather staid museums in the UK?
In the views above and below, there is a sailing vessel described as a brigantine once used for inter-island trading. She is the Breeze, a modern build of the type and takes people afloat.
A traditional Polynesian catamaran. (Paul Mullings)
Another vessel which was a trader is the scow Ted Ashby. These vessels did much as the ubiquitous Thames spritsail barge once did and traded the coastal routes and went inland up tidal rivers. Some of these vessels were huge three-masters and traded afar.
I wrote a blog about some NZ old timers years ago – it can be found on the ‘old blog’ page, just down the string. See: https://nickardley.com/old/
Below is a ‘native’ vessel and she looks as if she is ready to depart…
Traditional craft of the countries Maori inhabitants. (Paul Mullings)
An interesting motor vessel caught my eye. She is the Nautilus, a motor vessel in 1913 in New Zealand. She with another motor boat went aboard a NZ Hospital ship and the boats were used as tenders around Gallipoli – a place synonymous with the people of New Zealand and Australia: many of their forces were lost there.
The Nautilus – a early 1900s motor yacht that went to war… (Paul Mullings)
She also is available for trips around the harbour.
A Zephyr dinghy. (Paul Mullings)Ata Hura – an International 14-footer. (Paul Mullings)Mauri/Polynesian craft. (Paul Mullings)
I don’t know much about many of the exhibits for they’re not specifically mentioned within the web site pages.
I am left thinking that I’d love to see these for myself, but it is something very unlikely … so thank you Paul!
I posed a couple of questions. In defence:
UK maritime heritage sites often have open days for vessels under repair, or viewing platforms are erected for ‘Joe Public’ to witness from a safe position works in progress, but what we do not do is have museums carrying out ‘harbour trips’ on historic craft.
Yes, one can hire a Thames sailing barge, say, for a weekend or go on a river trip for these vessels morphed into passenger vessels after trading in solids had ceased.
At Brightlingsea, there is an old smack dock but it tends to be inhabited by ‘old smacks’ closer to heaven than most vessels whilst their resurrected sisters are out in the harbour away from inter-personal contact. Are harbour trips part of the ‘deal’ – no. Its all look from a distance stuff…
So, this is not the same as a live museum where boat building, repair and boat exhibits sits alongside the ability to experience working aboard an ‘oldster’ oneself…
The article reports on possible reasons for the problems encountered by the boat builder – largely around the fact that there are a huge number of craft sitting around for sale of the ‘up to 8m range…’ and we all, those who follow such stuff, have seen this around the bazaars.
In the Finesse wooden clinker boat market, the prices being offered for what can be a perfectly fit craft is a kind of madness, but, sadly, a reflection on the overcrowded market of smaller craft. This has affected the whole sector.
I remember the ‘coming’ of the original Cornish Crabber 24 gaff rigged cutter. I went on board one – it was so cramped even against the Yachting World Peoples Boat we had at the time (we were looking to change boats…)
We currently have a Cornish Crabber berthed alongside us.
The old version is ostensibly the same length – alongside each other the boats are significantly different in length (ignoring bowsprit) and boat volume.
I had a good look at the modern ’24’ some while ago and she can be found in the link. They are £120,000 sail away version without essential equipment. Open plan and ‘poky’ inside. Mad!
There is a Crabber 26 – more like the inside of a Finesse 24 in fit out with separate cabins. These sail away at a peck under £160,000 – more bloody madness. This is the problem…
At my marina, as can be found around the yards and clubs up and down the coast, there are a number of small craft – the 18′ to 26′ range – that are sitting ‘neglected’ and seemingly unloved. They are all owned by mooring holders with ‘bills paid’ as I understand it, but no longer have owners who care enough…
The Marine Industry News article is interesting reading for at last, as far as I see it, someone is being bluntly honest.
A quote: An industry source posts that the current market is very tough for small boats. “No boats under eight metres are selling at the moment,” the source told MIN in confidence. “There are 100s of boats sitting on forecourts that aren’t selling. The market is really flat. Cornish Crabbers doesn’t generally make big boats. The volume of boats for sale under eight metres could be the problem.”
So, with this terrible news, the UK could well loose another boat builder who has specialised in the smaller boat market. The Little pocket cruiser, Cornish Shrimper, has bee a remarkable success story and they are great sailers. But, like most well built GRP vessels, they are long lived: still plenty of the early Crabber 24 cutters around.
The MIN said also: A different anonymous source told MIN: “There are too many crabbers out there, loved by many people, for the company to disappear completely. Look at its history, it always comes back from the brink. There are always people who want crabber…’
Yes, but are they opting to settle for an older model at a fraction of the new boat prices?
I spotted a little craft on the way up the River Blackwater last summer – a Yarmouth 23 gaff cutter. She looked far lighter than the Crabbers and could be taking some of the market. Seen a couple about…
A Yarmouth 23 gaff cutter.
The future: clear out the yards and marinas of defunct little ships and cut them up. Make a big hole in the market to enable production???
