Vessel Management Plan Tassie TooDraught 2ft 1 inch at .55 LWL measurement point Draught with...

Vessel Management Plan

Tassie Too 21 Foot Restricted Class yacht built 1927

Tassie Too winning the Forster Cup in 1950

Prepared by: David Payne Curator, Historic Vessels

Australian National Maritime Museum

Friends of Tassie Too



Contents

Executive Summary .................................................................................................................. 4

PART A: THE VESSEL, ITS SIGNIFICANCE AND HOW IT WILL BE CONSERVED ...................... 5

Section 1 Description .................................................................................................................... 5

1.1 Principal Particulars ....................................................................................................... 5

1.2 Design .............................................................................................................................. 5

1.3 Construction ..................................................................................................................... 7

1.4 History of Ownership and Use ......................................................................................... 9

1.5 Chronology of Changes ................................................................................................ 12

Section 2 Significance ................................................................................................................ 13

2.1 Statement of Significance ............................................................................................ 13

2.2 Historical ....................................................................................................................... 13

2.3 Technical ....................................................................................................................... 13

2.4 Educational and Interpretive ...................................................................................... 13

2.5 Community Associations .............................................................................................. 13

2.6 Comparative Vessels .................................................................................................... 13

Section 3 Interpretation Plan ..................................................................................................... 23

3.1 In the Water .................................................................................................................. 23

3.2 At the Club ..................................................................................................................... 23

3.3 Online ............................................................................................................................ 23

Section 4 Conservation Plan ....................................................................................................... 25

4.1 Guiding Principles ......................................................................................................... 25

4.2 Aims and Objectives ..................................................................................................... 25

4.3 Preservation .................................................................................................................. 25

4.4 Restoration.................................................................................................................... 25

4.5 Reconstruction .............................................................................................................. 25

4.6 Adaptation ..................................................................................................................... 25

4.7 Maintenance ................................................................................................................. 25

4.8 Estimated Cost .............................................................................................................. 26

4.9 Schedule of Major Works ............................................................................................. 26

Section 5 Risk Assessment and Management........................................................................... 26

5.1 Assessment ................................................................................................................... 26

5.2 Management Plan ........................................................................................................ 27

PART B: ANNUAL OPERATIONS ............................................................................................. 28

Section 1 Repair and Maintenance ........................................................................................... 28

1.1 Hull and Structure Survey ............................................................................................ 28

1.2 Machinery and Fit Out Condition Assessment ............................................................ 28

1.3 Preservation .................................................................................................................. 28

1.4 Repairs/Restoration ..................................................................................................... 28

1.5 Adaptation ..................................................................................................................... 28

1.6 Maintenance ................................................................................................................. 28

1.7 Estimated Cost .............................................................................................................. 29



1.8 Schedule of Work ......................................................................................................... 29

1.9 Use of Volunteers ......................................................................................................... 29

Section 2 Use .............................................................................................................................. 30

2.1 Operation and Training ................................................................................................. 30

2.2 Events ............................................................................................................................ 30

2.3 Visitor Programs ........................................................................................................... 30

2.4 Friends of Tassie Too Programs .................................................................................. 30

2.5 Education Programs ..................................................................................................... 30

2.6 Sponsorship and Promotion ........................................................................................ 31

2.7 Occupational Health & Safety Issues .......................................................................... 31

2.8 Environmental Issues ................................................................................................... 31

Bibliography ........................................................................................................................... 32

Appendices ............................................................................................................................. 33

Appendix 1: Records and Files .......................................................................................... 33

Appendix 2: Drawings, Photographs, Oral Histories ........................................................... 33

Appendix 3: List of Collection material ............................................................................... 34

Appendix 4: Restricted 21 Foot Class rules 1928 ............................................................ 41

Appendix 5: Operating Guidelines ....................................................................................... 41

Friends of Tassie Too 4

Vessel Management Plan – Tassie Too Executive Summary

Executive Summary

The Tassie Too Vessel Management Plan (VMP) outlines a program whereby the vessel is conserved

through the processes of repair, restoration and rebuilding, so that it will be floating, operational and

open to visitor access on board, while operated and managed by the Friends Of Tassie Too.

The Tassie Too VMP will be reviewed every three years, and Part B Annual Operations yearly.

The Vessel Management Plan for Tassie Too determines that the Friends of Tassie Too will undertake

the following actions:

• Maintain the long-term strategy to operate, interpret and display the vessel in a configuration

to represent the vessel as a Restricted 21 Foot Class racing yacht restored to its original

configuration as built in 1927.

• Display Tassie Too at the Australian Wooden Boat Festival and other regional boat shows

where practical

• Sail Tassie Too in Hobart and other regional Tasmanian regattas and sailing events for classic

yachts where possible

• Continue to interpret the history and story of Tassie Too with display material and further

develop the existing online presence.

• Encouraging members of the public to participate in the sport of sailing using Tassie Too as a

training vessel


Vessel Management Plan – Tassie Too Part A: The vessel, its significance and how it will be conserved

PART A: THE VESSEL, ITS SIGNIFICANCE AND HOW IT WILL BE CONSERVED

Section 1 Description

Tassie Too is a wooden racing yacht built in Tasmania in 1927 to the 21 Foot Restricted Class rule. It

is 25 feet long, 7ft 10 in wide and carvel planked in Huon Pine. The yacht has a centreboard and

internal ballast. The planked decking has an open cockpit with side decks, foredeck and aft deck

panels. The rudder is transom hung. The hull is clear finished in varnish. It has the typical profile of a

21 with a long bow overhang and raked transom.

It is rigged with a gaff sloop rig. The mast, boom and gaff are wooden and it has a short wooden

bowsprit. The original sails were cotton, but the yacht now has a set of contemporary synthetic Dacron

sails.

1.1 Principal Particulars

Vessel Dimensions

LOA 25 feet

DWL 21 feet

Breadth 7 ft 10 inch

Draught 2ft 1 inch at .55 LWL measurement point

Draught with centreboard down 5 feet 2 inches

Sail areas: as measured in 1928

Mainsail 311 sq Ft

Jib 127 sq Ft

Total sail area 448 sq Ft measured area

Date of building 1927

Place of building 46 Napoleon Street ,Battery Point Hobart

Tasmania

Builder Charles Lucas and foreman Ivor ‘Chips’

Gronfors

Designer ‘Skipper’ Batt, with Alfred Blore and John

Tarleton

1.2 Design

The basic parameters of the 21 Foot Restricted Class rule define a box for the hull to fit inside with a

series of minimum and maximum dimensions to length, breadth and depth. Different profiles to the

bow shape and sheerline are evident amongst the fleet of craft. However the main the opportunity for

significant development and variation is within changes to the displacement and therefore the hull

sections.

The hull sections are further controlled by a D measurement, the difference between the skin girth

and chain girth. A maximum of 7 in is allowed and this was incorporated to avoid craft developing flat

floored ‘skimming dish’ hull shapes which had been the downfall of other rules.

The hull shape of the hull for Tassie Too was developed from a half model shaped by WP “Skipper”

Batt, however plans for the construction were prepared by the draughtsman Alfred Blore. There are

existing copies of construction profile, construction plan and sailplan drawings, but it is not known if

there was a lines plan prepared from the model, or whether the design was lofted directly from the

faired model. The construction profile shows partial sections to define the keel and rabbet at even

spacings which suggest that a lines plan was drawn.



The rule requires the boat to be trimmed to its 21 foot long waterline, and at that waterline meeting

the draft minimum dimension while carrying at least the minimum amount of ballast. This suggests

that a displacement estimate or calculation should be done during the design process to ensure there

is sufficient volume to the hull to match its likely weight including the ballast. ‘Skipper’ Batt had

already designed Tassie in 1924, so based on that hull it would be possible to develop a new one and

do no more than make any adjustments to the displacement by eye or estimate, as the model was

shaped.

However, if a more accurate calculation of the displacement was needed and there was no lines plan

drawn, then it may have been done by lifting cross sections from the half model and calculating the

volume with simple maths. Alfred Blore’s drafting and design experience would have permitted this to

be undertaken by him if others were not skilled or confident in this work.

Lines

Tassie Too has a relatively typical Restricted 21 profile incorporating a 2’ 9” overhang forward, and

1’ 1.5” rake aft, both close to the limits allowed by the rules and proportions more or less adpoted

universally by the 21s, while meeting the freeboard height requirements that give all the craft a

nice convex sheerline. It has a rounded stem profile, but the profile to the keel line forward from its

base up to the stem is slightly hollow, wich allows the keel forward of the waterline to curve

downwards slightly.The advantage is that as the craft takes on its crew, sails and so on as extra

weight and then sinks down below its measured waterline of 21 feet, the waterlenegth increases

more than if the line of the keel to the stem was straight. A longer waterline gives a higher potentail

speed.



The draft of the keel is 2’1 ‘ and thi is greater than the mimimum1’ 8” required, and the line is

fiared into the stem with out a sharp turn at the leading edge or toe of the keel, and it rakes aft to

give a deeper draft at the transom, 2’ 3”.

The plan view is also reasonably typical for a 21 with the maximum beam just aft of the shroud plates

and a full rounded deck edge line as it curves into the stem at the bow. The run to the stern for the

edge of deck is only gradually curved and maintains width for the crew to sit out.

The cross sections show a full, rounded bow, which develops into a strong rounded bilge section at

midships, a modest rise to the floor and a hollow garboard. The shape is all within the 7 inch

maximum girth difference allowed between skin and chain girth measurements taken at .55 LWL.

This strong bilge section is maintained over about 25% of the boats length aft of the shroud plates,

and then curves up into the run aft with a distinct change in the curve of the fore and aft buttock

lines. It even suggests a hollow effect aft. This strong bilge effect gives the impression of a slightly

bulged shape through the middle of the craft at the turn of the bilge, referred to as a ‘hog’s back’ in

Batt family recollections, and is an intriguing and different feature not seen on other 21s.

Each of the Tassies are understood to be slightly different and possibly optimized toward certain

conditions, but without reliable models or other information to work from it is difficult to determine

what the actual differences were and why they might have been designed the way they were.

Lines plan by Dougal Harris from photogrammetry by Peter Higgs 2019.

1.3 Construction

Vessel construction

Hull

Planking Carvel planked in Huon pine ¾ in

Frames Blackwood 1.5 x ¾ in on 7 inch centres

stem Huon Pine 4 x 4 in



keel Blue Gum Hardwood 6 x 5 in

stringer

transom Huon Pine

Deck edge

Inwale King Billy pine

Rounded Gunwale Celery Top

pine

4” x 1.25” inwale, 1.25” x

1.25” rounded gunwale

centrecase Huon Pine 1.5 in thick bolted through

lead casting at base

floors hardwood 1.5 x 1.25 in section at ends

Deck

Planking King Billy pine ¾ in

Deck beams Huon pine 2.5 x 2 in section

knees

Other items

centreplate steel 3/8 in plate

Rudder wood

Tiller Laminated

Mast spruce

Boom spruce

Yard spruce

The hull is carvel planked in Huon pine over Blackwood frames, has floors and frames, with a King

Billy pine planked deck over deck beams, and closely follows the required scantlings for the class (see

appendix 4). These define the minimum sectional areas or other dimensions for most of the structure,

which is all made of Tasmanian or Australian timbers. The rules do not define any stringers, but

Tassie too has one through the bilge as per normal wooden boat construction. The hull is copper

fastened.

Ballast

The Restricted 21s carried a minimum ballast of 10cwt (510kgs) located internally. Tassie Too has

about 540 kgs ballast, with about 120 kgs fitted as a casting at the base of the centrecase on each

side. This was a unique feature and apparently copied by at least one other boat, the Qld craft

Dolphin.

The remainder of the ballast is made up of loose pigs of lead about 25kg each distributed over the

frames and floors adjacent to the centrecase and aft. It is secured under the cockpit sole or floor

board which are fastened in place. The steel centreplate provides additional mass for stability.

General Arrangement

These are half decked craft, with an open cockpit around and aft of the mast. The class rules allow a

maximum opening size to the cockpit of 42 sq ft, All the boats all including Tassie Too have a

foredeck, side decks and aft deck planked around the cockpit opening. The interior is open, and

features a centre case at midships, with a pivoting centreboard.

The case is supported by a thwart, originally across the aft end of the centrecase but currently located

toward the middle of the case. There is a planked cabin sole over the main part of the cockpit, which

also secures the ballast in place.



Another thwart is located aft under the tiller. The rudder is hung from the raked transom. Bilge pumps

are fitted.

Rig Plan

Tassie Too is rigged as a gaff sloop. This is the typical rig carried by the Restricted 21s in the 1920s,

and for most of the class during its racing period. The maximum measured area is 450sq feet and

Tassie Too’s original rig measured at 448 sq ft. A spinnaker is carried as well.

The current sail area is a bit less than the maximum allowed. It has Oregon spars including the

bowsprit.

1.4 History of Ownership and Use

TASSIE TOO was the second of a trio of Restricted 21s built in Tasmania to designs by Hobart sailor

W.P. (Skipper) Batt. After the 1927 Forster Cup contest held in Adelaide, Batt designed a yacht he

considered would be an improvement on Tassie, (T-2) his first design from 1924, which up until then

had dominated the last three contests, along with winning the Albert Gold Cup, the trophy awarded for

the contest’s invitation race.

Tassie Too (initially T-3, later T-2) was built of Huon Pine by Charles Lucas of Battery Point working

with his foreman Ivor Chips Gronfors. It cost of 340 Pounds ($680), and was built for the Royal Yacht

Club of Tasmania whose members had subscribed on a share basis towards the yachts building and

later upkeep.

TASSIE TOO was launched from the Battery Point slips on 26 November 1927 and was designed by

W. P. "Skipper" Batt in conjunction with Alfred Blore and John Tarleton with principal measurements of

25 ft overall x 7ft 10 in beam. Class requirements called for a vessel of 21 ft on the waterline, 25 ft

overall with a maximum beam of 8ft. Skippered by several members of the Batt family, including

Skipper Batt, his brother Harry, and later Harry's son Neall, the vessel was a standout at the Forster

Cup, winning the event ten times between 1928 and 1952; a statistic unmatched by any other vessel.

W. P. “Skipper” Batt, Alfred Blore and John Tarleton had collaborated on the first TASSIE and again

combined to draw the plans needed to construct the hull of TASSIE TOO to Skipper Batt's lines lifted

from his model. The first TASSIE was built on a shoestring budget late in 1924, and rushed together

for the 1925 Forster Cup series, which it won convincingly. It then repeated the wins in 1926 and

1927. This encouraged the Tasmanians to build a second boat, but in more organised circumstances.



Tassie Too was then made ready for the Sydney series, held in early 1928, which it won, skippered by

Harry Batt. The original TASSIE finished second at the event.

TASSIE TOO is planked in Huon pine on hardwood frames as specified in the class rules, and features

a pivoting centreboard - a detail introduced to the class by the Tasmanians. The centreboard was also

designed to flex when sailing upwind. The thought was that this would create more lift and improve

the yacht's windward abilities. The round-bilge hull shape was designed to be at its best in heavy

conditions, but it performed well in all conditions. It was considered an extreme design by other

sailors in the class.

TASSIE TOO was skippered by Harry Batt again in 1929 and 1930, N. Winzenberg in 1930 and 1931,

Skipper Batt in 1934, 1935 and 1936, Harry Batt in 1937, Skipper Batt in 1938, A. K. Ward in 1939,

Neall Batt in 1947, 1948, 1949 and 1950, Ediss Boyes in 1951 and Neall Batt in 1952. It won the

Forster Cup in 1928, 1934, 1936, 1937, 1939, 1947, 1948, 1949, 1950 and 1952; a statistic

unmatched by any other vessel. The original TASSIE won the event in 1925, 1926, 1927 and 1929. A

third boat, TASSIE III, was built by Charlie Lucas at Battery Point in 1929, based on a model by

Skipper Batt with plans drawn by P. C. Douglas, but it only triumphed over TASSIE TOO at the Forster

Cup on two occasions (in 1931 and 1938). Plans were made for a TASSIE IV, a half model at the RYCT

shows the hull shape, but the vessel was never built.

TASSIE TOO was also very successful with seven wins in the Albert Gold Cup race, an event that

preceded the Forster Cup series on the calendar. Six of these wins were in succession from 1947 to

1952.

Victorian historian Bert Ferris compiled the following more detailed story of its Forster Cup success.

Skippered by H.C.L. (Harry) Batt, Tassie Too achieved immediate success in Sydney 1928, winning

both the Albert Gold Cup and The Forster Cup. However, it was not until 1934 and again in Sydney,

that Tassie Too won her second The Forster Cup contest in the capable hands of ‘Skipper’ Batt. The

following year she did not take too kindly to the drifting conditions encountered in Melbourne,

however she came back the following year 1936 in Brisbane and skippered by ‘Skipper’ Batt It won

the much coveted contest. Following this win ‘Skipper’ Batt announced his retirement from The

Forster Cup competition.

Harry Batt then skippered her to success winning both the Albert Gold Cup and The Forster Cup at

Adelaide, in 1937. Her next The Forster Cup victory came about in Brisbane 1939, and this time it

was skippered by A.K. (Barney) Ward.

World War II intervened and The Forster Cup contests did not resume until 1947 in Melbourne.

Skippered by a younger generation of the Batt family in H.N. (Neall) Batt Tassie Too won all before her.

Neall Batt repeated the duel win again the following year in Hobart, then again in Adelaide 1949 and

Brisbane 1950. The decision of the R.Y.C.T. to send Tassie Too to Brisbane that year came as a great

surprise to many of the members of that club. It was previously pointed out by the Finance Committee

‘That to equip and send Tassie Too to Brisbane to defend both The Forster Cup and Albert Gold Cup

would cost upwards of 700 pounds ($1,400) and to compete annually was becoming too expensive

at the time’.

When Tassie Two arrived in Brisbane that year she was measured in the flooded Brisbane River and

found to be 6 inches (152.4 mm) in excess of the maximum waterline length requirements. Skipper

Neall Batt realizing he could not shed ballast, immediately requested she be re-measured in salt

water of greater density near to the site of the contest, and when done so she came within the

specified limits.

Designers over the years had devised many ways to circumvent class rules to their advantage. Tassie

Too launched at the end of 1927 was one example. About 120 kgs of its 540kgs approx. internal

ballast was cast as an integral part of her centre-case and within the interpretations of the restrictions

dated 1922, “Ballast to be all inside” which remained in force until 1st March 1928. After a dramatic

revision dated 9th October 1928, the rule then became: - “Ballast to be all inside, minimum weight 10



cwt (508 kg), except in the case of yachts built or under construction prior to 1st January 1925. That

measurers mark and weigh each piece of ballast, and mark position of ballast in boat and record on

Measuring Certificate’.

A change of skippers for Melbourne the following year was unsuccessful, but Neall Batt successfully

won back both the Albert Gold Cup and The Forster Cup in 1952. Tassie Too had achieved to that

date the enviable record of winning the prestigious ‘The Forster Cup’ on ten occasions including a

record five occasions in succession and the Albert Gold Cup on seven occasions in the 17 contests in

which it was entered.

Shortly after the Royal Yacht Club of Tasmania stated that owing to the high cost of gear and

transport, it was reluctantly decided upon to drop out of The Forster Cup competition for the present.

One of the main reasons for the withdrawal was that Tassie Too’s sails, despite still setting perfectly,

would not have stood the rigours of another contest and their replacement would have cost some

1,600 pounds ($3,200) which the RYCT could not afford at the time. Consequently, Tassie Too was to

remain in her private boat shed at Battery Point.

By 1955, it was decided to dispose of Tassie Too by raffle, ad the yacht was won by R.Y.C.T. member

Tony Good of Launceston. The sum of 310 pounds ($620) was realized from the raffle, which was

some 30 pounds ($60) short of her original cost. Tassie Too was to remain in Launceston until 1960-

61, when it was purchased by Doug and Cyril Eastgate at the Royal St Kilda Yacht Club (now Royal

Melbourne Yacht Squadron).

Tassie Too’s appearance at that club helped to strengthen a revived class that had by then become

the strongest in any club during the class’s long history in Australia. However the class did not hold

together as expected, and Tassie Too’s new owners decided in 1965 to convert her into a cruiser by

adding a fixed keel, counter stern, cabin-top and change the rig to that of a Bermudan sloop.

Still recognisable by old timers as the yacht that offered such great competition in Interstate contests,

Tassie Too was for many years a consistent contender in 3rd Division events on Port Phillip. She was

eventually sold in 1983 to fellow club member Rod Fulton under whose ownership she remained until

mid-2000 when purchased by Tony Siddons who then had her restored back to her original and

relaunched in 2002.

Restoration:

Tony Siddons and shipwright Eric Erikson rebuilt it to its original configuration, including the gaff rig

sail plan, in time to be re-launched at the 2005 Australian Wooden Boat Festival in Hobart. Veteran

skipper Ediss Boyes, who had taken the helm of TASSIE TOO in 1951, was welcomed aboard again

and remarked on how wonderful the yacht was to sail. The vessel returned to Melbourne and was

kept on a mooring at the Sandringham Yacht Club in the intervening years.

TASSIE TOO made a triumphant return home to Hobart in September 2017. A “Friends of Tassie Too”

not-for-profit organisation (www.friendsoftassietoo.org) has been established to coordinate

administrative, financial, insurance, scheduling and maintenance efforts. With support from the

Tasmanian maritime industry, maritime history and sailing community, the “Friends of Tassie Too”

organisation will ensure that TASSIE TOO is well cared for into the future, and well used.

Under Friends of Tassie Too ownership the yacht is moored by arrangement with the Royal Yacht Club

of Tasmania, who support the boat with slipping and hardstand locations when needed. This places it

back in its original context and helps promote the heritage of the craft to the club and its current

members.

Table for changes in ownership

Date Owner Notes

1927 Royal Yacht Club Tasmania Hobart, Tasmania

1955 Tony Good Launceston, Tasmania

1961 Doug and Cyril Eastgate Port Phillip, Victoria



1983 Rod Fulton Port Phillip, Victoria

2000 Tony Siddons Port Phillip, Victoria

2017 Friends of Tassie Too Hobart, Tasmania

1.5 Chronology of Changes

Date Owner Changes

1927 Royal Yacht Club Tasmania As built

1961 Doug and Cyril Eastgate converted into a cruiser by adding a fixed

keel, counter stern, cabin-top and changed

rig to a Bermudan sloop

2000 Tony Siddons Rebuilt to original ‘as launched’

configuration. Additions removed, new deck,

centrecase, centreboard, spars. frames and

other items

2017-2018 Friends of Tassie Too Strip decks, strip and paint interior , strip

and varnish spars ,replace sole, replace top

2 metres of mast , strip &

revarnish topsides, Grit blast and coat

centreboard , replace gunwales, fit new

floors , replace keel replace garboard

planks, new stem.



Section 2 Significance

2.1 Statement of Significance

Tassie Too is a 21 Foot Restricted Class yacht which won the interstate competition for the Forster

Cup, the premier trophy for the class, for Tasmania an unequalled ten times between 1927 and

1952. It is the only surviving one of the three 'TASSIE' named boats which represented the state and

dominated the class for more than two decades. These boats put Tasmanian yachting to the fore

within the national yacht racing scene, and especially Tassie Too which is probably the single most

important yacht in the early years of Tasmanian yachting’s engagement with national competition.

It represents a good example of a pattern in the class where many boats were from their own states

designers and builders, an aspect fostered by the nature of the competition. Its enormous success

generated a strong following from the Tasmanian public.

2.2 Historical Significance

Tassie Too was the second Tasmanian 21 to be built and has won the most Forster and Albert Cups

of any of the 21s. It is the only remaining one of the trio of Tassies, and one of two surviving

Tasmanian 21s.

2.3 Technical Significance

Tassie Too represents a typical 21 with a long bow overhang and raked the transom. It has an elegant

profile and sheerline. Its beam is probably narrower than many other 21s that kept very close to the

maximum allowed. The lines show a strong midsection and bilge shape which is possibly unusual in

the class. It represents the typical class construction as guided by the scantling rules, and has a

pivoting board. The construction of the centrecase which incorporates some of the lead ballast is an

almost unique feature.

Tassie Too can interpret aspects of Tasmanian boatbuilding, and how it showcases the use of

Tasmanian timbers and construction for the class, It is the only remaining Tasmanian 21 that is able

to do this as a racing yacht , Cygnet has been extensively modified as a cruising yacht.

The yacht is a significant craft for the designer WP Skipper Batt and the builders, Charles Lucas and

Ivor Gronfors.

2.4 Educational and Interpretive Significance

Tassie Too can tell the story of how Tasmanian design and boatbuilding was able to dominate the

Forster Cup, one of the three premier national sailing trophies and contests in the 1920s and 1930s.

It can also be used to demonstrate aspects of design and boatbuilding and the use of native timbers,

and aspects of sailing with a gaff rigged sailplan.

2.5 Community Associations

Tassie Too has always had a strong association with Tasmanian yachting community. It is one of the

most important Tasmanian designed and built yachts that demonstrated the prowess and strength of

Tasmanian yachting in Australia. The public closely followed the yachts fortunes in its era of sailing.

2.6 Comparative Vessels

A number of the original 21s still exist, which includes past winners of the Forster and Albert Cups,

they cover a diverse range of craft from one of the original boats Idler, built in 1909, examples from

the 1920s and 1930s the class heyday, through to some of the last ones built in the 1940s. There

are also two recent builds to contemporary designs and construction methods. The fleet includes

boats from NSW, Queensland, Victoria, South Australia Western Australia and Tasmania. Currently

nine of the original designs race in a strong fleet at Goolwa SA, where they have been joined by the

two recent designs by David Payne and built by their owners in Goolwa.



The list of extant 21s includes:

• Altair 1947

• Bright’un 1923

• Cygnet 1924

• Dolphin 1933

• Eighteen Twenty 1933

• Endeavour 1947

• Galatea 1930

• Gymea 1924

• Idler 1909

• Jesamne 1922

• Milsonia 1929

• Nautilus 1946

• Nerana 1932

• Tassie Too 1927

• Tern 1931

• The Fan 1934

At least one other unidentified boat has been located.

Recent builds, at Goolwa SA

• Galatea II 2008

• Marcelle 2009

Idler

IDLER is a 21 Foot Restricted Class yacht that was built by Charlie Peel in Melbourne, Victoria, in

1909. It is one of two sister yachts which were used to form rules for the first Australian national

yachting class rule - the 21 Foot Restricted class. The class was established in Victoria in 1913 and

became a national class in 1921 with the aim of re-energising yachting after World War I. IDLER is the

only one of the pair surviving. Although IDLER's hull is in poor condition and lacks any deck structure

in place, the essential fabric of the hull structure remains and has been stabilized with a supporting

cradle. The hull shows how its scantlings and basic proportions were copied for the class. The builder

Charlie Peel went on to become the principal designer for the class over its long history.

IDLER was built in Port Melbourne for Mr H.Hall of the Royal Brighton Yacht Club, along with its sister

vessel NAMOI which was Peels own boat. They shared characteristics of the John McKenzie-designed

24 ft. square-sterners DOREEN and THETIS which raced on Port Philip at the time. They also shared

characteristics of the structure of the local workboats including the well-known couta boats. Frames

were light but closely spaced, with additional intermediate frames running part way up the bilges

supporting the planking where the internal ballast was located. The framing structure, the internal

ballast, centreboard and half-decked arrangement were all characteristics of the region's workboats.

In 1913 the Victorians created their own class around IDLER and NAMOI, calling it the VYRA 21-25

foot Restricted Class, but it was also known as the IDLER Class as well. Using the basic scantlings and

proportions of the two yachts, they created a rule which allowed designers some latitude in shape and

displacement within maximum and minimum dimensions. All craft were to share an almost identical

structure. The rule marked a step toward racing boats having a structure, which would eventually

become quite independent from the more robust scantlings of a work boat.

IDLER is first mentioned in the press on 20 December 1909 when the Argus carried a race report for

the Port Melbourne Club.



“This was the Idler's maiden contest, she being this season's boat, having been built by Peel Bros of

Port Melbourne who sailed her. She proved to possess a fair turn of speed."

It was enough speed to come second on handicap to the champion boat S.J.S. - a good start to its

career. Subsequently, although the Victorians created a new class, IDLER and NAMOI raced in mixed

fleets for many years. World War I restricted yachting activities and yacht building and the severe loss

of life amongst young Australian men even affected the number of yachtsmen available when the war

ended.

The SPORTING GLOBE in October 22 1932 noted the following which helps confirm its connection to

the class started in the early 1920s -

" Idler, the original boat of the 21ft. class, and the boat from which the type was supposed to be

taken, has moved to St. Kilda. It is not likely that she 'will figure "prominently in the racing."

In the early 1920s the major national clubs joined together to support a new yachting class that

would attract young adults to sailing and help build crew numbers. The VYRA 21-25 Foot class was

chosen, and renamed the 21 Foot Restricted Class. New boats were built in NSW and Queensland

almost immediately. The first three craft in NSW were from a Peel design which shared many

similarities to IDLER.

IDLER took part in some of the early Victorian 21 Foot Restricted class fleet racing but its subsequent

history is not well recorded. At some point in its history IDLER found its way to Goolwa in SA, and then

in the early 2000s was taken to Melbourne for restoration. That project did not eventuate and the

craft was abandoned for a period. In 2011 Seaworks in Williamstown, Victoria, moved IDLER

undercover and have built a supporting cradle to stabilise the hull structure, allowing time to consider

a management and interpretation plan.

Milsonia

MILSONIA is a 21 Foot Restricted Class yacht built in 1929 as NSW III. In that year it won The Forster

Cup, the last victory for NSW in that event. In 1932, renamed MILSONIA, it again won the Cup but this

time representing Victoria.

MILSONIA has had a long and successful life as a sailing yacht and a member of its class, the 21 Foot

Restricted Class. The yacht was built by James Hayes and Sons at Careening Cove NSW in 1929 and

launched early in 1930. It was launched as NSW III, and was part of a successful fund raising project

by the major NSW yacht clubs that built three 21 Foot Restricted Class yachts for The Forster Cup

series held in Melbourne in 1930. NSW I and NSW III represented the state, and NSW III helmed by

James Milson won the series. Both NSW I and NSW III were built by Hayes, and it is known that NSW I

was also designed by Charlie Peel. It has been thought that Peel also designed NSW III, however after

the series, James Milson acknowledged the design and construction of NSW III to James Hayes. This

is reported in the Australian Motor Boat and Yachting Monthly magazine April 1 1930, where Milson

writes:

"The winning boat was designed by Mr. James Hayes & Sons, Careening Cove, who was also the

successful designer of Nettle...."

NSW III also won the Albert Cup in 1930, which was sailed for during the invitation race for the series,

and this was the only time a NSW yacht won that trophy. The Forster Cup was a hard fought series

between the states and featured appalling weather conditions. The win by NSW III ended an initial

period of success by the Tasmanian yachts. It also represented the last major combined effort by

NSW to contest the series.

In 1931 NSW III was sold to a Victorian syndicate headed by A.T. Rose and renamed MILSONIA in

recognition of its original helmsman and the famous sailing family he came from. Victoria entered the



1933 series in Adelaide with MILSONIA, helmed by H.A. 'Toby' Armstrong, and again after a very close

finish the yacht won The Forster Cup. On the last run of the last race MILSONIA ran downwind at great

speed to catch the leaders, nearly nose-diving and swamping on some of the swells. As it closed on

the leader CARINA, NERANA rode passed MILSONIA on two big swells to finish second by only three

seconds, leaving CARINA and MILSONIA equal on points for the series. NERANA then retired

acknowledging an earlier minor infringement, leaving MILSONIA as the outright winner ahead of

CARINA.

MILSONIA changed hands in Victoria on a couple of occasions but remained sailing with the class

and in mixed fleets before and after World War II. In 1934 it was rigged with a Bermudan mainsail, an

experiment that was also tried by a handful of other vessels in the class but without success. Most

went back to their gaff or gunter style rigs. MILSONIA suffered misfortune in April 1935 when it was

swamped at its moorings inside the Royal St. Kilda Yacht Club breakwater during heavy gales on Port

Phillip. After four days lying submerged it was refloated and found to be undamaged, but was then

badly scarred as it was being manoeuvred onto a cradle.

The class became dormant after the 1955 series which MILSONIA sailed in, and along with other 21s

it drifted off to other clubs and had its rig modified again. Eventually it was bought by South Australian

owners and became part of small fleet of existing 21s sailing together in Goolwa, SA. The yacht has a

modern Bermudan rig similar to others in the fleet, but otherwise retains much of its original structure

and configuration, which includes the Queensland red cedar planking, a typical material used in the

class.

Nerana

NERANA is a wooden racing yacht built in SA in 1932. NERANA won the last three Forster and Albert

Cup series raced by the 21 Foot Restricted class, from 1953 to 1955 and is one of Charlie Peels

many famous and successful designs for this class.

NERANA's exact design and construction origins remain unclear. Information from contemporary

sources and recollections of people associated with the boat is incomplete and details are sometimes

in conflict. From reports about South Australian yachting in the early 1930s, taken from the Australian

Motor Boat and Yachting Monthly magazine, it appears that NERANA was the second of two 21s that

shipwright and boat builder Harry Clausen is reported to have built in that period. The first was

TRITON, from a design by Blunt of Victoria, and eventually skippered by W.R. McKinley. Records show

that TRITON was sailing in late 1931, then a year later NERANA appears on the list of boats in the

RSAYS invitation race for the 21 Foot Restricted class, with Harry Clausen's name attached as either

owner or skipper.

The construction of the boat is another clue to its origins. Many have claimed NERANA was built by

Charlie Peel, but the layout of the floors and the manner in which the frames forward of the mast drift

forward from the keel to the sheer rather than remain perpendicular to the centreline are features not

found on other Peel built hulls. The combination of the reports and unusual construction indicate it

was not a Peel built hull and is a Clausen boat.

However other information shows that it is a Peel design. The only remaining document is a sailplan

of NERANA with the signature Chas Peel on one side. The shape of the boat also seems to have Peels

"signature" attached because it features the slight tumblehome from just forward of amidships

extending back to the transom, which was a Peel hallmark. The general shape, stem profile and

transom are all very similar to EIGHTEEN TWENTY, another Peel design from the early 1930s that is

still extant. From this collection of facts it can be accepted that NERANA is a Peel design, which was

always understood to have been the case.



Planked in Australian red cedar on hardwood frames, with about 700 kgs of internal ballast, NERANA

was a big and powerful hull shape built closely to the minimum scantlings allowed by the detailed

class rules. It was clearly meant to be raced at the highest level in the class.

NERANA was completed in time to become one of the three boats representing South Australia in the

1933 Forster Cup series, held off Adelaide early in that year. Skippered by Len Wigan, NERANA

performed extremely well, but in a sporting gesture, Wigan forfeited a second placing by declaring he

had touched a rounding buoy, unobserved by others. This act gave the series to MILSONIA, another

surviving 21.

It is also understood that the actual owner of NERANA was now Professor Mark Mitchell. He was a

sailing enthusiast and benefactor. Under his ownership the yacht was skippered by younger sailors to

give them an opportunity that was otherwise unavailable to them. Len Wigan was one and Ken

McLaren another who benefited.

NERANA raced in at least one more interstate series before the war, but came into its own in the post-

war years. Harry Perry recognized the potential and bought the boat. He had the hull re-fastened and

purchased a new set of sails from Rex in Hobart, one of the premier racing sail makers in the country.

He also understood the need to have big crew members to sail on the boat, and not just for their

strength, but also for their weight on the side in heavy weather as this was a crucial factor for

performance. Well prepared and enthusiastically sailed, NERANA raced in depleted fleets from 1953

to 1955, dominating all three series with wins in the Albert cup invitation race followed by series

victories to secure the Forster Cup. Surviving crew member Ralph Crook was a young lad at the time,

and he worked forward manning the halyards. Ralph still remembers the pride and teamwork the

crew showed, and the great thrill it was to secure these wins for their state.

After 1955 the series was discontinued in the class. The 21s soon disbanded as a fleet, and began to

be dispersed to other areas. NERANA was one of about five 21s bought by Melbourne yachting

enthusiast Otto Meik to set up a training class on Port Phillip Bay with the Royal St. Kilda Yacht Club.

The boats were re-rigged with Dragon class Bermudan rigs, replacing the now rather old gunter rig

used by the 21s. When no longer used as training boats, the 21s moved on again, and NERANA

eventually found a home as a recreational boat on the Victorian Gippsland Lakes, where running

repairs kept it going for a long period.

In 2004 NERANA came to Sydney for a possible restoration project, which did not eventuate. However

with its existence rediscovered and importance recognized enthusiasts from Goolwa in South

Australia arranged to take NERANA back to its home state and join a small but dedicated fleet of

surviving 21s that had sailed there since the 1980s. A much simpler rebuilding project over 2005 and

2006 saw NERANA's hull cleared of various additions made since the Melbourne days, the original

planking was reinforced with a fibreglass laminate over the exterior, and bulkheads were installed

along with a new deck and new rig. Recently re launched in 2006, NERANA sails once more against

old adversaries including MILSONIA.

The 21 Foot Restricted Class

The 21 Foot Restricted Class is the first national development class for yacht racing to be formed in

Australia. It also has notable significance with its close relationship to the design and construction of

Victorian working craft, such as the Victorian Couta boat, and with this connection it becomes a truly

Australian developed class.

Significance:

The 21 Foot Restricted Class is the first development class rule for yachts created in Australia

The rule was revised as the class grew and some issues needed more clarification.

The final version is dated 1928 and this is an historic yachting document

http://arhv.anmm.gov.au/en/objects/details/172796/altair?ctx=7ac2b82b-1a03-4891-8ae2-9f71c344a83c&idx=0













The rule was created around the proportions and structure of two yachts designed by one of the

nation's first Australian born yacht designers Charlie Peel

These two yachts connect the class to the Victorian workboats of Port Phillip and Bass Strait through

the class's construction scantlings, which also share characteristics of the famous Couta Boats

The class is one of the longest surviving yacht classes in Australia, and probably the longest surviving

class that has been sailed in all states

Many famous names were associated with the class as designers, builders, crew and owners

The states were very supportive of the class, with Tasmania, Qld, NSW and Victoria all designing and

building a number of their own craft as true state representatives

The class racing was significant because of the fierce competition it generated between the states

during The Forster Cup series

History:

The class was created around two sister ships called NAMOI and IDLER. They were launched in 1909

and designed by Charlie Peel, IDLER was the first and its success led quickly to NAMOI being built as

well.. The half-decked yachts were gaff rigged and 6.4 m (21 ft) on the waterline. Both shared all the

characteristics of another class called 24 foot square-sterners that raced on Port Phillip at this time.

Thses boats had been designed and built by John McKenzie, starting with IMOGEN at 26 fett length,

then DOREEN and THETIS, all in the early 1900s. Using measurements and scantlings taken from

IDLER and NAMOI the Victorian Yacht Racing Association created rules to form a new class in 1913. It

was then called the V.Y.R.A. 21-25 foot Restricted Class.

The rule they created had a basic set of dimensions and scantlings to allow for variation in the design

of the class yachts within a range of maximum and minimum values. The maximum waterline length

was 21 feet, which gave the class its eventual name. Other values were put on length overall, beam,

draft, freeboard, transom rake and ballast. The restrictions also included a girth difference taken at

the midsection which to some extent put a control on the hull shape and avoided any 'skimming dish'

designs that had caused problems in other classes and rules.

The outbreak of World War I in 1914 stopped any immediate progress for the class, but shortly after

the end of the war three new craft were built to the rule in Victoria. In general yachting was slow to re-

establish in this post war period, and in an effort to boost interest the principal Sydney clubs, the

Royal Sydney Yacht Squadron, the Royal Prince Alfred Yacht Club and the Sydney Amateur Sailing

Club joined together to choose a new class that would be more affordable to build and could be used

for interstate competition. With the enthusiasm of RSYS member Don Taylor and the Governor-

General Lord Forster who had both seen the 21 Footers in Victoria, the three clubs chose the

Victorian class, taking the decision at a meeting in September 1920. It was then called the 21ft

'Restricted' Class and rules were published in the October issue of 'Australian Coal, Shipping, Steel

and the Harbour'.

The well-known yachtsman Frank Albert provided the spark to begin the new class in NSW by

announcing he would build a boat. A simple reference from 'Australian Coal, Shipping, Steel and the

Harbour' December 1920 at the very bottom of page 45 marks the beginning of the class as national

entity.

'Mr Frank Albert signified his intention of building to the new class, and there are several others who

are contemplating building, but have not yet definitely stated their intentions.'

He was eventually joined by James Milson and Lord Forster and the three had identical boats built by

Stewart Sandeman in Careening Cove, North Sydney to a Charlie Peel design. They were called

BOOMERANG, E.O.J. and CORELLA and launched late in 1921. Three other NSW craft, INEZ,

GUMLEAF and CHERRYTOO were designed and built separately and the fleet of six attracted

immediate interest.

Lord Forster provided further impetus by donating a trophy for interstate completion called The



























































Forster Cup and a regatta was proposed for early 1922. The only other state to take up this first

challenge was Queensland, with their new boats LAKATOI and MAROONBAH.

The three-race series was a huge success with some of the most exciting racing seen on the Harbour.

Media interest was very strong and the regatta was watched by many spectators on the harbour

foreshores, on private craft or aboard ferries.

Headlines for the second race were full of praise for the racing, as shown by this report from the

Sydney Morning Herald, February 10th 1922.

'GREAT RACE.

WON BY QUEENSLAND YACHT.

INEZ BEATEN ON THE POST

8 SEC. SEPARATE FIRST THREE.

" It was the greatest yacht race ever seen on the Harbour. It was remarkable for its close finish, and

the great number of times that the positions of the leading craft changed over the course of 12 miles"

These were the opinions expressed after yesterday's contest by yachtsman who have witnessed

interstate and club races on Port Jackson for more than 50 years.'

GUMLEAF won the series from LAKATOI, but not without incident. LAKATOI was initially disqualified

from that second race which it had won but later had the result reinstated. The protest relating to a

crew member's alleged professional status was reversed after the intervention of Lord Forster in

discussion with the other crews. GUMLEAF then borrowed a bigger sail for the following day to win the

last heat and series, but while questions were raised as to whether this sail change contravened the

official measurement of the boat, no protest was lodged.

The following week MAROONBAH won the Albert Cup, after CHERRYTOO had crossed the line first but

was disqualified for a starting infringement. The Albert Cup was donated by Frank Albert as a single

race event to be held at the same time as The Forster Cup.

From that start The Forster Cup and Albert Cup became the most intensely fought events for

interstate yacht racing up to World War II. Regattas were held each year, rotating amongst the states

and many events had at least four states represented. The Tasmanians became the dominant state

with their three boats TASSIE, TASSIE TOO and TASSIE III taking The Forster Cup at sixteen of the

regattas. Queensland was the unlucky state with only one win and many second placings.

Over 70 craft were built, showcasing the talents of designers and builders such as Charlie Peel,

Walter Reeks, 'Skipper' Batt, the Hayes family, the Savage Brothers, Whearet, Norman Wright, even

William Fife from Scotland and Charles Nicholson for the UK. The yachts were fast, handy and

demanding. It started out as a knockabout sailing yacht, but the evolution that appeared over the

eight boats built for the first series in 1922 showed how quickly it became a dedicated racing

machine. Many design variants were created and the class continued to develop through to the late

1940s with new craft.

A special feature of the class was that it was often supported by owners acting as benefactors, or

supported by club fundraising activities. In this way the craft were owned by a club or well-known

identity, but actually crewed and skippered by the best available sailors from the state. The class

supported and encouraged many talented sailors who otherwise could not afford to own a yacht of

this type. This happened in all of the states and was vital to the class being able to continue through

the Depression, and a principal reason why it fostered skippers and crews who otherwise would not

have gained the yacht racing experience the class provided.

Late in the 1940s after World War II the racing resumed, but only a handful of the fleet joined in the

series, and only a couple of new craft were built. The final three series in 1953 to 1955 were won

convincingly by NERANA from South Australia. The class then disbanded as newer International and

Olympic classes from outside of Australia were adopted. The yachts found new homes in various



























































states, in particular Melbourne where they formed a training class and were re-rigged with Dragon

class sail plans.

In the 1980s about five of the craft began to race again at Goolwa in South Australia, and for a period

they also raced against some of the boats in Victoria at Ballarat and Albert Park.

In 2006 the fleet in Goolwa had expanded to include nearly ten boats racing regularly as a class,

including NERANA, NAUTILUS, DOLPHIN, TERN, ENDEAVOUR, BRIGHT'UN, MILSONIA and ALTAIR. All

have modern Bermudan rigs and masthead spinnakers, and many have their aging hulls reinforced

with fibreglass laminates. The class has been officially reformed at state level (South Australia) and

rules established. These rules are a combination of the 1928 document with revisions and additions

to accommodate new materials and details not considered when the rules were first drafted. During

2008 and 2009 they were joined by the first of two new 21 Foot Restricted Class yachts to have been

designed and built since the late 1940s, GALATEA (2) and MARCELLE

Other extant 21s include GALATEA (1) (ex QUONDONG), TASSIE TOO, JESSAMINE, GYMEA and THE

FAN. The original IDLER has fallen on hard times. It is in the care of Seaworks in Williamstown, who

have taken it under cover and are considering how best to stabilize and perhaps restore what

remains of this famous craft. The hull has collapsed outwards from the keel and transom, so its more

a skeleton than a structure, but even in this state you can see the basic scantlings that were adopted

by the class, and the early Peel hull shape.

THE FORSTER CUP

The Forster Cup was an interstate competition that began in 1922 and was raced for by the 21 Foot

Restricted Class until 1955. At its peak it was the most important national sailing event with all of the

states represented, nominating their best sailors for the series.

Significance

The Forster Cup was the first interstate series open to all states and raced for in a locally designed

class of yacht, which was the 21 foot Restricted Class

The Forster Cup was also the class championship for the 21 foot Restricted Class, a significant

historic class in its own right

The Forster Cup was promoted by Lord Forster "the sailing Governor-General" who was a keen sailor.

He owned and sailed yachts while in Australia and visited almost all the states in relation to sailing

The Deed of Gift for The Forster Cup is an historic document in Australia's yachting history

The racing saw fierce competition, and managed to survive through the Depression and World War I

Many famous Australian sailors competed for the cup

Background

Lord Forster was a keen sailor and continued to race yachts during his tenure as the Governor-

General in Australia. He saw the 21 Foot Restricted Class and The Forster Cup series as a means of

promoting yachting after the end of the First World War, when the sport was affected by the terrible

loss of young men in the war. Lord Forster had lost his sons in the First World War.

The final Deed of Gift for The Forster Cup and rules for the 21 Foot Restricted Class were reached by

consensus at a meeting of 14 representatives from four of the six states, held in Sydney in October

1922 and chaired by Lord Forster. There was a spirit of co-operation at the meeting which saw

consideration given to the position of those states unable to attend, and every motion was carried

unanimously, often after lengthy debate.

At its conclusion, Andrew Wilson (a NSW representative) finished proceedings with the following



























































generous praise:

'Seldom, if ever, in the history of yachting, has such a representative gathering been held, as that

which has met last evening and tonight. I think I am correct in saying, that never in the history of

yachting in Australia, have we had a Governor-General sitting as Chairman of a conference. May we

express our sense of appreciation of the deep interest you have taken in this matter, and may we

express our personal appreciation of your sportsmanship. It has been a pleasure to every one of us to

sit under your Governorship, and I thank you very much on behalf of Sydney yachtsmen.'

James Clark, from Royal Queensland Yacht Squadron gave a vote of thanks, and remarked how the

Governor-General had encouraged his state and himself.

'You have come along to our state and resurrected our club there - and given me a lot of trouble- but it

has been pleasant trouble, finding myself in a little boat again; this would not have happened if you

had not come along and infused new life into us'

The little boat he referred to was LAKATOI, his own 21 which he sailed in the first race of the 1922

series ( finishing 2nd) before handing it over to his son Colin who won the next race and had his wife

aboard as one of the crew.

The Deed of Gift opens with the statement that the donor (Lord Forster) is '…desirous of encouraging

the sport of Yachting in Australian waters…' This is a reference to his concern which was shared by

many that yachting needed to encourage younger men into the sport and to give them opportunities

to gain experience. By promoting a series and a class at the same time, Lord Forster was taking a

bold step, but one that had considerable support around the nation.

The Deed of Gift gives property of the trophy to the RSYS as a trustee, but possession of the trophy

goes to the winner each year. Changes to the Deed of Gift can only be made by agreement between

the major clubs in each state, and if more than one club or state objects, the change cannot be made.

There were two other significant interstate trophies also in existence at the time, the Sayonara Cup

and Northcote Cup. Both had a different format using match races between two or three yachts only.

The Sayonara Cup had handicaps applied to the finishing times to determine the winner for some of

the events, but it was open to Australian designed and built yachts. The Northcote Cup used yachts

built to the International Rule at the 6 metre rating band.

Racing for The Forster Cup series was often watched by major crowds at the events where spectators

could easily follow from the shoreline. There was strong interest from the media as well, with reports

sent interstate immediately after each race finished. For one event Tasmanians waited in the street

for the results to be telegraphed through from the mainland, heralding another win to their heroes in

the TASSIE boats.

Winning The Forster Cup was a significant achievement that was recognized widely within the winning

state as a significant sporting achievement. This recognition became the foundation for the series'

continued success through difficult times such as the Depression era, and helped ensure clubs and

sailors remained keen to be involved and put in the effort needed to fund and crew their yachts.

Prepared from articles and material in:

Australian Motor Boat and Yachting Monthly

Australian Coal, Shipping, Steel and the Harbour

The Sydney Morning Herald

A copy of the Deed of Gift for The Forster Cup, dated 1949

Material sourced by Bert Ferris, historian for the Royal Melbourne Yacht Squadron


























































Section 3 Interpretation Plan

The interpretation for Tassie Too will need to reflect the vessel’s significance, which includes the

following considerations:

• Tassie Too will be conserved by Friends of Tassie Too as an operational yacht consistent with

its configuration as a 21 Foot Restricted Class yacht built in 1927.

Tassie Too’s significance includes the following points:

• Most wins in the Forster Cup and Albert Cup

• 2nd Tasmanian built 21

• One of only two extant Tasmanian 21s

• The only extant Tasmanian 21 in original configuration.

Tassie Too interprets the stories of:

• yacht racing in Tasmania

• the Forster Cup

• yacht building in Tasmania

• Restoration of an historic vessel.

The interpretation will:

• Open up access to the yacht

• Provide an online presence

Outcomes:

The key outcomes to be achieved for the vessel and owners are to:

• Significantly enliven the visitor’s experience of Tassie Too

• Increase knowledge, respect and understanding of the stories of Tassie Too

• Increase positive attitudes by visitors and Friends of Tassie Too and the work it does to

maintain the vessel.

The interpretation will include the following elements:

• Interpretative wharf or dockside displays for the vessel.

• Online, downloadable information about the vessel. These can be developed to include

examples of oral history and film related to the people associated with the vessel

• Consideration of how to relate Tassie Too and its story to the regional schools and their

programmes to further develop an audience for the vessel.

3.1 In the Water

The primary viewing location for the visitor while the vessel is moored at the Royal Tasmanian Yacht

Club is from the marina pontoon. Interpretative elements such as labels, drawings and photographs

can be positioned close by. In addition, the story can be explored further online through Facebook

and the website.

Tassie Too shall be available at various times when appropriate for special events or purposes.

3.2 In the Clubhouse

A display of related material including the existing plans and half models is incorporated inside the

RYCT clubhouse to help raise awareness of the vessel and its relationship to the club. When more

artefacts become available this display can be developed further.

3.3 Online

The Friends of Tassie Too has developed a website and Facebook page for the yacht to present the

story of Tassie Too and current news and information. This can be developed to incorporate

interviews, footage, plans, photographs and a virtual tour so that visitors can explore aspects of

Tassie Too’s fit-out for racing when it’s not possible to visit the vessel or climb aboard.



The online Newsletter will also assist in creating awareness of the yacht and keep people up to date

with current activities.

Online contacts as follows: FOTT on Facebook

• FOTT on Facebook https://www.facebook.com/friendsoftassietoo/

• FOTT on the internet http://www.friendsoftassietoo.org/

• Email: [email protected].

https://www.facebook.com/friendsoftassietoo/

http://www.friendsoftassietoo.org/

mailto:[email protected]



Section 4 Conservation Plan

CONSERVATION means all the processes of looking after an object so as to retain its cultural

significance. It includes maintenance and may, according to circumstances, include preservation,

restoration, reconstruction and adaptation and will commonly be a combination of more than one of

these.

Such work should:

• Be based on evidence (physical and/or documentary)

• Be reversible or be of minimal impact on the fabric of significance

• Not distort the evidence provided by the fabric

• If reconstruction is involved, be limited to the completion of a depleted entity and should not

constitute the majority of the fabric

In general terms, a Conservation project aims to provide a coherent view of the past, to make

significant features apparent, and remove disruptive features, without adversely affecting the ability

of the object to speak of its later history.

4.1 Guiding Principles

The guiding principles for the conservation are taken from the Australian Institute of Conservation of

Cultural Material (AICCM) Code of Ethics and Code of Practice, and from the ICOMOS Charter for

Places of Cultural Significance (the Burra Charter). Some of these principles have been adapted to

suit moveable maritime cultural heritage. A further practical guide developed for vessels is the

Barcelona Charter.

If replacement of original fabric or extensive conservation work is needed, effort will be concentrated

on the minimum intervention necessary and the appropriateness of the repair technique employed.

The objective of the conservation program for Tassie Too is to ensure the survival of significant fabric

for as long as practicable without unacceptable loss.

4.2 Aims and Objectives

Friends of Tassie Too are committed to preserving Tassie Too in its 1927 racing configuration and the

vessel will remain floating at the RYCT in operational condition.

4.3 Preservation

PRESERVATION means maintaining the fabric of an object in its existing state and retarding

deterioration.

4.4 Restoration

RESTORATION means returning the existing fabric of an object to a known earlier state by removing

accretions or by reassembling existing components without the introduction of new material.

4.5 Reconstruction

RECONSTRUCTION means returning an object as nearly as possible to a known earlier state and is

distinguished by the introduction of new materials (new and old) into the fabric.

4.6 Adaptation

ADAPTATION means modifying an object to suit proposed compatible uses.

4.7 Maintenance

MAINTENANCE means the continuous protective care of fabric, contents and setting of an object, and

is to be distinguished from repair. Repair involves restoration or reconstruction and it should be

treated accordingly.



MAINTENANCE PROCEDURES – Tassie Too

Period Routine Duties (logged and subject to audit)

Daily

Inspection of hull, deck and rigging

Inspect for any water ingress

Inspect lines, fenders and fairleads

Weekly Wash down decks

Monthly

Operate vessel

Hoist all rigging and sails, check for defects

Inspect and patch painting on hull and structure as required

Check and test safety gear

Six-monthly In water survey of hull

Inspection of paint systems and repair as required

Yearly Survey vessel for pest infestation including toredo worm in

centrecase (remove centreplate for access and check steel plate

condition.

The maintenance is supplemented by regular inspections during any operation of the vessel where

defects are noted for rectification. Maintenance and inspections should always be undertaken by

people skilled in this area.

Tassie Too should be cleaned internally on a regular basis.

4.8 Estimated Cost

Estimated annual cost for maintenance for Tassie Too is $5000 and incorporates the general

maintenance; this does not include the annual slipping, materials and salaries inclusive of all capital

works associated with maintaining the vessel to the highest standard.

4.9 Schedule of Major Works

Considerable conservation work has been undertaken, and the only conservation works scheduled to

be undertaken on Tassie Too are as follows:

• Incorporating a more permanent block or mast partners at deck level

• Minor detail work identified by the crew

New sails

• Regular slipping

• Recaulk deck

Section 5 Risk Assessment and Management

5.1 Assessment

The risk profile of each historic vessel is slightly different due to innate aspects of design, use, and

the specific stage of restoration or location. A comprehensive risk analysis has been carried out to

determine the nature and potential of risks to which Tassie Too is currently exposed. The following

are seen as potential risk factors, though in no particular order:

At RYCT:



• Vandalism; Tassie Too is vulnerable outside of normal visiting hours. Access to the vessel is

possible via the water. Surveillance by security must be maintained at optimum levels. Risk is

Physical Moderate.

• Theft; Tassie Too is vulnerable to theft of moveable items by visitors and/or contractors.

Surveillance must be maintained at optimum levels. Risk is Physical Moderate.

• Extreme Weather Conditions; Tassie Too is vulnerable to high ultra-violet light, hailstorms,

windstorms and other potential extreme weather conditions. Precautions need to be taken if

weather warnings are available such as doubling up of lines or the rigging of tarpaulins. Risk is

Physical Moderate.

• General Wear and Tear; this can be minimised by controlling access to the vessel, specifying

correct footwear, monitoring how often Tassie Too is used, the nature of the use, and on-board

surveillance of passenger/visitor behaviour. Risk is Physical Moderate.

• Collision; Tassie Too is vulnerable to collision with other boats, wharves and other stationary

objects in and around the harbour. The risk can be reduced by strict adherence to documented

policies regarding use. Risk is Physical Moderate.

• Organic Pests, incl. white ants, rodents and wood rot; a regular pest inspection regime is in place

with periodic inspections and if necessary treatments by qualified persons to monitor this risk to

Tassie Too Risk is Biological Moderate.

• Fire; Tassie Too is not fitted with an engine or other equipment that could create an accidental

fire. . Risk is Chemical Moderate to low.

Off-site in the hands of third parties

• Vandalism or Theft; when Tassie Too is on a slipway or alongside a contractor’s wharf or marina it

is more vulnerable to both vandalism and theft. Prior to any work contract being issued, proof of

high-level on-site security commensurate with the risk and significance of the vessel must be

provided. Risk is Physical Moderate.

• Extreme Weather Conditions; Tassie Too is vulnerable to high ultra-violet light, hailstorms,

windstorms and other potential extreme weather conditions both on and off-site. Precautions

need to be taken if weather warnings are available such as doubling up of lines or the rigging of

tarpaulins. Risk is Physical Moderate.

• Collision; Tassie Too is vulnerable to potential damage from the actual process of slipping or

catastrophic failure of a slipway, cradle or any other supporting equipment. Contractors must

provide evidence that his/her plant and equipment are deemed fit for purpose and will remain so

for the duration that any the yacht is on-site. Risk of collision is also high during the delivery to, or

recovery of vessels from, slipways or dockyards. This is particularly high during towing exercises.

Risk is Physical Moderate

5.2 Management Plan

The above list of possible risks has been drawn up and measured against a risk-consequence matrix.

The likelihood of each risk occurring has been assessed against specific control measures which are

in place. This has resulted in a graduated ranking of risks which can be strategically evaluated against

existing controls.


Vessel Management Plan – Tassie Too Part B: Annual Operations

PART B: ANNUAL OPERATIONS

Section 1 Repair and Maintenance

1.1 Hull and Structure Survey

Tassie Too is in good to excellent physical condition. Recent slipping completed in July 2018 has

ensured that the hull is watertight and regular maintenance has ensured that the topsides have

remained in good condition. The structure, fitout and rig are generally in good-condition. The rigging

will be maintained and replaced on a regular basis.

The integrity of the structure and layout in terms of being original material from 1927 through to

1955 is estimated to be as follows:

• Planking

• transom

• sternpost

• centrecase integral lead ballast casting

The following does not have original integrity from 1955 onwards.

• Keel

• stem

• frames and floors

• Deck and deck beams

• Centrecase sides and centre plate

• All spars and rigging

While not original these items do represent the vessel as built in 1927 or as repaired during its

working life and should be preserved, until replacement is required, as per 1.4 Repairs.

Review the hull and structure at each slipping to see how it is performing after each seasons use.

Significant and important structural work was undertaken in 2017/18 including replacing the keel.

Information acquired from each assessment of Tassie Too will determine the schedule of future work

on the vessel.

1.2 Machinery and Fit Out Condition Assessment

Not applicable for machinery, however it does have an electric bilge pump with a solar panel for the

battery charge.

1.3 Preservation

Preserve the original material in the planking and structure until repairs are required.

1.4 Repairs/Restoration

No major works are anticipated, but it has been noted that the thwart support for the centre case may

be incorrect. . Also, the bollard post aft of the bowsprit is incorrect.

1.5 Adaptation

Fit as required any safety or other equipment required by MAST or other authorities to comply fully

with all necessary regulations. Fit any additional items from its past history which may help highlight

the primary significance of the vessel as a 21 Foot Restricted Class racing yacht.

1.6 Maintenance

Continue with the daily, weekly, monthly, bi-annual and annual maintenance procedures as specified

in the VMP PART A, Section 4.7. This includes such maintenance tasks as:



1.7 Estimated Cost

The annual cost for general maintenance only is $5000 per annum. Additional costs for other work to

be determined.

1.8 Schedule of Work

To be determined at the end of the season.

1.9 Use of Volunteers and Training

Tassie Too is available for volunteers to assist with maintenance, or as crew on sailing days. In both

instances training for new people can be undertaken with experienced people at the same time.



Section 2 Use

2.1 Operation

The operational uses of and access to Tassie Too include;

• Sailing in events as required

• Sail training to introduce members of the public to the sport

• Maintenance and conservation

• Access for other interested parties

The area of operations for Tassie too is;

• Primarily on the Derwent River and D’Entrecasteau Channel

• Other similar locations if the yacht can be taken there by road.

The vessel is operated in accordance with the Vessel Operating Guidelines, see Appendix 4.

2.2 Events

Tassie Too will participate in the Australian Wooden Boat Festival, and other nearby wooden boat

events or rallies, and also take part in occasional club race events with Hobart and nearby clubs. A

sailing schedule can be drawn up and maintained to mange its operations.

2.3 Visitor Programs

To show the yacht to visitors the vessel can be viewed alongside at the marina. The main focus is to

raise awareness of the boat and its story.

Any activities that display the boat should be well supported with resource information if possible. A

major recommendation of the Vessel Management Plans is to continue to develop interpretation of

the vessel at the wharf and online.

Any significant repairs or maintenance work that would need to be outsourced might give the

opportunity for Tassie Too to link up with shipwrights and other tradesman to use traditional skills

and techniques to carry out the required work.

2.4 Friends of Tassie Too Programs

Friends of Tassie Too may wish to organise their own internal activities for supporters and associates.

2.5 Education Programs

Tassie Too could be used for a range of high school and primary school programs with information

suitable to the level required. These can include the following:

• Marine Studies – illustrating the history of the vessel, its design and construction, significant

events in its history and its connection to Tasmania

• Science & the Sea – propulsion methods, buoyancy, navigation and other Design and

Technology related topics

Access to the Tassie Too will restrict what can be achieved. Primary school groups with small children

are generally kept back from the water, so they would view the craft from a safe distance. Other

groups will be able view Tassie Too up close on the marina, and in special circumstances individuals

may have access to go on board under supervision.

Tassie Too can also be used for public education through Sail Training to introduce members of the

public to the sport. The vessel will be operated according to the guidelines and any requirements from

MAST or the RYCT.



2.6 Sponsorship and Promotion

Tassie Too could be considered for use in sponsorship and promotion activities. The vessel takes part

in events that promote the vessel and its organisation, and it could be made available to other

organisations on a controlled basis if the intended use:

• was a justified use,

• would not have adverse risk associated with it

• can be shown to be a benefit to the vessel and its management.

Individual sponsorship of a vessel to assist with its upkeep or use could also be considered. The issue

of how the sponsor is recognised in relation to the vessel should note the following:

• The vessel should not be renamed with the sponsor’s name

• the vessel may need carry a permanent logo from the sponsor

• A temporary banner could be considered for some occasions.

• The sponsorship would be acknowledged in any promotional or information material from


• the sponsor could consider use of the craft for their promotion subject to conditions noted

above

The decision to use the vessel for promotion or to accept sponsorship is made by Friends of Tassie

Too committee.

2.7 Occupational Health & Safety Issues

Access to Tassie Too from the RYCT wharves is restrictive and the vessel’s confined spaces both

above and below decks also place significant constraints on who can and cannot get onboard. Access

is clearly not possible for people in wheelchairs or with walkers or sticks or children in prams. Visitors

that are deemed safe to board the vessel for sailing will be given a mandatory safety talk by the

designated Fleet skipper. This will cover the specific risks onboard the vessel when it is on the water

including slippery external areas, trip and fall hazards (ropes, fittings, sills), and restricted access and

egress from the vessel.

School children are not able to board the vessel. In the event of an emergency or evacuation or man

overboard crew members will instruct visitors aboard the yacht. Life jackets are worn while sailing.

2.8 Environmental Issues

Several environmental issues exist regarding the operation and care of Tassie Too. These include.

• contaminated water from bilge area being discharged into the harbour

• Full work safety and job analyses are done prior to chemical treatments being used on the

yacht to protect the harbour from accidental spills. When undertaking general maintenance

staff follow strict precautionary measures to ensure no contaminants are accidentally

discharged overboard.

• Appropriate personal protection equipment for the task being undertaken will be used at all

times when conducting routine works on the vessel.

• No hazardous material is associated with operating Tassie Too.


Vessel Management Plan – Tassie Too Bibliography

Bibliography

Australia ICOMOS, Charter for the Conservation of Places of Cultural Significance (The Burra Charter),

1999.

European Maritime Heritage, Barcelona Charter, European Charter for the Conservation and

Restoration of Traditional Ships in Operation. adopted 2001 Kerr, J.S., The Conservation Plan: A Guide

to the Preparation of Conservation Plans for Places of European Cultural Significance, National Trust

of Australia (NSW), 2000.

.

Friends of Tassie Too 33 Vessel Management Plan – Tassie Too Appendices

Appendices

Appendix 1: Tassie Too Files

File Number File Title/Description Location

Appendix 2: Drawings, Photographs, Oral Histories

Plans and Drawings of Tassie Too ( and Tassie or Tassie 3)

Construction plan

sailplan

sailplan

Lines plan Dougal Harris

assisted by P Higgs

Friends of Tassie Too Photo library files for Tassie Too:

File Number Description


Appendix 3: List of Collection material related to Tassie Too

Object

Number Title and Description of Objects relating to Tassie Too

Appendix: 4 Class Rules 1928


21 ft. RESTRICTED CLASS

Measurements Rules

With amendments, also form of Certificate of Measurement, and instructions to Measurers adopted by all States of Australia as at 9th October, 1928

DIMENSIONS

LENGTH OVER ALL not to exceed 25 ft:

LENGTH ON LWL in racing trim but without crew, not to exceed 21 ft.

BEAM from outside to outside of planking, measured at the greatest breadth, shall not be less than 7 ft nor more than. 8 ft.

DRAUGHT OF WATER, in racing trim, as above measured at .55 of the length of L.W.L. from its fore end and at the heel, not to be less than. 1 ft. 8 ins. "D" (being the differences between the skin girth and the chain girth) measured at .55 of the length of L.W.L. from its fore-end, from the top side of the covering board, or the under side of the outwale or batten on one side, under the keel to the top side of the covering board or the under side of the outwale, or batten on the other side, as the case may be, in a plane at right angles to the water line. not-to be greater than 7 ins.

FREEBOARD, measured in racing trim as above, not to be less than

(a) At lowest point 1ft 6ins

(b) At stem (top of covering board or intersection of line continuing the fair sweep of the centreline of the top of the deck and face of stem) 2 ft

There are to be no bow transoms; see siding of stem below

STERN.. "Square" formed by a flat transom fitted to the after moulding of the stern-post in fair straight line, with the full length of the stern post, with a rake aft from the LWL to the centre-line of the top of the deck, measured along the plane at the LWL,

Not less than 1 ft:


STERN-POST to be in fair straight line with the back of the transom to a point measured vertically below the LWL, not less than 1ft 8ins

Owners shall place measurement marks on the boat as directed by the Measurer.

COCKPIT - Area of opening (including movable hatches) in superficial feet, not to exceed 42

SAIL AREA Measured as prescribed by Y.R.A. Rules. for the year 1921 Not to exceed in superficial feet 450 Note. Under Y.R.A. Rules, the fore-triangle is taken at 85 percent of its true value.

BALLAST Is to be all inside. ~minimum weight 10 cwt., except in the case of yachts built or under construction prior to January 1st., 1925. That measurers weigh and mark weight on each piece of ballast and mark the position of ballast in boat. An anchor of not less than 25 lbs. shall be carried on board when racing. MASTS, SPARS:AND,SAILS All solid except gaff or yard, these may be hollow wood.

In races for the .Forster Cup only one mast or duplicate thereof shall be used

That boats be limited to two mainsails, and two sets of spars.

Mast, boom and gaff or yard to have bands painted thereon – to denote the extreme points of sail measurement, viz., black bands for larger suits, and red bands for smaller suit beyond the inner edge of which the sail must not be extended. Such bands to be not less than one inch in width.

CREW Crew not to exceed in number 6

SCANTLINGS

KEEL- Hardwood, having a minimum sectional area at its greatest cross section, including the centre-board slot, in square inches. 24

Any taper in the moulding or siding of keel is to be wrought gradually from point of maximum sectional area to the keel ends.


STEM - Hardwood crook, siding not to exceed 6 ins.

STERNPOST - of hardwood and equal in cross section at the tuck in square inches to 12

lNWALE OR GUNWALE - Hardwood or pine, having as minimum area at its greatest cross section amidships, and for two-thirds the yacht's length, in square inches.. 4½ It may taper fairly in ends to 2½

OUTWALE OR BATTEN - Not to exceed in siding 1½ ins

PLANKING - Pine or cedar or timber of equal density and strength, finished thickness throughout not less than 5/8 ins

DECK - Timber, as for planking, finished thickness throughout not less than 3/4 in.

TIMBERS OR FRAMES - Hardwood, blackwood, rock elm, .or, timber of. equal density and strength not less than 1½ ins x ¾ ins

or of equal or greater area in cross section. Room and space, or centre to centre, not to be more than 8 ins

FLOORS - Timber, as for timbers or frames and of not less than the same scantling and spacing)or the equivalent in grown floors. Floors to extend from one frame space forward of mast to one frame space abaft centre board case at least, and not less average length each side than 3ft.

DECK BEAMS - Pine equal to an average of 2 ins x 1½ ins

Spacing not more than 12 ins i.e. they will be larger at mast and openings, and less as the fore-deck narrows and in way of half-beams amidships.

FASTENINGS - Copper or yellow metal throughout except bolts and deck nails, which may be of. galvanized iron.

CENTREBOARD OR PLATE Maximum thickness 3/8 ins

Drop outside keel not to exceed 3 ft 6 ins

That the drop of centreboard or plate must be measured in a vertical direction from the point of least draft within the length of the centreboard slot to the lowest part of the centre plate with the latter in any position which the construction of the case will allow, and that the handles of the centreplate be so constructed that the allowable drop of plate cannot be exceeded

DURATION OF RULES


These measurement rules to remain in force until the 1st March, 1935, but in the event of some freak boat being built or proposed a majority of the controlling bodies concerned may, if they think necessary, review or vary them, and that Annual Races be held in each of the States of the Commonwealth in succession, and in the same order as provided in Clause 4 of the Deed of Gift of the Forster Cup.

EXISTING YACHTS No boats which, prior to 10th ,January, 1922, had been admitted to the class, shall be debarred if they do not comply in every particular with these measurement rules. Any alterations to them must be within the above restrictions.

INSTRUCTIONS TO MEASURERS OF 21 ft. RESTRICTED CLASS YACHTS

LENGTH OVERALL: To be measured as laid down in Section III of Y.R.A. Rules, Page 74. LENGTH OF WATERLINE ~ The overhangs are to be measured by dropping plumb lines from bow and stern and the overhangs measured by floating in a board marked into feet and inches. The end where it meets the boat being chamfered off. The procedure regarding marks varies. In some cases, builders affix the marks, in other cases, owners prefer to wait until the boat is measured and then obtain the position from the Measurer. Marks are usually too small and should in the case of the waterline ending marks be ½ in. wide by 3 ins. long, and in the case of the immersion marks, 2 ins. on the base. The Y.R.A. Rules specify the sizes of marks (pages 70-71), but these sizes are rather large for such small boats. Marks are to be picked out in a contrasting color, as they are otherwise practically invisible when painted or varnished over. When taking the waterline length, care must be taken to see that all sails and racing gear are on board, and that all gear is in the position that it would be in if the boat were sailing. The centreboard should be as far forward in the case as possible.

BEAM - To be measured as laid down in Section III of Y.R.A. Rules, page 74.

DRAUGHT OF WATER - Measurements are to be taken on shore so as to be able to draw the profile of the boat. The freeboard at these points is then subtracted and the draughts at .55 of the L.W.L. and at heel obtained.

"D" - This is clearly defined in the measurement rules of the class and calls for no comment.

FREE BOARDS - This measurement is quite clear, and the only comment is that they must be taken port and starboard and the mean taken as the boat may have a slight list or the sides may not be the same.


COCKPIT - This is to be measured at the deck line by Simpson's Rules, at least 5 ordinates being taken.

SAIL AREA. This is to be measured as laid down in Y,R.A. Rules for the year 1921. The round of the after leech being taken into account. Owners are required to mark their spars in accordance with Y.R.A. Rules. In some cases owners do this before measurement, in other cases they prefer to wait until the sail has been measured and to then obtain from the Measurer the positions which would give then the maximum stretch to bring the sail area up to the limit allowed. In every case, the owner is to be notified of the position of these marks.

Mainsails should be measured hoisted in the boat. This, however, is rather awkward in these small boats. The sail can be: measured on shore stretched on the spars, but great care must be taken to see that the sail is pulled taut when taking measurements. The measurement of round should not be taken until the sail has been well stretched as this tends to go out of the sail as it stretches. If a sail stretches beyond marks, the owner must either cut the sail or have it re-measured

Measurement of fore-triangle is as laid down in Rules.

Where the sail area is below the maximum allowed, the length of the spinnaker boom may be increased; a method of calculating this is as follows: Let the area necessary in fore-triangle to bring the total sail area to 450 sq. ft. be Equal to D.

Let K equal length of spinnaker boom.

Let J be vertical height of fore-triangle.

Then ½ x K x J x .85 = D.

To take a concrete case

Area of mainsail. =312.5 sq. ft.

Area of fore-triangle =117.6 sq. ft.

TOTAL AREA =430.1 sq. ft. Area in fore-triangle to give 450 sq. ft. = 450 - 312.5 = 137.5 sq. ft.

= D. ; J = 20.5 ft.

Then


½ x K x 20.5 x .85 = 137.5

Length of spinnaker boom = 15 ft. 9 ins. The actual length of the base of the fore-triangle in this case was 13 ft. 6 ins. The maximum allowable length of the spinnaker boom is in all cases given to the owner and afterwards checked.

CENTREBOARD - The drop can be measured on the slip if facilities allow of it. If not, the profile of the keel and centreboard case must be lifted, also full particulars of the board including handles and positions of stops. Make a drawing of the centreboard including handles and stops to same scale on stiff paper and cut out. Superimpose this on profile drawing and move about to see if the drop can exceed 3 ft. 6 ins. in any position.

SCANTLINGS - These are clearly defined in the class measurement rules. If there is any doubt as to thickness of planking on shell or decks, small holes must be drilled and the thickness taken with a hook gauge. The holes being small are easily plugged up.

BALLAST - To be weighed, and approximate position of centre of gravity about some fixed point, such as fore and after end of centreboard case, obtained and stated on certificate. NOTE -. Where Y.R.A. Rules are referred to the 1927 Rules are to be used except in the case of sail area.


Appendix 5: Vessel Operating Guidelines

Skipper and Crew- all crew are given an induction sail with training before being accepted for their

role.

Minimum number of crew- 2 plus skipper

No of passengers not involved in crewing - 2 to 3

Maximum total number of people while sailing – 7

Lifejackets to be worn at all times

Passengers given safety briefing by crew before setting sail

Bilge pumping- electric and hand operated pumping is available, if required crew to give instructions

on operation.

Care with centreboard- to be operated only by inducted crew

Care at hoisting main- keep passengers clear of boom and yard

Revisions to VMP

Date By Section and notes

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