ASA Schooners

The Registry of Schooners

A continued work in process, the Registry of Schooners is an online publication of the ASA containing listings of the schooners of North America. 

If you see errors in the data contained herein or wish to make an addition, please email

 Click here for the registry web site,

Members' Schooner Pages

Members are encouraged to share information on their vessels and restoration projects.

For a general guideline on how to structure your contributions, see the 'Blackbird', 'Comet II' or 'Heron' pages that are already online. They include a general information page on the vessel itself, then detail pages on more specific sub-topics. Directions for how to create and re-arrange pages are included on the submission page (follow link below).

Note: You must be an paid-up ASA member to contribute to this section. If you are an ASA member who has just registered with this website we may not yet have updated your account. Please send a message to and we will take care of it as soon as possible. Please be aware that we are a volunteer-staffed organization, however, and it may take some time. Thanks for your patience.

To contribute, click here.


Rig: Gaff topsail schooner
Homeport/waters: Gloucester, Massachusetts
LOA:122' LOD:122' LWL:109'
Draft:13'6" Sail Area:6500 sq.ft
Beam:24'6" Tons:130 GRT
Rig height:110' Hull:wood

Designer: Tom McManus
Built: 1926; Essex, Massachusetts,
John F. James & Son Yard
Contact: Joanne Souza, Director
Gloucester, Adventure, Inc.
PO Box 1306, Gloucester, MA 01931
Tel:978-281-8079; Fax:978-281-2393

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History & Mission

The dory-fishing Schooner Adventure is the last of Gloucester's famous fleet of Grand Bank fishing schooners. The vessel has significant historical importance, both regionally and nationally, and is irreplaceable. As one of the last, authentic sail-powered fishing schooners for which Gloucester was known throughout the world, the completion of her restoration is vital to preserving Massachusetts' cultural heritage and Gloucester’s sense of place. Listed on the National Register of Historic places and designated a National Historic Landmark, Adventure was built in 1926 at the John F. James Shipyard in Essex, Massachusetts.

Adventure was designed by Thomas McManus as a "knockabout"--without a bowsprit for the safety of the crew. Constructed at the very end of the Age of Sail, Adventure was an exceptionally fast and able vessel, the ultimate evolution of the fishing schooner. Carrying a sailing rig, diesel engine and 14 dories, she spent the next 27 years, under Captains Jeff Thomas and Leo Hynes, fishing the once bountiful outer banks of the North Atlantic from her homeports of Gloucester and Boston. Adventure was a "highliner," the biggest moneymaker of all time, landing nearly $4 million worth of cod and halibut during her 27 year fishing career. When she retired in 1953, Adventure was the only American dory-fishing schooner left in the Atlantic.

In 1955, the vessel was converted into a windjammer. Sailing out of Camden, under the steady hands of Captain Jim Sharp, Adventure carried passengers on cruises off the coast of Maine until 1987. In 1988, the vessel was donated to the people of Gloucester to serve as a community resource. The Gloucester Adventure, Inc., a 501(C)(3) non-profit historic preservation and maritime educational organization, was created to serve as stewards of Gloucester's historic tall ship. The Gloucester Adventure’s mission is to preserve the vessel for posterity and use it as a community resource for innovative educational programming focusing on maritime, cultural and environmental issues. The vessel will be operated at sea, primarily along the New England coast, as a living monument to Massachusetts' fishing heritage. As such, the vessel is important not only to Gloucester, but also to the Commonwealth of Massachusetts and all America.

While most of the majestic sailing ships that once were common sights in America’s ports have been lost, the Adventure offers a rare opportunity to save a priceless piece of Cape Ann’s unique maritime heritage. Adventure is an icon of our nation’s fishing industry and Gloucester’s 381-year heritage as America’s oldest fishing port. Adventure is also a living memorial to the more than 5,000 Gloucester fishermen who perished at sea. In recognition of Adventure’s historic and cultural importance, the schooner was selected as an Official Project of Save America’s Treasures, a program sponsored by the National Trust for Historic Preservation.

Once fully restored, Adventure will sail as Gloucester’s flagship and as an innovative platform for interpretive programs based on our rich, maritime heritage and on environmental issues. The preservation of this vessel will allow future generations to better understand the cultural history of Gloucester and better appreciate the lives of the Grand Banks fishermen and the hardships they endured aboard a fishing schooner. School children and the general public will have the opportunity to connect with their own past by experiencing what it was to live and work on a wooden fishing schooner. Adventure opens a window in time and allows people to journey back a hundred years ago and directly experience a way of life that is otherwise lost to history. Also, for people who step on board Adventure, this majestic tall ship is a tangible reminder of how capable were the wooden boat builders of Essex and of how hard our ancestors worked and how much they sacrificed to build America. There is no better way to tell Gloucester’s story than on board Gloucester’s last, authentic fishing schooner.

Adventure Crew

Restoration Update

Schooner Adventure......Restoration Progress
January/February 2006 Update

During the past three months, Adventure's restoration progress has moved steadily forward. Despite the relentless winter winds that tore away at the protective covers on deck and around the stern/transom, work continued on a daily basis.

Adventure's new transom is now complete. This is an incredible piece of work to put behind us in more ways than one. The restoration efforts on this section of the project were, by no measure easy. All frames, support timbers and stern planking were replaced. Her port and starboard sides were rejoined together with the exception of the top rails. and the new transom now awaits her rails and is ready for new deck planking.

New bitt posts were rigidly installed on her port and starboard deck locations near the steering gear and rudder box.
More main beams, headers and carlings have been formed and are awaiting installation.

The port side of Adventure is almost 100% planked with the exception of the scupper strake and covering board. The rails have been removed from the stern port side and have been raised in preparation to match the pieces to the new transom.

The next phase of the stern restoration will focus on caulking the seams, installing major deck beams, and readying Adventure for relaunching in late spring. Our team will also focus on building new deck hatches, installing beams and headers, and, with the generous funding from the National Trust for Historic Preservation and the Lowe's Foundation, restoring the captain's cabin to its original condition.

The shipwrights of Adventure should be proud of their craftsmanship and all of their hard work...they have been making excellent progress and are producing quality work on schedule. Volunteers have also been hard at work during the cold winter months, many of them completing daily and weekly tasks directly associated with the restoration process. We are very fortunate to have a great crew that works well together under tough conditions.

Adventure's hull restoration is nearly complete and she will soon take her place in Gloucester harbor....shipshape and soon fit for sailing.

The invitation is still open for all to come on down to Rose’s Marine on Saturday mornings (or by appointment) to see the restoration project firsthand. Call our office at 978-281-8079 for more information.

Peter N. Souza
Vice President and Chair, Adventure Vessel Committee




Flag: US
Homeport:to be determined
Rig: Marconi/gaff Schooner
LOA: 45 ft
LOD: 39ft 7"
LWL: 28 ft 7"
Beam: 10 ft
Draft: 5 ft 5"
Sail Area: 759.9 Square Feet
Built / Launched: SC Mason Boatyard - Big Tancook Island, Nova Scotia - 1929
Major Rebuilds in 1949, 1995 and 2006/2007
Designer / Builder: Stanley Mason

The AIRLIE is a Tancook schooner designed and built in 1929 as a center board schooner by Stanley Mason at S.C. Mason boatyard, Big Tancook Island, Nova Scotia. AIRLIE, originally named Green Bow 2, was built for sword fishing. Wayne M. O’Leary, in his book, The Tancook Schooner: An Island and Its Boats describes Green Bow 2 as, “the last true Tancook schooner built.”

In 1949, Howard Mason ( Stanley's son )rebuilt her as a keel schooner yacht, slightly lengthening her bow and stern. Again, in 1995 and 2007 the hull was totally rebuilt, along with a new oak keel, a new deck, new wiring and keel bolts. This work was undertaken at the Gifford Island boatyard of Clarence R. Heisler and Son, Indian Point, Mahone Bay.
Airlie is presently owned by James A. M. Johnston who is currently residingin Mystic until early spring. At which time, he will head out to places known and unknown.
Will be back for the 2008 Wooden Boat Show, however.

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Home Port:
Designer: John Alden

Design # 309j


Launched: 1929
Previous names:






Amistad - Connecticut's Flagship & Tall Ship Ambassador

Freedom Schooner Amistad was built at Connecticut's Mystic Seaport in 1999 and launched on March 25, 2000.
The re-created Amistad was built using traditional skills and traditional construction techniques common to wooden schooners built in the 19th century. Some of the tools used in the project were the same as those that might have been used by a 19th century shipwright. Tri-Coastal Marine, designers of Freedom Schooner Amistad, used modern computer technology to provide plans for the vessel, bronze bolts are used as fastenings throughout the ship, the modern Amistad has an external ballast keel made of lead and two Caterpillar diesel engines. None of this technology was available to the early 19th century builders.
Rigging: Topsail Schooner
Operator: AMISTAD America, Inc. (AAI) Home Port: New Haven, CT
Flag: U.S.
Call Letters: WCZ 9672
Length over All: 129’ (39.4m)
Length over Rail: 85’ (26m)
Length on Deck: 81’ (24.7m)
Length at Waterline: 78’ (23.8m)
Beam: 23’ (7.01m)
Height of Masts: 100’ (30.5m)
Draft: 10.6’ (3.3m)
Gross Registered Tonnage: 96 tons
Sail Area: 5200 square feet (843 square meters)
Number of Sails (max.): 8
Top Speed Under Sail: 12-14 knots
Engine: CAT 3304x2
Engine Power: 135HP
Top Speed Under Power: 10 knots
Fuel Tanks: 600 gallons
Water Tanks: 400 gallons
Range: 700 N.M. under power
Number of Bunks: 13

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Anitra's Dance



Anitra's Dance

St. Michaels, MD



We have been the proud owners of Argos, a Benford design group tops'l schooner built in Vancouver in 1984 for just over two years. We live on board along with our two youngest children (15 and 13) and are very slowly circumnavigating Australia while bringing Argos back up to her best self. She is a fantastic yacht to sail, keeping us safe even when we cruised the notorious Southern Ocean and Bass Straight.

60 feet long from bowsprit to the davit
20 tone displacement
14feet beam
6 foot draft
50 hp diesel volvo penta
Ferro cement hull and deck

Bald Eagle

 Name: Bald Eagle

Rig: Gaff

LOD: 37

LOA: 45

LWL: 33

Beam: 12

Draft: 5

Sail Area:

Designer: Sam Crocker

Launched: 1955

Builder: Bud McIntosh

Plank/Hull: Mahogany

Frames: White Oak

Fastenings: Bronze

Power: Westerbeke 21

Home Port: Gloucester MA

Owner(s): Paul Cole, Judith Nast

Former Names:

Former Owner(s):

Additional information: Extensive rebuild in 2002 by Harold Burnham



Peter and Sandy Thompson
Freeport, Maine

Blackbird Reaching During Mariah's Cup 1995

Stern View Mariah's Cup 1995

Vessel Name: BLACKBIRD (Original Name)
Home port: Freeport, Maine
Designer: John G. Alden
Design No. 309 Q
Vessel Type : Auxiliary Centerboard Schooner
Rig: Jib headed main, gaff foresail, club jib

John G. Alden, Naval Arcitects, Boston , Mass.
Aage Nielson: Hull and Lines
Clifford Swain: Accommodation Plan
Carl Alberg: Sail Plan

LOD 43' 0" LWL 33' 3" Beam 12' 6" Draft 4 2" [Board up]
Displacement: 17 Tons (wet and laden)14 Tons Design
Propulsion: D’sl (4 107 Westerbeke)
Sail Area: 1,028 Ft2 [Lowers]

Builder: Goudy and Stevens, East Boothbay, Maine
Built: in 1930, and delivered: “on or before July 4” according to terms of Armes contract with Alden.

Construction: Carvel planking with 5/4' Long Leaf Yellow Pine on 1 7/8 by 2 inch steam bent oak frames, oak timbers, painted white pine decks, mahogany covering boards, bulwarks, cap rail, cabin trunk, trim and oval cockpit,

Spars: Sitka and western pine. Standing rigging and fasteners: original galvanized iron fastners restored silicon bronze. Rigging still galvanized wire rope.

Accommodation Plan
Galley forward. Owner’s enclosed stateroom port, main cabin sliding and hanging berths port, settee and quarter berth to starboard, with mahogany chest of drawers and hanging closet to port. Head amidships starboard. Pipe berth in foc’sl. Five hatches for ventilation and two for engine room access. Running backstays for holding onto when needed.

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Old Friends: Former long time owner Charles Hamblett driving Blackbird with current owner Peter Thompson The foredeck crew in 1993 Halyard Seaworthy Pecan on foredeck watch at the Eggemoggin Reach Regatta 1996 Halyard looking for some foul weather gear Tiller Seagoing Schoonerdog, the new recruithttp://[inline:Tillerdog.jpg]<img:Tillerdog.jpg>  Pirate Crew returns for the first annual Carribean Party

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History of Ownership

An Alden 309 circa 1929 History From 1926 to 1930, seventeen auxiliary centerboard schooners were built to the specifications of Alden’s design number 309, of which Blackbird was the last. A 309 R was designed but never built. The popularity of the 309 design with cruising yachtsmen stemmed from their comfortable accommodations, handsome appearance and ease of handling under a variety of conditions. The 309 was developed from several previous Alden designs, including Golden Hind, (# 266) and Hearts Desire (# 253)and the popular 43-foot 270’s. Blackbird was built by the Goudy and Stevens yard in 1930, for the price of $10,000, commissioned and delivered in Marion MA for Myron Arms. Charles Arms son of Myron Arms still remembers the day of her arrival with an Alden provided captain and cabin boy who stayed on board for the summer. The time of the vessel’s building coincided with the Great Depression and the Prohibition in the United States. Consequently her liquor cabinet was fashioned as a hidden door in the head of the centerboard trunk. As the Great Depression worsened in 1930 and 1931, and the decline of economic activity continued, Blackbird’s ownership changed quickly; having been sold to Arthur Verseay of Haverhill, MA in 1931, and then to Hubert Toppin, the Commodore of the Essex Yacht Club in Connecticut in 1935. Blackbird was Toppin’s pride and joy, sailing her to first place in EYC’s 1937 regatta. In September of 1938, still under his care and ownership, she rode the 140 mph fury of the Great Hurricane of New England secured to the yacht club pier. Yachting Magazine, December 1938 September 21, "Blackbird" Commodore Huber Toppin's 43-foot schooner pounding against the pier of the Essex Y.C. The cutter "Typhoon" has sunk outside her. This photograph was taken at 3:45. H.M. Baker As the tale goes, only one vessel remained floating at Essex when the hurricane had passed. That vessel was supposedly an Alden on charter, who's skipper remained on board all night shifting anchors. A photograph of the devastation, taken purportedly by the skipper of that vessel the next morning and handed down by H. Littlejohn, shows only Blackbird’s masts above the flood waters, flying a tattered burgee, over the tangled wreckage of two other yachts which were thrown clear onto the club lawn. Essex Yacht Club Essex CT, September 22, 1938 Aftermath of the 1938 Hurricane Blackbird sunk at EYC Pier Commodore Toppin had his schooner re-floated and repaired. Suprisingly, the damage was limited and only required replacement of a small section of the shear strake, and adjoining covering board, bulwark and cap rail. Her lines retain a slight lift in her shear along the port side at the location of the main chain plates where she was battered against a piling at Essex. Several of what appear to be Blackbird’s original sails, bearing Toppin’s name are still aboard and are still used, weather permitting. Toppin went on to sail his schooner another twelve years in Long Island Sound until 1950, when the boat was sold to Charles Phinney of Manchester by the Sea, Massachusetts. Since then she has changed owners six times, being purchased by Joshua Spaulding in 1960, Stephen Parsons in 1963, Charles Hamblett of Kittery, Maine in 1965 where she was a well known landmark at Kittery Point. Larry Wheeler purchased her in 1983, and removed the centerboard. Wheeler sold the boat to Collin Eggleton in 1989 and she was finally purchased by her present owners, Sandy and Peter Thompson in 1993. The centerboard was recovered from a barn in Cumberland, Maine in 1997 and will be relagated to a life as a garden ornament. Blackbird is known, and not surprisingly so, to a number of people up and down the New England Coast, and always enjoyed her annual romp to visit her former owner’s Charles and Eve Hamblett of Deer Isle, Maine. The Hamblett's have became close friends, though Charles regrettably passed away a few years back. In 1995, Blackbird had the distinct pleasure of having Frank Eaton, Jr. aboard at the Bucks Harbor Yacht Club; whose father once owned the sister ship 309 L, Nordlys, in the 1940’s. 309 L is now in Ohio. Over the past 18 years, Blackbird has introduced us many of her friends and acquaintances which has been one of the great pleasures received in exchange for care given in the restoration of this wonderful old cruising schooner. In her 81st year Blackbird is a humble testimony to quality of the design, workmanship and materials of her period. With good sensible care by many owners, she still retains all of her original planking except her garboards, her original rig and interior, and is undergoing replacement of her horntimber, sternpost, keel, refastening and refurbishment of her iron ballast, centerboard trunk and centerboard, frames and floor timbers, deck, cockpit coaming and coach roof canvas. In every sense of the word she has been fortunate enough to remain, faithfully in originality and appearance, one of the ruggedly built, 43 foot Alden cruising schooners. To our knowledge, 5 other 309s are in sailing condition, though most appear to have been moderately to sigificantly altered with respect to rig, hull and interior layout. When Blackbird returns soon to the water she will have her original interior, the cabin sole and ceilings will be replaced with identical materials as original (except with the use of Angellique in her keel structure and trunk), original spars, cabinhouse, rails and bulwark, and original planking with exception of the garboards, and original iron ballast. Frames, fasteners, floors, keelbolts, keel timber, centerboard trunk, centerboard, deadwood, rudder and deck will be new.

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Restoration Progress

 Restoration Progress – Updated June 2013Blackbird’s original construction was 1 1/4” carvel long leaf yellow pine planking on 1 7/8” x 2” steam bent frames, fastened with galvanized swedish nails. Clamps and carlins are also long leaf while the remaining timbers are (or in some cases were) oak including the floor timbers, false keel, sternpost, deadwood, horn timber, forefoot, stem, centerboard, rudder and centerboard trunk. The ceilings were ½ inch pine, and the floors vertical grain fir. Decks are sprung, painted white pine. Covering board, bulwark, cap rail, cabin trunk, cockpit and trim are mahogany. The decks are painted white pine, fastened with galvanized screws. Based on what we have observed, sections of the port and starboard covering boards, and shear plank were replaced around the main chain plates when the vessel was refloated after the 1938 Hurricane. After removal of the deck it was also clear the bridgedeck had been rebuilt. A piece of original shear plank removed in that repair was found on a butt block behind the ceiling when it was removed in 2001. The original paint on that piece of plank is still like new, being gloss black with a yellow-gold cove stripe. In addition a small children’s toy, a choo-choo train, (pictured below) was found on a butt farther forward. From the red lead paint and blue enamel paint on the train, we suspect is was made by a someone at the Goudy Steven’s yard at the time the boat was built and lost by some child playing with it along the top of the ceiling. Sometimes you find neat things when you open up an old boat. Circa 1930 (?) Choo choo Other repairs over the years included replacement of the stem (late 1960s) and center fastening of a majority of planks by the Hambletts. In the early 1970’s Charles Hamblett replaced her centerboard and re-supported the trunk by cutting out the bottom corners of the floor timbers, sliding in rebar, and casting concrete around the base of the trunk and keel timber. While some may frown on such a repair, it did the trick for many years and provided a lot of longitudinal strength to the vessel. In the early 1980’s Larry Wheeler removed the board and plugged the trunk. In the late 1980’s Collin Eggleton removed the iron ballast keel, re-bolted the trunk area floor timbers through the keel timber, and reinstalled the ballast keel with galvanized steel keel bolts. Blackbird, to that point, had not spent a winter out of the water since at least the early 1960’s. Our effort started with maintenance and prioritized repair work that could be accomplished in small areas when the boat was in the water or hauled in the spring. These efforts included replacing the forward port mast partner, forward section of deck over the partner, installing a new pin rail around the foremast, reefing, caulking, and refastening portions of the fore deck, installing new house moldings, installing new foremast chain plates, refastening the garboard and adjacent planks, replacing the accessible frame ends in the engine room, installing new floor timbers and engine beds in the engine room, removing the galley and head structures and installing new frames in those moisture prone areas. In addition, some refastening was conducted in critical areas, and the boat was kept up with a thorough program of painting and varnishing. Our philosophy with the boat had been to resist taking so much apart at once that the time required to put it back together becomes overwhelming to the detriment of the vessel. We continued with this approach until we brought the vessel home. Far too many boats have been lost because the best intentioned owners run out of steam long before the job is done. To rebuild a vessel this size by yourself is not a sprint but a marathon. At the end of the 2000 sailing season, after sailing her since 1993, we decided to explore what would be required to re-install the centerboard since, in addition to a loss of windward performance, the lack of a board was putting a lot of extra stress on the rudder shaft and strain on aging stern post when sailing in rough conditions. We started at the boat yard with removal of a couple thousand pounds concrete, with a jack hammer, from around the keel and trunk to survey the trunk and keel timber. Given that the job would require replacement of a number of frames due to deteriorating frame heels, we decided to move her home and built a geosynthetically reinforced boat pad at the house. Blackbird was transported there in late August 2001. A metal pole shed was set up to protect the boat from sun and rain. Had we considered snow loads and the ultimate duration of the project we would have better served building a barn. Blackbird Comes Home, Freeport Maine The next step in the work was to carefully remove the original interior joinery to permit it to be refurbished and re-installed, and then cut away the ceiling planking and cabin sole which will be replaced. Starboard Quarter Before and After This was followed by removal of fastener bungs, cutting out every other the oak frame from the inside and carefully driving the iron fasteners out through the planking. Minor repairs were made to refurbish the few fastener holes that did show minor iron sickness. The long leaf yellow pine planks appear to be highly resistant to electrolysis due to the high pitch content of the wood. Only two small sections of plank were replaced, not including the garboard. Cutting and Splitting Out the Frames Prior to Driving Out the Iron Fasteners Only a few frames showed extensional (tension) breaks, and were mostly damaged in their cores from iron sickening. The steam bent frames were replaced from the bridge deck to the stem with laminated white oak frames glued with resorcinol. They were installed in-place without removing the bilge or shear clamps or the decks, covering board, bulwark or any planks. The frames were mechanically fastened to produce paper thin glue joints. The frames were then painted with red lead paint, and warmed with heat lamps to ensure attaining the 70 degree temperature required to properly cure the glue. Although this approach requires more time, it meant that more of the original boat can be retained for longer, at least for the time being. While the significance of retaining as much original boat can be debated, it was our choice none the less. This method is labor intensive and would not be economical if you were paying a yard to do it. Heat to Cure Frame, Aluminum Foil to Protect the Planks Once the boat was reframed and fastened with silicon bronze screws, or largely so, a cradle was built under it to allow the wood blocking and iron ballast to be removed. When the cradle was in place, and prior to pulling the blocking, the keel bolts were driven out using a 50 lb lead sledge hammer. The lead sledge is easily made using an old shaft and tomato juice can as a mold into which molten lead is poured. Small Bolt Being Used to Drive Keelbolt Down Through Deadwood. The five ton iron ballast was then separated from the keel timber and lowered onto rollers and slid sideways, out of the way. The final removal was actually an easy two hour job job for two guys, with two come-alongs, and two 6-packs. Twenty Three Foot Long Iron Ballast Being Lowered onto Rollers, Prior to Being Pulled to Left, Out from Under Vessel. Next the garboard planks were removed, the floor timber –keel timber drifts cut and the keel timber lowered and slid out the back of the boat (after removal of the old centerboard trunk). An angelique keel timber blank was purchased from Brad Ives ( – see the ASA link page) and chain sawed to rough dimensions prior to having it planed. As most of the damage to the old keel timber was associated with the frame pockets, the new frames will not be pocketed into the new keel timber. Timber Ready For Transport Through the Big Dig Cutting the Rough Blank New and Old Keel Timber With Centerboard Slot The new keel timber was then fitted to the boat. Fitting the Keel Timber to the Deadwood View of New Keel Timber From Interior prior to the trunk being built and the floor timbers being removed. The full width floor timbers under the mast step and aft under the companionway were installed prior to removal of the original keel timber to help locate the new keel timber relative to the waterline. The rabbet to accept the new garboard plank was cut, and the stern post and horntimber replaced in Angellique. All have been bolted in place. Lastly the frame ends were trimmed flush againt the keel timber, and fastened in to the hold the proper bottom shape for the new floor timbers. Stern Post, Horn Timber and Keel Timber Next the new centerboard trunk was installed, also construcetd from Angellique. The trunk was fashioned in the identical manner as the original with splined sideboards. The original was drifted, but we felt it prudent to bolt it through the entire trunk sides on one foot centers. The bolts pass through just grazing the outside edge of the splines. All components of the trunk (splines, joints, and bolts) were bedded in white lead. Following this, all remaining original floor timbers were removed and new white oak floor timbers cut and installed. Each is bolted (back at an angle) through the keel timber to pull the joint in tight,and are then fastened through the long leaf planks with number 18 screws. Due to the braod nature of the floors, the fasteners are across the grain. Inside view from the companionway showing new floor timbers, centerboard trunk, new frames and new main mast step, bolted and drifted to new keel timber. Next we hired an apprentice by the name of Drew Shelton and we set him loose on the iron ballast which had to be chinked, ground down with angle grinders to bare metal on the outside, then burnished with a wire brush, primed with acid etching zinc chromate and painted with five coats of Interlux Interprotect 2000. If that system is successfull in keeping the iron ballast dryer, it will help protect against both corrosion and electrolysis. Ballast Keel cleaned up and coated with Interprotect. The next step was to grind down the inside of the centerboard trunk slot in the iron ballast. This required a new tool, shown here, a home made angle grinder with a smaller 14-inch blade and a 20-inch blade to get at the middle of the iron trunk slot. If it doesn't makes you kind of nervous when you pull the trigger on this tool then something's wrong. Angle Grinder. For cleaning up the centerboard slot in the iron ballast. One of the original wrought iron keel bolts had snapped off yeasrs ago and that bolt was bored out. The other bolt holes in the iron were trued using brake cylinder hone, and coated with Interprotec. The original ballast when cast was not flat and had a 0.25-inch crown under the middle of the centerboard trunk and fell away an additional inch in the stern under the deadwood. The crown was ground down with an angle grinder and a lead wedge was cast to make up the difference in the stern. This was important to keep any bending strain off the keel timber under the centerboard trunk when it was bolted to the ballast. The lead wedge was easily shaped with an electric plane after it was poured. The grinding and fitting that ensued required the iron ballast to be moved out and back under the boat approximately twenty times before an acceptable fit was achieved. The fit was deemed acceptable when the surface contact area was approximately 50% and the maximum gap varied from less than an eighth to a sixteenth of an inch. The 1.25 inch diameter keel bolts were fabricated from Aquamet 22, a crevice corrosion resistant stainless alloy. The bolts were installed with bronze nuts to prevent galling (at the advice of Niels Helleburg). Stainless, ipe and angelique backing blocks were used (depending on location) to spread load and prevent damage to the keel timber should the bolts ever work. Galvanized wrought iron and rolled iron bolts were considered but rejected due to longevity concerns. Monel was rejected due to cost. The Aquamet 22 should give us a 30 year life and can be easily removed for inspection. The objective of the installation was to seal the iron from water intrusion and minimize water contact with the bolts. Kell bolts with teflon tread tape to protect the threads from the bedding compound during installation. Angled wooden backing blocks were cut and glues in place in way of the trunk since these bolts angle outward. To bed the ballast to the keel timber and prevent leakage around the keel bolts the bolt holes were predrilled and the holes up into the keel timber were chamfered with a 45 degree router bit. A matching chamfer was ground around the bolt holes in the ballast. Thus the bedding around the keel bolt has a triangular wedge shape in section similar in concept to a large o-ring. This increased surface area will prevent water intrusion around the bolt. The bottom of the keel timber and the top of the iron ballast, and the keel bolts were dressed with three coats of high temperature mold release wax. 3M 5200 was used as the bedding compound due to its superior stability and resistance to degradation. By waxing the mating surfaces, the 5200 will not adhere but will form a custom made gasket. Should the iron ballast ever need to be separated from the boat again, it will come apart. Other elastomers and tar were considered but rejected due to longevity concerns. This use of 5200 to form a gasket also works well with deck fittings. The gasket once made can be removed and trimmed and the used over and over again if the fitting is removed to make painting or varnishing easier. At installation time, 20 tubes of 5200 were applied (based on a calculated surface area and gap)and spread uniformly over the ballast. As mentioned previously, the keel bolt threads were wrapped with teflon plumbers tape. The ballast was then rolled back under the boat and positioned to get the forward bolt lined up. With that bolt in place and the ballast jacked to within millimeters of the final elevation, the stern of the ballast was swung port and starboard until all 13 bolt holes fell into alignment. The aft most bolt was then driven in and the ballast jacked into contact with the keel. Working quickly all bolts were sequentially driven in, the Teflon tape removed and backing blocks and nuts applied. The square heads and bottom of the bolts were give a liberal coat of boatyard bedding compound. The bolts were then torqued to original Alden specifications. The bolts were tightened several times as the 5200 spread and oozed out. Final tightening occurred twelve hours later when the 5200 was partially cured to help compress the chamfered gasket around the bolts. The excess 5200 was trimmed from the ballast-keel joint and inside the trunk after 24 hours before it was fully cured. The entire process of bedding the ballast and bolting it up took about four hours. With a good estimate on initial volume of 5200 we had a even amount of squeezout, that was complete but not excessive. The final seam between the iron ballast and angellique keel timber is straight and uniform. The next task was to immediately get to work removing the original painted white pine deck. The deck was removed in about a two weeks with much note taking and photo documentation. This exposed the presence of more 38 hurricane repairs that had been previously unknown. These included repairs to the bridge deck, and transom beam. The pine deck had no rot but many of the deck beams had suffered from the iron nails. The oval cockpit was removed and a new one will be made over the winter. Subsequent to this the fore deck and cockpit were reframed, the front of the cabin trunk was pulled and the corner posts replaced. Rather than replace the front, we repaired it consistent with the intent of preserving as much original fabic as is both possible and reasonable. Much of the deck reframing was completed by Joe Lowell of Even Keel Marine. Joe is a real artist in his joinery work. Tiller helped with disposing the old deck and milling the new deck. We hope to be laying the new deck soon. The old deck provided many delightful fires. The new white pine is vertical grain from Viking Lumber in Belfast who cut the blank stock couple of years ago. A 15 degree chamfer bit in the router table was a perfet match to the original calking bead (1/8 wide by 1/2 inch deep) about one third of the cost of the deck wood was left on the floor. Painted white pine was the original deck and a great option. $800 was the cost of the wood. Doug fir would also make an excellent choice. Date of update:January 27, 2012 Onward on the deck. Progress by pictures follows from December 2011 through January. Since we were tying into the old deck around the cabinhouse we started from the foredeck kingplank and cabin house planking outward, a bit unconventional, but seemed easier to make up any differences by spiling along the cover board. Crew comprised of Saltywind Roger, SchoonerFred, Evenkeel Joe and Johntar arrived for a week in early december to begin laying the new sprung pine deck. Some of us required more supervision than the rest, but it was a fun week and alot was accomplished. When the foredeck got out to the cabin trunk, we ran aft to the transom to line up the plank runs fore and aft, port then starboard. This allowed work to progress in both the cockpit and foredeck at the same time Eventually by mid January most of the deck had been laid and then we had to begin fussing around with slower tasks such as scarfing in new pieces of covering board around the chainplates. Here is John Tarbox who has done much of the deck on the foredeck, and some details of the kingplank and the almost complete foredeck from the starboard side.

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The Schooner Bowdoin serves the students of Maine Maritime Academy and the educational community of new England with a broad range of programs in seamanship and ocean studies.

Bowdoin was originally built for Arctic waters in 1921 and is one of the strongest wooden vessels ever constructed. Commissioned by explorer Donald B. Macmillan to facilitate his work in the high northern latitudes, Bowdoin has made 28 trips above the Arctic Circle.

Design: William Hand
Launched: 1921,Hodgdon Brothers shipyard,East Boothbay, Maine
Rig: Grand Banks Knockabout schooner
LOA: 88 feet
Beam: 21 feet
Disp.: 66 tons
Sail Area: 3000 square feet
Hull: White Oak
Sails: Oceanus
Crew: 16

For more information:

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2005 Season's End Report

December, 2005

The venerable vessel logged 3,600 miles this year. Our travels took us from remote and picturesque Bay D'Espair, Newfoundland, to the Piscataqua River, with high school students, Academy mariners and community members aboard for a variety of trips-- all designed to teach seamanship and promote the Academy story.

Schooner Bowdoin Day April 15, 2005, on the waterfront brought a wonderful turnout from students, staff and the community. Captain Loustaunau presided at the grill, with burgers and all the fixings. Staff children took a turn at the buffing wheel, producing brilliant shines on everything brass, and a good time was had by all.

Auxiliary Sail Cruise Program This ambitious pilot program brought 10 students together for a trip to Newfoundland. Over the winter semester, the group worked on various projects, including customs requirements, medical equipment and preparation, and port permissions. During May, under the direction of Captain John Worth, the students devoted about eight days a week to outfitting the schooner for the trip ahead. They lived in dorms, and had meals at Compass House, with Margaret Hardy serving as cook.

Spring Haul-out We took Bowdoin to Rockland for an early yard appointment and returned on May 4.

New Sails In mid-May, the students bent on Bowdoin's new suit of sails. A shakedown cruise proved that the new sails fit perfectly.

Newfoundland On June 1, Bowdoin headed north, under the direction of Capt. Andy Chase. See the report on this trip, produced separately. A highlight, however, must be mentioned here. Off the Island of St. Pierre in heavy seas, Bowdoin hove to for the arrival of the TS State of Maine. Capt. Larry Wade posted photographs of that memorable meeting on the Academy's website. Those photographs have traveled far and wide.

Portsmouth, New Hampshire Alongside in Castine on the Fourth of July, Bowdoin saw a quiet evening. Early the next morning, crew boarded for departure to Portsmouth, New Hampshire. Aboard were a group of high school students from Mt. View High School in Thorndike, Maine. With their teacher, they'd studied celestial navigation in preparation for the trip. Also joining us, on each leg of this trip, were Academy friends and supporters who'd won the chance to ship with us in a raffle. Organized by Dave Fenderson, MMA grad, the raffle generated funds for the Portland Harbor Museum and the Casco Bay alumni chapter. At Portsmouth, the Seacoast Chapter of the Academy's alumni association prepared a warm welcome for vessel and crew. Bowdoin hosted open houses and a day sail. On our trip from Portsmouth to Portland, although the weather plagued us, all had a great time.

Portland Harbor. Bowdoin was fortunate to have a berth and a welcome from Portland Yacht Services. Casco Bay alumni chapter members met us here, and we undertook day sails to raise funds for the chapter and for the Portland Harbor museum. After four days, in sunny, breezy Portland, we started back to Castine. For this leg, another couple, raffle winners, joined us.

Community Sails Bowdoin continued her tradition of offering a variety of sails for groups and community members. For example, on July 23, we hosted area Cub Scouts and Sea Scouts for a half-day sail.

Windward Passage We set sail on Monday, July 25, with a collection of teenagers organized by Pam Scott of Castine. The program allows an introduction to Maine Maritime Academy and traditional sailing, and is growing in popularity. The group spent four nights aboard, standing anchor watch, taking turns at the helm, in the galley and at the nav table. On Friday, July 29, we hosted the Academy Class of 1950 reunion for an afternoon sail. The next day we welcomed the Marlboro, Maine, Yacht Club, and on August 1, we filled our roster with a community sail. We hosted a group from John Bapst Memorial High School on August 3, before departing for East Boothbay the next day.

East Boothbay Boatbuilders Festival We made good time, transiting from Castine to East Boothbay on Thursday, August 4. We welcomed members of the Ned Andrews Chapter of MMA alumni aboard for several events over the next three days. President Tyler hosted a sail and cocktail party, which all felt was successful. Bowdoin was fortunate to have a berth alongside at Hodgdon Brothers Boatyard, where our guests and crew were made most welcome. Our open house, as part of the Boatbuilders Festival, was a popular spot, and our crew was kept busy with visitors, young and old. After our return to Castine on August 8, all hands turned to for preparations for the annual Small Vessel Ops cruise to Nova Scotia.

SVO to Halifax Professor Don Ely and Capt. Worth staff this annual trip. Bowdoin's crew was bolstered by the addition of Capt. Rick Miller of Camden, who sailed as chief mate for this trip. Terri Dennison served us well as cook. The weather cooperated and we made it to Halifax for the first time in several years. Some of our students took the opportunity to ride along on the Halifax pilot boat. We accomplished all of Prof. Ely's requirements for the students' successful course completion. We returned from Nova Scotia on August 25, and welcomed alumni, in town for class reunions, the next day for a sail. On August 27, the area Big Brothers-Big Sisters organization came aboard for a development event and sail.

Schooner Crew With the start of the academic year, Schooner Crew started up again. This group has become a backbone of Bowdoin life at the Academy. A solid and reliable group of students walk down the hill two or more afternoons a week, for maintenance, repairs and improvements, and afternoon sails. Rick Miller deserves much credit this year, as he kept the group productive, kept the sessions educational, and kept the vessel sailing. We took Schooner Crew students to Camden over Labor Day weekend for the industry's annual Windjammer Weekend. Again Bowdoin was made welcome alongside at Wayfarer Marine, and we appreciate the prominent location. The weekend was a success. As always, as soon as our lines were made fast, Bowdoin crew hoisted our big blue Maine Maritime Academy banner, and spent time talking about MMA with interested passers-by and visitors.

In September and October we took out community members for eight afternoon sails. As well, we hosted the Navy League, local elementary school children, Academy dorm resident advisors, homecoming celebrants, and family members over family weekend. Schooner Crew staffed these sails, under the direction of Capts. Worth, Miller and Jergenson.

SVO Weekends Over September 23-25, and October 7-9, Sailmaster Eric Jergenson captained Bowdoin for required Small Vessel Ops cruises. This year he took along the Schooner Puritan and the sloop Morningstar, with additional Academy students crewing each. The three vessels sailed in company each day.

MacMillan Crew Reunion In late September, with the support of Susie Loustaunau from the development office, we were delighted to welcome five Bowdoin crew members from the MacMillan era to Castine. They'd earlier visited the Peary-MacMillan museum at Bowdoin College. They brought many stories aboard. Our students and crew felt privileged to participate in this historic reunion. Each of the five gentlemen described the experience of sailing with "Capt. Mac" in 1948, and each related the life changes precipitated by those cruises. Dr. Ed Morse and his wife Inga Morse joined us for this sail; they'd earlier made the trip from Castine to East Boothbay, and as always our students enjoyed the chance to talk with these two wonderful Bowdoin enthusiasts and supporters.

Auxiliary Sail Weekend Capt. Chase took the helm for this traditional weekend, over October 14-16, filled with several series of drills for safety and seamanship. Bowdoin's last couple of community sails featured brisk winds and chilly seas. Starting on October 28, we downrigged the schooner and she was fully covered by the second week in November. At this writing, Bowdoin's main mast sports a Christmas tree with colored lights.

The vessel's decks under her sheltering cover are fairly quiet these days. Schooner Crew work continues, however. The students have undertaken a variety of projects, sanding, painting and varnishing deck boxes and other equipment moved ashore for the winter, and making small repairs.

The schooner will be ready for spring, 2006. Academy staff have started planning for an auxiliary sail cruise to circumnavigate Prince Edward Island. We hope, as well, to continue to make Bowdoin a useful tool for Academy development and recruitment programs.

Respectfully submitted,

John W. Worth
Captain, Schooner Bowdoin


Owner: Mystic Seaport
Home Port: Mystic, Connecticut

Designer: Sparkman & Stephens
Builder: Henry B. Nevins, City Island, New York
Launched: 1932


LOD 61'6"; LOA 74'; LWL 49'
Beam 14'8"; Draft 9'
Rig: Gaff Schooner
Rig Height: 81'
Tons: 30 GRT
Power: 97 HP diesel

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Cashier, the oldest schooner in the USA

Drawing by Barnacle Bill Hamilton, Sailing Master/Education Coordinator

Thumbnail sketch of CASHIER
By Tony Mann

Schooner CASHIER was launched in 1849 at the Duffield Yard in Cedarville, NJ, on Cedar Creek. She was built with a high topmast which extended above the mainmast and allowed a working topsail in light winds, carried the classic clipper bow, and may have carried an extended jib boom. Her masts had a sharp rake or angle to them. She had a counter stern which was replaced with a round profile in the 1930’s due to severe rot in the original.

CASHIER worked dredging oysters under sail alone for 66 years (until 1915) when the first of four engines, a 16hp gas plant was installed. Her final engine, a 110hp 4-71 Detroit Diesel, was installed in 1954. During this time period she changed from two masts to one and finally to power only. Her remaining spar was a small stub mast forward to assist the working of dredging gear.


CASHIER oystering under power (photographer unknown)


CASHIER is the only known surviving example of the "old style" Delaware Bay oyster schooner. Her primary use during her continuous working life (1849-1999) was the harvesting of oysters. She also had an unknown number of secondary (off-season) uses. Two are documented so far: 1) carrying lumber to the Carolinas and 2) being chartered to take parties for week-long sails around the Bay. A sitting boat earns no money, so other uses can be inferred.

CASHIER is a vital link to the spirit and heritage of Delaware Baymen going back almost to colonial times. Her first owner and crew would have family memories of events such as the Greenwich Tea Party. In 1849 there were only thirty states and Harriet Tubman made her escape from slavery.

Tony Mann, Bos'n/Research Coordinator


Stone knives and bearskins: CASHIER restoration crew removes antique object of unknown purpose from hold to lighten ship. Photo by Greg DeCowsky.


Transcript of newspaper article from The Millville Republican for August 4th, 1870:

What the Excursionists Saw!

A company of our citizens, with some two or three from Cedarville, left the latter village for a cruise down the bay. The following extracts, from the Log, will tell what they saw.

Log of the Schooner “Cashier,” Capt. David Sheppard.

Left Cedarville with a slight head wind on the 25th of July, at 7 _ pm. Considerable trouble getting down the creek, ‘till within some 2 miles of the mouth, when a good breeze sprang up, which soon carried us to the mouth, when we anchored in consequence of a squall from the NW, which billowed itself out by 2 am of the 26th.

5 _ am of the 26th, sailed for the cove wind NW. Passed Fortescue at 6 _am. Passed Egg Island Light at 6:45 am. Caught our oysters, which were the finest we had seen at this time of the season, and commenced fishing at 7:45 am in the cove. Trout bit well and run very large. Mr. A.A. Evans, of your city, taking the lead with the first fish. All did well. One man sick.

At 10 am underway for the Breakwater. Passed 2 Southern Steamers at 12 _ pm. 12:45 passed Brandywine light.

1 pm calmed and drifted with the ebb tide to the Breakwater, catching a 150 pound shark by way of variety. Arrived at Breakwater at 5 _ pm.


Bridgeton Evening News photo by Graham L. Schofield (New Jersey State Archives, Department of State)


On the 27th visited Lewistown, Delaware, which, of all the places has fewer attractions than any place we ever visited. The Delaware railroad has been extended to Lewistown, where they have erected a railroad pier into the Bay, some 1600 feet long. It is at this point they wish to ship the peaches, and crossing the Bay, connect with the Bridgeton and Port Norris railroad, thus reaching New York much sooner than by the old route. We hope it will be effected, as the trade would count something for our enterprising railroad men of Cumberland County.

At 1 pm set sail for Cape May, which we reached at 3:10 pm. Visited the Island in the evening, and saw the 5th Maryland Regiment S.N.G., which was reviewed by Gens. Meade and Patterson. Returned at 11 1/2 pm All well.

On the 28th visited Cape May light house, which is 150 feet high from the sea level, and is reached by 218 circular steps. The light is what is termed revolving, to distinguish it from that at Cape Henelopen. It was placed there in 1854, and can be seen at ordinary times from 20 to 25 miles at sea. Also visited the English yacht Osprey, owned by J. E. Peters, Esq. She is a sloop 72 feet long, and 15 feet beam, and 9 foot hold, and commanded by Capt. Loverett. She had left England on the 2nd of April, has sailed along the coast of Spain and Portugal: thence along the coast of Africa, Madeira and Tenerif; thence to the Bermudas, then to Norfolk and the Capes of the Delaware. Her owner intends to visit New York and Boston, and then sail for England by way of New Foundland. Her saloon had a large library on either side, with quite a collection of curiosities gathered on the trip. She was nicely carpeted and had hot and cold water &c; in short, “a house.” with all the modern improvements. Their time was English, vis., 3:24 pm, ours 9:17 am at the time of our visit.

At 1 pm sailed for the cove: splendid breeze. Caught more fish and oysters and laid at East Point that night, it being quite stormy.

On the 29th sailed for Fortescue, after fishing, and arrived at 4 _ pm. Went ashore and had a good time at the house.

On the 30th sailed for home, and arrived at the wharf at 10 _ am, all in good health and spirits, and in good condition to go again. After dinner, a series of resolutions were passed; expressive of out thanks to Capt. Sheppard and crew, for their kindness and attention to the party, after which we adjourned, sine die, at 12 pm.


Photo by Greg DeCowsky


This web page is dedicated to our loyal and courageous shipmate, Capt. Agnes J. Meerwald (Ret.).

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ceceline...gaff rigged schooner ,designed 1931 by charles nicholson...built Gisborne,N.Z. 1955..Kauri wood, triple planked,copper fastened, hull 2inch thick..4 longitudenals 2inchx4inches per side....45ft loa x10ftx 6ft draft..pilothouse, solid fir masts and topmasts....perkins 4-108 diesel inboard...planked deck over plywood...particepated in auckland to suva races in the sixties,wrote up in book by phillip houghton,Land before the masthead, a circumnavigation of new zealand in the wake of captain cook... travelled to the polynesian islands and west coast usa in the seventies...trans pac races ,finally ending up in honolulu where we purchased her in derelict condition in 1991...Over the years we have brought her back into good condition and hope to make the trip to the northwest in 2011 from honolulu, health permitting..

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History of Ceceline

ceceline built by Redvers Ceaser Robert Otway..n.z...Worked as as a sheperd in the Gisborne region of n.z...worked in north Aukland for a while..He then did a cadetship on a sheep property at Invergarvil( his uncle teds place)..After moving back to the family property at Ramarama he worked for some time forthe education department building resevoirs,tanks and swimming pools.He then started his own building business in Hawkes bay, eventually marrying Greta ceceline Hansen and settling in gisborne...He became well known as a boatbuilder and founded the Gisborne yacht club, built the clubhouse and was the club president. He has sailed in yachts of all sizes throuughout his life and his son,s have sailed in P class yachts up to ocean going keelers...Ted and his two sons sailed in the ceceline in the 1961 trans tasman race which he built..Although ted and greta are now retired and live in tauranga, he lives in Tauranga, he still likes building boats and is currently building his third 40ft keeler for himself.she was sold to Kenneth Henry Fergusson.. Ceceline was sold to Nigel Cotching in 1965...He in turn sold it or rented it to dr phillip Houghton around 1967 as he used it in his book..Land beforethe Masthead, a circumnavigation of new Zealand in the wake of Captain Cook.Houghton briefly changed the name to Marihiku.this apparently taking a year as he published the book in 1968..In 1969 ceceline was sold to b@m.warrick,apparently entered in auckland to suva races, then in 1973 sailed to the society islands,honolulu and then onto l.a.U.S.A...May 1973 moored in marina del ray she was sold to one ellis st deceased at it gets a little sketchy..she was sold to kimble ho of maui in 1982..apparently used in transpac races and numerous offshore voyages,many interisland voyages around hawaii..In 1988 she was sold to Daniel Roberts @ Susan Cox..they apparently stripped her down in prep for restoration but instead ended up having kids and living in Alaska..We bought her in derelict condition in 1991....It looks like that she hadnt been hauled in years and once hauled out we wondered what we had bought into!! turns out that she is built out of kauri wood and boats built with this wood and construction have lasted for over a hundred years..apparently worms do not like it either as she had no worms or any kind of rot, absolutely amazing!! We have hauled her out every year since and she has been moored in Honolulu to date undergoing perodical restorations...

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Here are some pics of ceceline over the years

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Comet II

Owners: Alex Rhinelander and Catherine McKinnon
Home Port: Lunenburg, Nova Scotia

Designed: Amos Stevens, c. 1910
Builder: David M. Stevens, Second Peninsula, Nova Scotia
Launched: 1981
Major Rebuild: 1996

LOD: 45'; LWL: 35'
Beam: 10'; Draft: 5' 6"
Rig: Gaff-mainsail Schooner
Construction: Pine on Oak


The following history of the schooner COMET II was written for the NSSA by Comet II's previous owner, Les Caslake:

The original 45’ gaff-rigged schooner COMET, Circa 1910 was, like the Bluenose, a vessel of legendary speed. She was designed, built, and sailed by Amos Stevens of Big Tancook Island. The schooner Comet was named in honour of Halley's Comet, which passed by planet Earth during the summer that her namesake was launched.

Seventy-five years later his grandson, David Stevens, himself a boat builder of legendary fame, took the lines off the model of COMET and built COMET II. She was launched in 1981 but did not perform to David’s expectations, and so was allowed to languish ashore in a boatshed on 2nd Peninsula.

In 1995 Les Caslake was persuaded by Tom Gallant of schooner AVENGER, and of stage screen and musical fame, to seriously consider putting COMET II afloat again.

After some negotiations with the with the grandsons of David Stevens, and with the able assistance of Jim and Jerry Rhodenizer, COMET II was reborn during the winter of 1995-96 and made her debut at the NSSA races at Halifax the following summer.

Alas, she did not do well. Nor did she do well the following summer.

However, for some strange and magical reason COMET II has slowly but steadily gained on her competition with experience, and now appears to be a vessel of serious contention in racing circles.

In her last 100-mile ocean race in 1999 against fiber glass sloops she finished third, 1 ½ hours behind the leader, during a small gale.

Who knows what lies ahead?

Yours truly

Les Caslake

Proud custodian of COMET II


Please enjoy these somewhat-abbreviated 'logs' of our summers aboard the schooner COMET II.

2002: New owners

We bought Comet II from Dr. Les Caslake in July 2002. We immediately flew off to Scotland for two weeks for the wedding of our friends Tom & Claire, so we missed schooner race week. We did get a few weeks good sailing in on our return to Nova Scotia, though.

Sailing into Lunenburg Harbour

2003: Bras d'Or Cruise, NSSA Race Week

I'm afraid that I've let this log go for far too long. It's now the Fall of 2006, and the details of 2004 are growing somewhat hazy in my aging mind. But in the rather something than nothing department, here are some of the highlights of the summer of 2003, our first full summer with Comet II.

Fitting Out Though the boat was in excellent shape when we bought her, there are, of course, improvements and upgrades that one wants to do. We decided to keep those to a minimum in our first few years, however, with the thought that we should get to know the boat before changing her. Two things were needed right off the bat, however: a dingy, and a new paint scheme! After considerable debate we settled on a light grey for the paint. Catherine filled out the color scheme with red inside the toe rails and light yellow for the decks. Choosing a dingy was easier. Chesapeake Light Craft’s Eastport Pram was perfect: attractive, rows well, sails well, small enough to fit on out fore cabin top, big enough to hold the whole family, and light enough for Catherine and me to easily lift onto deck. Furthermore, we’d built CLC’s Annapolis Wherry (an 18-foot sliding seat fast rowboat) and were very happy with it.

Comet II Crusin' Along / 3 Men in a Boat

Bras d'Or Cruise We had a smooth overnight up to the Bras d'Or, making St. Peter's in about 39 hours. (I won't get into our interesting engine issues in this report. Suffice it to say I'd prefer to have a stock 4-108 to our 'Hector's Special.') We then cruised the lakes for about three weeks. A wonderful time in a wonderful cruising ground. Smooth waters, no fog, good breezes, lots of nice nooks and crannies to explore, and lots of family and good friends to join us in the fun. What a way to get to know your new boat!

The return from the Bras d'Or was also smooth going. Mostly calm, we motored nearly all the 39 hours of the passage from St. Peter's to Chester.

NSSA Race Week Comet II was superb in her first race week with us. Helped by an experienced crew and one serious ringer -- 'Mustang' Val Doane -- we won the week overall. What a way to get going! We also sailed in the Fisheries Exposition Race in Lunenburg later in August, and came in second to Don Barr's Road to the Isles.

Alex & Catherine

2004: Magdalene Islands Cruise, NSSA Race Week

2004 involved lots of sailing to wonderful places and some good racing, as well as a stormy adventure that ended up with a submerged skipper and shattered jibboom. Please check back later for the complete report...

2005: A Summer on the Hard

I'm afraid to say that Comet II stayed dry this year. Although we knew that the approaching birth of a new crew member (due August 29th) would preclude our usual schedule of cruising and racing, we had hoped to launch and get sailing, even if only for a few weeks. We'd especially wanted to attend the events celebrating the 100th birthday of the schooner Adare, held in Lunenburg in late July, before hauling and returning to the 'Boston States' at the start of August.

Eliza McKinnon Rhinelander had other plans, however. She arrived on July 22nd at the IWK Health Centre in Halifax, NS. As you can see, it didn't take long to get her out on the water -- she was just 2 weeks old when she joined us aboard Tom Gallant's Avenger for a cruise from LaHave to Lunenburg. She is, as of the time of writing, the most junior Junior member of the ASA!

We did not entirely neglect Comet II, however. We were fortunate enough to secure the services of one of the (and probably the) premier shipwrights in Nova Scotia, Jim Rhodenizer. Jim is now retired, but is willing to help out a few lucky souls from time to time (it helps to have a David Stevens boat!). Jim replaced a 6' section of the starboard bulwarks around the main chainplate, where rot had begun. He also completed extensive galley upgrades, including installing maple countertops and our first stove.

We can't wait to get back out on the water next year.

Alex, Catherine & Eliza

2006: Baby on board

Our first summer of sailing with home-grown crew. Eliza was almost 11 months old when she headed up to NS in June, and 13 1/2 when she headed back in August. She's not yet walking, making life on board a bit easier, but the real blessing was her easy-going disposition. Between that and Catherine's work and care, all of our guests and live-aboard crew left us saying how amazingly easy it was to share 46' of cramped space with a one-year-old. 

Fitting Out

We were a little slow getting into the water this year. We decided that it was time for us to attack some of the cosmetic work that we'd left alone since we bought Comet. Chief among those, we took nearly every bit of brightwork down to wood and built it back up using Epifanes Rapidclear. Amazing stuff: 4 - 5 hours recoat, even on a damp day (boat in a shed), and looks great. Best of all, NEVER needs sanding except for cosmetic reasons. We'll be looking carefully to see how the durability is and will report back. 

Once the cabin sides were exposed we saw that they really didn't look good enough to varnish. They're pine, and water had penetrated and discolored the wood deeply in many places. So we sealed the sides with a near-magical (but seriously nasty) product called S-1 Sealant. It's 50% epoxy and 50% solvent -- the solvent carries the epoxy deep into the wood and evaporates, letting the epoxy begin to cure. We then painted the sides. I liked the look of the wood better, but I love the fact that we don't have a single leak anywhere in the cabin. 

Other projects included a new boom gallows and a new fore hatch, both welcome improvements.


Once in, we did a bit of nice, local day-sailing, enjoying the weather and getting used to life on board with the bairn. We stuck to the Lunenburg Bay / Mahone Bay area, and didn't make our intended trip up to Halifax.

Race Week

We finished our summer with what is the usual highlight of the NS schooner season -- the annual NSSA Race Week, held this year at the Lunenburg Yacht Club, Princess Inlet, Mahone Bay. It was a wonderful week, with great weather (one rainy 30-kt day, two sunny variable wind days, and two sunny light-moderate wind days), great company & companionship (and only one night of grevious overserving), and great racing. Comet II had a most successful week, finishing second overall out of 17 boats racing, with 2 firsts, a fourth, a sixth, and a seventh. We were less than 2 points behind the overall winner, the amazing, 86-year old Ed Murphy & Hebridee II. Hooray Eddie!

Hard on the Wind / Hard off the Wind
photos copyright MQRhinelander

Ed Murphy and Hebridee II / Ghosting to the Finish
photos copyright MQRhinelander

The Youngest Racer with Mom & Dad


September Classic / Haulout

What a way to finish out the season! Marcus and I flew up to NS Friday 9/29 after work, though because of a late departure we didn't get in to our friends' cottage at Heckman's Island until 2am Saturday.

We were up at 7, sailed around to Lunenburg, gathered together a phenomenal crew, and sailed in the 5th Annual September Classic, an awesome wooden boat race that became a true 'classic' in its very first year. The course is simple: Cross Island to port (about 12 miles). Around 15 boats raced (8 schooners). The weather was perfect and Comet II sailed well, beating Sea Change, David Westergard's speedy new schooner (see Tom Gallant's article in WB #188), in an exciting battle that involved 5 lead changes. That evening was also perfect, with a Lamb Roast / Party that went on into the small hours. A highlight of the evening was the traditional Tiki Torch Dingy Race, won for the 5th straight year by the Westergard clan.

Driving for Home / Sea Change rounding Battery Point Light
photos copyright MQRhinelander

The next morning, joined by Catherine's brother Ian McKinnon, I was up at 6:30 for the sail around to the LaHave River Yacht Club to downrig and haul (Marcus managed to sleep through this passage ;-). We got to LaHave at 10, completed downrigging by 1:30, and hauled at 3 -- an amazing feat, only made possible by the long list of friends who came along and helped out. Marcus, Ian, Fred, Nev, Alec, Mora, Wendy, Len, Bruce, Barry (rough chronological order), and anyone I've left out -- THANK YOU!!! On to Fred & Patti's for a dinner-that-couldn't-be-beat, drove to Halifax for a few hours sleep, then up at 3:15 Monday to make a 6:20 flight to Boston to be at work by 8:00. What a weekend!

Thanks to all who sailed with us and helped us out in this busy first-summer-with-a-baby summer.

Alex, Catherine and Eliza

2007: Still going

...coming soon.


Here are some images of Comet II:

Help with Boom Gallows

I've been thinking about upgrading Comet II's boom gallows for a while, but it hasn't been a priority until now: in order to get the boat into her new berth in the shed at the LaHave River Yacht Club this fall we had to remove the old one. It was a bear to get off, and was damaged in the process. So, since the new gallows will have to come on and off annually, it's now time for the upgrade.

Many of Comet's sister schooners in the NSSA fleet have gallows of a similar design, and I'm leaning toward it. It consists of a bronze upright which has been welded to a bronze bar that is bent to accomodate a wooden crosspiece. The uprights are then set into a bronze socket which is screwed onto the deck. A good example of this design is on Tom Gallant's schooner AVENGER (see photos below and on Comet's 2005 Logbook entry).

I realize that there is a similar commercial product available (see, but the lines of these home-grown versions seem more in keeping with the workboat heritage of our schooners (and I'm hoping to save some $$$).

Another interesting option is to recreate a gallows that I spotted in a shed at the Maine Maritime Museum in Bath (photos below). This looks like it might be easier and cheaper to do.

I would welcome any thoughts fellow members might have. Particular questions that I would ask are:

  • Which version do you prefer (or do you like the original oak below)?
  • Where might I go (in the New England / Nova Scotia area) to have the necessary bronze welding done?

Boom Gallows Pictures

Alex here are the photo's. I can unbolt the deck fitting if you want it recast.

Cast Deck Fitting (starboard)

Bronze Support Pipe Slipped In

Gallows End Fitting (riveted)it slips into pipe. No bolts, comes apart quickly

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Boom Gallows Help Redux

Here's an update on my boom gallows thoughts (see original posting for more):

I still like the look and feel of AVENGER's bronze gallows, but am leaning towards replicating them in galvinized steel. Here are two photos of DOROTHY LOUISE, another David Stevens schooner that has similar ones:

I'm thinking that I could have galvanized copies of AVENGER's made, then hot-dip the result and cover almost all of it with coach-whipping to look like Tom's (below).

Any feedback, Y'all? Am I beeing too cheap for words???

Alex Rhinelander
Schooner COMET II

New Boom Gallows

Well, I ended up with a solution to my boom gallows dilemma that I really like. I had Pete Tanner of Standfast Marine Fittings, Blue Rocks, NS weld me up stainless uprights and brackets and fitted them with mahogany crosspieces. The uprights slip over (and are bolted to) solid stainless plugs, so the whole gallows is removeable. Solid, convenient, and attractive. I have added a lifering since this photo was taken, and will add leathering to the notch.

Thanks to all who contributed thoughts & suggestions!


Casey built Alden-styled schooner first touched wave in 1929. She is owned by Del Function, 501(c)(3), Norwich CT and will be rehabbed for a breast cancer research program. The photo shows her wave dancing offshore in happier times.

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Schooner takes wing-so to speak

Schooner takes wing-so to speak. After sitting 3 feet below her water line, she was hauled out like an "enfant terrible" and laid on a barge to await her fate. After months of legal discourse, her title was given to the president of the CT nonprofit, Dec 4, 2003. March 2004 saw her lifted aloft to safety.

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Dirigo II

Home Port: Friday Harbor, WA
Designer: John Alden

Launched: 1939
Previous names:



Dove II

Link to web site:


Eastern Passage

Owner:   Jay Spracklen

Home Port: Alameda,  Ca
Designer: Edward Brewer / John Turner
Builder: John Turner, Newport, RI
Launched: 1983

Modified Lazy Jack schooner
Sparred length - 40'
Rig - gaff foresail, jib headed main
LOA - 32'
LWL - 24'
Beam - 11'
Draft - 3' w'CB 5'
Disp - 13000#
Construction - fiberglass hull and deck

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Sail Area 8,323 square feet
Tonnage 98 gross tons
Designer George M. McClain
Builder James and Tarr Yard
Essex, Massachusetts
Launched February 1, 1894

Onboard Educational Staff 12
Capacity for Social & Civic Events up to 80 persons
Capacity for Educational Day Programs up to 65 participants
Capacity for Overnight or Multiday Programs up to 24 participants

Sparred Length Overall 156 feet
Hull Length Overall 112 feet
Length on Deck 106 feet
Length at Waterline 93 feet
Breadth 25 feet, 6 inches
Draft 13 feet


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Golden Goose

Good Fortune

Crocker design #181
Built 1939 at Lees Ship Building Harwichport Mass.
Hull, Cedar planking on Oak frames
Original name, Laura S
46' LOD
12' Beam
6' Draft

Gaff Schooner based on a Tancook whaler.

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Green Dragon


                                   Castine - Camden Race,  photo by Andrew Sims 2004

Owner: Andy Bezanson, Berlin, MA

Home Port: Gloucester, MA

Designer: Scotty Gannett, Scituate, MA

Builder: Chester Spear, Scituate, MA

Started 1939, launched 1951

Previous names: Lady Millie, Brenda Lee

Changed to Green Dragon in 1962

The Green Dragon Tavern was the "Headquarters of the Revolution"



Rig: gaff schooner

Plank/hull: mahogany

Frames: white oak, steam bent

Fastenings: copper rivets

Power: Yanmar 29 HP 3YM30


   City Island, enroute to  The Great Chesapeake Bay Schooner Race 2008 

 Norfolk to Spruce Head, photo by Keith Pedersen 2003 

Eggemoggin Race, before the start, photo by Neil Rabinowitz 1996

LADY MILLIE, first launch by Chester Spear, Builder, near Scituate Light, June 1951.  The masts were stepped from the telephone pole.

Grey Mist


( photo by Jeff Smith)

Owner: Robert & Roberta Pulsch, Port Monmouth NJ
Home Port: Atlantic Highlands, NJ

Designer: B.B. Crowninshield
Builder: R.J. Green Co. Chelsea, MA
Launched: 1911
Restoration: Robert Pulsch - 1996-2002


LOD 45'6"; LOA 53'; LWL 33'
Beam 9'2"; Draft 6'3"
Rig: Gaff Schooner; sail area 900
Construction: Frames: white oak; Plank/hull: white cedar, Garboard Planks: Honduras Maghogany; Fastenings: silicon bronze
Power: Westerbeke 35B

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Heron History and Design

Tucker Daland one of the founders of the North Haven Maine summer colony, commissioned BB Crowninshield to design a schooner primarily for day sailing. In this design, Crowninshield may have had in mind the lines of his 1906 Dark Harbor 17. Heron was built in Chelsea, Massachusetts in 1911 by R T.Green and Co. and sailed out of North Haven for many years. Horace Pettit, MD bought Heron in 1934 and sailed her over a period of 56 years. When I bought Heron, Dr. Pettit was still alive and I was able visit him in a long term care facility. He told me many interesting facts about the boat and recounted some of his experiences sailing her.

1911-1934 Tucker Daland North Haven, Maine (Capt. Burgess took care of Her)
1934-1940 Horace Pettit North Haven, Maine (Dr. Pettit sold Heron on account of the war and lost track of her.)

1940-1942 Record Lost Long Island Sound
1942-1946 H.K. Legare Dundalk, Maryland (Pettit told me a friend of his reported seeing the Heron in Baltimore and he was able to track her down and purchase his old boat back.)

1946-1948 Kenneth Scott & Horace Pettit Georgetown, Maryland & Essex, Connecticut
1948-1989 Horace Pettit North Haven, Maine
- in 1989 she was found to be unseaworthy and sold to Frank Folscher

1989-1995 Frank Folscher Red Bank, N.J
1995-to present Robert H.Pulsch Port Monmouth, N.J. (complete rebuild-new hull.
- Relaunched June 2000, interior finished 2004

Additonal Historical and Design Details

1918 listing in Lloyds Registry:

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An Article From The Rudder - January 1912

HERON THIS little schooner was designed by Mr. B. B. Crowninshield, of Boston, Mass., for Mr. Tucker Daland, of Brookline, Mass., who desired a boat that could be easily handled by two pairs of hands, and at the same time a craft that would prove comfortable and moderately fast for family use.

The designer writes of her as follows: "She was built early last Spring by the Richard T. Green Company, of Chelsea, Mass., and was equipped with a 12- h.p., two-cylinder, horizontal-opposed Brennan engine. Under power alone she goes a little better than 5 miles, and Mr. Daland assures me she is very fast in moderate to heavy weather and will easily sail within four points of the wind. He took her out purposely two or three times under strenuous conditions and states that she is very stiff. He further assures me he went a nautical mile in six minutes with beam wind under sail alone. "If so, the boat sails faster than I should suppose, as I think that 9 nautical miles per hour would be pretty nearly her limit; however, she is really fast.

She has 6,000 lb of iron on her keel, and 2,500 lb of lead inside; and as you will see by consulting her accommodation plan, there is full 6 feet headroom in both after cabin and the forward cabin. "Her arrangement is somewhat unusual, the galley on the starboard side and the toilet room on the port side both being located between the two cabins.
General dimensions are as follows:
Length o. a. 45 feet 6 inches
Length w. 1. 33 " 0 "
Breadth 9 " 2 "
Draught 6 " 3 "

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Horace Pettit’s Notes on Heron

(among the papers found on the boat)

- Horace Pettit, M.D.
Heron is a gaff-rigged schooner 45’ 6" overall, 33’ 0" waterline, 9’2" beam, 6'3" depth, and 954 sq. ft. sail area. Heron was designed by B.B. Crowninshield and built by R. T. Green & Co., Chelsea, Massachusetts, in 1911 for Tucker Da1and. (see Rudder Magazine for January, 1912). Mr. Daland, of Brookline, Massachusetts, was one of the founders of the North Haven, Maine, summer co1ony. He commissioned B.B. Crowninshie1d to design a schooner primarily for day sailing. She has a long cockpit. There are two bunks in the main cabin, an enclosed head to port and a galley to starboard between the main cabin and the forecastle which has two bunks. Each cabin can be curtained off from the other. Heron was designed for coastwise, sailing, not for ocean passage.

She is fast and responsive under sail or power. Her working sails are mainsail, foresail and jib. She has a main topsail on a spar and a fisherman’s staysail. She had a spinnaker but it was seldom used and eventually discarded. In a strong NW wind she sailed 10 nautical miles, in 1 hour in Eggemoggin Reach, under full working sails. For going to windward in winds over 20 knots a double-reefed main and a storm jib are the best combination. Off such winds she stands up and goes under foresai1, alone. We are talking about usual summer winds not thunderstorms.

Heron came in third in the schooner class of the Off Soundings Race in 1953. Barlovento, Pierre S. du Pont, was first and another large schooner was second. This was due to the skill of Bill Ames at Heron's tiller and the efficient crewmanship of Eileen Ames, Jane Pettit and Robert Gilbert. I have no record of the number of schooners of our size in the race but there must have been ,six or more.

She points a bit higher than most schooners and she keeps moving in light breezes. Her sails were canvass untill 1977 when a new set of working sails were made of Dacron by E.S.Bhondell of Rockport, Maine. She was sailed single-handed in fair weather on occasion. Her sheets and backstays are in reach of the helmsman as are her throttle and gearshift lever. Jane and I spent may cacations with jsut the two of us aboard most of the time. Jane is a good navigator.

The original engine was a 2 cylinder Brennan with horizontal opposed cylinders. Ignition was make and break. The engine was started by turning the large heavy fly wheel; There were no gears. To go forward the fly-wheel was turned to your left, to go astern it was rolled to the right. Direction could be changed with the engine running by cutting the ignition until the flywheel reversed itself then making immediate contact. The Brennan was replaced in 1936 with a 4 cylinder 25 HP Gray which had a gear-box. New Grays were installed in 1951 and 1973.

The gasoline tank hods 20 gallons. Regular gas is used. The engine burns about 1 ½ gallons per hour at a cruising speed of 5 knots. There are two water tanks: 20 gallons aft and 50 gallons forward. The latter was put in in the early 50s. The cabin lamps, anchor light and running lights burn kerosene. There was an alcohol stove. The refrigerator holds 2 - 50lb cakes of ice which last about 5 days in Maine waters. The basin and sink have pump handles.

Navigation was by chart, adjusted compass, taff-rail log and a watch. A lead line marked in fathoms measured depth. She also had a brass bell and a sound signal. Heron towed a wooden rowboat made by Lester Greenlaw of North Haven.

The following is the list of owners, years of ownership and homeports: Tucker Daland 1911-1934 North Haven, Maine; Horace Pettit 1934-1940, North Haven, Maine; Record lost, 1940-1942, Long Island Sound; H. K. Legare, 1942-1946, Dunda1k, Maryland; Kenneth Scott-Horace Pettit '1946-1948, GeorgetoWn, Maryland - Essex, ,Connecticut; Horace Pettit 1948-1989, North Haven, Maine, and Camden, Maine.

There were two intervals in this last span of years: She was hauled 'out at Kelly’s yard in Fairhaven, Massachusetts, in the winters of 1951-1952 and 1952-1953 when she was in joint use with Bill and Eileen Ames of Mystic, Connecticut and 1980-84 when she was having 26 frames replaced by Nick Apollonio, and refastened below the waterline by Lehtinen's Boat Shop, at Tenants Harbor, Maine. She spent the winter of 1983-1984 at Spruce Head Marine. She sailed back to North Haven at the end of the summer of 1984.

During the next 3 summers she was sailed in July out of Pulpit Harbor by Norman Pettit, son of Dr. Pettit, and out of Rockport by Horace Pettit and. Nick Apollonio in August and September. During this period she did not leak excessively. Even during Hurricane Gloria on September 27, 1985, at her mooring and anchors in Rockport harbor she did not leak alarmingly. The small fiberglass motor-cruiser Francis Dee dragged alongside Heron’s starboard side chaffing it badly and was still there in the morning.

She was behaving so well I was unpleasantly surprised at the resu1t of the survey made in April 1988, by Stephen Olsen of Samuel E. Slaymaker, Inc. He found her unseaworthy due to rot in her keel. Since she was 77 and I was 85 and my son was about to buy a Stonehorse sloop she was towed to Wayfarer Marine to be handy to Cannell, Payne& Page, yacht brokers. On September 12, 1989, "This beautiful classic vessel", as Stephen Olsen described her, was sold to Frank E. Fo1scher,of Red Bank, New Jersey, who will restore her himself.

Heron sailed to Newport in 1937 to see the America's Cup Races when she was Flagship of the North Haven Yacht Club. Appreciation goes to the many people whose interest and skill kept Heron sailing over many years. Among those not already mentioned were Captain Burgess who took care of her for Mr. Daland, Neal Burgess, Maynard Greenlaw, Ossie Brown and his son and grandsons, Pete Peterson, Malcolm Brewer, Mac MacMullen, Freeman Brewer and Stuart Farnham.

Heron's Restoration

I first spotted Heron at the Belford Marine Railway in the early nineties where I kept my steel hull ketch "Kathleen Mary", which I had built over a ten year period. I joined the American Schooner Association at this time. I loved the wooden schooners so much I thought I would try my hand at building one. The gentleman who had owned Heron wanted too much money for it. In the meantime I put the "Kathleen Mary" on the market and it sold.

In 1995 I was back in touch with the owner of Heron and at this time he was willing to sell it for a reasonable price. It was hogged and twisted. When I got into it I found most of the wood was rotten and mushrooms were growing on the frames. I ended up building a completely new hull during the period from 1996 to 2002. I also replaced the interior exactly as noted on the plans. I re-launched the boat in 2002 and completed the interior in 2004. I initially thought I would re-use the deck and deck beams but they were also rotted. I did salvage the cabin trunk, all the spars and the ballast.

The story of the restoration of Heron:

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01 Planning

I had Heron trucked to my home in Port Monmouth, N.J. It was close and convenient and I was able to sit in her and plan the best approach to restore her. Noting that not much of the hull could be saved because it was hogged, twisted and rotted, I began to think about building a completely new hull. It shouldn’t take as much time as removal of each board and replacing it one at a time. I started to take the measurements of the hull.

Measuring and taking the lines.

The boat came with a copy of the full set of plans but no table of offsets. Mystic Seaport Library had a full set of plans on file and some history but and still no table of offsets. A short time later I read in Wooden Boat Magazine the Peabody Museum in Salem, Mass had a collection of BB Crowninshield Designs.

On a snowy cold night my wife and I braved the weather and drove to Salem, Mass. At the Peabody Museum we hit the jackpot. They had the original ink on linen drawings and the prized table of offsets. At this time I decided to build a new hull because I now had the table of offsets. In 1996, after removing the iron ballast, I began lofting the boat on a lofting floor I built in my yard.

Lofting from the original table of offsets.

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02 Obtaining Wood and Knowledge

I had made a material list while in the planning stage. Looking for and acquiring the needed white oak and white cedar was an enjoyable part of the reconstruction. At this time I was also volunteering on the construction of the Schooner AJ Meerwald in Bivalve, N.J. This was a great experience. Talking to others in the field was interesting and informative and gave me leads to sources for most of the wood in North Carolina. It was fun traveling to the saw mills in North Carolina to obtain the wood. I also purchased some of the AJ Meerwald' s white oak.

White Oak

White Cedar

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03 Stripping Old Hull

I began by removing the iron ballast to be refurbished.

Next, I got into the cockpit and backbone area. I found that the entire hull was originally iron fastened with nails. I did not find one screw.

I found the stainless steel lag bolts that had been used were in very good condition . This disputes articles about the deterioration of stainless steel in closed areas.

During the construction I continually referred to how it was originally built. I initially thought I would re-use the deck and deck beams but they were also rotted. I did salvage the cabin trunk and all the spars.

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04 Ballast

Removing the old iron keel bolts was quite a chore. I had to drill one completely out.

I reconditioned the iron ballast which also showed deterioration. I had it sandblasted and coated with west system using lead shot mixed with epoxy to fill in eroded areas.

The external iron ballast weighs 6ooo pounds. I also have 1600 pounds of internal lead ballast.

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05 Backbone

Fitting pattern to white oak timber:

Trimming timber to match another:

Drilling keel for keel bolts:

Assembling the iron ballast, deadwood and backbone together:

Laying keel:

Keel laying party:

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06 Frames

Heron had double sawn frames on station:

Two steam bent ribs in between stations.

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07 Deck

I used the original dead eyes and some of the hardware. Deadeye straps had to be replaced. I have two layers of 3/8" plywood decking. This was the only material I changed from the original.

Honduras mahogany sheerstrake decking and dead eyes with the new strapping:

Bilge stringers, clamp, shelf and picture deck beams:

Installing canvas on the deck:

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08 Planking

1 ¼" white cedar planks:

1 ¼" Honduras Mahogany garboard plank:

Shutterplank party:

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09 Fairing

Fairing the hull by hand. First planning, then sanding with a long board and finishing with a scraper:

I built the hull traditionally with cotton caulking and payed seams:

Patterns for gudgeons, pintles and casting:

Finishing the staving in the cockpit area -- I duplicated the beaded board and the cockpit staves:

Installing new Westerbeke 35 HP diesel:

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10 Re-Launch

I re-launched the boat in 2002 and completed the interior in 2004.

Heron on way to relaunching:

Sam Hoyt speaking at relaunching with family and friends:

Susan Pulsch rechristening Heron:

I replaced the interior exactly as noted on the plans:

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The Heron Logbook is organized by year:

2004 Logbook


We started our season on July l0 at the Classic Boat Regatta at Larchmont, N.Y. This was Heron’s first race since being re-launched in 2002. There were about 12 boats and Heron was the only gaff-rigged Schooner. On the second race, with Bob Wilson's expertise as tactician, we were the first boat over the line along with Ticonderoga. We did not win and we were not last. I did win an award for taking seven years getting Heron ready for their Regatta. After we rafted up with Ticonderoga in front of the yacht club and visited their boat and they in-turn visited ours. I was greatly impressed with the Larchmont Yacht Club and the friendly people.

Heron and Ticonderoga at Larchmont:

On July 20 Roberta and I left for the Antique and Classic Boat Rendezvous at Mystic, Ct. To our surprise and delight, we sailed in company of The USCG Eagle from Nyantic to New London where she was headed for a Tall Ship Rendezvous . She was a beautiful sight (even in the fog) on the Sound.

At the Antique and Classic Boat Rendezvous in Mystic, Heron received an award for best Owner Restored and Maintained Large Sail boat and to our amazement, our dory received an award for Best Tender. We were astonished because we had not thought to enter her in the meet. The judges saw her tethered to Heron and thought otherwise. (Thankfully) The rendezvous ended with a parade of classic boats from the Seaport to the Sound and back.

Cruise To Maine: On July 28 Walter and Sue Sodon and family took over Heron and sailed her to Camden, Me.

Heron in Camden: photo by Al Bezanson

On August 4th I picked up Heron and with my trusty Crew (Walter Sodon, Bill Carton, Bill Comella and Frank Johnson) entered the Feeder Race from Camden, Me to Brooklin, Me. Due to lack of wind we had to motor.

While in Brooklin, Me. Mr. Olin Stevens (of Sparkman and Stevens), came to visit us and wanted to find out about the boat. In his younger years he and his brother had sailed a small B.B. Crowinshield schooner. I was very honored with his visit.

At Brooklin, we entered the Eggomoggin Reach Regatta. We did not win. We sailed great and had a great time. On the last leg of the race flying the fisherman, asymmetrical and topsail we were doing about 7 ~ knots and as we got closer to the finish line we noted that the majority of the fleet sailed into a hole and we had enough momentum to go around many of the boats. As the breeze picked up and after 5 ~ hours most of us came in within minutes of each other. This was exciting, our timing was good but no cigar.

Cruise To Gloucester: After this I sailed to Gloucester with my son-in-law and granddaughter Bill and Ann Marie Carton. On our trip to Gloucester I stopped at North Haven which is on Fox Island thoroughfare in Maine. We went to the North Haven Casino, (this is the yacht club that Heron was originally from.) I met the original owner's grandnephew. The following morning the nephew of BB Crowninshield visited Heron. He had sailed on Heron many times.

One of the most exciting aspects of the trip was the revelation of joy from many New Englanders who approached us on the water and asked if it was a Crowinshield design or if it was the original Heron from their area. They usually got excited, some clapped and some asked to come aboard.

On August 12 we left Heron on a mooring at the Gloucester Heritage Museum in Gloucester Harbor and came home.

On September 3rd I returned to Heron with our crew to attend the Gloucester Schooner Festival. It was exciting to see twenty schooners all in one harbor. We also party'd hardy with other schooner friends from the American Schooner Association and the Nova Scotia Schooner Association.

The first race was Saturday and we took a second. On Sunday we had a parade of sails of the twenty schooners in front of the famous Gloucester monument for fisherman lost at sea. Then we went back to racing in six foot seas and a good breeze. Heron and crew performed great and we placed first. I received The Betty Ramsey Award for first place. This was exciting because I had known Betty Ramsey. She had been a great friend and help to guest boats in Gloucester Harbor. I also received a plaque from the American Schooner Association for the restoration of Heron.

Cruise to Baltimore: On October 6th Roberta and I along with Bill Comella sailed Heron from Atlantic Highlands, N.J. to Cape May at which time Bill left and returned home. We then continued on to Baltimore for the Great Chesapeake Bay Schooner Race which began on October 14th.This is a grand affair with great parties at both ends of the race. (Baltimore, Md and Portsmith, Va.) Lots of oysters and crabs and even a pig roast. My crew arrived on October 13t and Roberta drove the car home . The day of the race start was perfect. We were at the start of class B &C and we were the first on the line. During the night the weather came around to the south with 20 knots right on our nose. On Friday it blew harder on our nose and the seas got steeper. We passed the first finish line and called in out time. Eventually we had to head to shelter. We dropped anchor in Reedsville, Va.

The crew in Reedsville, Va.:

It was noted that there were 33 schooners in the race and more than 3/4's did not make it to Portsmith. There were a few casualties; broken stays, ripped sails, etc. On Saturday we received a call that we had won. We had the best time crossing the first finish line, where they decided to end the race. We were so excited we had won our class (B) and we were very disappointed that we did not make the pig roast in Portsmith.

The following week I moved the boat from Reedsville, Va. to Langford Bay Marina, Rockhall Md. Heron’s home for the winter.

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2005 Logbook

some of the following is still a work in progress

Red Grant Regatta 2005

Wooden Boat Show At Newport Rhode Island, August 2005 see Wing & Wing Volume XLI, Number 3 - Winter 05 - Page 5

The Gloucester Schooner Festival 2005 see Wing & Wing Volume XLI, Number 3 - Winter 05 - Page 4

Great Chesapeake Bay Schooner Race 2005

2006 Logbook

Heron - 2006 Logbook and Plans

7/17-21 Atlantic Highlands to Mystic, CT

7/21-7/23 Antique and Classic Boat Show in Mystic

7/24-8/3 Mystic Seaport to Camden, Maine

8/4 - Feeder Race from Camden to Brooklyn, Me.

8/5 - Eggemoggin Reach Regatta.

8/7-8/13 - Brooklyn, Me. to Gloucester.

9/1-9/3 - Gloucester Schooner Festival

9/4 - Gloucester to Provincetown

9/8-9/10 The Great Provincetown Schooner Regatta

9/11-9/15 Provincetown - New York

9/16 - Mayor’s Cup Race - from South Street Seaport

9/17 - New York to Atlantic Highlands

10/07 - Delaware Bay Schooner Rendezvous.

10/9 - Baltimore Inner Harbor

10/11 - 10/15 The Great Chesapeake Bay Schooner Race


Heron Girls - (Grandchildren):

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Lazy Jack schooner

Camden, Maine

      The Hermann Lazy Jack was designed by Edward Brewer of Brooklin, Maine.   Mr. Brewer was guided by the preliminary drawings of Richard Ketcham.  Builder Ted Hermann specified to his designer that he wanted "a husky, shoal draft schooner for the man who wants a comfortable cruiser with no pretensions of beating a handicap rule."  His boat was designed for the Great South Bay, on the south shore of Long Island, NY, where steady winds blow in from the Atlantic Ocean and the shallow water produced an environment unparalleled for the enjoyment of small boats. 

     Hermann built thirty-two of his shippy schooners at his Boat Shop, first on Ocean Avenue, in Seaford; later on North Bayview Road in Southold, NY.  Many of his hulls were sold bare, completed by ambitious owners who wanted to give their boats personal finishing touches.   

     From their humble beginnings on Long Island's south shore, the 32 Lazy Jack schooners can now be found on all three coasts of the United States: Atlantic, Pacific and Gulf. 

Lazy Jack Specifics:










 Disp: 12,500#, Sail Area: 544 sq.' Mast Height above WL: 40'6"




Irena (formerly Amica)

Irena is a Tom Colvin Gazelle Gaff Schooner. Built of steel in 1986. I purchased her from the previous owner in 2007 in Waukegan,IL and brought her to CT via great lakes and Erie Canal in 3 weeks and 3 days-1300nm.


From the newspaper
Schooner Isabella launched in Essex
August 13, 2006

ESSEX, Mass. --Someone compared it to giving birth.

It may not have been quite so painful, but those involved were pretty tense. Nearly 3,000 people stood at attention, listening for the telltale creaks and whines that meant a nearly 40,000-pound wooden schooner vessel had reached its tipping point.
Sunday was the official launching of Isabella, a privately commissioned boat built in the style of an early 1800s fishing vessel.

It was built in the Burnham Shipyard, and sent to sea using the traditional side launch method. A wooden skeleton, called a bilge, was built around the vessel. The craft was slowly -- very slowly -- jacked toward greased planks that lined one side of the bilge.

Each creak of wood was followed by a collective gasp. The movements of the vessel were slight, as crewmen pounded wedges under the boat to encourage it to tilt. Then everything stopped.

And with seemingly no provocation, except, perhaps, that of gravity, something gave. The boat slid into the water.

The town of Essex burst into applause.

"How else would you do it?" Harold Burnham asked. "It went textbook. Textbook perfect. Absolutely, textbook."

Burnham, of H. A. Burnham Boat Building and Design, and about a dozen crewmen -- who he refers to as his gang -- spent nine, six-day-a-week months building Isabella.

Around the museum, everyone seems to know that Burnham is an 11th generation shipbuilder. He, however, said he's not keeping track.

"A lot of people mistake ship building ... as a family business and they ask how many generations of a family has been involved," he said after rowing back to shore from Isabella.

"That really doesn't matter. What happened in this town is the ship building became a part of the culture and almost anyone who can trace their heritage to this town in any way shape or form is as closely tied to the industry as I am."

The sentiment was visible in the people drifting in kayaks and lining the banks to watch the launch.

And the sentiment was alive in people like Sarah Gunboot, 21, affectionately referred to as a "grease girl," or "putty god." She worked on the nine-month project in various capacities. Sunday's big feat was greasing up the launch ramp so that Isabella would slide easily into the water.

How did she get involved with the project? She shrugged her shoulders, "I'm an Essex kid," she said.

For 350 years, Essex was a center of wooden schooner construction. More than 4,000 vessels were built here; at the height of production, builders were cranking out about one a week.

The vessel's owner, William Greene, built his first boat when he was 20 -- "With a skill saw and a hammer and a hand drill," he said proudly. Since then, he said, he's owned a few sail boats, he even spent a month in the British Virgin Islands in one. But Isabella, named after his wife's mother, Isabel, was different.

It started when one of his sons asked for advice.

"He asked me, 'Dad, should I get a plastic boat or a wooden boat?'" Greene said.

"I said, 'well, the plastic boat is going to be no problem, but you don't want to get to be a 70-year-old guy who's regretted never having a wooden boat.'"

The 73-year-old man crossed his arms and laughed "Well, even if I am 70, I don't have to regret it, I can get one."

He chose Burnham.

"You can see why I was right," he said, as Isabella bobbed calmly in the water.



LOA 48', Designer Eldrige-McInnis

LWL 36'

Beam 11'-10'

DRAFT 6'-8"

Built in 1929 By O'Connell in Quincy,MA.

Owners Fred and Sarah Murphy

Purchased in 1973 from John Black, name changed to "Ishmael" from "Nightwind"

Original Name "Paraquita", owner Glazier

Ishmael was one of at least 5 boats of this design bullt in late 1920's and 30's.

Others still around "Mistress", Fl. and "Wild Goose", Chicago,Il.

A replica was built in the 1980's called "Elizabeth Muir" in San Francisco Bay




Issuma is a 21 ton, 15m (53 foot) steel staysail schooner with all the ballast--4.5 tons--in the centerboard.

The boat was built in 1981 by the META yard in France, to Michel Joubert and Bernard Nivelt's Damien II design. The design was intended for Antarctic cruising. The idea of the centerboard  was both to be able to retract it inside the hull so ice could not grab it, and to be able to reduce the draft enough to motor into shallow waters to escape ice (which grounds in shallow water). The centerboard trunk comes up to the deck, and when the centerboard is completely raised, part of it is above deck.  I believe Issuma is the 25th vessel built to that design, which is well-known in France.

The boat was sold for owner completion. The first owner unfortunately died before completing the boat, the second owner removed the trunk cabin and put in a well-cambered flush deck for strength, completed the boat, then sailed her 48,000 miles. I am the third owner, and have sailed her over 50,000 miles so far, incluiding a circumnavigation of the Americas.

Length: 15m (53 feet)
Beam: 4.4m (14.4 feet)
Draft, keel up: 1.3m (3.5 feet)
Draft, keel down: 3.1m (10.5 feet)
Displacement: 21 tons
Construction: overlapped, welded, steel plate over transverse frames. Aluminum masts.
Engine: 72HP John Deere 4239, hydraulic drive, twin propellers
Sail Area:

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At the (drying) boatyard after launching.

Horse is unimpressed with color choice.


Installing the centerboard

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Lewis H. Story

Lewis H. Story

Type: Schooner
Design: Chebacco
Rig: Gaff
Powered by: 3 cyl. 27 HP
Hull Construction: Carvel
Designed by Harold Burnham in Essex, MA
Built by: Harold Burnham in Essex, MA
Built: 1998
Length: 32'
Beam: 10'
Draft: 4'6"
Owner: Essex Shipbuilding Museum, Essex, MA
Home Port: Essex, MA

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Liberty (Charter)

Designer: S. S. Crocker
Builder: Henderson & Henderson, Port Elizabeth, New Jersey
Year Built: 1936
Hull: White Oak
Length: 35' LOD, 51' LOA
Beam: 11' 6"
Draft: 5'4"

Liberty 1936

In the fog

Lion's Whelp

Lion's Whelp Launched July 18th 2003

65 feet on deck
15'8" Beam
8'9" Draft
74' Sparred length

Alden Design 1044B Niels Heleberg

Strip planked /cold molded with Nida-core between the Frame bays and the ceiling glued to the Nida-core. This approach gives us a hull almost 6 inches thick. I have seen too much really big stuff floating around out there to not give this a try.

The Strip planked hull hull was completed in California in 1986 by C&D Boatworks sister ship to "Etesian" #1044a. The hull was empty deck burned off by the sun when we found her. My heart sank when I found a pond of organic soup in the bilge, 12 years with out a drain plug! She was never finished and almost destroyed..

We cut the boat in half 24 inches above the keel. You can see the new wood in the bilge and the new laminated frames. (by Langley)

84,000 pounds full displacement.

The hull arrived by truck weighing in at 43,080 pounds 15 feet high and 15'8 wide. ( 85 miles an hour across Massachusetts could also be a schooner land speed record)in Portland Maine just before Christmas 1998.

The hull scantlings were modified to the bullet proof level, interior, deck, rig and systems layout redesigned with substantial help from a long list of subcontractors and sailing friends. My highest praise to Niels Heleberg at Alden for his practiced patience for truly he helped us through the process of getting out OUR boat. He is blameless for the over "optimization."

The Lions Whelp was completed by Portland Yacht Services but the list of significant non PYS contributors should start with French and Webb. Peter and Todd picked up on a promise I made my self and them 20 years ago and they rose to the challenge. The furniture both on the deck and below is world class. With a coat of varnish or two we shine any where we go.

And we go and intend to go some more. The Whelp is in Antigua for the third winter and we have logged over 10,000 miles under her keel in 2.5 years. Still not enough days away from work. A testiment to how quickly she eats us sea miles. 190 mile days are not unusual. There are more miles to come....

First cruise with the building crew

Shipyard Cup 2003 No WINCHES Yet!
(by Langley)

Antigua Claassic Yacht Regatta 2004 ( by Wright)

Antigua Classic Yacht regatta 2005 ( by Wright)

( by Wright)

( by Wright)

( by Lean-Vercoe)

( by Lean-Vercoe)

Photographs were kind enough to not show "Juno" 5 minutes ahead!

Shipyard Cup 2005 1st for the day 2nd for the regatta!
The quarter wave is pretty deep. We are obviously trying to look at the prop.
(by Wright)

"Oliver's Fast Front" 2005 Portland Me. to Bermuda
(by Rhindlaub)

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Designed: Sam S. Crocker 1930
Builder: G.F. Lawson, Dorchester MA
Launched: 1931
Major Re-rigging and Repower: 1937-1939
Major Rebuild: 2006-2009

LOD: 54'; LWL: 46'; LOA (including spars): 68';
Beam: 14' 11"; Draft: 6'4"
Rig: Original Gaff-fore and Gunter-mainsail Schooner, re-rig to change Gunter to Bermuda-mainsail 1939.
Construction: original fir on steam-bent oak; rebuild mahogany on laminated mahogany;

Mahdee started life with jaunts between her summer cruising grounds of the Maine coast and her winter home of Long Island Sound. Though we don't know much of how she spent the 1940's and 1950's we do know that she underwent a name change (to Privateer) and later cruised through the Caribbean and made it to the west coast where she spent many happy years sailing the Pacific in the 1960's and 1970's. With two TransPac races under her (portly) belt, she retired to houseboat status in San Diego in the early 1980's where a family of 8 lived aboard her and sailed her about the bay until we purchased her in 2006. After her much needed rebuild, we live aboard and cruise with her. We hope for many years to come.

We keep a blog accessible via

Photo 2010 Great San Francisco Schooner Race (copyright John Swain 2010)

Motoring North along the California coast 2010 (copyright Cris Kennedy 2010)

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Malabar II

Martha 1907 Crowninshield Schooner

1907 B.B.Crowninshield built by W.F. Stone in San Francisco. Owned and operated by The Schooner Martha Foundation.

Sparred length 84'
Beam 16'
Draft 8'
Displacement 84,000 lbs

visit our website at Schooner Martha Foundation

2008 Classic Mariners Regatta Port Townsend Washington.

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Martha was designed by B.B. Crowninshield of boston and built by W.F.Stone boat yard in San Francisco. She was built specifically for racing by the west coast lumber baron John R. Hanify.

Early racing accounts in 1907 report of Martha "She is a magnificent cruising boat besides being above average in speed."{Yachting, December 1907}.

For more information visite our web site at Schooner Martha Foundation

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Metani evolved from the lines plan of John Alden’s Malabar X, but was given more freeboard and a greater sheer line to enhance her ocean sailing qualities. Built in Australia to Australian Marine Board Survey requirements by Gilcraft Boats in 1983, she was licensed to carry 40 persons in day charter for the America’s Cup in Perth in 1986-1987.

Metani was built of teak, mahogany, ironbark, red gum and New Zealand kauri.
LOA 62′
LOD 52.5′
LWL 42′
Beam 14′ 2″
Draft 9′ 3″
Planking: 1 1/2″ Kauri, copper riveted on 1 7/8″ x 2 7/8″ (doubled) frames on 9 1/2″ centers
Deck beams: 3 3/4″ x 2 7/8″ on 18″ centers (12″ centers in way of masts)
Stringers: 2 1/2″ x 2 7/8″ (doubled)
Knees: Australian red gum
Backbone/keel: Queensland ironbark
Deck: teak

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Please visit us at to learn more about Schooner MISTRESS. Presently, I am telling the story of the restoration and rebuild which was done by F. W. "Skip" Joest between 2000 - 2006. You will also find a link to this site and video and pictures from the Great Chesapeake Bay Schooner Race of 2007.
Thank you!

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Mystic Traveler

Mystic Traveler Pamela Caudill and Mike Turner Fairhope, AL Designer: Ted Brewer Design: Lazyjack 32 schooner Type: Auxiliary Centerboard Schooner Rig: Jib-headed main, gaff foresail, roller furler genoa Particulars: LOD: 32' LOA: 39' LWL: 23'9" Beam: 10'10" Draft 2'10" (board up); 6'6" (down) Displacement: 12,500 lbs. Sail area (designed): 544 sq ft Auxiliary: Perkins 4.108 diesel (45hp)

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Builder: Ted Hermann Boat Shop, Long Island, NY
Build Date: 1978/9


Hull/Deck: Fiberglass
Spars: Masts: Aluminum; Bowsprit/boomkin: teak
Rigging: SS wire

Sail Plan:

Marconi mainsail with two reef points
Gaff foresail with two reef points
Roller-furling 130% genoa
Sail area (designed): 544 sq feet

Accomodation Plan:

Quarterberths aft port and starboard. Galley midships starboard, head compartment forward starboard. Hanging lockers, settee and saloon table to port. Owner's cabin with starboard/port berths in forepeak. Chain locker forward. Engine aft under cockpit sole.

Rig changes:

Main boom has been raised about 6" to accomodate bimini.

Original boomed working jib replaced with roller furling genoa.


Mystic Traveler, ex Mary 'Lis, is a Ted Brewer-designed Lazyjack schooner laid down by the Ted Hermann Boat Shop in 1978 and finished in 1979.

Somewhere between 32-35 Lazyjacks were built by the Hermann yard in the late '70s and early '80s. All were rigged as a schooner save one rigged as a cutter. Approximately half were yard-finished with the remainder being owner-finished. Mystic Traveler, hull #19, was yard finished.

The early history of our boat is sketchy. She was built for Roger H Simon, Mary Alice Simon and Phillip H Simon and christened Mary 'Lis, which we take to be a variation of the name Mary Alice. The original home port is unknown but is believed to be in the Northeast. Originally documented with the Coast Guard, the vessel documentation was allowed to lapse in 1984.

In early 1987, Mary Alice Simon, signing as administrator of Roger Simon's estate, transferred ownership to Phillip H Simon and Raoul H Simon. They, in turn, sold the boat in late 1991 to Lee C. Miller. The home port is believed to have been in Florida. Coast Guard documentation was renewed in 1992.

The third owner, Wallace R. "Bob" Strauss bought the boat in 1994 and sailed her to his home in Hudson, Florida on the Gulf Coast. He sailed the boat for many years throughout the Gulf of Mexico, Florida Keys and Bahamas.

We became the fourth owners in late 2009 and sailed the boat to her current home port of Fairhope, Alabama on Mobile Bay in April/May 2010. Since that time we have cruised her on Mobile Bay and environs, with plans for longer cruising in the future. Mystic Traveler was christened with her current name in ceremonies at the Fairhope Yacht Club in December 2011.


Pagan Moon

Pagan Moon

Owners: Fred Sterner & Mary Anne McQuillan
E. Freetown, MA

Vessel Name: Pagan Moon (ex Virginia Lee)
Home Port: Westport, MA
Designer: Sam Crocker
Design #: 100 (Sea Dawn)
Vessel Type: Schooner
Rig: Marconi Main, Gaff Fore, Jib, Fisherman

LOD: 36’ Beam: 11’6” Beam: 4’6”
Displacement: 9 Tons
Sail Area: 676 Sq. Ft.
Engine: Isuzu Diesel
Construction: Carvel Planking (5/4 Mahogany), Copper Rivets, 2”x2” steam bent oak frames, Painted Mahogany decks
Standing rigging: Stainless


Pagan Moon History

Great Lakes Shipbuilding in Chicago built her in 1932 – apparently for an older couple that sailed with a captain. The design is a Crocker Sea Dawn #100 built as a staysail schooner- named Virginia Lee. The design called for a centerboard, but unfortunately was changed to a shallow iron keel; she draws 4 ½ feet.
Don't have much info about those times, but she ended up in Ft. Lauderdale before the war. During the war, she ended up as one of the "silent" fleet of sailboats that were part of the war effort. She was fitted with submarine listening devices and sailed around the Caribbean listening for German subs. She went into the Chesapeake after the war and around 1953 the Ritchie family acquired her. Around that time her name was changed to Pagan Moon, and I never found out why. There is a Pagan river in the south end of the Chesapeake, so I suppose that had something to do with her name.

The Ritchies brought her to MA. She was in the New Bedford Yacht club and sailed out of Padanaram Harbor. He was in the Cruising Club of America and was very meticulous about her care. It was in Hurricane Carol in 1954 and apparently went over the bridge in Padanaram and ended up in the marsh, badly damaged. She landed next to Malay, a famous sailboat that had done well in the Newport to Bermuda races. The owners hesitated to fix her up, but the friendly naval architect that looked at Malay gave them some advice and they decided to fix her.

They went back to Crocker and he redrew her rig with a Marconi main and gaff fore. They never found her bronze rudder.

The Ritchies had one daughter that got very seasick, so they did a lot of gunkholing – up thru even ME and New Brunswick. In the 70's Mr. Ritchie got a disease that affected his balance and they had to sell her.

Some guy bought her to sail around the world, kept her one year and sold her. The new owner didn't sail much and she was put in a shed at a boatyard in Westport, MA. Finally they donated her to a "non-Profit" and was put up for sale.

I saw a small classified ad in the paper in Dec. 1988 and since I had never had a good look at a schooner, I went to the boatyard to see her. I never lived near the ocean – only sailed small boats on lakes. No one was there to show anyone around. She was unlocked, 9 wet sails in the bunks, and people poking her with ice picks. I went back the next weekend to see more of the same - someone had stolen the oil running lights and who knows what else. I put a deposit on her and locked her up.

Took a year to get her ready and finally launched her. Got the old saltwater cooled gas Greymarine running shortly after that - once we freed up one valve. We sailed her around for a few years, including some time in ME. When I started working on the big schooners in 1994 , we hauled her and she is sitting by the barn. I have acquired some Silverballi for planking, a diesel, and some tools to start working on her. The horn timber has been replaced with white oak and the whold stern area has to be rebuilt.


Panther,Brigantine rigged: Built 1930 in Baasrode Belguim for the German Reichsmarine, rivetted iron hull, steel masts....under restoration for last ten years. She is @ 70 foot overall, 52 foot on deck, 15 foot beam, and 7 foot draft.

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Perovia II

This is my little schooner. She is 26' LOA, 22'6" LOD, 18'4" LWL, 7'4" Beam, 3.0' Draft, c. 4300# actual displacement (4160 as new), 1640# ballast, 242 ft.sq. sail area, m:109, f:78, j:55, SA/disp.: 15, Displ/lwl: 298, ballst/displ.: 39.4. Built in 1982, she is one of 18 built by Mark Marine of New Hampshire of a Chuck Payne design, in fiberglass with aluminum spars.

Originally an open boat, sometime in the past a cabin was added and the cockpit extended aft. I hope to remove the cabin in favor of a dodger in the future. I bought her in northern Mass. and now she lives in Lake Ponchartrain. Lovely vessel to sail.

We have been racing her PHRF. In windward/leward races we trail the fleet or most of it, but recently we had an offshore 10 kt. breeze and a reach down and back and finished third in fleet!

Two articles about her are attached plus a few pictures. I'd love to hear from others with experiences to share.

I have added a new picture of the cockpit now that I have removed the cabin. We have a 155% genoa, now, too.

Jeffrey Barach

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The Quinnipiack, based in New Haven, CT, is owned and operated by Schooner Inc. a non profit organization dedicated to promoting environmental awareness and personal growth by providing educational experiences in marine science, sailing, and the history of Long Island Sound and its watershed. This mission is achieved through group educational sails, public sails, charters and some shore based programming.

The Nitty Gritty:

LOA: 65'
LOD: 62'
LWL: 58'
Draft: 4'6", board up 15' board down
Beam: 20'
Rig Height: 77'
Freeboard: 5'2"
Sail Area: 2400 square feet
Tons: 41 GRT
Power: 135 HP Ford Leiman
Hull: Wood, Hackmatack on Hackmatack
Built: 1984, Millbridge, ME by Philip Shelton


Schooner Inc.
60 South Water Street
New Haven, CT 06519


2007 - Start of the GCBSR
2007 GCBSR Start 2007 - GCBSR Start

2012 - GCBSR Full sail in light air
2012 - GCBSR Full sail in light air

Paul and Beverly Gray
Solebury, Pennsylvania
Summary Vessel Name: Quintessence Home Port: Bayville, New Jersey
Vessel Type: Gaff Schooner
Rig: Gaff main, main topsail, gaff fore, club staysail, roller-furling jib
Designer Hull and lines: Robert McLain
Accommodation plan: Bob Wallstrom
Rigging: Ralph Stanley
Builder Hull: Jarvis Newman, Southwest Harbor, Maine
Interior/Deck: Malcolm Pettigrew, Southwest Harbor, Maine
Built: 1983
Dimensions LOD: 31’ LWL: 26’ Beam: 10’ 6” Draft 5’
Displacement: 16,000 lbs
Propulsion: Diesel (Perkins 4-108)
Construction Fiberglass hull, teak decks
Quintessence underwent a significant cockpit rebuild and upgrade during the winter/spring of 09 at deRouville's Boat Shop in Bayville, NJ. Many of the electronics were upgraded at the same time. I wanted all the electronics available in the cockpit, but I didn't want Quintessence to loose her traditional look. Bill and his crew came up with this!

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Quintessence is one of a series of boats built on a Dictator hull by Jarvis Newman and Malcolm Pettigrew of Southwest Harbor, Maine. The original Dictator was a Friendship sloop built in the early 1900's. Newman found the badly deteriorated boat and completely restored it. In the process he took the lines off that hull and used them to construct the Dictator series of boats in glass. Most were finished as Sloops. Quintessence was built out as a schooner.
Quintessence finished first in class "C" and won "Best Overall" in the 2007 Great Chesapeake Bay Schooner Race. Quintessence could not race in 2008. A severe rot problem was uncovered in the cockpit area. She is currently under repair at deRouvill's Boatyard.

Red Witch (Charter)

Lakeshore Sail Charters of Chicago offers you a chance to sail on a traditional Alden schooner. For more information please visit our website at





Revenge is an Alden 270(h)that was launched by Britt Bros. in 1926. Revenge was originally launched as "Sea Breeze" and has carried the name "Irma Ann" at some point in her life.

She was sailed and raced very hard through the 70's here on the west coast. Of her many races she was first schooner in the 1973 Master Mariners Regatta on San Francisco Bay.

Her original construction was fir on oak with full length planks. Unfortunately, the planking has suffered tremendously from three re-fastenings and damage from iron fasters. All planking is scheduled to be replaced.

Alas, 80 years of iron have taken their toll.

I have completed a new keel timber,new upper stem, new floor timbers,several new frames and several new planks thus far.

I will try to update photos and information as often as possible.

More to follow!

Adam Henley

Line Drawings.

View of new keel just set in place.

Another view of new keel.
New Floor Timbers.
All new floors and structural members are being bolted with Silicone Bronze.
More Floor Timbers.Forward looking aft.Aft looking forward.Portside looking forward.Interior.
I will keep as much original panelling as is salvagable.
More Interior
New frames.
More new frames.
Still more frames.
New lower stem 2006
New stbd stringer 2006
Long Scarf 2006
Portside frames and new plank runs.2006
Starboardside frames and plank runs.2006
New Frames aft.2006
Nice look!!!!Nothing like all new wood!!! 2006

Coming up next....New Stern Post and Horn Timber. Completed Jan 15th 2007 photos coming soon.

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salano is a topsail schooner that we built in canada in 1978 and sailed many thousands of miles ,up to the queen charlottes to mexico across the pacific to nz. over the period of thirteen years until unfortuneatly being lost in a cyclone off the Kermedec group in the south pacific..fortuneatly we were able to get ashore on an island after the storm and rescued shortly thereafter,,,

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Saltwind / Delight Alden 275B

Aux Centerboard Schooner with Squaresail. Built in 1926 by Henry Stowman in NJ for an L.W. Fogg in North Hampton NH. She appears to be a stretched version of what was latter the 309.

All of her hardware is present, even spare bronze winches and oval shaped porthole screens! She is now at home in KY for rebuild.

Spoke to Ridge over at Robert E. White instuments, Boston, said this compass built by his grandfather's company, Kelvin White. I will have him refurb this fine old compass. The skylight tall binnacle is "John Bliss & Co" #1260, from the same era, 1925/26.

Update; a daughter of former owner, John Bruns Blouin, sent me several photos and stories of their happy days aboard Saltwind during the 1960's near New Orleans/ Gulf sailing.
Anyone with info about Saltwind welcome to email or call; rjahn(at)windstream(dot)net 606-796-2660




John Bliss &amp; Co binnacle
Kelvin White Compass #C575




Me at the helm of Hindu...too cool
Saltwind on Lake Pontchartain 60's

Saltwind on Lake Pontchartain in the 1960's, owner;John Bruns Blouin, courtesy, Betsy Blouin

Saltwind at Thibodaux
SALTWIND from the early 60's at a Bayouside Park in Thibodaux, drying out the sails

Saltwind in Pensecola FL?
Saltwind in 1975 Pensecola FL, new sails on new rebuild, owner Marshall Chapman / Carol Mahoney crew, Vickie Wicks friend.

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Boat shed tools gathering

Working on getting a shed built over Saltwind, but had to pick up this bandsaw off ebay...just too nice and too cheap. Photobucket wife helped steady during unload Photobucket Photobucket getting some progress on her shed, 40 x 60, 16 to the bottom of the trusses..should be covered over and tools humming this winter.. Photobucket Photobucket Photobucket Photobucket and an old planer I found within 3 miles of the house for under $250.. Photobucket Roof finally done, siding on hold till weather clears up from H. Sandy. Photobucket from the rear of Saltwind; Photobucket I am still here... Photobucket  photo PICT0006_zps50404864.jpg

Saltwind with company, our river vessel; Bimini Isle, a 1965 Chris Craft 36' Challenger, 327 x2

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doors on

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main mast secure

finally back at the shed, building a second floor workshop, at the level of the boat deck, with the heavy tools below on ground level.  "one man's trash"....a guy stopped by this summer with a load of lumber to sell...he was being paid to clean out a shed up the street from me, turns out to be T&G flooring from a RR box car, 2.25" thick by 6" wide...enough to floor my upper work area; $150...



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Items for the boat found and put back

I have been scrounging for the older, simpler items needed for a simple vessel. I am choosing the older, well made and rebuildable things that I discovered were hard to find and expensive when new.

Here is my Taylor's Para-Fin, new old stock, complete with extra burners, knobs, manual, pump and lines..model 030...still need the tank for this.



Restoring Saltwind

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Cockpit tear out

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Saltwind past owners / skippers history

(470, 923, 534, 'Saltwind Ownership / Skippers History', '1926/7 built in N.J. as "Delight" for L.W. Fogg (perhaps a coal broker) of North Hampton, New Hampshire. Several L.W. Foggs found in records, none really match up age-wise to this L.W. Fogg.\r\n\r\nUpdate 1/3/2012; At the request of Mr. Brad Parish, from NY, the American Yacht Club researched and discovered more historic owners info on Delight/Saltwind.\r\n1928 Lloyds, Delight owned by Fulton and Hodges.\r\n1930-1935 Lloyds, Delight owned by Frank Gulden, Bay Shore Yacht Club, NJ.\r\n1936-1937 Lloyds, Delight now owned by Henry E. Butler of Fair Haven, N.J. with a 1935 Buda 3 5/8 x 4 1/2 Oil Eng 4cyc 4 cyl. Member of the NYYC and Red Bank YC. \r\n\r\nDuring 1938, Delight located at Larchmont Yacht Club, New York and sold to Dr. John Thomas Capo, renamed "Saltwind" and sailed to New Orleans and the Southern Yacht Club. (thanks for info supplied by Brad Parrish, Rye NY and his friend, granddaughter of Dr. Capo, Ms. Elsa Norwood, Dallas TX)\r\n\r\nLate 40''s to late 50''s Saltwind with black topsides, first bought by 3 SYC friends; John Weinning Jr., Elroy Eckert and a third man. Mr. Eckert bought out his 2 partners and kept Saltwind at the Southern Yacht Club, selling to Mr. Blouin after about 10 yrs, she keeping her slip there.\r\n\r\nSaltwind on Lake Ponchatrain, John Blouin skipper. \r\n\r\nSaltwind on Lake Pontchartain 60''s\r\nJohn Blouin\r\nMid Gulf reprint from ''50s\r\n Saltwind Skippers\r\nLate 50''s through late 1960''s, skipper; John Bruns Blouin, Bayouside Park in Thibodaux, slipped at SYC, New Orleans. Sporting black topsides and with her centerboard in place. see pictures provided by Betsy, Capt John''s daughter. Kept in Bristol fashion and sailed often in the Southern Yacht Club Friday night races. A son of skipper Blouin, related a story of Saltwind winning a FL to Havana race in 1959 and during the celebration festivities at Hemingway Marina, being visited by a local person of interest, Fidel Castro, who gave the crew hats as a memento.\r\n\r\n1969-1970, PJ Kelly informs me that he knew of Saltwind in Pensacola, July of 1970; Owner was a Roger, having brought her from New Orleans in 1969.\r\nSaltwind with White Hull..1970''s?\r\n\r\n\r\n1971-1977 Pensacola FL, now white topsides, Robert Leffew informs me that he was friends with the owner; skipper Marshal Chapman, who as a shipwright and with Mr. Leffew, put Saltwind back in fine shape, using among other materials, teak from the deck of the Aircraft Carrier "Lexington", perhaps sold as surplus. \r\n\r\n Photobucket\r\n\r\n1979-1985 John W.Wes Evans Jr. and wife Kathy. Married and set up home on Saltwind in 1979. They had a lot of fun restoring and then sailing/cruising "SALT WIND" in Florida and the Bahamas. She won the Green Turtle cruising class division Bahamas Independence day race 1980. Centerboard filled in during this period.\r\n\r\n \r\n\r\n1986 "Stoney" Slaton Marathon Fl. \r\n1989 sighted at mooring in St. Pete FL area.\r\n\r\n1996 Key Largo charter?\r\n1996 found in Key Largo on the hard.\r\n\r\nPhotobucket\r\n1997? to 2005ish Keith Hanratty, moored near North Palm Beach Fl intercoastal WW. Sank at anchor, towed up St. Lucie to Indiantown Marina. \r\n\r\nPhotobucket\r\nOct 2007 Roger Jahn, had her hauled and put on the hard to sort out. \r\n2009 Trucked to KY for rebuild with white oak and pine.\r\n\r\nFeel free to correct me or fill in the blanks, rjahn at windstream dot net, thanks to Betsy for providing so many dots to connect this once proud Yacht Club racer so well known in the Gulf during the 40''s, 50''s and 60''s as "Saltwind".',

my grateful thanks to Alex Rhinelander for finding this lost page in the dust bin, so I could continue to share the story of this great lady; Saltwind.

Trucking Home / Restoration

Since I had no way to unload Saltwind at her new rebuilding site (without spending big bucks on cranes) I simply bought a boat trailer to leave her on until I get her shed built.
She was loaded aboard her own trailer Thursday May 28 at Indiantown Marina and we pulled away, breaking the seemingly gravitational hold of the dry storage where she had layed up for more than a year.
The shed will be built with the ability to hoist her up for future work, following Blackbird's example of restoration; keel timber, frames, planks, etc.

leaving FL.





Arriving KY



her home for a while..

starting the cleanout process...lots of old "improvements" removed..comments about these items remaining? original? molested? both copper water tanks were still in her...what should I do with them?






next comes measuring up what has to be cut and dried at the sawmill, carefully removed what's left of the berths and start building the shed / lifting derrick.
2010 update; interior stripped out, anything resembling original cabintry saved, along with the old copper water tanks.

Tearing out the interior of the cockpit to discover how it's built and what is good.





Sara B

Sara B, a 47' Tancook Schooner, started sailing Little Sodus Bay, Lake Ontario in the Summer of 2005. She's now owned by the Sara B Co-op formed to support, maintain, promote, and sail her.

She was built in Nova Scotia in the early 1950s and is 38 foot on deck.

She has a website with photos, information on her acquisition via eBay, her 'voyage' from Long Island to Lake Ontario, and our current effort to form a co-op to keep her going.

We've done some repair work, including partial refastening, re-bolting floors, some plank and rib repairs-replacements.

The website with photos is at

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Schooner Pirates Lady (Charter)

Pirates Lady is a Gaff-Rigged Trade Rover Schooner designed by Merrit Walters. She is a 73' steel hull Coast Guard inspected and licensed to carry up to 28 Passengers. Her homeport is Marathon, Florida where she sails daily in the winter months. Summer, she is involved in the Florida Sea Base High Adventure sailing program with the Boy Scouts of America. For more information you can access Pirates Lady's or email at

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March 29, 2009
We are very sorry that we have been absent from the ASA community for so long, but we were advised by our lawyers not to speak of the matter until it was resolved. All that I am permitted to say publically is that we had taken SPLENDID to Dutch Wharf Boat Yard in Branford Connecticut for restoration and that the restoration was not successful. We ended up in a Federal lawsuit with the yard, the litigation has been resolved, and the yard retained possession of the vessel.

Alden 309 K Splendid (ex-Beatrice B., ex-Araglin, ex-Lanakai, ex-Esperance, ex-Marilyn). Originally built for Dr. Fritz B. Talbot by Goudy and Steven's in 1929, Splendid has had a fortunate life and good care and remains, faithfully, a well preserved Alden 309 shoal draft schooner. Her fine pedigree comes from the drawing board of Aage Neilson who drew her hull and lines, Clifford Swain who drew the accommodation plan and Carl Alberg, her sail plan, who all worked at the Alden office during those years. Splendid is owned by Jim and Norie Bregman and is currently located in Connecticut.

Her planking is original long leaf yellow pine and her scantlings and timbers oak. Long leaf planking is one of the of the longest lasting planking woods ever used in ship construction, as it is has excellent strength properties, is highly worm resistant, and generally exhibits only minor electrolytic damage from iron fasteners.

Her original painted white pine decks have been covered with a plywood, glass cloth impregnated with Thorpes easy deck which should give her deck structure considerable strength. Her centerboard has been removed and the keel depth increased using her original ballast.

Her interior is very original, though modified from galley forward to galley aft. These are well ventilated boats with four deck hatches, companion way and two engine room hatches. Her saloon is aft with quarter berth, sliding berth and settee berth, owners stateroom to port, head to starboard amidships, a large foc'sle for storage which can also accommodate two pipe berths. Her spars are original, and standing rigging is stainless. She has been converted to a staysail rig and has been re-powered with a Universal 32 Hp diesel.

The 309's were one of Alden's most successful stock boats. Though not as weatherly as their narrower, full keel sisters, the 270 design, the 309s are powerful and thrilling sailors on a close or beam reach under a strong breeze. Measuring at 43'3", x 33'3" x12'6 and a draft of 5'10", this is a comfortable, roomy and capable cruising schooner.

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For information about the restoration of Splendid please visit our web page at

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Steelaway (charter)

103' Tom Colvin/John Fazzio Three Mast Steel Gaff Rigged Schooner 

Designed by naval architect Tom Colvin, built at Fazzio Shipyard to USCG and ABS specifications for inspections for 72 passengers, but never persued certification. This vessel can be used for cargo, training, charter and serious off shore cruising. 

Hull material is steel with a full keel, 20ft. Beam, 7.5ft. Draft, bridge clearance of 66ft., displacement of 200,000lb., 81 GRT, single screw with Detroit 671/ MH 3x1 Allison Clutch stainless steel, 3” stainless steel shaft to 36” 4 blade Brass prop, manual hydraulic and live hydraulic steering, fuel capacity 1800gal., water tanks 500gal., holding tanks 100gal. (grey water only), Icinolet for burning human wastes, 12V/120V/220V systems- single and three phase, LWL 69ft., LOD 78ft., 3 generators, Flying Jib, Jib, Staysail, Foresail, Main Sail, Mizzen Sail- 13.9 Dacron, anchoring systems with manual cable anchor winch, four shrouds per mast, each side, 7 compartments below with four watertight doors, steel pilot house (2013), manual and electric bilge pumps, firefighting pump system. The hull is 5/16 steel at bottom, 3/8 steel at bow, ½ steel plate for keel, 3” x 4 x 1/4” framing, 19 1/2” on centers. Hull laid in 1998, commissioned 2002, 4ft. by 8ft. steel rudder, bottom paint Devoe Ablative over Coal Tar Epoxy, lead ballast cemented in, engine wet exhaust and one generator with wet exhaust, full and functional galley with 3 crew berths, Ipey flooring in galley, stateroom with double berth and office. Fully functional pilot house with berths for two crew, two solar panels 120Watt each.


Stella Polaris

Owner: Joyce Meers, Galena, MD

Home Port: Galena, MD

Designer: Peter VanDine

Builder:  Peter VanDine, Annapolis, MD

Launched:  1977



LOD 40' 0"

LOA  44' 0"

LWL  28' 0"

Beam  9' 6"

Draft  4' 8"

Sail area:  893

Rig:  gaff schooner

Hull:  FRP foamcore

Power:  Yanmar 27 HP 3 cyl







                                             Len Burgess photo Oct 2013 

 Owner:  Ed Boynton, Gloucester, MA

Home port:  Gloucester, MA

Designer:  Tom Colvin

Builder:  Alan Vaites, Mattapoisett, MA

Launched:  1975

Previous name:  Integrity


LOD: 31.5

LOA:  40

Beam:  10

Draft:  5.5

Rig:  Gaff Schooner

Hull:  Fiberglass

Power:  Norwegian Sabb Diesel, 11 HP


   Capt Ed Boynton    Al Bezanson photo Oct 2013  

                 Don Krishfield photo Oct 2013

           Don Krishfield photo Oct 2013

             Don Krishfield photo Oct 2013


              Don Krishfield photo Oct 2013

                     Len Burgess photo Oct 2013

35 years a Gloucester fisherman, Ed's painting of a dragger

August 24, 2014 - with a full set of new sails from Roy Downs


Summer Wind (Charter)

The Summer Wind is a Tom Colvin Gazelle owned and operated as a tour/charter boat in Philadelphia by American Sailing Tours. With her Chinese Junk rig, she's a unique vessel that always gets noticed. The boat was built in Deltaville, VA in 1979, but not much more of her history is known. The Documentation listed Mooney Brothers as the builders, but they wrote to me saying they didn't build this particular boat. The previous owner passed away after a long illness, leaving no logs or documentation, so it's a mystery. We're busy making a new history for the boat!

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Tar Baby

At Portland Yacht Services prior to the long haul out for rebuilding.

Specific information to come in the new year.


Tar Baby Designed by John Alden, long considered the world's greatest schooner designer, and originally commissioned for Gilbert Hood, of Hood Daries in 1928, she was launched in 1929. Mr. Hood kept her until 1975, when he sold her to Carl Sherman, of Westbrook, CT. Now she has been purchased by Portland Yacht Services, for a much needed refit. ( Vintage wine needs new bottle)

Tar Baby is not only known for her beautiful design and balanced helm, but also for her stunning interior. There is a chapter on her in the book "Classic Yacht Interiors", published by W.W. Norton & Company, and also in the book "John G. Alden and His Yacht Designs", published by McGraw-Hill. Benjamin Mendlowitz, the world's premier marine photographer, has a chapter on Tar Baby in his popular book "Wood, Water & Light". She has been the subject of numerous magazine articles.

There were nine schooners built to her design (#390), Tar Baby being the first and now, sadly, the last survivor still in original condition. John Alden personally owned two sisterships to Tar Baby: the first right off the ways Venturer; then, in his retirement, he bought back Abenaki to be his personal cruiser. After purchasing his retirement yacht he wrote an article for Yachting Magazine stating that the 390 was his favorite design. He then went on to win second place in the 1950 Bermuda race in Abenaki. Another 390, Arcturus (extensively rebuilt, but still in service in New Zealand) was owned by General George S. Patton. He and his wife sailed it to Hawaii and back when he was stationed there prior to World War II. Arcturus was later owned by actor Gene Kelly.

These are Pictures given to me by Carl Sherman

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Thomas E. Lannon (Charter)

Owners: Tom & Kay Ellis
Home Port: Gloucester, MA
Designer: Capt. George Melville McClain (1903), with modifications by the builder.
Builder: Harold A.Burnham, Essex, MA
Launched: 1997

LOA: 90'
LOD: 64' 6"
LWL: 55
Beam: 18'
Draft: 9'
Rig: Gaff topsail schooner
Construction: White oak & mahogany on white oak & black locust

The Lannon is available for charter out of Gloucester, MA. For details see her web page at

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Tillicum I


Racing to third place finish - San Francisco Schooner Race 2009

Owner:  Russell & Heidi Mead, PO Box 380,  Manchester, MA 01944
Home Port:  Bakers Island, MA
Designer:  Leigh Coolidge (1925)
Builder:  Kenny Powell
Launched:  1982


LOD 40 feet; LOA 50 feet; LWL 36 feet
Beam 12 feet; Draft 6 feet
Construction:  Frames: steamed 2" X 2" oak on 11" centers;  Plank:  Douglas fir 1-1/2"
Rig:  Marconi staysail schooner
Power:  Yanmar 4 JHE 44 HP (1993)


Details from NSSA website 

Tillicum I

Rig: Stays'l Schooner
LOA: 50'
LOD: 40'
Beam: ’
Draft: 6'
Built: Douglas Fir on Oak
Launched: 1982 Anacortes, Washington
Built by: 
Engine: Yanmar 44 hp diesel.
Registered: Victoria BC
Contact: Russ & Heidi Mead 902-541-0778

Looking for a new lover of schooners with a particular bent for wood construction and upkeep of a truly one of a kind schooner, said to be a head turner.

Tillicum 1 is a stays’l schooner, registered Victoria B.C. and is in her prime having been built in Anacortes, Washington in 1982.

She is finely detailed inside and out, (10 types of wood total), built of Western Douglas Fir planking (carvel planked on 2x2 steamed oak frames), deck and foremast. She has been updated with hollow masts, the main being Sitka Spruce and oversize standing SS standing rigging. Last survey was June 2012, passed with flying colors.

She has competed in the San Francisco schooner race in 2009 to a third finish in a fleet of 8. Recently she won first place in the Gloucester schooner race, small vessel division and best overall time of 14 boats. She has also been a feature vessel in the Anacortes wooden boat festival.

As a cruising boat, she has completed a transit of west coast to east coast of Canada leaving Vancouver June 2009 cruising the West coast, visiting 10 countries, transiting the Panama Canal and arriving in New York City in July of 2011. This past summer she completed the return to Canada arriving in Yarmouth and travelling up to Lunenburg. Overall distance travelled in excess of 11,000 miles.

The boat has ALL the desired cruising equipment to insure comfortable long range cruising including a 44hp Yanmar engine, Frig-o-boat refrigeration and Village Marine water maker. A large sail inventory of 6 sails includes 2 gollywobblers.

If interested in this go anywhere and fun to race boat contact Tillicum 1 owners, Russ and Heidi Mead via email: or phone 902-541-0778

For more info and photos visit our blog: 

Owners have resettled ashore in Nova Scotia.


Tom Swift, Tancook Whaler

Tom Swift is a 1976 Peter Van Dine built Tancook Whaler based upon the designs of the fisherman from Tancook Island, Nova Scotia. Tom Swift was built by Van Dine with a canvas covered wood deck and a fiberglass hull but now is the second such vessel to have a fiberglass deck. The boat was progressive for its time in that it has always had an electric auxiliary. The old lead acid car battery and half horse motor circa 1976 have been replaced with two 48 volt banks run in parallel and comprised of sixteen 6 volt batteries which were originally produced for Volkswagon's production electric cars. The downside is that those banks add 320 pounds to the vessel.

more to follow . . .

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Tree of Life (Charter)


 Overall Length, 91’


Tyrone (Charter)


Owner:  Matt Sutphin, Harwich, MA

Home Port:  Chatham, MA

Designer:  SS Crocker, Design No. 202

Builder:  Simms Bros., Dorchester, MA

Launched:  1939



Rig:  Gaff schooner

Plank/hull: 1-5/8" mahogany, 2" garboards

Frames:  2-1/2" double-sawn oak on 16" centers

Fastenings:  Silicon bronze screws


                           SS Crocker Memorial Race, 2012


                                Harwichport 2013

     Harold Simms, Matt Sutphin and Skip Crocker, 2012


                          Tyrone under construction at  Simms Bros, 1939


2013 Gloucester Schooner Race photos courtesy of Kathy Chapman




Wolf, Flagship of the Conch Republic (Charter)

The WOLF is a classic 74’ topsail schooner built in 1982-1983 in Panama City, Florida by Master builder Willis Ray and Finbar Gittelman, Admiral and First Sea Lord of the Conch Republic. Designed by Merit Walter, the WOLF is a Norfolk Rover class steel hull schooner.

Home ported at Safe Harbour Marina in Downtown Stock Island/Key West, the vessel is owned and operated by Key West Packet Lines, Inc.

The WOLF is patterned after the blockade runners that plied the waters of the Florida Straits, Caribbean Sea and Atlantic Ocean in the 19th century.

U.S.C.G. certified for 44 passengers for day sails, 20 passengers coast wise and six passengers for international voyages, the WOLF has a cargo capacity of 20 tons.

VESSEL SPECIFICS Registry: United States
Length Overal1: 74 ft.
Length, Deck: 63 ft.
Length, Waterline: 49 ft.
Beam: 15 ft.
Draft, Light: 6.5 ft.
Draft, Loaded: 7.5 ft.
Gross Tons: 37
Net Tons: 32
Displacement Tons: 35
Ballast: 11 tons
Rig: Topsail Schooner
Sail Area: 2,500 sq. ft.
Crew: 4 to 10
Passengers: 44
Armament: 4 cannons
Speed Under Power: 8.5 knots, max.
Speed Under Sail: 12 knots
Engine: Detroit Diesel, 6V53, 216 horsepower
Fuel Capacity: 350 gallons
Fresh Water Capacity: 650 gallons

HISTORY Often serving as lead vessel in local harbor parades and traditional events and has been showcased in many films and documentaries. With Admiral Finbar at the helm and 'Blossom' (Julie McEnroe, his 'other half') by his side, the WOLF has sailed extensively the waters of the Bahamas, Caribbean, Gulf of Mexico and East Coast.

Over the years, the WOLF has attended numerous seaport festivals, including Hampton, Virginia’s 1985 Harborfest; OpSail Miami 2000; Cayman Islands’ Pirates Week Festival 2000; Tampa’s 2001 Gasparilla Festival; Americas’ Sail 2002 (Port Antonio, Ochos Rios and Montego Bay, Jamaica and St. Petersburg, Florida); Sail Mobile Tricentennial Celebration 2002; Cayman Islands Quincentennial 2003; the 2005 Lee Island Pirates Festival in Fort Myers, Florida; Beaufort, North Carolina' Americas’ Sail 2006, Green Turtle Cay’s 2006 and 2007 Island Roots Festival and the 2007 Oceans Institute's World Oceans Conference in St. Pete, Florida.

Known for her humanitarian Missions of Mercy, the WOLF has taken cargos of relief supplies (donated by the people of Key West and the Florida Keys) to Port Antonio, Jamaica after Hurricane Gilbert; Guanaja, Honduras after Hurricane Mitch; Hope Town, Abacos, Bahamas after Hurricane Floyd; and to West End, Grand Bahama after Hurricanes Jeanne & Ivan.

In 1998, she carried 40 members of The Interfaith Pilgrimage of the Middle Passage to Cuba, helping them continue their historic journey of retracing that infamous slavery route.

Each year the WOLF returns to Key West Harbor for the annual Pirates in Paradise Festival in November/December and Conch Republic Independence Celebration in April.


Key West’s own pirate ship (and the ASA's southernmost member!) the WOLF travels the high seas seeking fun and adventure and is available for charter by the hour, day, week or month.

CONTACT INFO Phone: 305.296.9694