Here - The Junk Rig Association

www.junkrigassociation.orgJUNK RIGAssociationIssue No: 57 September 2011

From the Chairmanby Alan BoswellII am sure you have all been aware ofsome turmoil in the JRA followingGavin and Robin’s resignation at thelast AGM, and during the ensuingelections.Just in case you missed all that, I haveended up where I started out at the beginningof the JRA, as Chairman. I see my role as anon-partisan link to bring everyone togetherto take the Association forward in a positivespirit, and I hope that someone else will stepforward to take over the role after a year or so.Gavin, Robin, and Mandy’s commitmentto the JRA over many years has been amazing,and I want to thank them all for their massivecontribution to the growth and developmentof the Association from its earliest days to whatit is now.Happily, we had a constructive EGMat Bradwell during the East Coast Rally, and Ifeel that although some strong differences ofopinion were expressed during the meeting,about what course we should be steering, theindications were clear that most memberswanted to see both the Newsletter andthe Website flourishing, and between themreaching all our far-flung members by onemedium or another.Of course, the Website and Newsletter willonly flourish if members continue tocontribute articles, letters, stories, andphotographs of their experiences, and so Iinvite you to put pen to paper, or fire up yourcomputer, and send in material to either orboth. I hope that we will during the next yeardevelop links between them so that anymaterial that appears in one and not the otherwill be shared where appropriate.The voting that took place before the EGMreturned an overwhelming majority in favourof adopting the new constitution. As SallyPeake and Martin Lloyd have now just beenelected unopposed, we finally have the newcommittee required by the constitution inplace, and we can now press on and addressthe issues facing the Association. I feel we havea well balanced committee that represents thevarious points of view within the Association,and I feel confident that we will now be able tonavigate the JRA into calmer waters.The discussions that took place while wewere drafting the new constitution raised anumber of issues that the new committee willexplore further, particularly regarding thelegalities regarding the Association’s potentialliability arising from organising the rallies, andalso regarding the ownership and trusteeshipof the assets the Association has built up overthe years. This will require expert legal advice,so if you know an expert in these fields, pleaselet us know.Finally, the committee will consider what,if anything, the Association should do with itsconsiderable accumulated reserves. If youwant to give us your views on any of thesematters please do not hesitate to do so. We arewell aware that among the membership theremust be people with expertise and good ideasfrom which we can benefit, and we would hateto miss out on them just because you were notaware they were needed.The AGM heldduring the SummerRally in Warsash.From left to right.Newsletter editor:Fred Barter.Former HonSecretary:Robin Blain.Former Chairman:Gavin DalglishCurrent HonSecretary:Edward Hooper.Geoff Turton whohas looked afterour publicity formany years.Photo byTom Wallace.Junk Rig Association • Number 57 • September 2011 • Page 3

From the Webmasterby David Tyler: webmaster@junkrigassociation.orgTop left:The membershipmodule.Bottom left:Clicking on theunderlined namewill bring up thefull record for thatmember.WWebmaster? WebsiteAdministrator? Website Editor?Website Moderator?Any of those titles might beapplied to what I'm doing. Webmaster is theone in almost universal usage in the internetworld, yet it's not totally apt. I don't have to doany of the technical things usually expected of aWebmaster - writing HTML, and being conversantwith all the other technical acronyms.Let me explain. What appears to JRAmembers as just a website, with the expectedfeatures, is in fact the tip of the iceberg. Thesoftware used to build it is part of a suite ofsoftware by Wild Apricot, a Canadiancompany. It is intended to enable manydifferent kinds of organisations - clubs,associations, not-for-profits and fundraising -to manage their affairs. This includesmembership management, event management,financial management - and of course websitebuilding. Small organisations rarely haveamongst their members someone who is ableto set up an integrated system to runthemselves efficiently, and if they were to go toa consultant to get such a system written, itwould cost far more than they could afford.Such companies as Wild Apricot have seen thebusiness opportunity, and have composed asuite of software which is just what smallorganisations need - and, importantly, whichneeds no particular computer skills to use,beyond the ability to use normal office software.So I don't have to scratch my head too hardas to how to do things. Only as to what to do.It's been a year now since the launch ofthe website and its associated associationmanagement tools. The website now containsmuch useful junk rig information (but it needsmore, and I would be grateful for any and allsuggestions for additions and improvements).All your membership records have now beenadded, initially by you entering your owndetails, and then by entering, in bulk from thecard index system previously used, the recordsof members who haven't yet chosen to makeuse of the website. Now, the membershipdirectory contains all that we know aboutyou, and is the replacement for the papermembership list that had been availablepreviously. Now, it is possible for you to keepyour record up to date by going to the websiteand editing your profile, and thus for thecommittee and all other members to havecorrect contact details for you. Now, it ispossible for the membership management taskto be done by anyone, anywhere in the world.Shall I give you a short guidedtour behind the scenes?This is what I see in the membership module:The underlined numbers in blue are thenumbers in each level of membership. When Iclick on one of these numbers, I can see a list ofall members in that level, the committee forexample:and clicking on the underlined name will bringup the full record for that member.You can see the ‘Email all members’button that I, and other committee memberscan use to write to you. I can use the ‘search’facility to find a member, or to select a group ofmembers, when I need to.This is where I can make new websitepages, put them in order, make submenus andmake settings as to who can see those pages:Here you can see that there is a CommitteeJunk Rig Association • Number 57 • September 2011 • Page 4

forum that acts as an ongoing virtual committeemeeting. It is not visible to members otherthan those on the committee. Similarly,‘Website only’ members cannot see the pagefrom which newsletters may be downloaded.Anyone who has been given admin rightsto edit a page (all it takes is to volunteer tomaintain a page or two of the website to keepit up to date) sees an edit button on that page:And having edited a page, there's a ‘savebutton’, and that's all there is to it.Now, anyone, anywhere in the world, canmake their contribution to the continuedgrowth and activity of the JRA. It's a lot easierthan it used to be to administer the JRA, and tocommunicate with its members. Perhaps youcan help to make our task easier still. We nowhave email addresses for about three-quartersof our members. We can communicate withthose members with little effort and at no cost,in all matters concerning their interaction withthe JRA. It's always going to be more difficultfor us to communicate with the remainingquarter of our members. If you are happy tohear from us this way, please send me youraddress.PS. On the next two pages you can see acontribution by Brian and Maddy Kerslakewhich can also be found on the website.Top:Here you can seethat there is aCommittee forumthat acts as anongoing virtualcommitteemeeting.Bottom:The Home page.Anyone, anywherein the world,can make theircontribution tothe continuedgrowth andactivity ofthe JRAJunk Rig Association • Number 57 • September 2011 • Page 5

JRA Members Blogshttp://www.sailblogs.com/member/paradox/by Brian and Maddy KerslakeMMany more people are writingblogs nowadays ( Brian Kerslakehas just started one at:http://www.sailblogs.com/member/paradox/Here an extract from the latest.Not plain sailing!Maddy and Brian13 August 2011 | Portland MarinaBent boomBy August 13th - today - we should have beensailing down the French or even Spanish coastor at least setting off across the Channel aftergetting some practice in with our new and verypowerful cambered panel junk rig, but thingshave not been plain sailing.Nearly finished rigging junk sails13 July 2011 | Portland MarinaWe have been in Portland Marina, a very smartnew Dean and Reddyhoff marina for aboutnine months now. The Olympic Sailing eventswill take place from this marina next year. Bestto get out before then, but it is taking muchlonger than we thought to convert ourFreedom rig to junk. However, we have nearlycompleted the task now with the help of RobinBlain, founder of the Junk Rig Association andChris Skanes, sailmaker. Andy and Alex havebeen up the mast a few times as well!The boat is over 20 years old, and we have donea lot of refurbishment, but the blue sprayhooddidn't need replacing, so we chose a lovely bluefor the sails.On our trial sail there was a fresh wind F4-5and we had full sail set as we went up anddown the fairway in the outer harbour. Weshould haved reefed before trying a gybe,which was bad and good. Bad in that the mainsailyard which carries the weight of the sail,battens and boom bent dramatically, an eyepulled out in the aft end of the batten below it,and the boom also bent (as you can see in oneof the photographs), but good in that this happenedduring trials rather than out on thewaves a long way from a harbour.Anyway, the sail top panel (they slide out oneby one) has been repaired and strengthened byit's maker Chris Scanes (www.sailsandcanvas.co.uk), and the yard and boom are dueto be replaced by next weekend now that thefactory is back in action after its summer holidays.So it doesn't look as if we'll be making apassage until the end of August, and that weJunk Rig Association • Number 57 • September 2011 • Page 6

are now more than ever needing a good spell ofweather.Meanwhile, the marina has been very busywith many Olympic volunteers in brightlycoloured 'London Prepares' t-shirts, helpingcompetitive sailors from many countries inpre-Olympic regattas designed to test systemsand security. The press have been here in forceand are being ferried around in three brandnew Jenneau 'Swift 44 Trawlers' which aremade in France - a strange choice given thatSunseeker have a factory here. At least the andsmart black Ribcrafts are made in YeovilSomerset.The delay has meant that we have been able tocross off some of the jobs off the never-endinglist, including re-covering the settee seats,designing and having built two stainless steelboom crutches, sorted out the foresail so wecan raise it by hand should the electric halyardwinch ever fail, done some more teak deckrepairs, had sail covers made, half-finishedrepairing the dinghy, overhauled its Tohatsu3.5 hp outboard motor, serviced 'Paradox's' 50hp Perkins diesel engine, got our 24 year oldAirogen wind turbine going so we are 'off--grid' most of the time, and installed three newbatteries.So that's how we spend our time - working onthe boat, shopping in Weymouth or Portland,waiting for buses and ignoring things thatneed doing to www.topologika.co.uk. At leastwe have bus passes.Boom crutchesMaddy16 August 2011 | Portland MarinaLocal stainless steel fabricators built us twoboom crutches, the main sail one being shownhere. Brian designed it so that we can use it forstowing the mainsail when in harbour, but italso stops the sheet decapitating the helmsmanand provides a structure for a bimini and cockpittent.Our boat:PARADOX OF PLYM.We are exteachers andsemi-retiredowners of aneducationalsoftware company,TopologikaSoftware Ltd.We have beensailing for over35 years, startingwith a MirrorDinghy in 1972and progressing toour current yacht,a Freedom 39ftwhich we haveconverted to ajunk rig.Junk Rig Association • Number 57 • September 2011 • Page 7

Matt Layden’s Paradoxdesign and the cheaproller-reefing standinglug sailThe microcruiserParadox is a 4.2mlong sharpie witha very simpleroller-reefinglug rig,by Robert BieglerTThe microcruiser Paradox is a 4.2mlong sharpie with a very simple rollerreefinglug rig, but without keel orboards. She uses chine runners instead.These are simply very shallow keels attached tothe side instead of the bottom of the hull, asseen here.As the boat heels, these chine runners providesome lateral resistance. However, they are, inthemselves, not a replacement for a keel orboard. Instead, the principle is the same as ina Hobie 14 trimmed for racing: put the centreof effort so far back that the hull provides onlyhalf or less of the lateral resistance, let therudder(s) do the rest. Balance the rudder sothat there is not a lot of load on the tiller. Ibecame familiar with that possibility throughsailing a, but Layden’s inspiration seems tohave come from other sources. He explains histhinking in more detail in issue 57 of SmallCraft Advisor (back copies can be bought Ieither printed form or as pdf files fromwww.smallcraftadvisor.com so I will notduplicate that here. Instead, I shall commenton my experience.The Hobie can achieve the desireddistribution of lateral load onto hull andrudders while upright. Paradox needs to heel abit, both to immerse the edge of the hull andchine runners more deeply, which makes themmore effective, and to create weather helm thattransfers a greater proportion of the lateralload onto the rudder. I find that in really lightwind, when the boat doesn’t heel enough, thereis lee helm and noticeable leeway, probably inthe range of 15 degrees. Once there is enoughwind to heel the boat about 20 degrees, leewayis pretty normal. So how does the boat goupwind?My benchmark for that is the local Ynglingfleet. The Yngling is an open keelboat withrelatively long overhangs, a medium aspectratio bulb keel, spade rudder and a veryconventional sloop rig. They point about 10degrees higher while moving faster. A newYngling owner sailing for the first time, withoutinstruction or experience, sheeted his jib tothe centre, and still went faster upwind than Idid in my Paradox. Of course, that mightreflect my lack of skill, but I won often enoughwhen I raced a Hobie that I think it’s not onlythat. So what else is going on?I am convinced the chine runner andrudder combination is not the problem. A wellshaped rudder is a pretty efficient foil, and if itcarries much of the load, the lift to drag ratioof the whole arrangement will be pretty good.I think the rig is responsible. Nevertheless, Ithink it’s a brilliant design, and I could notimprove on it for the boat’s intended purpose.Junk Rig Association • Number 57 • September 2011 • Page 8

That may not have been the reason why MattLayden named the design Paradox, but it is onemore reason why the name fits. I’ll explain.A shallow draft monohull with internalballast needs a low rig. A boat that is to besailed from inside the cabin needs a sail thatcan be entirely remotely controlled. A trailerableboat needs to be quick to set up,with as few strings as possible. The first twoconditions would seem to call for a junk rig,but the many strings would make fast setupfrom a trailer more difficult. Layden’s solutionis a standing lug sail with a low-tech rollerreefing mechanism that is sheer genius.Layden avoids complicated joints betweenboom, and mast by attaching the boom only toa free-floating claw that is suspended betweena line to the mast top and another line thatleads through a hole in the deck to a cleat.Here you see the claw before insertion into theboom.And here the claw has been inserted, andthe reefing line wrapped around the drum.tidying away lots of line.On the relatively rare occasions when it wasblowing a bit, I noticed that the boat was fasterand pointed higher when the mast was on thelee side, making a dirty great bulge in the sail.That surprised me a bit. I think I worked outwhy it happens. When the sail is on the leeside, the luff of the sail is rather cupped. Idon’t know whether that is inevitable with alug sail, whether it means the sail is getting abit old and I have just forgotten the profile itoriginally had, or whether it means the sailmaker was just not familiar enough with lugsails. Whatever the reason, once it blows a bitand the sail is to the lee of the mast, to avoidwild fluttering of the luff I have to oversheetthe sail so much that it is even worse thanhaving a fat mast on the lee side and a bulge inthe sail. At least the bulge changes the angle ofthe luff to the point where oversheeting is notnecessary. The next figure shows what I thinkthe airflow looks like with the mast either onthe windward or leeward side of the sail.Despite this little problem, the rigcombines simplicity, quick reefing and quicksetup from a trailer in a way I have not seen inother rigs. In a larger boat, the forces on thehalyard and reefing line could easily get out ofhand, but the rig is certainly good for the 10sqm on the Paradox. It would also make apretty good rig for a sailing canoe or cruisingdinghy. Perhaps the cut of the sail can beimproved a bit compared to what I have now.Top left:Here you seethe claw beforeinsertion intothe boom.Bottom left:And here the clawhas been inserted,and the reefingline wrappedaround the drum.The sail is suspended between halyard, clawand sheet. Therefore reefing is less convenientthan with a junk rig. I can’t just drop the sail,I must match how quickly the halyard pays outwith how quickly the sail furls around theboom. Nevertheless, I can completely furl thesail in about 30 seconds, a little more totidy away the lines. That last job may not benecessary. With a 1:2 purchase on the halyardand the larger diameter I gave my reefingdrum, the reefing line and halyard move atabout the same rate. I plan to try rigging themas a single line, so save myself the bother ofJunk Rig Association • Number 57 • September 2011 • Page 9

awful lot of money.I had until 1st May to complete a 500 milequalifying passage: non stop, solo and undersail alone. The boat had to be made ready forthat passage but also, by the race start in earlyJune, had to comply with the regulations for aCategory One ocean race in terms of build,equipment and paperwork. Again I was on apreparation treadmill but this time I was a bitfurther advanced and was able to keep aheadof the curve, just, by dint of considerable time,effort and expense.Regulation upgradesI have mentioned above some of the necessaryequipment upgrades. The regulations that theboat and I needed to meet are the same asthose for a fully crewed 60 foot racing boat. Ina few respects they were therefore a littleirksome. However, the large majority are verysensible, and are designed to help to improvemy chances of survival. I needed to attend anumber of courses, usually to get lapsed qualificationsup to date eg offshore survival, firstaid, VHF. I had to make some modifications tothe boat including storm proofing the cockpitlocker hatches which opened into the body ofthe boat and also building in a second watertank. I also added a wireless wind speedmeasuring and display system. In total I spenta number of thousands of pounds. I alsoarranged insurance cover, at a significant extrapremium, but I must commend FastnetMarine Insurance, who were prepared toprovide comprehensive cover for a singlehanded entry in an ocean race, albeit with anincreased excess.Storm survivalI also addressed the business of storm survival.My previous arrangements had consisted of anex Royal Navy sea anchor, two old climbingropes and a head in the sand attitude. I studiedthe options for improving this. For anyonewho has not done so, it is worth looking on theinternet for information about the JordanSeries Drogue (JSD). Unlike a sea anchor,which is a large parachute designed to bedeployed from the bow and to remain fixedin the sea, the JSD consists of many smallparachutes attached at intervals to a long ropewhich is deployed from the stern of the boat.It is designed to allow the boat to keep movingforward down the face of the big waves andthereby maintain stability and control. It isfixed to the stern by a split bridle which ideally isattached by shackles to horizontally mountedchain plates on the quarters. I had a JSD madefor LEXIA by the one British manufacturer.Including the manufacture of all the parts andthe fixing of the chain plates, it cost severalhundred pounds for equipment that I hopedwould never be used, but when you need it …you need it.I went to the local branch oflarge national DIY shopThe whole JSD is a big bundle which I couldjust lift. Deploying it from the stern in stormconditions needed some consideration. Themanufacturer’s solution is a special canvasstowage bag. At a cost of £80 it was too expensiveand also not really suitable for LEXIA’S smallcockpit. I returned that and asked for arefund. Then I went to the local branch oflarge national DIY shop. I had an idea that a‘gorilla tub’ would be the answer; after all ithad all cost ‘a gorilla’! However, the builders’mortar mixing tub, similar but bigger, lookedto be ideal, and at £7 was acceptable. I hadtaken the drogue and bridle to the shop tocheck that it fitted in the tub, which it did. Ofcourse I needed also to check that it deployedfrom the tub … and the shop had a longcentral aisle ... Tub on the floor at one end ofthe shop, end of the drogue in hand, marchsmartly forward. 200 feet of drogue deployedwithout a snag. To say that the managementraised its eyebrows would be an understatement.However, when I had generously beengiven me some free advice, particularly abouthealth and safety and risk to the public, Iagreed to put it back into the tub, which gaveme an excellent opportunity to practisepacking it. I then lugged it to the girl at the tilland asked to pay. ‘Where’s the bar code?’ sheasked. ‘Well’, I explained, ‘it’s in the tub underneaththat 200 feet of rope and miniparachutes but I could get the rope out for youif you hold the tub and I take this end andJunk Rig Association • Number 57 • September 2011 • Page 12

march down the shop … !’ Do other offshoresailors have the same problems that I do?Certainly they don’t teach things like that onan RYA course.The 500 mile qualifying passagewas interesting.We had high pressure and therefore easterlywinds on the south coast. ‘Leave Plymouth,turn right, run downwind for 250 miles intothe Western Approaches, and then the nextdepression will bring south westerly winds thatwill bring you back’ said the pundits. I got tothe edge of the Continental Shelf in two daysand peeped over at the Atlantic Ocean:They didn’t think much of the oceanThe waves they was piddling and smallThere were no wrecks and nobody drownded‘Fact nothing to laugh at at all!’Albert and the Lion by Stanley Holloway.That was of course Blackpool and theRamsbottom family’s ocean was the Irish Sea.I had a beautiful sail in fine weather and Isaw a number of dolphins. So the first part ofthe pundits’ plan worked. As for the secondpart, do you recall in spring this year we had amonth of continuous high pressure … ? Ohwell, I did get back eventually, after tackingbetween England and France for a number ofdays.Registration and approval by theRoyal Cornwall Yacht ClubThen off to Falmouth in early June for finalregistration and approval by the RoyalCornwall Yacht Club (RCYC), the organisers.Their arrangements were commendable. Janecame to Falmouth for the splendid pre racesupper. On the last day she helped me raidSainsbury’s supermarket for weeks worth ofprovisions. On the morning of the race shekissed me goodbye, potentially for the lasttime, (sob), and then she and the dog went toPendennis Castle to watch the start which wasbetween the castle and the notorious BlackRock.I thought that LEXIA’S two brown rectangularfully battened Chinese lug sails made asplendid sight compared with all the boringwhite triangles. There were 61 fully paid upand qualified entrants listed in the programmeof which 59 crossed the start line. Remember- ‘two races’. Two entrants hadn’t actuallymade it to the start, one because they had beendelayed by bad weather on the way toFalmouth. One competitor, singlehanded onFOULA, a Rival 32, only completed his qualifyingpassage on the way from North Wales toFalmouth by diverting into the Atlantic,arriving the night before the start. Class One,the slowest boats, was the last away, amidmuch noise of cannons from the club startersand from the castle. As we crept over the startline the wind died and we drifted for theafternoon. The tide turned and, as we driftedback towards the start, Jane and the dog gaveup watching the lack of action and headedback to Derbyshire. There is only so muchsailing non action that a dog can take.I thought thatLEXIA’S two brownrectangular fullybattened Chineselug sails made asplendid sightcompared with allthe boring whitetriangles.Jane came toFalmouth for thesplendid pre racesupper.Part 2 of "Last man to AZAB" the race itself –to come in the next issue.Junk Rig Association • Number 57 • September 2011 • Page 13

How to build an eightStaved Birdsmouth Mastby Gary PickTTo build a birdsmouth mast is nothard to do, there's a good bit of workin it but it's not rocket science. Sohere we go. I'm going to deal with an8 stave mast because I consider 8 staves to bethe ideal and it's what I built.resulting diameter. But I recommended thissite, in my book it is the ants pants.http://www.duckworksmagazine.com/04/s/articles/birdsmouth/index.cfmYou will find a wealth of information as well ascalculators to work out your ideal dimensions.Timber:I used recycled Oregon (Douglas Fir) because Icouldn't afford to buy new timber, it added tothe work load as I had to rip the timber intothe required stave dimensions and I had to joinsections together to get my stave lengths.Parts:The mast itself is one but from the heel of themast to a little way above the partners the mastneeds to have a solid or near solid plug becausethis is where the major stresses will be. I mademy plug using the birdsmouth techniquebecause I thought it would be good practicefor the real thing.Design:To design your mast you need to know thefinished dimensions. I will assume we aretalking about a hollow free standing mast.Pages 130-31 of Practical Junk Rig will give youyour recommended mast diameter at thepartners (where mast passes through thedeck). You will of course need to know howlong your mast will need to be. PJR will alsogive this information. The wall thickness ofyour mast should be around 20%, so for a mast200mm in diameter the wall thickness wouldbe 40mm. There is a basic ratio for calculatingthe width to depth cross section of the stave.The outside diameter is defined as 2.5 timesthe stave width. However that solution is notentirely accurate. In fact, both the width andthickness of the staves have an effect on theTools:Basic woodworking skills are needed for thisjob, you need to know which side of the line tocut. As for tools you will need access to thefollowing, a chunky electric drill, planer,circular saw, router and ideally a tablesaw/sawbench. For the latter I bought a Chinesetablesaw for $AU349 and I used that to cut mybirdsmouths.Process:This can be broken down into a number ofsteps and we will use my dimensions.1. Cut the stave timber to the correctdimensions, mine were 82mm x 40mm.2. Set your table saw to 45 degrees and thefence to 40mm. Using scrap timber adjust theheight of the blade till the cut finishes on thecentreline...20mm in from the edge. Once youget that right it is then a simple matter to runyour stave through the saw then flip it end forJunk Rig Association • Number 57 • September 2011 • Page 14

end and run it through again. If you have doneit right a triangular scrap of timber shouldresult.3. If you were like me and had to buy oddlengths then you will now need to scarfsections together to get you full stave lengths.This requires careful thinking because youneed to stagger the joins to ensure themaximum strength of your mast. I used an 8:1ratio for mine and used a Router with a simpletimber jig to cut them.220mm at the deck but tapers to 100mm at thetop. I used the calculators on the website aboveto calculate my taper. The taper comes off theback 40mm face not the birdsmouthed face.Pick your straightest stave and using astringline and cramps or nails driven into yourmast bench get it perfectly straight. Now markup your taper. I cut my taper using a powersawand it does work but it is hard to keep thetapered face square, that is 90 degrees to the82mm face. If you don't keep it square you willhave gaps when you come to glue up the mast.I cut and glued in thin splines to fix mine.Note: Don't try too big a taper on the bottomsection of the mast. I tapered mine down to150mm and made the tenon for the mast steppart of the mast plug.6. Now you should have all your staves. Mymast bench consisted of 44 gallon drums witha plank on top. To assemble your mast you willneed to make up some simple plywood orwooden jigs to hold the first 3 staves in place.Once you have set those up dry assemble yourmast, this is easy to do as the staves slot intoeach other and are self aligning. Set up a fewSpanish windlasses and pull the staves in tight.Admire your work for a moment...now makesure it all fits together neatly. You may have tofine tune here and there.7. For the final glue up you will need help if it'sa big mast. I rounded up 7 friends and madesure I had plenty of munchies and beer forlater.Assembly:1. Have everything organised and set up to goon the day, before your helpers arrive.2. Tell your helpers to wear old clothes andhave a good supply of latex gloves handy.4. Glue your stave sections together. I usedepoxy thickened with a little wood flour, I getmine from the dustbag on my sander.3. If you are running cabling now is the time tofasten it to the inside face of the first stave.Make sure it doesn't get in the way of the stavesthat will be either side.5. Tapering the mast. My mast is aroundJunk Rig Association • Number 57 • September 2011 • Page 15

7. As you coat each stave place it either side ofthe bottom stave in the jig. The last stave willgo in like the keystone in an arch.4. Explain to your helpers what the process is.I had one person mixing epoxy and wood flourand also plain epoxy mixes. I also had oneperson taking photos.5. One person will be using the plain epoxymix to wet out the birdsmouth and the backedge of each stave.6. I had 3 people applying thickened epoxy tothe birdsmouth of each stave and as each onewas done it was placed in the jig.8. Once the the mast is assembled you willneed to pull the staves in tight, the staves willalign themselves so some form of strapping isfine. I used fencing wire because I have a lot ofit. Don't worry if the wire cuts into the raisedcorners as you will be planing those bits offanyway9. Clean up and drink beer.Finish:1. leave the mast at least 24 hours before youremove the strapping.Junk Rig Association • Number 57 • September 2011 • Page 16

2. The mast is all sharp corners and glue runsand it has to be made round. Using a chalklineor a string line mark line down the center ofeach stave from top to bottom. This is the lineyou will round off your mast to.3. Now plane off all the corners till the mast isroughly round. In my opinion a power planerrules here, it's a lot of work. My mast is 9metres so I got to do a lot of walking.4. I made myself a set of plywood calipers andmarked off one metre stations along the mastso I could check the diameter as I went.6. The mast is still going to be a bit on thelumpy side and I used a good sharp hand planeto get rid of the obvious high points.7. It's really starting to look like a mast but itnow needs to be sanded. I made up a woodendrum to fit my drill and bought some sandingbelts. It works like this, turn the belt inside outand slide it over the mast. The drum has a shafton one side that fits the drill chuck and adowel handle on the other side, put a shortlength of plastic tubing over this to hold onto.Place the belt on the drum and tension it up.Pull the trigger on the drill and the belt spinsaround the mast and sands it smooth. Havingsomeone to rotate the mast really helps. Icoated the drum with silicon to stop the beltslipping on the drum. Make sure you have agood powerful drill because it's going to workvery hard, I burnt out one of mine.5. At this point I made up two sets of rollersfrom old shopping trolley wheels to mount themast on. It's easier to rotate the mast themmanually lifting and turning...you'll needthem later anyway.Junk Rig Association • Number 57 • September 2011 • Page 17

8. Your mast is now done. I fibreglassed minewith a lightweight cloth to give the mast agood abrasion resistant surface.My mast weighs in at 87 kgs., which is around5 kgs more than me.Further Information:Arne Kverneland's article The Mast wasan excellent starting point for me.Practical Junk Rig will give you all theinformation you need on calculating theamount of bury and LAP (length abovepartners).Gaetan Jette's article on calculating thestave dimensions for your mast is worth it'sweight in gold.http://www.duckworksmagazine.com/04/s/articles/birdsmouth/index.cfm#manual-calcFor more information on my boat and thebuilding of my mast check out my thread here:http://forum.woodenboat.com/showthread.php?88318-Redwing-updateGary Pickbambooman@netspace.net.auJunk Rig Association • Number 57 • September 2011 • Page 18

Some observationson sailingby Chris ScanesTexpense.Sailing:The fine art of getting wet andbecoming ill while slowly going inthe wrong direction at greatMoney can't buy you happiness. But it can buyyou a yacht big enough to moor alongside it.A motor boat and a sailing boat went to sea.From the motorboat, voices asked ‘when willwe get there?’ From the sailing boat: – ‘we arethere already.’Nothing lasts: Mylar headsails. Varnish. Beer.On the other hand: Your first overnight sail.Your first race win. Your first cross Channelpassage.At sea, the boat is the professional and the creware amateurs...Seamanship‘In theory, there is no difference betweentheory and practice. In practice, there is.’You start with a bag full of luck and an emptybag of experience. The trick is to fill the bag ofexperience before you empty the bag of luck.It is infinitely easier to shake out a reef whenyou are bored, than to tie one in when you arescared witless.Keep looking around. There's always somethingyou've missed.It's always better to be on shore wishing youwere out there, than out there wishing youwere on shore.If in doubt, stay out to sea. No one has evergone aground on a wave.Navigation‘There is nothing so distressing as runningashore, unless there is also doubt as to whichcontinent the shore belongs.’ - LeckyIn any passage plan, the weather and sea getmore votes than you.An Estimated Position is better than no EP,even if you are not there.Wherever you take your boat, make sure yourbrain gets there five minutes earlier.It is better to be approximately right thanexactly wrong.Boat Maintenance:Clean (adjective, nautical): an imaginaryunstable transient state of infinitely shortduration, occurring between dirty and dirty.Rule One: For every complex problem there isa simple answer.Rule Two: The simple answer is wrong.If it ain't broke only a sailor will fix it.The binary theorem of maintenance:If it doesn't move and it should, spray it withWD40. If it does move and it shouldn't, wrapit with duct tape.If all else fails lower your standards.MooringThere are three simple rules for a successfulmooring. Nobody knows what they are.Your chance of a successful mooring isinversely proportional to the number ofwitnesses.Watching a boat mooring is the greatestspectator sport ever invented.The frequency of changes in the wind speedand direction is inversely proportional to theboat’s proximity to the pontoon.Navigation quotations‘There is nothing - absolutely nothing - half somuch worth doing as simply messing about inboats.’ (The Water Rat in Wind in the Willows)The gods do not deduct from a man's allottedlife span, his days spent sailing. - AncientproverbThe wind bloweth where it listeth, and thouhearest the sound thereof, but canst not tellwhence it cometh, and whither it goeth.St John 3:8‘I am told there are people who do not care formaps, and I find it hard to believe.’ Robert LouisStevensonFrom Chris Scanes:I read this articlerecently and Ithought it mightamuse JRAmembers in ourjournal. As youwill see we havebeen given kindpermission toreproduce it,provided we givethe right credits.© Moody OwnersAssociation'sjournal ‘TheCompass’.Junk Rig Association • Number 57 • September 2011 • Page 19

‘Beauty is in theeye of thebeholder.’‘If a job is worthdoing, it’s worthdoing well.’‘It costs as muchto build a baddesign as it doesto build a goodone.’‘An incorrectly identified mark is a hazard, notan aid, to navigation.’ Alton B. Moody‘Even with the best charts, we are cautiousabout fixing our position, for it is so easy togoof. And the easiest way of all is by taking amark, assuming it is the right one, andignoring any others that may be in sight.Patrick Ellam‘The sound navigator never trusts entirely tothe obvious. The price of good navigation isconstant vigilance. The unusual is always to beguarded against and when the expected hasnot eventualised, a doubtful situation alwaysarises which must be guarded against by everyprecaution known to navigators. It is alwaysthe captain who is sure in his own mind,without the tangible evidence of safety in hispossession, who loses his ship.’ Report ofCourt of Inquiry into the Point Honda disasterin 1923. (7 US Navy warships were lost byrunning aground at speed in poor visibility)‘The consequences of poor cartography couldbe dire. During the Napoleonic Wars, Britishlosses by shipwreck, caused by bad charts aswell as bad weather, were eight times as great asthose inflicted by the enemy.WilfordAphorisms from Paul McKay:‘Beauty is in the eye of the beholder.’‘If a job is worth doing, it’s worth doing well.’‘It costs as much to build a bad design as itdoes to build a good one.’These self-evident truths are worth bearingin mind for any designer, whether amateuror professional.I read Arne Kvernland’s article with muchinterest but would respectfully remind himthere is a fifth way to get camber in a junk sailand one that is simpler than his – to whit,wishbone battens.Simply contain a flat sail within anelliptical ‘wishbone’ cage and ‘voila’! You havea cambered sail.In the 20 + years since I built mine newtechniques and materials have appeared on thescene so Carbon fibre or Kevlar could meanstrong wishbones that weigh the same as orless than straight aluminium or woodenbattens.A wishbone rig uses a simple sailwith complex battens. Arne’s ‘pillows’ use acomplicated sail with simple battens. ‘You paysyour money and takes your choice!’ (Bothsystems can default to simple battens in anemergency)Arne developed his idea of pillowed panelsand invested much time and expense to thepoint where it has proved successful so itwould be churlish of me to dismiss that andhard for him to change tack now but that is notthe point of this short article.If you study the photograph of ‘JOHANNA’ youwill immediately be impressed by –1. Just how much sail she can carry.2. Just how it reminds you of a paddedanorak.3. Just how ugly the original sail profile is.Arne based his sail design on theHasler/McLeod Western Junksail plan forexpedient reasons, just as I did with myoriginal sail. But having gained experiencethere really is no excuse for perpetuating anugly standard ‘industrial wind-vane shape’.(And this goes for our professional sailmakers!)Why not spend that extra hour on the drawingboard and that extra day making a sail that isattractive to look at, one that appears sexy onthe horizon. Remind yourself what the originalChinese sails look like in profile. (Bird’s wingrather than bat’s wing)Without altering the centre of balance youcould extend the lower forward parts of the sailbattens and extend the middle upper aftbattens. Imagine a large $.This starts to introduce shapes and curves thatcan be carried by additional short conventionalsail battens if necessary. What we are trying toachieve is something that looks immediately asgood as a Racing Bermudian sail plan butmore interesting. A Ferrari rather than anHGV.I believe that putting camber into a Junk Sailgives it the efficiency we all desire and as youhave seen, there are various ways of doing that.But we are still putting ‘racing stripes’ on adump truck. How about some input from ourprofessional designers to create a 21st CenturyJunk Sail plan?Junk Rig Association • Number 57 • September 2011 • Page 20

Junk ShopPlace your order with Junk Shop Secretary Robin Blain: rblain@sunbirdmarine.comand pay our invoice when goods are received. Post & Packing at cost inc in prices for UK.We welcome your suggestions for additional services.JRA Library Bookloan.Book list in Fact Sheet 4.Loan Fee £1.00 each (1st month)Plus 50p per each month following.Newsletters (Back numbers)Index of articles in Fact Sheet No 7.No’s 1-3, 16 & 28 each @ £2.00No’s 14, 15, 17, 18, 19, & 29 each £3.00All remaining numbers each £4.00No’s 41 onwards each £5.00JRA membership listEach @ £3.50 (UK) £5.00 (Overseas)Sweat Shirts, T & Polo shirtsSweat shirts –Navy or Burgundy from £14.50 eachT Shirts – Navy £8.00 eachWhite 7.00 eachPolo shirts with chest or pocket emblemState chest size on order. £19.75 + p&p.Burgees (White bunting) 18’ x 12’ £8.50Ties (Navy Blue) £6.50Junk Rig Fact Sheets 50p each1. Designers, builders of rigs and boats.2. Parts Suppliers for junk rigs.3. Sailing information, charter, tuition.4 Publications, Books ref, Junk Rig.5 Boat designs using Junk Rig.6 Sources of Technical Information.7 Newsletter Articles index.8 Members with boating experience.9 Members with cruising experience.The newsletters, fact sheets and membershipdirectory are all available free on the website, and the prices aboveonly apply to mailed, printed copies.Junk Rig Association • Number 57 • September 2011 • Page 21

Filling keelswith molten leadby Ted StoneWWe have been building our 36’steel boat for 8 years now, off andon. The bilge keels are hollowwith 6mm sides and a 20mmbase. Along the bottom outsideedge there is an airfoil section designed using aNACA 00xx programme we obtained from the web.One of the many interesting jobs was filling thebilge keels with 2 ton of lead, which we hadbought from a local scrap dealer. It wasmostly roofing lead sheet trimmings and rollends.The keels were fabricated separately fromthe hull. After pouring the lead into them,they were dragged the under the hull using amodified chain hoist and lifted into positionthrough holes cut in the hull to locate themand welded tight.The lead was weighed into 28 lb piles. 28 lbwas chosen as a measure because we used a setof old barn scales with Imperial weights andtwo stone (28lb) was about the best weight fora safe filling of the crucible. We kept a writtentally of how many pours went into each keel aswe felt it was best if we had the same amountof lead in each side.To handle the molten lead I welded up asteel crucible from a length of 7” pipe fittedwith twin scaffold pipe handles and a pouringspout. The handles enabled us to rest thecrucible on a cradle either side of the furnaceand then to lift it with one of us on either sideand pour it safely into the keel. For the furnacesides we used fire door insulation slabssupporting them with a 1” angle frame. Theinside of furnace was about 4” bigger than thecrucible. Two slabs on opposite sides overlappedthe other two slabs so that the lattertwo slabs could be moved in at the top toincrease heat transfer to the crucible or movedback to add more fuel. The frame also supportedthe cradles for the crucible arms. It had anexpanded mesh grate located about 2” off theground. More insulation slabs were used toclose off the 2” air gap around the bottom tocontrol airflow. The furnace worked best withthe air gap closed on three sides and mostlyopen on the fourth side.Wood with a bit of coal was used for fuel.After lighting it a hot air gun supplied theinitial draught, but once the furnace got a bitof temperature the natural draft was enoughJunk Rig Association • Number 57 • September 2011 • Page 22

on its own. I was quite surprised with howwell the furnace worked just by moving theinsulation slabs to control the combustion air,heat retention and draught.Health and Safety.Lead is toxic.Use only enough heat to melt the lead (327°C)in order to reduce toxic fumes. I wore a P3grade facemask and sited the furnace outsideof the build shed.Remove all trip hazards toavoid tripping and accidentallypouring lead into one’s boot.If you do accidentally pour lead into yourboot, do not pour water onto the hot lead tocool it, The water will instantly turn to steamand pressure cook your foot in a trice.When I have burnt myself I try to coolthe burn as soon as possible to stop the fleshcooking. In the winter I have used water froman outside tap wetting a cloth wrapped aroundthe burn. In the summer I have used an ice bagor frozen peas with a cloth around the woundto prevent frost burns. The burnt flesh takesmaybe 30 minutes to cool down. During thistime I periodically remove the cold source andsense the temperature with my lip to see if theburn is hotter than undamaged skin after theeffect of the cold has gone. If it is still hotter Iapply more cold. I have found that applyingcold to a burn can make a lot of difference tothe outcome.Please be advised that I am not a medicalor health and safety expert and thereforerecommend that you do not copy any of theabove procedures. No liability is implied oraccepted for any tort, loss or damage caused byfollowing the above advice.Junk Rig Association • Number 57 • September 2011 • Page 23

Eureka!–Aproblem solvedby Michael RogersII have been asked to write somethingabout why and how I converted mygunter-rigged double-ended 14 footerto junk rig, of all things, and what theoutcome has been. I am, to put it mildly, a junkrookie compared with most readers of thisarticle. Nevertheless I hope an account of my,and my little boats, conversion may be ofinterest.BackgroundI learned to sail during summer holidays in thelate 1940s in Brightlingsea. I have sailed atubby 15ft half-decker and a Lymington scow,crewed in a Scorpion dinghy, and owned aGRP Heron dinghy at Keyhaven in the 70s and80s. I raced an elderly Firefly, very unsuccessfully,during the 90s. I have, sadly, little experience ofbigger boats, apart from a taste of Thamesbarges out of Maldon, and crewing ina small tall ship (see below). In 2003, achance encounter with a Swallowboats(www.swallowboats.com) advert introducedme to the idea of boat building from a kit.With retirement coming up and my wifesencouragement, I took the plunge. Part-timebuilding began in January 2004, and my newboat took to the water in November that year.Her official launch was on Coniston Water inMarch 2005, on an almost windless day.My BoatCADENZA is a Swallowboats Storm Petrel. She ismade of ply-epoxy with hardwood sheerstrakes and coamings. Until 2009 she had heroriginal gunter rig, which is special toSwallowboats. The main features are a relativelyshort, markedly raked and unstayed mast(which can rotate) and a long gunter gaff; ahorizontal sprit-boom from about a footabove the tack of the mainsail to the clew, thesail itself being loose footed; and a small selftackingforesail on a club boom. It all workswell. CADENZA has a lovely sheer, a relativelyhigh prow (her designer claims some Nordicinspiration), and a neat canoe stern. She is, ina word, beautiful. Im biased and besotted, butothers think so too, and I have lost count of thenumber of people who have come up to me totell me how much they admire her looks. OneItalian gentleman without any English, on theshores of Lake Garda, waved his arms about inhis enthusiasm for la bella bella barca” whichhe was keen to buy. Most recently, while sailingwith the new rig on the lake at Tatton Park,near where I live, the driver of a safety RIB inJunk Rig Association • Number 57 • September 2011 • Page 24

charge of beginners in Toppers some distanceaway roared across the lake, cut his engine,beamed and shouted, “Thats quite the mostbeautiful little boat I have seen for years -absolutely gorgeous!”, waved and roared backto his charges.The ProblemSo why the rig change? What was theproblem? In a word - reefing. CADENZA isactually quite tender, and easy reefing istherefore very important. There are variousways of shortening canvas, usually startingwith dropping the jib (this involved stretchingforward across a 4 foot foredeck), then slabreefing the main using two rows of reef pointsafter lowering the 10ft long gaff into the cockpitto change the point of attachment of thehalyard. You dont usually need to shorten sailunless the wind is getting up, by which timeany small lively cockle shell of a boat isdancing. Practicable reefing, therefore, is arun-forthe-shore-and-do-it-there job. Butwhat if there is no safe reachable shore, and/orconditions deteriorate too quickly to reach it?(Shaking reefs out when the wind drops isequally unhandy.) The choice is either to sailultra-defensively - dont go out if it mightcome on to blow, or reef first just in case - orto be prepared to take un-seamanlike risks.Neither for me, thank you: I want a practicableon-the-water reefing capability. Up to last(2009) summer, I had no idea how I couldachieve this, which was a serious drawback tomy otherwise lovely boat.The SolutionI had my eureka moment very late oneevening in July 2009 in, of all places, the snugmain saloon of TRINOVANTE, a remarkablethree-masted (fore-and-aft) schooner whichsails out of Ipswich, (www.schoonersail.com -very highly recommended), and on which Iwas crewing during a cruise down theNorwegian coast from Trondheim. There was acopy of Hasler and McCleods “Practical JunkRig (PJR) on the library shelf, and I pulled itdownand started reading, more out ofcuriosity than anything. I had only read a fewpages before - wow! Was this a possiblesolution to my rig and reefing problems. Couldjunk rig be scaled down to suit my little boat (Ihad noticed details of Hum in the Appendix ofPJR)?Back in the UK, a quick google led me tothe (old) JRA website and a phone number, atthe other end of which the courteous voice ofRobin Blain offered valuable advice and lots ofencouragement. There followed more reading,joining the JRA, attendance at the 2009Kippford rally, and emails and phonediscussions with Robin and with ChristopherScanes.Detailed planning went on in my head andon paper, although the actual conversion wasdelayed by a house move until Spring 2010. Idesigned the new rig myself, with generousadvice from Robin and Chris. Playing aroundwith CLRs and CEs, as described in PJR, wasgreat fun, and I also found Sunbird MarinesJunk Rig Handbook very helpful. Necessaryalterations to the boat turned out to be muchless drastic than I had imagined they might be.The position of the mast remains the same, buta new mast step was needed so that the mastitself is plumb. A triple stand-up block for thesheet was mounted just forward of thesternpost at the apex of the canoe stern.Finally, I made a fife rail out of mahogany (anold drawer front), about 9 ins long andmounted athwartships on the mast by meansof two heavy duty hose clips. This carriesblocks and bull-noses (rather than belayingpins) which route the running lines, viafurther bull-noses screwed to the forward edgeof the dagger board case, three each side, tocam cleats on the after edge of the case, wherethey are readily to hand during sailing. Thenew aluminium mast was designed and madefor me by Sunbird Marine. Chris Scanes madethe cambered panel sail. I made up the woodenspars. The battens are 3/4 inch aluminiumtubes and, of course, no keep battens are needed.The resultant sail bundle is very light.The Rig DescribedThe mast is in two pieces. The shorter stumpsection is bolted at the heel through the maststep to prevent rotation, and sticks up 20 insJunk Rig Association • Number 57 • September 2011 • Page 25

above the foredeck. The fife rail is mountedon it 8 ins above the deck. The join betweenthe stump and the upper mast isangled, andan inner sleeve on the upper part slides downinto the stump. This ensures correct alignmentand no rotation. In practice it worksbeautifully, although the weight of the currentmast means that balancing it at arms lengthand exactly vertically, to slide the sleeve onthe bottom of the upper mast down into thestump while standing beside the boat on itstrailer (with the same manoeuvre in reverseneeded to unstep it), has taken some practiceand is potentially hazardous. CADENZA is tootippy to contemplate fitting the upper mastwhile afloat.The beauty of having the join well abovedeck level is that the yard and luff parrelsremain looped round the stump when the sailis dropped and the upper mast lifted out. Theonly lines that need to be re-rove through thefife rail each time the boat is rigged for sailingare the halyard and the two lazyjacks, all ofwhich stay on the upper mast as it is stowed.This simplifies and speeds up rigging the boatprior to launching.The sail area is 68 sq ft, about 10% morethan the previous rig. There are four battens,but it has proved unnecessary to sheet the topbatten. CADENZAS steering is a bit unusualanyway, with a push-pull tiller (cranked to passunder a sheet horse across the after deck)operating a half-yoke fitted to the starboardside of the top of the rudder post. This systemconveniently by-passes the triple sheet blockon the stern, and the horse, now no longerneeded for mainsheet purposes as of old, helpsto keep the tiller free of all the loops of junk rigsheeting. The sheet is led forward from thetriple block through a bulls eye bolted to thecentre of the horse.I originally rigged separate upper andlower luff parrels, a kicking strap about 1/3 ofthe way along the boom, and double boomlifts. This was, of course, for squaring offdownwind, to increase off-wind efficiency andreduce excessive weather helm when sailingfree. The kicking strap would also haveprotected against fan-up. However I found allthis to be unnecessary, and indeed unhelpful.Weather helm proved not to be an issue, andthe slightest tension on the kicking strapJunk Rig Association • Number 57 • September 2011 • Page 26

messed up the set of the sail, producingdiagonal creases across the panels which couldnot be otherwise corrected. I now have a luffparrel involving the top three battens, with thefinal pull vertically downwards to the fife rail.There is a batten parrel on the lowest batten,which also has a downhaul on the port side ofthe luff of the sail for use when taking in thefirst reef. A vertical standing tack line from thefife rail to the boom tensions the luff andusefully pre-sets boom height. The boom lift issingle, and there is no kicking strap. The sailnow sets beautifully. As of now I have noprotection against fan up, and I suppose I needto do something about that.ResultsFrom the very first sail, I knew that CADENZASsailing performance had been transformedfrom acceptable to something a bit special. Shepoints as high as she did, and goes about witha fluency which was not previously alwaysthere. Off the wind, she flies, to the extent thatI wish double enders could plane! (I am toldthey can if sailed on their ear: I havent triedthis yet - not my style hitherto, but you neverknow.) As for reefing, it is absurdly quick andeasy and sensible: what have western rigsbeen doing these past centuries? The feeling ofeverything to hand is also a big improvementon previous tugging and cleating around themast.The only disappointment so far has beenin light winds. Thinking about it, I am not surewhat I was expecting, and I already knew thiswas not something at which junk rig excels,although I thought, perhaps mistakenly, thatcambered panel sails had been particularlypromising in this respect. Robin Blain hassuggested that a somewhat lighter sailclotmight help the panels, which of course arerelatively small, to fill with wind more efficientlyin lighter airs.aluminium would probably serve, but theother obvious way to go is carbon fibre, and Iam looking into this. Were I to build a lessfeisty small boat as better suited to my futureIndian summer sailing needs (this hascrossed my mind), the rig would be very muchthe same as CADENZAS, but I would certainlymake the mast (with the same angled joint)from CF tube, to be as light as possible; and Iwould discuss a lighter sail with Chris Scanes.More generally, I think there is no doubt atall that junk rig has huge potential for smallboats when dizzying round buoys as fast aspossible is not the motivation for going afloat.Taking all my previous small boatexperience into account, I cannot see anypractical respect in which gunter or most lugrigs are superior to modern junk rig, and lotsof points which junk rig wins hands down. Isuppose I am left where I sense most junkiesfind themselves - in a state of amusedbemusement about the difficulties mostrecreational sailors seem to have in taking junk rigseriously. I wish I were younger, and/or hadseen the light myself in this respect ten yearsago - in which case I would have found itworth spending a lot of time and effortpromoting junk rig for smaller boats. As it is, Iwill continue to do what I can!ConclusionsThe re-rig has been a virtually unqualifiedsuccess. I have solved my reefing problem and,as a big bonus, greatly improved CADENZASperformance in nearly every respect. The onlybig change I plan is a lighter mast. Less chunkyJunk Rig Association • Number 57 • September 2011 • Page 27

The JRA SummerRally 2011by Peter ManningTop left:Steve and SallyPeake broughttheir Freedom 30ALANOUWOLY,OOur summer rally is always the firstevent of the year and one at whichthe Annual General Meeting is alsoheld. The venue alternates betweenthe Warsash Sailing Club on the Hamble rivernear Southampton and the Mayflower SailingClub at Plymouth. We have also been toFalmouth although not for quite a few yearsnow.This year it was the turn of the WarsashSailing Club to host our rally which was heldover the weekend of 18th and 19th June 2011.BOTTOM LEFT:Anthony Cookcame in hisEbbtide 28ZULEIKA LOUISE.Top right:John Stonebrought hisSunbird 28 ROSEBottom right:Bernie Lyfordarrived in hisKingfisher 20AMICIA.Photos by RoyDenton andTom Wallace(ALANOUWOLY)34 members and guests attended alongwith four boats. Steve and Sally Peake broughttheir Freedom 30 ALANOUWOLY, Anthony Cookcame in his Ebbtide 28 ZULEIKA Louise, JohnStone brought his Sunbird 28 ROSE and BernieLyford arrived in his Kingfisher 20 AMICIA.As we only had four boats there was notenough space for everyone who wanted to sailto get out on the water. However, on Saturdaythe weather took charge and discouraged mostof the boats from going out. However, JohnJunk Rig Association • Number 57 • September 2011 • Page 28

Stone and his brother-in-law Chris Edwardsdecided to brave the wet and windy conditionsand offered to take any adventurous sailors outfor a bit of boisterous sailing. Two or threemembers came forward. The rest preferredeither to remain in the comfort of the WarsashSailing club or to partake in some other landbased therapeutic activity (shopping in otherwords).In the evening the members gathered atthe club for a buffet dinner to be followed bythe Annual General Meeting.The AGMAs I expect many members know there hasbeen a little disquiet within the JRA in recentmonths which concerned proposed changesto the constitution and changes to theadministrative structure of the association andit was with some anxiety that this meetingtook place. I am pleased to report that themeeting passed off in good heart.Robin Blain, who has been our Hon.Secretary for almost as long as the associationhas existed decided to stand down at themeeting. Over the years he has given unstintingservice to the association to ensure its smoothrunning. His attendance at our rallies meanshe is a familiar figure to many of us and he hasbeen willing to offer advice and guidance tomany of us trying to get to grips with the junkrig. I am sure we all owe him a great debt ofgratitude.Also to announce his retirement at thismeeting was our Chairman Gavin Dalglish. Hehas served the JRA for many years asChairman and was also for a number of theearly years the rally organizer and then editorof the newsletter. Our thanks go to Gavin forthe service he has given to the running of theassociation.The AGM was held under the oldconstitution which only provided for twoelected officers, Chairman and Hon Sec.Edward Hooper who had been nominated forHon. Sec was unopposed so was invited to takeup his new post with immediate effect.Two nominations had been received forChairman, myself and Alan Boswell. OutgoingChairman Gavin pointed out that there wouldneed to be a caretaker Chairman until the newChairman had been elected. As I was the onlynominee present it was proposed, secondedand voted by the membership present that Ishould be appointed caretaker Chairman.As the meeting was running late Gavindecided to make only a short retirementspeech after which I presented Robin with anAdmiral’s flag with the JRA logo embroideredonto it which had been made by our memberPaul Thompson in New Zealand and Gavinwas presented with an inscribed tankard.Sunday brought with it much bettersailing conditions. The rain had ceased and thewind had subsided which was fortunate as weintended to sail across Southampton Water toAshlett Sailing Club in Ashlett Creek where wehad arranged to have a barbecue lunch.With only four boats available to get 23members across the water we had to ask forvolunteers to go by car. Robin and MandyBlain offered to take their car along with twopassengers. This enabled us to get the remaining19 members onto the four boats.We all met on the pontoons as the clubhouseis not open on a Sunday.After a pleasant sail in the morning we allmade our way up Ashlett Creek.Membersgathering onthe pontoon onSunday morningawaiting allocationto the boats.Photos by TomWallace.Junk Rig Association • Number 57 • September 2011 • Page 29

Top left:ZULEIKA LOUISEand ROSE (below)on route toAshlett SailingClub.Bottom left:AMICIA.Photos by RoyDenton.Top right:The Ashlett SailingClub clubhouse.The Ashlett Sailing Club clubhouse issituated close to Ashlett Mill which is a wellknown local landmark of considerableinterest.It now serves as an attractive meeting andclub house of the Waterside Sports and SocialClub and the Ashlett Sailing Club, completewith bar, skittle alley, shooting range andbilliards tables. However, it has a long history.It has seen centuries of service in its originalpurpose of milling corn, and when thatcame to an end with corn being milled moreconveniently and economically with electricallyor engine driven machinery, it served as ahostel for labourers engaged in the building ofthe first Fawley refinery in 1920-21.The present mill house bears the date1816, and the initials 'T.B.' on a stone set intothe wall of the Calshot side of the building. Itis certain, however, that a mill existed atAshlett much earlier than this. Tide mills havebeen known to exist in southern England fromearly Medieval times, and it seems likely thatthere has been a mill in the locality from thebeginning of the 13th century. Some evidencecomes from Esso Petroleum Company recordsof the refinery land purchased from theCadland Estate. After the mill shut down, itserved variously as dwellings (it was made intoflats), as a boathouse, and as a store. Therewere people living there when Agwi bought thebuilding in 1920 as part and parcel of the landfor the first Fawley Refinery. Tenants remainedthere until late October of that year when themill was quickly stripped and cleared of asmany obstructions as possible and some 80camp hospital type beds were installed on thefirst floor. Underneath, on the ground floor,communal ablutions and cooking facilitiesJunk Rig Association • Number 57 • September 2011 • Page 30

were put in. By mid-November of 1920, 40men were sleeping there for 3/6 (17.1/2p) perweek. It was not five star hotel standard, but itwas cheap! For those who valued privacy, theycould get a hut within the refinery site for fiveshillings (25p) per week. The occupants didtheir own bed making, washing and cooking,although some sort of hot meal could beobtained on the refinery site. The numbers ofmen using the mill dormitory continued toincrease through November until some 75-80people were accommodated there. Theyremained until the first construction task wascompleted, and the refinery started up. Theaccommodation was closed down at the end ofJune 1921 when it then became a store again,but before twelve months had passed a newphase of refinery construction had started,comparable in size to the original undertaking.By April 1922 the mill was once again providingshelter and accommodation for a constructionforce. This continued until the end of thefollowing April in 1923. In the meantime thesecond floor had been turned into 20 yardsindoor rifle range. There had been an interestby refinery staff in rifle shooting as a form ofrecreation since 1921 and an outdoor rangehad been put down on the adjacent salt flats.The mill house offered the ideal solution for anindoor range which was opened on January4th, 1922, on the ground floor, it was latertransferred to the second floor where there wasmore room, and where it has remained in useto the present time. In 1932 the old mill wasconverted into a social club - the Ashlett Clubof the Esso Recreation Club that became theWaterside Sports and Social Club in 2002.Whilst sailing towards Ashlett Creek wewere joined by another junk rigged Freedom30 which was not known to local members.Amazingly, there are about six junk riggedboats kept at Ashlett Sailing Club thanks mainlyto the enthusiasm of Chris Edwards who keepshis Freedom 30 there.Our visitor followed us into the creek andwas made most welcome by the members. Theboat’s name was SANTIANA which until recentlywas owned by our member Jim Hassall. She isa lovely example and very well kept. She nowboasts a new ‘Nestaway’ folding dinghy on herforedeck and wind generator.After an enjoyable barbecue lunch in thevery pleasant surroundings we made our wayback to Warsash and the end of anothersuccessful if just a little stressful summer rally.Bottom left:Our visitorfollowed us intothe creek andwas made mostwelcome by themembers. Theboat’s name wasSANTIANA.Bottom right:Ashlett Creek.Photos by RoyDenton.Junk Rig Association • Number 57 • September 2011 • Page 31

The JRA East CoastRally 2011Top left:BARNY,a Varne 28.Bottom left:ALOUETTE,a Liberty 22.Top right:RAM II,a Virgo Voyager 23.Middle right:VERITY,a Freedom 21(not junk rigged).by Peter ManningOOur East Coast Rally was held alittle later in the month than usualthis year in order to ensure themost favourable tides. This resultedin the rally being held over the weekend of30th and 31st July 2011.We normally have good weather atBradwell and this year was no exception withplenty of sunshine to encourage the feel goodfactor.We had an exceptionally good turn outthis year with 38 members and guests attendingsome part of the weekend along with 7 boats.The reason for the good turnout may havebeen because the results of the ballot on thenew Constitution were due to be declared atthe Extraordinary General Meeting scheduledfor the Saturday evening.The boats at this rally included BARNEY, aBottom right:CHOPSTICKS, aKingfisher 26.Junk Rig Association • Number 57 • September 2011 • Page 32

Varne 28; ALOUETTE, a Liberty 22’; RAM II, aVirgo Voyager 23; VERITY, a Freedom 21 (notjunk rigged); CHOPSTICKS, a Kingfisher 26’;APPLECROSS a Bolger Micro 15; DUDIFRENT aSharpie 38 and TIGER LILY A NewbridgeVenturer 21.Although the Bradwell Quay Yacht Clubhost our rally and provide the venue for theevening meal, we base ourselves at BradwellMarina during the day where there is a bar andrestaurant with a lovely verandah overlookingthe marina which is very popular when the sunis shining.The unusually high number of attendeesthis year meant that it was not possible foreveryone to go sailing that afternoon and itis always the rally organizer who is the firstperson to stand down. This of course is notbad news as it provides an opportunity ofdoing some sight seeing so first of all Shirleyand I visited The Chapel of St. Peter-on-the-Wall at Bradwell-on-Sea.Top left:APPLECROSS,a Bolger Micro 15.Middle left:DUDIFRENT,a Sharpie 38.Bottom left:TIGER LILY,a NewbridgeVenturer 21.Photographs byMartin Lloyd andPeter Manning(ALOUETTE)The chapel was built in 654 AD by Ceddwhich he dedicated to St Peter. He came with agroup of Christians, having been trained byAidan at Lindisfarne in Northumbria. St Ceddwho people think of today as the Saint of EssexMiddle top:Chapel of St.Peter-on- the-Wall.Middle bottom:Inside – simplicity,beauty and peace.Right: The Crossdepicting Christ& St Cedd.Photographs byDavid Jacobs.Junk Rig Association • Number 57 • September 2011 • Page 33

Top:Maldon, whereseveral ThamesBarges aremoored.Photo:by Peter Manning.was consecrated Bishop of the East Saxons in654 and the Chapel became his Cathedral. It isthe earliest Cathedral in the country of whichso much remains today.rooms which were booked up. Fortunatelyaccommodation can be found near Bradwellvillage and further afield.We gathered for the evening meal at theThames BargePhoto by:D Renouf 2002.We also decided to go to Maldon whereseveral Thames Barges are moored. This is avery picturesque town and well worth a visitwith the barges moored alongside the quay.Bradwell-on-Sea Yacht club a short walk fromthe marina. In recent years we have opted for abarbecue meal instead of the more usual setmenu meal. Last year the barbecue was providedby an outside firm called MP Catering Servicesand was enjoyed by everyone so we werepleased to find them providing our barbecueagain this year.After dinner the Extraordinary GeneralBottom right:Robin Blain andSusan Corridan onboard DUDIFRENT.Photograph byMartin Lloyd.By the time we had returned to Bradwellmost of the boats had returned and the membersdispersed to get ready for the evening meal.Bradwell-on-Sea, despite being a popularvenue, does not appear to have very much byway of accommodation for visitors. Indeed, insearching for somewhere to stay there seems tobe nothing apart from the Green Man inBradwell-on-Sea itself and this has only a fewJunk Rig Association • Number 57 • September 2011 • Page 34

Meeting was convened and the results of thevote on the constitution and elections wereannounced. The new constitution was approvedby the membership and takes immediate effect.The positions of Chairman, Secretary,Webmaster and Rally Secretary wereuncontested and Alan Boswell was confirmedas Chairman, Edward Hooper as Secretary,David Tyler as Webmaster and myself as RallySecretary. Due to some unfortunate irregularitiesthe ballot for Treasurer and MembershipSecretary had to be declared void and newelections will have to be run. The memberspresent were given the opportunity to discussmatters concerning the election of officers andother JRA matters and a lively debate ensued.On Sunday we met on the verandah at themarina clubhouse before joining the boats forsailing on the Blackwater to Tollesbury forlunch at the Tollesbury Cruising Club.Tollesbury Marina is a popular venue aswe found on arrival and finding a suitableberth proved to be a bit of a lottery. Althougha member of the harbourmaster’s staff was onhand to guide us, he occasionally got it wrongand no sooner had one of our boats tied upbut the owner of the berth arrived and wantedto put his boat there. Eventually we all foundberths and were able to enjoy our lunch at theclubhouse. Some members chose the veryexcellent carvery whilst others opted for thesimpler and smaller portions of the bar menu.We only have a relatively short time atTollesbury in which to get to the marina, tieup, have lunch and leave before running out ofwater. Unfortnately, with the problems oftrying to find berths and a very busylunchtime at the club we only just had time tofinish our meal before having to return to theboats.We returned to Bradwell after a verypleasant sail and bade farewell to old and insome cases new friends after yet anothersuccessful East Coast rally as the sun set in thewest.Top:From left to right:RAM II,APPLECROSS andDUDIFRENT.Martin Robertsand crew on boardAPPLECROSS.Sunset over theBlackwater.Photographs byMartin Lloyd.Junk Rig Association • Number 57 • September 2011 • Page 35

CHRISTOPHER SCANESA proven record as a junkrig sailmaker and designerSails designed and manufactured for Junk Rig sailorsthroughout the world.Now available new up-to-date sail designs forVirgo Voyagers and Coromandels.Improved all round performance for Junk Rig incorporatingthe latest sail profiles and Locked-In-Camber with jointed battens.We work in close collaboration with Sunbird Marine to providethe Junk Rig sailor with a complete and efficient rig specification.Upgrade your rig now and see the improvement inperformance that you get.Sails & Canvas Ltd10 Topsham QuayTopshamExeter Devon EX3 0AJTel: (01392) 877527Fax: (01392) 876258email: chris@sailsandcanvas.co.ukYACHT SAILSREPAIRSSPRAY HOODSCANVAS WORKSunbird MarineWorld-Leading Specialists in the design and supply of unstayed mast rigsSunbird Advanced Junk Rigs....to fit all types and sizes of boats - and bring more safetyand comfort to your sailingFree advice and estimatesSail plan design service35SELECTION OF JUNK-RIGGEDBOATS FOR SALE WORLDWIDEYEARSSupply of full rigs or componentsFitting and rigging to your boatInformation pack supply £15.00Trial sails and tuitionBrokerageMany well-known boat designs riggedsuccessfully, from 8 foot to 80 foot22’ Hurley 1975, New cream sail, 5hp Honda O/B, Hinged Battens, Ashore, Hants. £ 2,50019’ Navigator 1982, Cream sail, new headlining, GPS, VHF. Inflatable dinghy. £ 2,75021’ Coromandel 1984, Hinged mast, Road trailer, Autohelm, Fishfinder, Sprayhood. £ 3,30023’ Virgo Voyager 1982, Bukh 10 hp, GPS, VHF, F/finder, A/helm, Dinghies. £ 7,50026’ Kingfisher 1978, L/raft, Hasler windvane, Dinghy, Honda 2 hp O/B 1 owner. £ 9,00022’ Grey Seal 2006, Epoxy clinker, Beta 13hp, A/helm, Dinghy, Survey £12,00028’ Atlanta 1980, Bilge keel, W/vane, A/pilot, Wind gen, New sail, Hgd battens. £13,00029' Van de Stadt, 1978, Steel, Jointed Battens, A/helm, Cabin heater. View Antwerp £16,50028’ Parkwood 1967, Steel, 20 hp Yanmar, Liferaft, A/helm, Cabin heater. Dinghy. £19,75036’ Samson, Ferro hull, Leyland 46hp, full cruising gear, New Junk Schooner rig. £29,75032’ Grundel, steel, Ford 30hp, Junk sloop, tabernacle mast (single handed lifting). £29,95054’ Colvin 52, Steel hull, 3 masted Junk Schooner, recent refit Half Share £30,00035’ Challenger, Schooner 28hp Volvo, W/vane, Wind Gen, GPS, Radio/CD £39,50037' Ebbtide, 1997, Steel, Equipped for long distance cruising. Lefkas, Greece £39,75034’ Benford Dory 2004, Epoxy ply, 18hp Yanmar, W/vane, L/raft. France €36,00050’ Samson, Ferro hull, Yanmar 120hp, Full diving & cruising gear. Cyprus €99,000For Sale used Junk Rig Masts, Sails, Battens, Booms, Yards.373 Huntspond Road, Titchfield, Fareham, Hampshire PO14 4PB Telephone: 01329 842613Junk Rig Association • Number 57 • September 2011 • Page 36