ISMA News - Assocation Suisse 6mJI

© Katrin Storsberg 

ISMA News 

ISMA News International 6mJI Association Bulletin 1/2006 

International Association 

Bulletin Association 6mJI Suisse 

Bulletin 1/2006

Inhalt 

ISMA News International 6mJI Association 

Editorial… ………………………………………………………………………………………………… 3 

President’s…message… …………………………………………………………………………………… 4 

Official ISMA news… …………………………………………………………………………………… 5 

Invitation to the Annual General Meeting… ……………………………………………………………… 5 

6mJI European Championship 2006… …………………………………………………………………… 9 

6-Metre European Championship 2006…………………………………………………………………… 16 

Coming International 6mJI Races… ……………………………………………………………………… 16 

QCNC Queen Christina Nations Cup 2006… …………………………………………………………… 17 

6mJI classic subcommittee………………………………………………………………………………… 17 

Sous-comité de classic 6mJI … …………………………………………………………………………… 18 

6mJI Classic Unterkommission… ………………………………………………………………………… 19 

ISMA Classic Committee will suggest a text for Classic Rules at the AGM 2006.… …………………… 20 

Draft Classic Rules (Revise 4/2006)… …………………………………………………………………… 20 

Classic Six-Metre Newsletter No. 11 …………………………………………………………………… 23 

Editorial for Classic 6mJI news… ………………………………………………………………………… 23 

Editorial pour les Classic 6mJI news……………………………………………………………………… 24 

Editorial zum Classic newsletter … ……………………………………………………………………… 24 

Definitive List of All Six-Metres… ……………………………………………………………………… 25 

Class Trophies…………………………………………………………………………………………… 25 

New ISMA Classics Committee…………………………………………………………………………… 26 

The “First Series” Moderns… …………………………………………………………………………… 26 

CLASSICS Legends Racing… …………………………………………………………………………… 27 

Classic Six-Metre Newsletter No. 11a ………………………………………………………………… 31 

6mJI modern subcommittee… …………………………………………………………………………… 37 

Notices from the ISMA office…………………………………………………………………………… 38 

END OF OFFICIAL ISMA NEWS… …………………………………………………………………… 39 

6mJI Aktivitäten in der Schweiz/New generation of 6mJI design………………………………………… 40 

Spots vom Lac Léman… ………………………………………………………………………………… 45 

Spots vom Bodensee… …………………………………………………………………………………… 48 

Spots vom Thunersee……………………………………………………………………………………… 49 

Spots vom Vierwaldstättersee……………………………………………………………………………… 49 

6mJI activtiées in Antigua… ……………………………………………………………………………… 49 

6mJI activtiées en France… ……………………………………………………………………………… 50 

Artistic hommage to the 6mJI yachts painted and commented … 

by Marc Berthier, marine painter from France… ………………………………………………………… 56 

6mJI activites in Great Britain… ………………………………………………………………………… 58 

6mJI activites in USA……………………………………………………………………………………… 59 

6mJI activites in Canada…………………………………………………………………………………… 62 

6mJI Aktivitäten in Deutschland………………………………………………………………………… 62 

6mJI Aktivitäten im Norden … …………………………………………………………………………… 66 

Schweden… ……………………………………………………………………………………………… 66 

Informations of general interest…………………………………………………………………………… 67 

6mJI Historic Place………………………………………………………………………………………… 67 

Market Place… …………………………………………………………………………………………… 68 

2006 Régates Internationales; régates clefs pour 6mJI …………………………………………………… 70 

2006 International regattas; key regattas for 6mJI ……………………………………………………… 70 

2006 Internatinale Regatten; Schwerpunktregatten für 6mJI … ………………………………………… 70 

Closing words … ………………………………………………………………………………………… 71 

Schlusswort………………………………………………………………………………………………… 71 

Conclusion ………………………………………………………………………………………………… 71


Editorial 

It’s still cold. There’s snow on the mountains, metres 

deep. Nevertheless, we are already thinking about the 

forthcoming season. The first rays of the sun provide 

a hint of Spring. A few days ago the Flensburg Sailing 

Club sent us the invitation and the Notice of Race 

for the 6mJI Class European Championships. These 

were immediately published on the ISMA website 

www.6metre.ch. We would like to take this opportunity 

to sincerely thank the Flensburg Sailing Club, together 

with its team and Oliver Berking, the organiser of the 

tune-up races, for the invitation. We are aware that the 

organisation of a European Championship meeting 

entails considerable work and time. The efforts which 

have been put into this should be rewarded by as many 

boats as possible registering for the event. The 2005 

World Championships set standards that we should 

meet. This will attract widespread attention to the activities 

going on in our yacht Class. 

We are looking forward to the many Classic 6mJI boats 

which are currently once again being made ready for regatta 

racing. Some of this work is very time-consuming 

and entails a great deal financial expense. The reports 

from a number of countries and fleets prove that increasing 

importance is being attached to our yacht class 

and it is with great pride that we will be celebrating the 

100th anniversary of the metre class formula in 2007. 

As someone who sails the modern 6mJIs I am genuinely 

concerned about the static status in the modern 

fleet. With one exception we sail yachts that were built 

during the 1980s and are now already 20 years old and 

more. However, things are now likely to also be on the 

move once again for the “moderns” as can be seen from 

the report entitled “New modern 6mJI design“. 

So the 6mJIs are keeping us in suspense in their wide 

range of shapes and forms: as museum pieces, as 

yachts for regatta racing, in the form of new projects 

and, finally, as timeless regatta yachts with that special 

something. 

Es ist immer noch kalt. In den Bergen liegt noch meterhoch 

Schnee. Trotzdem denken wir bereits an die 

kommende Saison. Die ersten Sonnestrahlen lassen 

den Frühling erahnen, Vor einigen Tagen hat uns der 

Segel-Club Flensburg die Einladung und das Notice 

of Race für die Europameisterschaft der 6mJI Klasse 

zugestellt. Sie wurden umgehend auf der ISMA website 

www.6metre.ch publiziert. Bereits heute gilt des 

dem Segel-Club Flensburg mit seiner Mannschaft und 

Oliver Berking, dem Verantstalter der tune up races 

herzlich für die Einladung zu danken. Wir sind uns 

bewusst, dass die Organisation einer Europa Meisterschaft 

mit erheblichem Aufwand verbunden ist. Es gilt 

die Bemühungen mit einer grossen Zahl Meldungen zu 

honorieren. An der WM 2005 wurden Massstäbe gesetzt, 

welche wir halten sollten. Dadurch wird die Aktivität 

in unserer Klasse auch weitherum zur Kenntnis 

genommen. 

Wir freuen uns über die vielen Classic 6mJI, welche 

zurzeit wieder regattaklar gemacht werden. Und dies 

teilweise mit einem erheblichen zeitlichen und finanziellen 

Aufwand. Die Berichte aus mehreren Ländern 

und Flotten zeigen, dass unsere Yachtklasse an Bedeutung 

zunimmt und mit grossem Stolz im 2007 das 100 

Jahr Jubiläium der Meter-Klasse Formel feiern kann. 

Als Segler bei den modernen 6mJI bereitet mir der statische 

Zustand in der modernen Flotte echt Sorgen. Wir 

segeln, mit einer Ausnahme, auf Yachten, welche in 

den 80er Jahren des letzten Jahrhunderts gebaut wurden 

und nun bereits 20 jährig und älter sind. Doch es 

soll sich nun auch bei den „moderns“ wieder etwas bewegen, 

wie dem Bericht „New modern 6mJI design“ 

zu entnehmen ist. 

Die 6mJI halten uns also in den verschiedensten Formen 

in Atem: als Museumstücke, als regattaklare 

Yachten, in Form von neuen Projekten und letztlich als 

zeitlose Regatta-Yachten mit besonderem Flair.

Editorial 

Il fait encore froid. En montagne, il y a de la neige 

en abondance. Pourtant, nous pensons déjà à la prochaine 

saison. Les premiers rayons du soleil font pressentir 

le printemps. Il y a quelques jours, le club de 

voile de Flensburg nous a envoyé l’invitation et l’avis 

de course pour le championnat d’Europe de la classe 

des 6mJI. Ces documents ont été immédiatement publiés 

sur le site Web de www.6metre.ch. Nous pouvons 

remercier chaleureusement dès aujourd’hui le club de 

voile de Flensburg et son équipe ainsi qu’Oliver Berking, 

l’organisateur des courses d’entraînement (tune 

up) pour cette invitation. Nous sommes conscients que 

l’organisation d’un championnat d’Europe implique 

des efforts considérables qu’il convient de récompenser 

par un grand nombre d’inscriptions. Lors du championnat 

du monde 005 ont été mises en place des mesures 

auxquelles nous devrions nous conformer. C’est 

ainsi que l’activité de notre classe se fera connaître 

loin à la ronde également. 

President’s message 

Dear Friends, 

This is my last letter as President of ISMA, as I shall 

not apply for re-election at the next AGM 

I am very pleased to see that the organization of the 

Class has improved since a few years and that people 

are again interested in the life of the Class. All of this 

has a stimulating effect on the national fleet, on individual 

owners and on the racing activity in general. 

My conclusion is that our Class needs a strong organization 

to survive, helped by an extensive use of electronic 

means of communication. ISMA News, the website, 

the open debates through e-mails are fantastic tools for 

exchanging views and information among members. 

I am sure that the next elected Committee will encourage 

further the development of a truly democratic culture 

of discussion and personal involvement ! 

Good luck to the next ISMA Committee. 

Bernard Haissly 

ISMA President 


Nous sommes heureux de la présence des nombreux 

6mJI classiques prêts à régater à nouveau. Et cela en 

partie grâce à un investissement considérable en argent 

et en temps. Des rapports de plusieurs pays et de 

plusieurs flottes démontrent que notre classe de voiliers 

gagne en importance. C’est donc très fièrement qu’elle 

pourra fêter officiellement son centenaire en 2007. 

En tant qu’équipier d’un 6mJI moderne, je m’inquiète 

de l’inertie régnant dans la flotte moderne. Nous courons, 

sauf exception, sur des voiliers construits dans les 

années 80 du siècle dernier et qui ont au moins 0 ans 

aujourd’hui. Cela dit, selon le rapport „New modern 

6mJI design“, il semble qu’il se passerait à nouveau 

quelque chose chez les „modernes“. 

Les 6mJI nous tiennent donc en haleine par leurs divers 

aspects: en tant que pièces de musée, de voiliers prêts à 

régater, de nouveaux projets ou de voiliers intemporels 

dégageant un charme particulier. 

Marylin ©Katrin Storsberg

ISMA News International 6mJI Association Bulletin 1/2006 5 

Official ISMA news 

Updated 6 Metre Class Rules 

„The draft 2006 6 Metre Class Rules have been updated, 

taking into account the amendments voted on during 

the period 2001 - 2005. The proposed amendments 

concerning Classic definitions can be included when 

agreed and minuted in ISMA records. 

The changes for clarification purposes are identified in 

red. A Contents lists is addded to the back of the document 

and the Preamble has come from other Metre 

Class Rules - we felt a little explanation looked better. 

Please accept that this document does not include any 

technical information that has not been agreed at ISMA 

meetings; it is simply a „clean up“ exercise. 

Invitation to the Annual 

General Meeting 

To the National Associations members of ISMA 

Dear Friends of the Class, 

It is my pleasure to invite you to attend our next General 

Assembly which will take place at Flensburg on 

June 13, 2006. The Agenda of the meeting is attached 

hereto. Papers and drafts to be discussed will be published 

on the website of the Class. 

Details of the venue of the meeting will be posted on the 

notice board of the Flensburg Segel-Club. The meeting 

may be postponed to another day if the racing schedule 

does not allow the meeting on June 13. 

I remind you that the National Associations must designate 

one representative in writing. This may be best 

done by an e-mail sent to me (bernard.haissly@cabmayor.ch) 

before the Championship starts. 

I look forward seeing you in Germany. 

Bernard Haissly 

ISMA President 

To enable the speedy passing of these Class Rules at the 

6 Metre Europeans, a deadline for discussion should be 

15th May i.e., one month before. Once accepted and 

voted on, they will be submitted to ISAF“. 

The draft 6mJI rules are on site . 

We are not able to reprint the 28 pages in ISMA news. 

We propose that any corrections concerning these draft 

Class Rules should be directed to the Editor and amendments, 

then if agreed, imbeded in the document. 

Please send your comments to 

Rees Martin rees.martin@btopenworld.com or rees. 

martin@imeta.org 

BISMA Secretary, 43 Lansdowne Gardens, SW8 2EL, 

London 

phone 0044 207 720 5736, fax 0044 207 627 1737 

AGENDA 

ISMA GENERAL ASSEMBLY 

FLENSBURG 

June 13, 2006 

1. Allocation of votes per country 

2. President’s Report 

3. Accounts as at 31 December 2005 

4. Membership - / sail certification mark fee for year 

2007 

5. Amendment to the By-laws of ISMA 

6. Elections (President, Executive Committee, Technical 

Committee, Nominating Committee) 

7. New Trophies donated to the Class and amendment 

to the European and World Championship 

Rules 

8. Revision of the Rating rules and Measurement … 

instructions 

9. Presentation of the Trophée Jean Pierre Odero 

10. Any other matters

6 


A NEW BEAUTIFUL SILVER BOWL FROM 1908 HAS NOW BEEN PRESENTED TO THE CLASSIC 

SIXMETER CLASS TO BE COMPETED FOR IN THE EUROPEAN CHAMPIONSHIP. 

THE NAME OF THE TROPHY IS „ THE RINGVOLD MEMORIAL TROPHY “ AND WAS FIRST DONA- 

TED BY THE ROYAL NORWEGIAN YACHT CLUB AND SAILED FOR IN THE THEN NEW SIXMETER 

CLASS. AUGUST RINGVOLD, A FAMOUS NORWEGIAN HELMSMAN, WITH OLYMPIC GOLD IN THE 

8 METER CLASS , WON THIS TROPHY THREE TIMES AND AS WAS THE RULE AT THE TIME, IT WAS 

THEN RETIRED AND AWARDED FOREVER TO THE WINNER. WITH THE GREAT SUPPORT OF THE 

RINGVOLD FAMILY TRUST OF OSLO, NORWAY, THIS PRESTIGEOUS TROPHY WILL AGAIN BE RE- 

ACTIVATED AS A PERPETUAL AND PRESENTED TO THE BEST PERFORMING SIX METER WHICH IS 

BUILT, MAINTAINED AND THAT CARRIES A VALID MEASUREMENT CERTIFICATE TO THE FIRST OR 

SECOND (1919-1933) RULE. 

The pictures were taken last week at the Copenhagen boat show on the deck of SunRay. It had been hand delivered 

to Oliver Berking in Flensburg. The new version of the Championship Rules for the Open European Championship 

for the International 6 Metre Class is in www.6metre.ch / Rules. 

UNE NOUVELLE SUPERBE COUPE EN ARGENT DE 1908 A ETE PRESENTEE A LA CLASSE DES SIX 

METRES CLASSIQUES EN TANT QU’ENJEU DU CHAMPIONNAT D’EUROPE. 

LE TROPHEE S’APPELLE “THE RINGVOLD MEMORIAL TROPHY”. C’ETAIT A L’ORIGINE UN DON DU 

CLUB DE VOILE ROYAL DE NORVEGE A TITRE D’ENJEU DES COMPETITIONS DE LA CLASSE DES 

SIX METRES ALORS TOUTE NOUVELLE. AUGUST RINGVOLD, FAMEUX BARREUR NORVEGIEN ET 

MEDAILLE D’OR OLYMPIQUE DANS LA CLASSE DES 8 METRES, REMPORTA TROIS FOIS CE TRO- 

PHEE, CE QUI LUI VALUT DE LE GARDER DEFINITIVEMENT SELON LA REGLE DE L’EPOQUE. AVEC 

LE PARRAINAGE DE LA FAMILLE RINGVOLD D’ OSLO, EN NORVEGE, CE PRESTIGIEUX TROPHEE 

A REMETTRE EN JEU REPRENDRA DU SERVICE. IL SERA REMIS AU SIX METRES LE PLUS PERFOR- 

MANT CONSTRUIT, GARDE EN ETAT ET PORTANT UN CERTIFICAT DE JAUGE VALIDE SELON LE 

PREMIER ET LE SECOND REGLEMENTS (1919-1933). 

Eine neue, wunderschöne Silberschale von 1908 winkt dem Sieger der klassischen 6m-Klasse an der Europameisterschaft 

Die Trophäe trägt den Namen „The Ringvold Memorial Trohpy“ und wurde erstmals vom Royal Norwegian 

Yacht Club als Preis für den Sieger der damals neuen 6m-Klasse vergeben. August Ringvold, ein berühmter norwegischer 

Steuermann, gewann olympisches Gold in der 8m-Klasse. Nachdem er die Trophäe dreimal gewonnen 

Ringvold trophy on deck. 

Ringvold trophy with Hans


hatte, durfte er sie den Regeln zufolge für immer behalten. Dank der grossartigen Unterstützung des Ringvold 

Family Trust in Oslo, Norwegen, wird die angesehene Trophäe wieder aktiviert und der stärksten 6m-Yacht übergeben, 

die gebaut und unterhalten wird und die gemäss der ersten oder zweiten (1919-1933) Vermessungsregel ein 

gültiges Zertifikat hat. 

Important news from the ISMA treasurer 

I S M A INTERNATIONAL SIX METRE ASSOCIATION 

ISMA OFFICE Secretary / Treasury: Peter Müller, CH-8405 Winterthur 

STATEMENT OF ISMA ACCOUNTS PER 1st JANUARY 2006 

ACCOUNT Nr. 0791 - 3 8 6 3 6 8 – 1 1 (CHF and US$ converted) DEBIT CREDIT 

25.10.2005 Status (published) 12’292.45 

18.11.2005 D. Schroff (4 Cert.marks) 600.00 

01.12.2005 B. Furrer (ISMA Bulletin + Website 2005) 12’000.00 

31.12.2005 Balance 892.40 

…………………………………………………………… Total 12’892.45 12’892.45 

01.01.2006 Opening Status 892.45 

ACCOUNT Nr. 0791 - 3 8 6 3 6 8 – 1 2 (Euro only) DEBIT CREDIT 

25.10.2005 Status (published) 14’000.00 

31.12.2005 Balance 14’000.00 

Total 14’000.00 14’000.00 

01.01.2006 Opening Status 

Certification Marks 2005 

14’000.00 

25.10.2005 Sold number 50 pieces 5’000.00 € 

18.11.2005 D. Schroff (CHF 600.00) 4 pieces 400.00 € 

31.12.2005 Sold Certification Marks 2005 54 pieces 5’400.00 € 

REMARK: There is an error in the statement per 25.10.2005 which here is corrected. P. Müller 

VERY IMPORTANT NOTICE FROM THE TREASURY 

Please take note that ISMA is since July 2005 an independant Association with own status and 

therefore own BANK - ACCOUNTS as follows: 

ACCOUNT Nr. 0 7 9 1 – 3 8 6 3 6 8 – 1 1 open for transactions in CHF and US$ (converted) 

IBAN Nr. CH41 0479 1038 6368 1100 0 

ACCOUNT Nr. 0 7 9 1 – 3 8 6 3 6 8 – 1 2 open for transactions in EURO only 

IBAN Nr. CH41 0479 1038 6368 1200 0 

CLEARING Nr. 4 7 9 1 

SWIFT – Address: CRESCH ZZ 84A 

BANK – Address: CREDIT SUISSE 

P.O. BOX 330 

CH 8401 WINTERTHUR / Switzerland 

Please use only these accounts for your transfer of ISMA Fees and payments for Certification 

Marks. The former used accounts were personal accounts in favour of ISMA, but under my personal responsability. 

The new legal status of ISMA don’t permit such accounts anymore; the security of the funds is granted by ISMA.

8 

MEMBERSHIP FEES 2006 


are fixed by the General Meeting in Sandham at EURO 50.00 or US$ 60.00 or CHF 75.00 and to be paid before 

End of May 2006. 

The National Associations are requested to collect these fees from their members and to transfer the total amount 

into the above noted ISMA-Accounts in time. The deadline for the Membership fees is the 31st May 2006 due to 

the European Championship. 

CERTIFICATION MARKS 

should be ordered and paid in advance at the ISMA Office in time; it will be delivered upon receipt of the payment 

The prize per Certification Mark remains with EURO 100.00 or US$ 120.00 or CHF 150.00. 

New sails, produced after January 2005 must have a valid Certification Mark. 

Winterthur, 10th March 2006 

ISMA OFFICE 

Peter Müller 

Karla Stäna ©Katrin Storsberg


6mJI European Championship 2006

0 

ISMA News International 6mJI Association

ISMA News International 6mJI Association Bulletin 1/2006


ISMA News International 6mJI Association Bulletin 1/2006


ISMA News International 6mJI Association Bulletin 1/2006 5

6 

6-Metre European Championship 2006 

List of participants 

Sail No. Name of yacht Skipper‘s name Club 

GER 59 AIDA Dr. Björn Storsberg ASC 

ARAMIS IX Michael Zankel 

BRAVADE VI Jean Denis Sarraquigne 

GER 118 COURAGE IX Dietrich Grünau 

Alba Batzill 

WYCF 

US 80 DJINN Henrik Andersin NJK 

K 7 FINTRA Niklaus Waser SGÜ 

SUI 77 FLEAU Bernard Haissly SNG 

GER 68 LILLEVI Oliver Berking FSC 

GER 30 MENA Dr. Thomas Kuhmann BYC 

GER 60 PHILIPPA Mirko Capka GY 

SUI 104 TEMPTATION3 Beat Furrer AVP 

GER 27 

… 

VÄSTANFLÄKT Jan-Willem Paulsen ASC/ SVA 

March, 24th 2006/la 12 entries 

Coming International 6mJI Races 

World Championship 2007 Royal Yacht Squadron, Cowes 

100 year jubilée of the Meter Class 

(not at the time of the A’Cup) 

World Championship 2009 Newport, USA 



QCNC Queen Christina Nations Cup 2006 

From August 18th to August 20th of this year, The Kitsilano 

Yacht Club on English Bay in Vancouver, Canada 

will host the fourth annual Queen Christina Nations 

Cup Six Metre Regatta. 

This regatta, which was the brainchild of the Puget 

Sound Fleet’s highly enigmatic fleet captain, Kimo 

Mackey, has proven to be at least as successful as Kimo 

had initially envisioned, Corinthian style racing between 

nations, where social atmosphere and fun remain 

paramount. 

For those not aware of the theme, it’s six countries 

competing in Six Metres in six races with a boat change 

every start. As you can imagine, it is both fun and fair 

racing. The host country supplies the boats, food and 

accommodation and does not actually compete in the 

event. The owner, or owner’s representative, remains 

on board while the guest crews move from boat to boat 

between starts. In theory, they are there to assist the 

new crew with the general workings of the boat and 

not to contribute to the race or tactics (read local knowledge...although 

it has been known to slip out). 

6mJI classic subcommittee 

Notice by the ISMA news editor: 

In January 2006 there has been an interesting email exchange 

about classic-or hot-rod classic. The discussion 

has been lounched by Hendrik Andersin: 

January 13th, 2006, 09:53 

Dear Bernard, John and all, 

Classic classic or Hot-Rod classic? John Lammerts van 

Bueren of the Eight meters sent me a letter with some 

interesting comments on this. 

Some of the yacht owners are more into originality than 

others. Compare this to the Classic car market, where 

originality is the key to market prices. A classic car 

with spoilers, wide tyres and outrageous colours never 

fetches the same price as the one which is in pristine 

original specification. This trend is coming to the classic 

yacht market and racecourses as well. 

The philosophy is different; do you want to win by having 

better gear than anyone else, or do you want to 

race in a classic yacht that is as when it was new? 

Vancouver and the surrounding maritime area are renown 

as some of the best sailing waters in the world. 

With the mountains of Vancouver’s North Shore rising 

directly out of English Bay, it will make for a spectacular 

venue for all the visiting sailors to enjoy. The 

prevailing westerly breeze blows down the length of 

the five nautical mile long bay on most summer days 

creating wonderful arena for windward leeward racing 

as the yachts follow the shoreline. 

The fledgling British Columbia Six Metre fleet look 

forward to welcoming the international crews to a 

weekend of great racing and good times off the water. 

Randy Cunningham 

Director QCNC 2006 

Both ways are ok, and I think the Eights are pretty good 

at keeping possible conflicts at bay on this matter. 

It is really a question of preference. In the Six-Metre 

Class, the racing is enjoyable because there is no Handicap 

system. The first yacht around the course is the 

winner. Among the classics it can be expected that the 

first in the goal will be the newly built classics, closely 

followed by the Hot-Rods, then the newly renovated 

Classic classics and as last those boats that need rebuilding. 

All of the yachts crews enjoy themselves even if 

they know they cannot win. 

I think the way to develop the classic class is to have 

one race but several trophies. It seems to be working 

in the Eights very well and I believe it will work in the 

Sixes. 

We need a trophy for the Classic classic Six Metre 

Yachts. 

The Deed of Gift for the trophy can be written so that 

takes into account the originality and sail issues. 

A suitable venue to race for it the first time is the 2007 

Cowes WC for sixes. 

Best regards, 

Henrik Andersin

8 

The following email exchange 

is collected by the ISMA news 

editor. It gave more than 30 

pages. We can not publish it in 

the ISMA news but we will mail 

it to interested readers. 

Sous-comité de classic 6mJI 

Note de l’éditeur d’ISMA news: 

En janvier 006, il y a eu un échange de mails intéressant 

à propos des classiques ou des hotrods classiques. 

La discussion a été lancée par Hendrik Andersin: 

janvier 006, 0 :5 

Cher Bernard, John et vous tous, 

Classique classique ou Hotrod classique? John Lammerts 

van Bueren des huit mètres m’a envoyé une lettre 

comportant quelques commentaires intéressants à ce 

sujet. 

Certains propriétaires de voiliers se soucient plus 

d’originalité que d’autres. Faites une comparaison 

avec le marché des voitures classiques, où l’originalité 

est la clé des prix du marché. Une voiture classique 

avec des spoilers, des pneus larges et des couleurs 

agressives n’atteindra jamais le prix d’une voiture en 

parfait état d’origine. Cette tendance se dessine aussi 

toujours davantage sur le marché des voiliers classiques 

et sur les plans d’eau. 

La philosophie est différente; veut-on gagner grâce à 

un meilleur équipement ou veut-on concourir avec un 

voilier classique comme neuf ? 

Les deux opinions se défendent, et je pense que les huit 

mètres évitent facilement ce genre de conflits. 

C’est vraiment une question de préférence. Dans la 

classe des six mètres, la course est agréable parce qu’il 

Fin an der Kreuz liegend ©Katrin Storsberg 


n’y a pas de système de handicap. Le premier voilier 

ayant achevé le parcours est déclaré vainqueur. Parmi 

les classiques, les premiers à arriver sont normalement 

les plus récents, suivis de près par les hotrods puis par 

les classiques classiques récemment rénovés et enfin 

par les bateaux nécessitant d’être reconstruits. Tous les 

équipages s’amusent, même s’ils savent que la victoire 

n’est pas à leur portée. 

Je pense qu’une façon de développer la classe classique 

serait d’avoir plusieurs trophées pour une même 

course. Cela semble très bien fonctionner pour les 

“huit” et je crois que cela marcherait pour les “six”. 

Il nous faut un trophée pour les voiliers de six mètres 

classiques classiques. Les conditions de la remise du 

trophée peuvent tenir compte de l’originalité et des 

voiles. Il pourrait être mis en jeu pour la première fois 

lors du championnat du monde de Cowes de 2007 pour 

les six mètres. 

Cordialement, 

Henrik Andersin 

Président du comité des classiques ISMA 

L’échange de mails qui suit a été rassemblé par l’éditeur 

d’ISMA news. Il y avait plus de 0 pages. Nous ne pouvons 

pas le publier dans ISMA news mais nous pouvons 

l’envoyer par mail aux lecteurs intéressés.


6mJI Classic Unterkommission 

Anmerkung des ISMA News-Editors: 

Im Januar 2006 gab es einen interessanten E-Mail-Austausch 

über Classic oder Hot-Rod Classic. Die Diskussion 

wurde von Hendrik Andersin in Gang gesetzt: 

13. Januar 2005, 09.53 Uhr 

Lieber Bernard, John und alle anderen 

Klassische Classic oder Hot-Rod Classic? John Lammerts 

van Bueren von den 8ern hat mir einen Brief mit 

einigen interessanten Kommentaren zu diesem Thema 

geschickt. 

Einige Yacht-Besitzer sind mehr auf Originalität bedacht 

als andere. Man kann es mit dem Oldtimer-Markt 

vergleichen, wo die Originalität den Marktpreis bestimmt. 

Ein Oldtimer mit Spoilern, breiten Reifen und 

grellen Farben wird nie den gleichen Preis erzielen wie 

ein Fahrzeug, das den ursprünglichen Originalspezifikationen 

entspricht. Dieser Trend zeigt sich auch auf 

dem klassischen Yacht-Markt und im Rennwesen. 

Aber die Philosophie ist eine andere: willst Du gewinnen, 

weil Du eine bessere Ausrüstung hast als die anderen, 

oder willst Du mit einer klassischen Yacht segeln, 

die aussieht wie früher, als sie neu war? 

Beide Auffassungen sind in Ordnung, und ich glaube, 

dass sich die 8er mögliche diesbezügliche Konflikte 

recht erfolgreich vom Leibe halten. 

Es ist in der Tat eine Frage der Vorliebe. Eine Regatta 

in der 6m-Klasse macht Spass, weil es kein Handicap- 

System gibt. Die erste Yacht, die den Kurs absolviert 

Dear Six Metre Classics Sailors, 

hat, gewinnt. Bei den Classics ist zu erwarten, dass die 

neu gebauten Classics zuerst über die Ziellinie gehen, 

dicht gefolgt von den Hot-Rods und den neu restaurierten 

klassischen Classics, und als letzte die Boote, 

die restauriert werden müssen. Alle Crewmitglieder 

der Yachten haben aber ihren Spass an der Sache, auch 

wenn sie sich bewusst sind, dass sie nicht gewinnen 

können. 

Eine mögliche Weiterentwicklung in der klassischen 

Klasse wäre ein Rennen mit verschiedenen Trophäen. 

Bei den Achtern scheint dies ziemlich gut zu funktionieren, 

warum also nicht auch bei den Sechsern? Wir 

brauchen eine Trophäe für die klassischen Classic 

6mR-Yachten. 

Die Schenkungsurkunde für die Trophäe könnte niedergeschrieben 

werden, so dass die Originalität und 

Segelfakten berücksichtigt werden können. 

Ein geeigneter Rennanlass für die erstmalige Durchführung 

wäre die 2007 Cowes WM für Sechser. 

Mit freundlichen Grüssen 


ISMA Classic Committee Chairman 

Der folgende E-Mail-Austausch wird vom ISMA 

News-Editor gesammelt. Es gab mehr als 30 Seiten. 

Wir können diese nicht in den ISMA News veröffentlichen, 

senden sie interessierten Lesern jedoch gerne per 

E-Mail zu. 

This winter has brought some good and welcome development into the Classics scene. 

New Trophy for the Vintage Classic Sixes. 

There is now a trend that there is more effort put into making old yachts become again what they originally were 

intended to be. This trend has now a name, it is the Vintage Trend. Peter König of Baum & König (in Hamburg, 

Germany) has made an important step towards increasing the interest for originality by donating a perpetual Trophy 

to be competed for by these Wooden Mast and Spar yachts. Thank you Peter! The Deed-of-Gift and the Rules 

for the Baum & König Vintage Trophy has developed under the consultancy of John Lammerts van Bueren of the 

Netherlands (Chairman of the International Eight Meter Association) and Kimo Mackey of the Puget Sound Six 

Meter Association in Seattle, USA. 

Wind Rule 

In the work towards finding a satisfactory Wind Rule for the Classics there really was no right answer to the question. 

The best suggestion so far seems to be that the arrangers of a race must be sure there is enough knowledge 

and understanding aboard the Committee Boat to make wise decisions if there can be a race or not. This concludes 

the Wind Rule discussion until better ideas are brought forward. 

Classic Yacht Rule 

We now can present a new Draft on Classic Yacht Rules. Please comment freely on it. We will present the Classics 

Committee final version after your comments for a decision at the ISMA AGM 2006.

0 


ISMA Classic Committee will suggest a text for Classic Rules 

at the AGM 2006. 

Draft Classic Rules (Revise 4/2006) 

So that the widest possible number of Classic owners can consider them and give their views, here is the latest 

draft of the Classic Rules for review. 

1 A Classic Six-Metre is a boat designed and built prior to 31st December 1965. (See Note 1 below). 

2. All boats and equipment must conform to current International Six-Metre Class Rules, including deck equipment, 

mast and rigging. Cockpit areas should conform to current class Rules. 

3. The hull shape shall be consistent with the original design intent. Classic boats are permitted only one moving 

underwater appendage, which shall be a rudder mounted on the aft end of the keel, unless otherwise designed 

originally. Boats built to Rule 1 and Rule 2 may be updated to a configuration consistent with a pre-1965 interpretation 

of Rule 3 but, unless incorporated in the original design, are not permitted a bustle, a spade rudder 

or a separate skeg and rudder configuration. (see Note 2 below). 

4. A boat whose underwater shape has been modified to a post-1965 design, may regain its classic status if the 

boat is returned to its original pre-1965 underwater configuration and re-measured. 

5. Laminated frames using modern glues are permitted to replace broken or decayed frames but must remain 

within the Scantling Rules, but any repairs must not be lighter than permitted under the Rule. Reinforcement 

of the hull by the addition of a maximum of four laminated or plywood ring frames, using modern glues, is 

permitted: two in way of the mast partners and two in way of the running backstay turning blocks or attachments 

only. 

6. With the exception of decking, ring frames, splash boards and minor outfitting items of a non-structural nature 

such as storage lockers and floorboards, the use of plywood is not permitted in restoration. However, this rule 

shall not invalidate the use of plywood to effect short-term temporary repairs or the use of single skins applied 

externally, (see Para 7). 

7. Replacement planking shall conform to the original construction method and scantlings in all respects and 

additional external wooden veneer skins are no longer permitted. Those boats already fitted with additional 

external wooden veneer skins, which was permitted within the current International Six-Metre Class Rules, 

shall remain legal. (See Note 3) 

8. All Classic Six-Metres shall hold a valid measurement certificate and shall be subjected to a Flotation Test to 

a Classic margin of 3 cms. 

Note 1. There are a number of pre-1975 boats, including those designed by Willi Lehmann and built in East 

Germany between 1965 and 1971 and those built for the Am-Aus Trophy Competition between 1968 

and 1975 which, although the are post-1965, should perhaps more correctly be considered as classics 

as certainly, in some cases, they were actually designed pre-1965. Both by their design and build, they 

really fit into the “classic” ethos and in their speed, would appear to fit more neatly amongst the Classics. 

Although none of these boats at present qualify as Classics as spelled out in Para 1, since they have proved 

to be far too slow to race with the Moderns, consideration needs to be given to their future standing. 

Meanwhile local rules may be initiated to cover them and trials should be held to assess the possibility 

of moving the closure date for “classics” to Dec 1975. 

Note 2. A number of boats built pre-1940, actually include bustles, spade rudders and/or a separate skeg and 

rudder. Those known are, or were, Josephine, Eyra, Maida II and Noroda, all British. It is believed that 

these boats may have all been destroyed, however there may be others, which will have to be dealt with 

individually.


Note 3. There are two boats which are known to have been fitted with a single and one boat with three wooden 

veneers over their existing planking to ensure strength and longevity and, since these Rules were drafted, 

it has also come to notice that at least one boat has had her double skin construction removed and 

replaced with normal, old-fashioned, mahogany planking. It is considered that, since these alterations 

are currently within the International Six-Metre Rules, these boats and any others which may have been 

dealt with similarly, should be accepted as “Classics” and thus “grandfathered”. 

Note 4. Sails. There would clearly appear to be strong opposing views on the restriction of sailcloth materials 

with no clear consensus, more especially since it is known that many Classic Sixes use second hand sails 

purchased from the top Moderns. Much further discussion would seem to be necessary especially since 

the call for limitations seems to be very narrowly based. 

During 2003 Matt Cockburn of Seattle produced the First Draft of the Classic Rules. These were augmented by 

Tim Street and Tim Russell of England and then refined by Hans Oen. After a fairly wide circulation, he then submitted 

them for ratification, to the AGM at St. Tropez. However, as it was thought that there had not been enough 

consultation, they were referred back to the Classics Committee. 

Tim Street. 

29th January 2006. 

Vintage Moderns 

Although modern sixes do not fit into the area of the pre-1965 Classics, there are a group of transitional yachts that 

should warrant more interest from ISMA. The sixes I am referring to are the 1966-December 1975 boats. Most 

of them do not compete. They are similar in speed to Classics and stand no chance against the moderns. We now 

would like to suggest that National Associations invite the yachts to start on a trial basis with the Classics. May 

be they should not have the right to get a trophy if they win, but this trial could give the class knowledge how this 

matter should be handled. In the future, maybe we see a Vintage Modern Trophy? This is to make sure the boats 

will survive as they are an important part of the history of the class. 


Chairman 

ISMA Classic Committee

From Ian Howlett the following comment : 

I have a page from the old Lloyds Scantlings Rules that 

it might be good to print in ISMA news - and later redraft 

the scantlings for inclusion in the Rules . Both 

would be very helpful to the Classics I think. 



Classic Six-Metre Newsletter No. 11 

A Message from the Chairman of the ISMA Classics Committee 

This annual Classic Newsletter has become the channel of information that all classic Six-Metre enthusiasts look 

forward very much to receive as it spreads the news about yachts that have been recently found, saved, rebuilt and 

restored. 

In the beginning the Newsletter did not cover as many countries as now and now there seem to be sixes being uncovered 

in new countries of the world every time it is published. I think we can be very much thankful for Tim’s 

dedication to this work and I know that the Classic Newsletter has inspired many owners of yachts to keep the 

culture of classic yachts alive and well. 

As the new ISMA Chairman of the Classic Committee I feel that there is now a need for certain decisions on 

Classic Rules, to ensure that the yachts will continue to inspire both current owners and new ones in the future. 

We need to understand that the current trend of modernizing Classics into Hot-Rods must come to an end. If we 

look at the Eights, it seems that the wooden mast and traditional horizontal/vertical cut Dacron sails are winning 

in every race. Dacron costs are only half of more exotic materials, although their life span perhaps lasts just two 

years compared to four. The calculation over four years ends up with sails costing about the same, however you 

can have newer sails more often instead and the looks are so much more beautiful. 

These yachts are made to compete, make no mistake about my intentions. It is not a class for handicap racing, 

where you need a computer to know who won. In the Six Metre Circuit, the first yacht to cross the line should be 

the winner. 

As an owner of both a “Hot-Rod” (the FIN-51 Maybe VI) and a truly classic (the US 80 Djinn) I can assure you 

that although both are wonderful fun to sail, the Djinn gives me more pleasure and ownership satisfaction. I urge 

you all therefore to think early in your restoration about which way you are going to go with your yacht. The real 

classic restoration is the new trend, and I think the hot-rod era is losing the battle. 

Best Classic Regards, 


ISMA Classic Committee Chairman 

henrik.andersin@evli.com 

Editorial for Classic 6mJI news 

It is now something like twelve years since I first produced this Classic Newsletter, initially purely for the interest 

of the British Classics, to let owners know what others were doing and to assist people in finding and restoring 

other British Sixes. It may be noticed that these notes are only numbered No. 11. The reason is that these early 

newsletters were not numbered, as it was not intended to produce them more than once or twice. However, here 

we are at Newsletter No. 11 and they have had a profound affect on the Classic Six-Metre scene. This year the 

number of enquiries have, it is true, fallen, but that is perhaps partially because most of the good Sixes have been 

found and taken for restoration, or have already been restored. As will be seen from these notes, there are still 

boats out here to be discovered: indeed this year they have turned up in barns, sheds and even in the jungle in 

Antigua. (Antigua has a jungle??) 

Items of general historical interest have as usual been included, but the notes themselves have been pared down, as 

many boats have appeared a number of times and, where they are in commission, less information is forthcoming 

as people already know much of the information, most of which may be found in previous Newsletters. 

What is perhaps the most interesting news is the possible formation of new classic fleets around the world, as 

owners and potential owners find boats and get together. Examples include The Netherlands, where there are 

now nine classic Six-Metres and the owners are getting into contact with each other, to exchange information and, 

hopefully, form a new fleet. In Australia, three Classics are now under new, or fairly new, ownership and they 

are in the process of being restored and the owners have been put in touch with each other, again with the aim of 

their getting together to form a small, but perfectly formed fleet. There is also a short note on Poland, where, for 

the first time since 1936, someone is not only researching and searching for the three known Polish Sixes, but has


now bought one for a mammoth restoration. In the USA, I am delighted to say that a new fleet, The New England 

Fleet, is being formed on the East Coast formerly, from the 1920s to the 1950s the major base for Six-Metres in 

the States. 

I would like to thank a number of our contributors who, this year, have helped me very much in putting together 

this Newsletter. These are Henrik Andersin, Basil Carmody, Fredrich Dahlman, Scott Rohrer and Jan Mateboer. 

Editorial zum Classic newsletter 

Es sind nun schon fast zwölf Jahre her, seit ich diesen 

Classic Newsletter zum ersten Mal erstellt habe. Anfangs 

war der Newsletter nur für British Classics gedacht, 

damit Eigner Informationen über das Tun und 

Treiben anderer Besitzer erhielten und um Interessierten 

bei der Suche nach und Restauration von Sechsern 

zu helfen. Ist Ihnen aufgefallen, dass die vorliegenden 

News erst die Nummer 11 tragen? Der Grund dafür 

liegt darin, dass die ersten Newsletter nicht nummeriert 

waren. Es war auch nicht beabsichtigt, mehr als einen 

oder zwei herauszugeben. Jetzt sind wir aber bereits 

bei Newsletter Nr. 11 und die Informationen sind aus 

der Szene der Classic 6mR nicht mehr wegzudenken. 

In diesem Jahr sind die Anzahl Anfragen zwar leicht 

zurückgegangen, dies ist aber vielleicht einerseits darauf 

zurückzuführen, dass die meisten guten Sechser 

gefunden und zur Restauration gebracht wurden, oder 

weil sie andererseits bereits restauriert wurden. Trotzdem 

gibt es immer noch attraktive Boote, wie dieser 

Newsletter zeigt. Dieses Jahr tauchten einige Yachten 

in Scheunen, Lagerhäusern und sogar im Dschungel 

von Antigua auf (hat Antigua einen Dschungel??). 

Wie immer enthält der Newsletter auch Themen von 

allgemeinem geschichtlichem Interesse. Die Informationen 

selbst wurden etwas gekürzt, da viele Boote mehrere 

Male erschienen sind. Bei Booten in Kommission 

gibt es weniger Details, da die meisten Leute schon viel 

darüber wissen und die wichtigen Informationen dazu 

in früheren Newslettern nachgelesen werden können. 

Die interessanteste Neuigkeit betrifft die mögliche Bildung 

einer neuen weltweiten Classic-Flotte, da Eigner 

und potenzielle Besitzer Boote finden und zusammen 

kommen. Ein Beispiel dafür ist Holland, wo es bis jetzt 

neun klassische 6mR-Yachten gibt. Hier haben die 

Besitzer Kontakt zueinander aufgenommen, tauschen 

Informationen aus und bilden hoffentlich eine neue 

Flotte. In Australien sind drei Classics in neuem oder 

fast neuem Besitz. Sie werden restauriert und die Be- 

Editorial pour les Classic 6mJI news 

Cela doit faire maintenant douze ans que j’édite la 

newsletter des classiques, qui s’adressait à l’origine 

purement aux classiques britanniques, pour faire savoir 

aux propriétaires ce que faisaient les autres et 

pour aider à trouver et à restaurer d’autres “six” britanniques. 

A remarquer que ces notes portent toutes le 

n° . Si elles n’ont pas été numérotées, c’est qu’elles 

ne devaient pas paraître plus d’une fois ou deux. Mais 

nous en sommes maintenant à la newsletter n° , et 

toutes ont profondément affecté le cadre des six mètres. 

Il est vrai que le nombre des demandes a baissé cette 

année, mais c’est peut-être du fait que la plupart des 

bons “six” ont été découverts et confiés aux restaurateurs, 

ou qu’ils sont déjà restaurés. Comme vous le 

constaterez dans ces notes, il reste des bateaux à découvrir 

: en effet, cette année, on en a trouvé dans des 

granges, des remises et même dans la jungle d’Antigua 

(y a-t-il une jungle à Antigua?) 

Des éléments d’intérêt historique général ont été inclus 

dans la newsletter, comme d’habitude, mais les 

notes proprement dites ont été raccourcies puisque 

de nombreux bateaux y ont déjà paru plusieurs fois et 

que, lorsqu’ils sont en commission, il en émane peu 

d’informations nouvelles dignes d’intérêt, tout ayant 

déjà figuré dans les newsletters précédentes. 

L’information peut-être la plus intéressante est celle 

de la formation éventuelle de flottes de nouveaux 

classiques de par le monde, dans la mesure où les propriétaires 

avérés ou potentiels trouvent des bateaux 

et prennent contact entre eux. Parmi les exemples, les 

Pays-Bas où il y a désormais neuf six mètres classiques. 

Leurs propriétaires sont en contact pour échanger des 

informations et, espérons-le, pour former une nouvelle 

flotte. En Australie, trois classiques ont été acquis plus 

ou moins récemment et sont en cours de restauration. 

Leurs propriétaires ont été mis en contact, là aussi afin 

qu’ils forment une petite flotte parfaite. Il y a également


sitzer haben sich untereinander in Verbindung gesetzt, 

um eine kleine, aber perfekt formierte Flotte zu bilden. 

Auch aus Polen hat uns die Meldung erreicht, dass 

jemand zum ersten Mal seit 1936 die drei bekannten 

polnischen Sechser nicht nur gesucht hat, sondern eine 

davon nun sogar einer gigantischen Restauration unterzieht. 

Im Weiteren freut es mich, dass an der Ostküste 

eine neue Flotte, The New England Fleet, gebildet wurde. 

Hier befand sich von 1920 bis 1950 die wichtigste 

amerikanische Basis für die 6m-Klasse. 

Ich möchte einigen Leuten für ihren Beitrag zum diesjährigen 

Newsletter danken. Es sind dies Henrik Andersin, 

Basil Carmody, Fredrich Dahlman, Scott Rohrer 

und Jan Mateboer. 

Definitive List of All Six-Metres 

All Six-metre owners should be interested to hear that, 

in the absence of any pre-existing full list of Six-Metres, 

Basil Carmody (FRA 75 Joanna) has been spending 

the last sixteen months collating all the information 

contained in the lists of every country’s Six-Metres, 

prepared in the first instances by Pekka Barck, Philippe 

Burban, Andrew McMeekin, Tim and Charles Street 

and Gerard Bechaud. He has been working on this task 

for a regular 8 or 9 hours every day and sometimes up 

to twelve hours a day for sixteen months! The original 

amalgamated list, initially combined by Andrew 

McMeekin to take into account all the research carried 

out by the above, included some 1960 boats, many of 

course doubled upldue to changes of name, country, 

sail numbers and other duplications. At the last notice, 

Basil had reached around 1490 confirmed different Six- 

Metres. He hopes to finish his mammoth task early in 

the new-year and, when he does, everyone involved in 

Six-Metres in any way, however minor, will owe him 

an enormous debt. Meanwhile, Tim Street has prepared 

the first, fairly definitive list of around 100 Modern 

Six-Metres (1965 to 2005), which has been added as 

an Appendix to his ISMA Modern’s Newsletter No. 

1, which should very shortly be available on various 

Six-Metre websites. (See Note by Frederich Dahlman 

below). 

une brève note sur la Pologne où, pour la première fois 

depuis 6, on ne se contente plus de rechercher les 

trois “six” polonais bien connus. Quelqu’un en a acheté 

un pour le restaurer complètement. Aux Etats-Unis, 

je suis très heureux de vous apprendre qu’une nouvelle 

flotte, la Flotte de Nouvelle Angleterre est en train de 

se former sur la côte Est avec des bateaux des années 

0 à 50 représentant la plupart des six mètres des 

Etats-Unis. 

Je tiens à remercier certains de nos cotisants qui, cette 

année, m’ont beaucoup aidé à réaliser ma newsletter. 

Je veux parler de Henrik Andersin, Basil Carmody, 

Fredrich Dahlman, Scott Rohrer et Jan Mateboer. 

Class Trophies 

Many of our major Class Trophies have been neglected 

and as a result, become lost or unused over the years. 

Recently Hans Oen, together with Matt Cockburn, 

have been engaged in tracking down and locating some 

of our great Trophies. As is well known, the One Ton 

Cup, which was presented in 1899 by the Yacht Club de 

France, as a result of the near collapse of the Six-Metre 

class, was re-allocated to an RORC handicap based 

class. It is held at the Yacht Club de France in Paris and 

action has been taken and negotiations have begun by 

Stefan O’Reilly Hyland, President of the French Six- 

Metre Class to see if it could be returned to the Six- 

Metre Class. Other trophies under investigation are 

the Coppa Giovanelli and the Oresundspokalen Cup. 

Members of ISMA may well know of others. Sadly, 

due to unacceptable behaviour, the Seawanhaka Cup 

was transferred to the Dragon Class some time ago and 

is now believed to be held by the Royal Hobart Yacht 

Club in Tasmania. To recover it, it will be necessary 

for someone to mount a campaign and take a serious 

Dragon and crew out to Tasmania to recover it. Any 

offers? 

Meanwhile, Edmond Capart has proposed a new competition 

for the best Six from each country who wishes 

to compete, based on the concept of the old One Ton 

Cup, with one boat representing each club or country. 

However, the format would be somewhat different as, 

with the old One Ton Cup, boats were eliminated after 

three races if they had not won a race, thus competitors 

might attend but only take part in three races. The aim 

of a new trophy would be for countries to eventually 

commission new radical Sixes to the latest designs 

and with the most advanced ideas incorporated to take 

part.

6 

New ISMA Classics Committee 

The election at the AGM at Sandhamn of Henrik Andersin, 

(owner of both May Be VI and Djinn), to be 

Chairman of the ISMA Classics Committee as well 

as Vice-President of ISMA has quickly resulted in an 

upsurge in interest and action by the new members of 

the Classics Committee, who include Matt Cockburn 

(USA), Pasi Kaarto (FIN), Doug Peterson (USA), 

Niklaus Waser (GER) and Tim Street (GBR). 

Study is now in hand on a variety of subjects including 

in particular:- 

A maximum Wind Rule for Classics. 

A new draft of the Classic Six-Metre Rules. 

These to follow on from those previously circulated and 

subsequently commented upon by Ian Howlett, (Chairman 

of the ISMA Technical Committee) in ISMA Bulletin 

1/2004, page 60. 

The Future of the Classics. 

Recovery and Allocation of Historic Trophies and Deeds 

of Gift. 

Our future policy on replicas/Phoenix. 

This is consequent upon the success of the first “Phoenix” 

DEN 64 Sunray at this year’s World Championships 

at Sandhamn. A further two replicas are in hand. 

The future of the Classic Newsletter. 

I have been producing it for at least twelve years and 

perhaps someone else should now bring a new eye and 

mind to it, especially since I have just also produced 

that first ISMA Modern’s Newsletter. Any keen volunteers?? 

The “First Series” Moderns 

No class should become frozen in time as that inevitably 

leads to decay and downsizing. It is therefore 

considered that the time is nigh when consideration 

should be given as to what ought to be done about the 

early “Moderns”; in particular about those boats built 

between 1965 and 1976. Due to a basically unsatisfactory 

design concept, although they were designed 

after the S & S Twelve-Metre “Intrepid”, according 

to various Six-Metre designers they were based more 

on the “Valiant” Twelve-Metre concept and were both 

too long on the water-line and too heavy, with a comparatively 

small sail area, particularly in comparison 

with the lighter and smaller post-1977 boats. Indeed, 

a review of available regatta results between 1973 and 


1979, shows that the boats built in this period, do not 

compare favourably with those “Old Boats” that they 

were up against and, as late (or early) as 1979, these 

pre-1977 boats were not performing any better then the 

pre-1965 boats. Some of them, Gosling, Astree, Goodwood 

and Toogooloowoo IV in particular, actually appeared 

to be slower than some of the earlier boats, even 

when they were new. 

The position seems to change by 1977/79 when the moderns 

became much faster, even before winged keels. 

Even so, in 1988 at Falmouth, K 72 Thistle, a 1948 

David Boyd, came 8th out of 28 in the Europeans in 

heavy weather, beating 17 Moderns. 

When the Djinn Trophy was introduced for the „Old 

Boats“ in the USA in 1979, the cut off date was 1960. 

When England introduced „Classics“ to encourage their 

old boats in 1987/88, the cut-off date was set at 1965. 

Since the break is self-imposed, would it perhaps be an 

idea to consider changing the break date to perhaps 31st 

December 1976? Certainly it is suggested that such a 

proposal might be studied and perhaps trialled for at 

least a year, particularly in Sweden or perhaps Finland 

with their L 55 Toogooloowoo V from 1970. 

The fifteen other old „Moderns“ affected would be:-KA 

6 Toogooloowoo IV 1967; FRA 69 Astree, 1969; GER 

49 Courage VI 1969; GER 86 Gosling 1971; NED 20 

Goodwood 1971; USA 100 St. Francis V 1973; KA 8 

Pacemaker 1973; GBR 82 Razzle-Dazzle 1975; SWE 

76 Suncraft 1975; SUI 71 Winchala 1975; SUI 60 La 

Difference 1975; USA 106 St. Francis VI 1975; SWE 

81 Suncraft II 1976; SWE 83 Fastasch 1976; and SWE 

84 Fraganita 1976. 

At the very least, it might encourage the owners to 

bring their old boats out to race and certainly Torsten 

Dornberger would be very pleased and prepared to 

compete in an international trial in his Toogooloowoo 

IV of 1968. 

Another owner has already presented a special Trophy 

for these boats and I believe that Henrik Andersin 

would be very interested in any views, either for or 

against. I would certainly like to hear views.


Melitta & Mosquito ©Katrin Storsberg 

CLASSICS Legends Racing 

The Neonode 6mR World Cup 2005 report by 

Fredrich Dahlman 

The excitement of arranging the WC 2005 to honour 

the Royal Swedish Yacht Clubs ( KSSS ) 175 years 

anniversary obviously influenced the Swedish fleet 

throughout the season. 

The ‘country ambassador’ concept to recruit boats to 

the WC 2005 was a major strategic step forward, combined 

with the vision to execute the biggest 6mR event 

ever, to ensure the record amount of participants. Not 

just organize a similar event like last time. However it 

is now vital to analyse why we did not manage to get 

more classics from Sweden to participate in our own 

WC. We were missing 4 – 6 boats that should have 

participated. The same thing happened in France during 

their WC 2003. Special dedicated action to ensure 

the host country will participate with all their boats 

should be an important target for every organizer in the 

future. 

Having 29 classics on the starting grid was a fantastic 

experience both that the organizers managed to get that 

amount of classics out onto the battlefield as well as 

having the opportunity to race with such a competitive 

fleet. 

Experience & Conclusions from the 6mR World 

Cup 2005 from a class perspective. 

The general conclusion coming out of the Neonode 

6mR World Cup 2005 is that it was a huge success and 

most sailors felt good about Sandhamn and the arrangements 

despite the very tough conditions. The long, 

hard days clearly put many to bed early in the evenings 

which perhaps does not need to be a bad thing at all. 

However, the feeling is that currently there is no real 

handover between World Championship organisers and 

the experience from the previous organizer is not handed 

on to the next and continuity does not exist. There 

is no clear “ 3-5 year business-plan “ to promote the 

class and, up to now, the class has not been organized, 

so that the WC / EC and other regattas are not clearly 

part of a total way to bring the class forward and promote 

it. At present each event is being dealt with as a 

stand alone action. 

Fredrich Dahlman believes that we are now at a crossroads, 

where the development of 6mR has come to a 

standstill, which is demonstrated by the fact that the 

classics fleet is now bigger than the Moderns. 

What he believes is that every WC organizer seems to 

start with a fresh, clean sheet of white paper, with the 

result that the main existence of the class is only due 

to this Newsletter and the ISMA Bulletin produced by 

Beat Furrer. 

At this year’s World Cup at Sandhamn, the strategic 

management by each country’s ambassadors, the new 

web site, the film every day, the Commodore’s Barbeque 

and the KSSS Regatta dinner were those things 

that were good and which kept the sailors interested 

and together during the evening. 

Behind the curtain, the Swedish Committees were 

struggling with housing, transport sponsors and getting 

the new web working, the combination of which 

took almost all their energy out of the organizers. Clear 

written and structured tasks, which were set out between 

the KSSS and the SWE 6mR association in the 

form of a written project plan showing vital dates and 

responsibilities, was of immeasurable use when it came 

to sharp action.

8 

SUGGESTIONS 

It is proposed that: 

1. 3-5 years business plan should be produced, with a 

strong vision and associated strategies supporting 

that vision, not only for the WC/EC, but also for 

the Classic Newsletter which is keeping the class 

together 

2. Sponsor and transport sponsor be identified within 

each country who will be willing to buy into this 

vision for a longer time than 1 year. 

3. A handover system from the previous organizers 

of each major event to the next one and to invite 

the previous project manager also be part of the 

next organiser’s important project meetings, thus 

to ensure that experience is passed onto the next 

organisers. 

4. A total 6mR Register governed by ISMA to be prepared 

as complete as possible. (Note: In an earlier 

paragraph the present position on producing a “Total 

6mR Register is reported on). 

5. A web site that has the same basic elements, but 

can be tailor-made for the next organizers. 

Classics News 

The details about from following country and yacht 

may be downloaded from www.6metre.ch/news/classic 

newsletter 11. There is not enough space to print all 

this valuable informations in the ISMA bulletin. News 

are…from… 

Antigua, Argentina, Australia, Belgium, Brazil, Canada, 

Denmark, England, Finland, 

France 

Elfe (F-77, ex-Eileen II, ex- Mambo) 

designed by F. Camatte in 1931, built by the Etablissements 

G. Bonnin. Clément Brunet-Moret has launched 

the final phases of her restoration this year at the 

Otarie Boatyard. Elfe should be in the water for next 

summer. 

Elfe in the yard 


Joanna (F-75; ex-Michel Selig, ex-Avalun VIII as G-24 

and K-75) 

designed by Drewitz in 1935, built by Buchholz. Basil 

Carmody is in the process of taking off her lines. 

His architect, Theo Rye, will then reverse engineer her 

plans so as to be able to calculate the weight, shape and 

position of her lead keel. 

Monaco, Germany, Switzerland, 

The Netherlands 

This is the report of Jan Mateboer: 

October 2005 

Dear Sailing friends 

Here are some new pictures of the progress of the rebuilding 

project Hakahala. 

When I write this there are in the meantime 4 new mahogany 

skin beams fixed to the mould on both sides 

and are glued together. 

The planking is profiled with a dome/hollow profile, 

and this works very pleasant for somebody who is 

doing in his daytime jobs only office work. I‘m using 

Epoxy to fix them and we can do it in less than 30 minutes. 

Pot life is no longer! There are almost no seams 

between the planking. 

Very bad luck with my wood shaper, for the 3rd time 

the bal bearings are broken. This Chinese tool www. 

tendotools.com is not 

ment to use it, only look at it! I now bought a second 

hand professional machine. This one is very powerful, 

when starting him, the light is almost going down. 

The rotten wood of Hakahala, there was only 560kg 

left, is moved out of the workshop and transported to 

the local waste handler. We paid for it off course. We 

only kept some special peaces for the treasury cabinet. 

Jan Mateboer; www.celsus.nl


Hakahala 

December 2005 

Ahoy, 

Still going strong! It’s winter and I have not so much 

problems like in the summer; will a go for sailing or 

will a go for the mega job Hakahala. Other problem 

we don’t have in the summer is the temperature, if it’s 

really going to get cold out site, I can hardly reach the 

necessary 15-degree inside. And I need it to make the 

job done with Epoxy. Planck nr. 9 are fixed yet on both 

sides. This means that I’M yet below the waterline in 

the middle of the ship And de first frames are fixed in 

the nose too! 

The (folding) propeller shaft will be driven electrical, 

with an engine of a small pallet truck; we needed 2 or 

4 batteries on the bottom. It’s only to get in and out of 

the harbours and passing bridges and docs. Muchspeed 

is not direct needed. But it will take some time to get 

Hakahala from Roskilde so fare! If you like to follow 

a great project, please look at this: www.fiskersskipmoddergat.nl 

 

Celsus fasteners is sponsor of this amazing wooden 

fisher ship For now, have a good time until Christmas. 

Jan…

0 

Norway 

L 2 Mosquito 

A Johan Anker design from 1913 and the first bermudian 

rigged Anker & Jensen. She was built originally for 

Magnus Konow and she has been very fully restored to 

original Rule 1 by Petter Halvorsen in Risør, the home 

town of the Norwegian Wooden Boat festival. Petter 

took her to this year’s World Championships at Sandhamn 

and did well. This is believed to be the first time 

ever that a Rule 1 boat has competed in a major World 

or European championship, or Gold Cup, certainly since 

around 1923! 

Sweden 

(A report by Fredrich Dahlman) 

L Mosquito 

Johan H Larson’s Lisbeth V, was ready from her complete 

renovation but some mast fittings delayed by 2 

months, combined with struggling with the WC committee 

work stopped this entry. What a disappointment 

for us all as we all were really looking forward to the 

see her racing. This immaculate renovation will sparkle 

joy in every 6mR Classic lover’s eye. 

Kenneth Peränen’s new replica/Phoenix, “ Sara of Hango 

“, an exact copy of L49 Violet , did not manage it 

either due to similar reasons. 

Fantastic to see that Henrik Andersin managed to bring 

his just immaculately restored, no efforts spared, FIN 

67 / US 80 Djinn to Sandhamn for the WC. Everyone 

was as ecstatic about it as was Henrik. 

The classics from Sweden were Melita GBR 42, formerly 

SWE 93, by Swedish/ British David Roberts 

who had geared up Melita with some new sails and 

crew. She now showed the real potential of his boat 

finishing 13th. Unfortunately for the Swedish classics 

fleet he has plans to bring her back to UK. 

Fredrik Lindqvist with “ old fox “ Börje at the helm of 


Räven SWE 37, only managed a 16th place, probably 

due to not enough racing during last year. He was concentrating 

on the final restoration of Silvervingen and 

hopefully we will see Silvervingen in Flensburg. After 

the WC Räven has now been sold to France. 

We all also enjoyed to see the beautifully restored SWE 

60 Stella Polaris , with Sven Frenkel , out on the battlefield 

after a couple of years training and gearing up, 

finishing 23rd. 

Also deserving of a special mention very clearly is 

Douglas Reincke`s entry, the beautiful SWE 4 Gulldisken 

from 1923, who managed to race despite having 

some problems with the heavy seas and subsequently 

some equipment breakdowns, finishing 29th. 

Seeing the great lady, Petter Halvorsen’s beautiful restoration, 

the Norwegian “ Mosquito “ N / L 2, Johan 

Anker’s first Bermudian rig from 1913, with her enthusiastic 

crew out on the course was a true pleasure, and 

also gave a hint how racing was in the beginning of the 

meter rule. A wonderful contribution to the WC and 

what a renovation. Let us all hope to see her in Flensburg 

next year again. 

SWE 6 Fågel Blå Her pre-season work-up was delayed 

by mainly deck-layout changes, raising the floor, 

and adding a genoa rolling system that proved very 

successful in handling. The real start of her season 

was in Finland at the Hangö Regatta, where she raced 

against the very competitive Finnish fleet, winning the 

first race and finishing 4th overall. 

Back in Sweden when participating in the KSSS 175 

years Jubilee Regatta in Sandhamn, she finished 13th 

among 28 participants, mixed classics and modern, 

winning the International Swedish Championships for 

Classics and also beating 9 moderns. 

Fågel Blå also won the tune-up race for WC and the expectations 

for her and her team for the WC rose. However, 

sadly the conditions and weather were not at all 

as expected. Usually Sandhamn is very “ summersure” 

in the end of July but not this time. Heavy seas together 

with strong winds combined with the occasional day of 

light winds made a very competitive mixture. 

It was a great pleasure to see Hans Oen and the fantastic 

new Sun-Ray, DEN 64, ( Sinkadus, S52 drawings 

) very clearly win the WC after fantastic racing and no 

major mistakes. Her 4 race victories clearly showed 

who was “simply the best”. Once again congratulations.


Always fast and tactically correct, although with one 

race victory and as usual a very consistent series of podiums 

in almost every race, FIN 44 Toy finished second 

with the 2nd Rule boat, FIN 12 Fridolin, having 

two race victories but also some no podium races, finishing 

third. 

It was great to see the ex Finnish/Swedish ( L48/S68 ), 

GER 68 Lillevi now under German flag, back on her old 

home ground, for the first time for a very long time. 

To have a German 6mR fighting for the medals in a 

WC and finishing 4th is a major step forward for the 

German 6mR Racing as it has not happened since G 

51 Michel (ex S 97 Irene II and now GBR 100 Cream) 

won the Europeans in 1951. A Great achievement. 

Fågel Blå who had a bad day on races 6&7, mostly 

with 3 and 4th places in the other races was the best 

Swedish boat finishing 5th. 

USA 

Fleet News 

The Classic scene for sixes in the USA is mainly spread 

over three regions: Puget Sound in the Pacific Northwest; 

from Rhode Island to Maine in the Northeast, 

and based on Port Huron on the Great Lakes. In addition, 

there are some independent boats located in many 

other places. 

The Puget Sound Fleet has been the base for the major 

activity in North America and, under the benign leadership 

of Matt Cockburn, owner of Buzzy III, continues 

to see a strong and healthy growth both in interest and 

in numbers of boats getting back on the water. There 

are several active restorations in progress and even 

more slated to begin in the next year. A major part of 

this growth can be attributed to the handful of boats located 

in Vancouver and Sidney, B.C. Events with both 

fleets have been very well received over the past few 

years and international bonds have strengthened between 

the Canadian and Seattle Fleets. Several events, 

including the Queen Christina Nations Cup and the Sir 

Thomas Lipton Cup, have done much to solidify and 

reinforce shared interests. 

Another encouraging place of growth and interest this 

year in particular is in the Northeast, where Toby and 

Sachi Rodes with their restored 1930 Fife, Alana have 

been the major driving force in gathering together some 

boats and stirring long dormant owners to come out 

and sail, with the result that this year two other boats, 

Totem and Lucie (from Port Huron) joined them to take 

part in a very satisfactory rendezvous regatta in Summer 

2005, the first Six-Metre regatta in that area for 

very many years. 

©Gilles Favez 

Classic Six-Metre Newsletter No. 11a 

(completely reprinted here) 

…………………… 

New Draft Classic Rules 

This winter has seen a great flurry of behind the scene’s 

activity, as wide ranging studies are being carried out 

in preparation for a new draft of the Classic Rules, for 

consideration at the AGM at Flensberg; a new study of 

the Rules for Replicas, which were originally approved 

at the 2000 AGM at St. Tropez and the possible introduction 

of rules for sail materials and wind speeds. 

This flurry of activity was initiated by a fairly new 

classic owner, Ronald Brons of the Netherlands, who 

having discovered and rescued Irmi V for restoration, 

suggested that the Classic Committee should study the 

Eight-Metre Rules, with a view to re-thinking the Draft 

Six-Metre Classic Rules along the same lines. Subsequently, 

this proposal was taken up quite widely and 

many e-mails on the subject from Classic owners, as 

well as from Jan Lammearts Van Buren, the founding 

Secretary of the Eight-Metre Association, have flowed 

past, indeed I have a file with some 43 very long e-mails 

on the various subjects and more are still arriving. 

As a result, a new draft of the Classic Rules has been 

prepared taking into account all the points made and 

including many sensible proposals received, which together 

have produced a fairly clear consensus. Henrik 

Andersin, Chairman of the ISMA Classics Committee 

is floating this draft for general consideration prior to 

the next AGM, elsewhere in this Bulletin.

Replica Rules 

The current Replica Rules were considered and approved 

at the 2000 AGM, since when three boats have 

either been built to these rules or are currently under 

construction. The Rules specifically prohibited the 

building of a number of boats to the same design, to 

avoid half a dozen clones, of say Goose, being built, resulting 

in what would inevitably become a One Design 

Class within a Class and leading directly to the end of 

“Classics” as we know them. “Replicas”, or perhaps 

more correctly “Phoenix”, may only currently be built 

to an existing design for a boat which has been accidentally 

destroyed and MUST be built in exactly the same 

way as the original. 

Despite several adverse comments and suggestions for 

multiple builds, any such views do not appear to represent 

a consensus. In spite of, or perhaps because of 

the success of ‘Sunray’, which was very carefully built 

to the plans of and in exactly the same way as S 52 

‘Sinkadus, a 1939 Arvid Laurin design, at present there 

does not seem to be enough information or informed 

pressure to propose any changes. 

Wind Strength Rule 

Much discussion has also been taking place as to 

whether there should be a “Maximum Strength Wind 

Rule”. In England, especially in the Solent, where the 

wind usually starts quite light at around say 8 knots at 

1200hrs but, due to the effect of the normal sea breezes 

filling in after 1400hrs, it frequently reaches Force 4 

to 5 by mid-afternoon. Since 1990 therefore, racing in 

the Solent during the afternoon is not started in a wind 

strength of above15 knots and this has proved to be a 

very satisfactory compromise. 

However, where sailing areas are more sheltered and 

the sea less likely to become very rough after the start 

of a race, a greater strength at the start could perhaps be 

acceptable, although we must realize that, for seventy 

or eighty year old classic wooden boats, especially those 

which have not been rebuilt (the ‘Vintage Class’), 

any such increase would be unsatisfactory as putting 

too much strain on old wooden hulls. 

Sail Limitations for Classics 

Proposals have been floated during the winter to impose 

a limitation on sails for Classics, both in their materials 

and for numbers. There are some difficulties 

over this as there is a very widely held view that, since 

Sixes were always conceived as a “development class” 


and have historically always been used to trial out new 

ideas, any such limitation would go against every ethos 

of the class. A further major consideration is that, certainly 

outside Finland, many Classics rely for their sail 

wardrobes on purchasing second hand sails from the 

top Moderns competitors, which of course include all 

types of modern materials. It is also by no means certain 

that modern materials do really prove to be substantially 

better than Dacrons, since in the 2003 Worlds 

at St. Tropez, certainly two out of the top six boats 

were using Dacrons which were not in their first youth. 

Although the cost of Dacrons is substantially less than 

for Kevlar/Mylar, it is believed that any such proposal 

would be very strongly opposed by many owners. 

What is brilliant news is that Peter Koenig, of Baum 

& Koenig, has presented a new Trophy for a “Vintage 

Class”, starting cautiously and very sensibly for Classic 

boats which are rigged with wooden masts and setting 

white Dacron sails with old-fashioned horizontal 

panels. All Vintage Classics will need to have a Rating 

Certificate approved by Guy-Roland Perrin, however 

the problems of the Flotation Test still need to be 

addressed. There is also the problem of “What is a true 

Vintage boat?” as a number of the boats which would 

be qualified by reason of their wooden masts and Dacron 

sails, have themselves been the subject of very 

major rebuilds. Discussion continues. 

Should “First Series” Moderns now join the 

Classics? 

As a direct result of an initiative taken during the winter, 

combined with discussions with and advice from 

both Scott Rohrer and Ian Howlett whose wide knowledge 

and experience of Six-Metre design goes back to 

the 70’s, there has been consideration as to what could 

to be done about the twelve or thirteen “early moderns” 

which were built after 1965 but before the introduction 

of Pelle Pettersson’s first Six “Irene” in 1977, which 

was seriously faster than previous modern boats. 

As was noted in both the two ISMA Newsletters published 

just before Christmas, the 1965 date which was 

chosen for the closure of the “Classics”, was based on 

the date of the Twelve-Metre ‘Intrepid’, the first modern 

generation Metre boat with separated keel and rudder. 

The first Sixes built to this concept and to this configuration 

were those designed and built by Willi Lehmann 

on the Muggelsee in Berlin. However it was perhaps 

the 1970 S & S design of the Twelve-Metre ‘Valiant’, 

drawn by Mario Tarabochio, which set the style for the 

next series of Olin Stephens boats, all of which had


comparatively long waterlines and were heavy boats, 

with a correspondingly smaller sail area. Where are 

these Moderns to go now? 

Our major problem as a Class is that these boats are 

at present outclassed by both the later Moderns and 

many if not most of the better Classics, whilst even the 

later ‘early Moderns’, those built between 1976 and 

1980 are also at present outclassed by the more recent 

‘Moderns’, but in their cases more due to their lack of 

wings. An in depth study of regatta results World-wide 

since1973, both in the USA and Europe, has confirmed 

this. 

When the Djinn Trophy was introduced in the USA for 

„Old Boats“ in 1979, the cut off date was set at 1960. 

However, when England first introduced the concept 

of „Classics“ in 1987/88, to encourage owners of old 

boats to improve them, the cut-off date for England was 

set at 1965. Since the break is self-imposed, would it 

perhaps be an idea to consider raising the break date to 

31st December 1975? 

The old „Moderns“ directly affected would include 

KA 6 Toogooloowoo IV 1967; FRA 69 Astree, 1969; 

GER 49 Courage VI 1969; SUI 48 Antares 1970; GER 

86 Gosling 1971; NED 20 Goodwood 1971; USA 100 

St. Francis V 1973; KA 8 Pacemaker 1973; GBR 82 

Razzle-Dazzle 1975; SWE 76 Suncraft 1975; SUI 71 

Winchala 1975; SUI 60 La Difference 1975 and USA 

106 St. Francis VI 1975. 

Henrik Andersin, the Chairman of the ISMA Classics 

Committee, has made a very sensible alternative suggestion, 

which is that these boats could become the 

“Vintage Class” of the Moderns, which would certainly 

go part way to improving their position. However, 

an in-depth study of race times in those regattas since 

1977, in which these early boats have taken part, indicates 

that ON AVERAGE, these boats are between 40 

secs and 45 secs per mile slower than Modern Sixes 

fitted with wings and thus, in an average regatta, would 

be likely to finish some 4 to 5 minutes behind the last 

Six fitted with a winged keel, which would be very disheartening 

on a regular basis 

It is therefore for general consideration by the Class 

whether perhaps an opportunity should now be given 

both by the Moderns and by the Classics Committee, to 

trialing the pre-1976 boats against the Classics, to see 

if they might be included as such and the change-over 

date adjusted in their favour to, say 31 Dec 1975. 

At the very least, it might encourage the owners to 

bring their boats out to race again. 

Restorations 

Currently, there are two potential owners who are looking 

for “wrecks“to restore long term and they have 

both been pointed towards the last few known such 

boats, which are awaiting rescue. There are a number 

of other boats undergoing restoration, where the work 

is now well in hand and we may expect them to be finished 

and out on the water racing very soon. These 

are: 

GBR 32 Abu (ex N 45). 

Johan Anker’s own 1931 boat, now owned by the 

Street family, who found her on he grass on the side 

of the road in Essex. She is in Peter Wilson’s yard at 

Aldeburgh, Suffolk, England, where restoration of the 

hull is almost complete and she is now awaiting her 

deck. Despite being converted to a cruiser in 1935 and 

fitted with a long cabin, self-draining cockpit and a big 

rubbing strake, surprisingly little rot was found and she 

only really needed some pieces being let into her oak 

floors; some replacement pieces in her hog piece; a new 

top strake because when the rubbing strake was removed 

considerable rot was found and a large number of 

broken ribs which had to be replaced, together with a 

number of short pieces of butt-ended hull planking. 

GBR 3 Houri. 

A 1911 A.E. Payne jnr design, owned by David Seer, 

which is also undergoing restoration to her original 

length by Peter Wilson, along with Abu and which will 

be rigged with a wooden mast and sails to future “Vintage 

Class” requirements. 

GBR 22 Titia 

A 1952 David Boyd design, which was built by Woodnutts, 

on the Isle of Wight, to be England’s competitor 

in the 1952 Olympic Games. She has been bought 

back from the USA by Brian Pope for his own boat 

which he is sharing with Andy Postle, as he has now 

sold Caprice. She is being beautifully restored to original 

in his yard in Cornwall and it is anticipated will 

be out to take part in the British Open Championships 

at Lymington, in May 

Irmi V (ex G 37 Piddar Ling) 

Ronald Bron’s 1936 Henry Rasmussen design, now believed 

to be under restoration in The Netherlands, by 

Ronald Brons himself, with the help of a friend. 

FRA 75 Joanna (ex G 24 Michel selig). 

A 1935 Drewitz design, built by Bucholz in Berlin. In 

depth research by Basil Carmody who owns her, indicates 

that she is even more unusual than originally 

thought, as she was designed to be measured while

floating level, but was to be sailed with most of her 

crew, and the helmsman, moving aft, astern of her rudder 

post, to lengthen her waterline and thus, in theory, 

make her faster. She is in position in St. Tropez, where 

Basil has recently taken off her lines and commenced 

restoration. 

D 35 Dana (also K 22 English Rose). 

Originally built in 1926 by Frank Morgan Giles, of 

Teignmouth, Devon, England, for a Danish owner, 

Mr. Graae, who raced her in the Solent, in 1927 she 

was lent to theRoyal Thames Yacht Club as the British 

contender for the Scandinavian Gold Cup, sailed for 

on Long Island Sound, USA. For this she was re-registered 

and renamed English Rose and sailed by Frank 

Morgan Giles with Mrs. Morgan Giles in the crew, coming 

third to Norway and Sweden, which both had the 

first ever Genoas. She has recently been bought from 

the Danish Yachting Museum by Darek Dziwura of Poland 

and she is currently on her way to Poland, where 

Darek proposes to completely restore her to pland obtained 

from the Teignmouth Museum. It is anticipated 

that she will be re-numbered POL 4. A photograph is 

shown of her in the Danish Yachting Museum before 

departure. 

RSA 1 Vega. 

A new and exciting discovery, Vega was built in South 

Africa immediately after the war but was only launched 

in 1950. She was built by Ollie Hoyen-Hall, a shipwright 

who trained at Camper & Nicholson and her lines 

are believed to be based on Bob Kat II (now owned by 

Doug Peterson). 

On the death of Mr. Hoyen-Hall she was taken over by 

an Eric Smith, who converted her into a cruiser/racer 

and in her time she held many long distance records. 

Sadly she fell into serious disrepair until purchased by 

Percy and Jenny Elston in 2002. They have now restored 

her to her present state as shown in her photograph. 

She is regularly sailed competitively but she is unique 

in Republic of South Africa and they have no means 

of judging her performance levels and so propose to 

return her to being a Classic Six-Metre. Currently she 

is having her coach roof modified to make her more 

competitive in handicap racing, until agreement is reached 

with S & S over plans, when after restoration, 

they hope to bring her to England for the 2007 World 

Championships and Jubilee Regatta. 

©Gilles Favez 


GBR 12 Nada (ex D 39 Dana II) 

A 1930 Fife, also originally built for Mr. Graae, in 1932 

she was re-rigged by Uffa Fox and was in the British 

team which represented Britain in the 1932 British- 

American Trophy, against both Nancy and Bob Kat II. 

She is currently under restoration in Antigua by Andrew 

Robinson, who plans to race her in the Antigua 

Classics and to bring her to England for the 2007 World 

Championships and the Jubilee Regatta. Photographs 

of her progress are shown. 

KC I (ex L 22) Merrenneto. 

Merrenneto was built in Finland in 1927 and went to 

Canada, where she was bought and re-numbered KC 1, 

becoming the first ever Canadian registered Six-Metre. 

For a number of years she has lain in Ken Lavallette’s 

Woodwind Yachts boatyard. She has now been bought 

by Lars Lindblom of Finland, who is to have her beautifully 

restored with a wooden mast, to the planned 

Vintage Rules. He will then be bringing her back to 

Finland for racing. 

Tim Street. 

21st March 2006. 

©Gilles Favez


Basil Carmody and Fredrich Dahlman are taking over to Classic Six-Metre Newsletter and would like to make a survey about 

owners of classic Sixes 

April 2006 

Dear Six metre Friends, 

You are all familiar with the annual Classic Six-Metre Newsletter which Tim Street has published for the last eleven years. 

It, as a publication, and also Tim personally have played an essential role in the renaissance of classic Sixes worldwide. Tim 

has wished to take a well deserved retirement as editor of the Newsletter. While we didn’t exactly volunteer to succeed him, 

we are pleased to find ourselves in the role of successor editors and we hope that our combined efforts will be sufficient to 

replace him. 

To begin our new job with enthusiasm and ambition, we are proposing a worldwide survey of classic Six owners. By knowing 

you better – your Six, your interests and your concerns – we hope to provide you with content of continuing interest. 

Responses from owners of modern Sixes – to the extent possible – will be gladly accepted. The questionnaire can be filled out 

and returned to us in four possible ways: you can fill it out by hand and … 

fax it to Fredrich in Sweden at + 46 8 296 530 

mail it to Basil at: 9, rue de Monceau, 75008 Paris, France 

you can send an e-mail to Basil at requesting a digital version 

you can simply telephone Basil at + 33 870 467 110 (Skype-In) or on Skype. 

The summary results will be published in the next issue of the Newsletter. 

Thanks for your help, Fredrich Dahlman & Basil Carmody 

I. You Your name: 

Some way that we can contact you, if necessary: 

II. Your boat … … … 

Name / Year / Architect: 

Home port: Condition: 

Racing __ Cruising __ Daysailing __Under restoration __Awaiting restoration __ 

Motor: Inboard __ Outboard __ None __ 

Mast: Wood __ Aluminium __ None __ 

Best sails: Kevlar __ 3DL ___ Tape Drive ___Other recent material _________ 

Dacron __ (parallel panels ___) None __ 

Are you the sole owner of your boat? Yes __ If no, total number of owners ____ 

Your estimate of its market value (the price at which it could be sold within a year) ______ 

Currency used for your estimate: € __ £ __ $ __Other _________________ 

III. Plans & rating certificate 

Do you have? 

plans for your Six : original ___ reconstructed from measurements ___ none ____ 

a rating certificate : year ________ rating _________ none ____ 

IV. Degree of restoration (actual or planned) with respect to its original construction 

Percentage Percentage 

original replaced 

Ballast keel: ___ ___ 

Stem,wooden keel, sternpost & counter ___ ___ 

Floors ___ ___ 

Frames / timbers: ___ ___ 

Hull planking & transom ___ ___ 

Deck beams: ___ ___ 

Cabin roof: ___ ___ 

Deck planking: ___ ___ 

Deck hardware: ___ ___ 

Mast, boom & spinnaker pole: 

Exterior modifications of the hull: 

___ ___ 

Fibreglass __Wood laminations __Glued splines __Other __________________ 

V. Average number of days raced per year 

Total: ___ Against at least one other Six: ___ 

Races organised by a national Six metre association: ___ 

VI. Subjects which might interest you in future issues of the Newsletter 

VII. What is your opinion about how to finance ISMA and the national associations - 

and (if you wish) how much you might be prepared to pay to support them?

6 


Sondage des propriétaires de 6mJI classiques 

Avril 2006 

Chers amis, 

Vous connaissez tous la Classic Six-Metre Newsletter que Tim Street rédige depuis onze ans. La Newsletter et surtout Tim 

Street lui-même ont joué un rôle clé pour la renaissance que les 6mJI classiques ont connus durant les deux dernières décennies. 

Tim a souhaité passer la main à d’autres. Nous nous ne sommes pas précipités comme volontaires pour lui succéder, mais 

– bon gré, mal gré – nous sommes heureux de notre nouveau rôle de rédacteurs. Nous espérons qu’à deux nous serons en 

mesure d’assurer la tâche. 

Pour débuter, nous proposons un sondage mondial de tous les propriétaires de 6mJI classiques. En vous connaissant mieux 

– votre bateau et les sujets qui vous intéressent – nous tâcherons de vous fournir un contenu intéressant. 

Des réponses de la part de propriétaires de 6mJI modernes – aux questions bivalentes – seront les bienvenues 

Vous disposez de quatre options pour remplir et nous renvoyer le questionnaire : 

vous pouvez le remplir à la main et … 

le faxer à Fredrich en Suède au + 46 8 296 530 

le poster à Basil au : 9, rue de Monceau, 75008, Paris, France 

vous pouvez envoyer un e-mail à Basil lui demandant une version numérique, 

vous pouvez téléphoner à Basil au + 33 870 467 110 (Skype-In) ou par Skype. 

Les résultats du sondage apparaîtront dans le prochain numéro de la Newsletter. 

Cordialement, 

Fredrich Dahlman & Basil Carmody 

I. Vous Nom, prénom : 

Des coordonnées pour vous contacter : 

II. Votre bateau 

Nom / Année de mise à l’eau / Architecte : 

Port d’attache : 

Etat : 

Régatier __ Croisier __ Dayboat __ Restauration : en cours __ en attente __ 

Moteur: Inboard __ Hors bord __ Néant __ 

Mât: Bois __ Aluminium __ Néant __ 

Meilleures voiles: Kevlar __ 3DL ___ Tape Drive ___ Autre tissu moderne _________ 

Dacron __ (panneaux horizontaux ___) Néant __ 

Etes-vous le propriétaire unique du bateau? Oui __ Sinon, combien de quirataires ____ 

Votre estimation de son prix (le prix auquel il pourrait se vendre en un an) ______ € 

III. Plans & certificat de jauge 

Avez-vous? 

les plans : originaux ___ relevés de la coque ___ néant ____ 

certificat de jauge : année ________ jauge _________ néant ____ 

IV. Niveau de renouvellement (actuel ou prévu) par rapport à la construction d’origine 

Pourcentage Pourcentage 

d’origine remplacé 

Lest : ___ ___ 

Charpente axiale - étrave, quille, étambot, voute : ___ ___ 

Varangues : ___ ___ 

Membrures : ___ ___ 

Bordés et tableau arrière : ___ ___ 

Barrots : ___ ___ 

Rouf : ___ ___ 

Pont : ___ ___ 

Epars – mât, bôme & tangon de spi : 

Revêtement de la coque: 

___ ___ 

Fibre de verre __ Lamelles de bois __ Flipots collés __ Néant __ 

V. Nombre de jours de régate par an (en moyenne) 

Total : ___ Contre au moins un autre 6mJI : ___ 

Régates sanctionnés par l’ISMA ou une association nationale : ___ 

VI. Quels sujets pourraient vous intéresser dans les futurs numéros de la Newsletter 

VII. A votre avis, quelle serait la meilleure formule de tarification pour financer l’ISMA et les associations nationales – et, si 

vous souhaitez nous le communiquer, quel est le maximum que vous seriez prêt à payer pour les soutenir ?


6mJI modern subcommittee 

Notice by the ISMA news editor: 

Please have a look at the moderns news letter and the 

moderns.yachts.list which are on www.6metre.ch site, 

see „news“. 

Tim Street did also a great job doing this. With the time 

the newsletters get too much to maintain and it could 

make sense to nominate a modern subcommittee as 

to follow up this base work. We think that this subject 

should be discussed at the coming Annual General 

Meeting 2006 in Flensburg. 

©Katrin Storsberg 

Woodoo & Pyramid ©Katrin Storsberg

8 

Notices from the ISMA office 

ISMA International Six Metre Association Actual Board 2005 - 2006 


President: Bernard Haissly 6 rue Eynard CH – 1205 Genève 

Tel:+41 22 318 58 18 Fax:+41 22 318 58 12 e-mail: bernard.haissly@cabmayor.ch 

Vice Presidents: Robert Leigh-Wood Dacres, Bentworth UK GU34 5RD Alton, Hampshire… 

Tel: 0044 20 7567 0287 Fax: 0044 20 7567 5656 e-mail: robert.leigh-wood@ubs.com 

… … 

Henrik Andersin FIN Bredavägen 36 FIN – 02700 Grankulla 

Tel: 0035 84 00400 391 Fax: 0035 89 634 382 e-mail: henrik.andersin@evli.com 

Claes Ahlin SWE Forsby säteri S – 643 95 Vingäker 

Tel: + 46 70 556 3200 Fax: + 46 151 30 416 email: forsby.email@swipnet.se 

Hans J. Oen, USA 622 Rushmore Ave US – 10543 NY Mamaroneck 

Tel: + 1 914 630 2020 Mobile: 001914 672 1303 e-mail: hjo@midocean.us 

Secretary: Peter Müller Postfach 222 CH - 8405 Winterthur, Switzerland 

Treasury: Tel: + 41 52 2325242 Fax: + 41 52 2325242 e-mail: mkag@bluewin.ch 

ISMA News: Beat Furrer Riedweg 21 CH - 3012 Bern 

Editor Tel: + 41 31 357 61 11 Fax: + 41 31 357 61 00 e-mail: bfurrer@datacomm.ch 

Mobile: + 41 79 301 85 30 e-mail: bfurrer@furrerfrey.ch 

www.6metre.ch official ISMA news e-mail: bfurrer@6metre.ch 

Technical Commitee: 

Chairman Ian Howlett, UK 108 Botley Road UK – Oxford OX2 OHH 

Tel: + 44 1865 724 958 Mobile: + 44 7971 816 761 

e-mail: IanHowlettYachtdesign@compuserve.com 

… … … …… … … … … … 

Chief Class Measurer: Guy-Roland Perrin 1rte Du Lac CH - 1299 Crans près Céligny 

Tel home +41 22 364 68 89 Fax +41 22 364 68 89 e-mail: grperrin@bluewin.ch 

Tel work +41 79 634 49 69 Mobile +41 79 634 49 69 e-mail: Guy-Roland.Perrin@hp.com 

… … … … … … 

Classics Committee: 

Chairman Henrik Andersin Bredavägen 36 FIN – 02700 Grankuli 

Tel: 0035 84 00400 391 Fax 0035 89 634 382 e-mail: henrik.andersin@evli.com 

… … 

Matt Cockburn 2812 Mt. Saint Helens Pl S USA - 98144 WA Seattle 

Tel 001 206 328 1240 Fax 001 206 328 1983 email: matt6mr56@comcast.net 

… 

Pasi Kaarto Liisankatu 17 C 21 FIN – 00170 Helsinki 

Tel 0035 84 0533 2537 email: pasi.kaarto@solmu.fi 

… … 

… … 

ISMA news editor / bfurrer / March 23rd, 2006 

Tender to T 

Douglas Peterson 555 San Gorgonio USA – 92106 San Diego 

Tel 001619 222 1331 

Mobile 001619 339 8389 Italy Tel 0039 335 813 email: dpeter555@aol.com 

Niklaus Waser Auf dem Stein 24 D – 88662 Überlingen 

Tel 0049 171 375 53 19 Fax 0049 171 13 375 5319 

email: nwaser@fintra.de 

Tim Street Roke, West Alvington UK - TQ7 3PT S.Devon 

Tel 0044 1548 857 812 email: timstreet@tiscali.co.uk 

with Giilles Favez in action ©Katrin Storsberg


ISMA International Chief Measurer 2005 – 2009 

We are happy to announce the re-appointment 

of Guy-Roland Perrin as our Chief Measurer by ISAF: 

END OF OFFICIAL ISMA NEWS

0 

6mJI Aktivitäten in der Schweiz 

“New generation 6mJI design” 

We believe that the time has now come for a change in 

the modern 6mJIs. That is why Juan Kouyoumdjian, 

yacht designer, was commissioned to develop a modern 

6mJI. This is not to be based in any way whatsoever on 

previous developments but to truly be a totally new design 

and creation. Juan Kouyoumdjian is one of the top 

yacht designers in the world and is completely free of 

any “baggage” from the metre classes, increasing the 

opportunity for the creation of something new. 

Juan designed the two ABN AMRO boat competing in 

the Volvo Race and is co-designing the BMW-ORA- 

CLE boats for the next America’s Cup. The visits to his 

office in Valencia also gave us an idea of the state-ofthe-art 

computer aids he has at his disposal in his office. 

Incidentally, intensive discussions on the optimum 

deck layout have taken place between our team and his 

personnel. Guy-Roland Perrin, as Chief Measurer, is 

also involved in the project. After all, the new yacht 

will have to comply with the Measurement and Rating 

Rules. 

The aim is to present this project to you in this edition 

of the ISMA Bulletin. We have just started the detailed 

project which should be available in Autumn this year. 

The task in Winter 2006 will be to enquire about shipyard 

facilities. Our objective is to be sailing the new 

6mJI by no later than 2008 and consequently to participate 

in the 2009 World Championships in Newport. 

So why are we even reporting about the project? We 

want to give potential owners the opportunity to get 

enthusiastic about our project with the aim, finally, 

perhaps being to build a small series of 3 or 4 boats. 

For information on the project please contact 

Juan Kouyoumdjian (juan.k@juanyachtdesign.com; 

0034 96 337 80 18) 

Beat Furrer (bfurrer@datacomm.ch, mobile 0041 31 

79 301 85 30) 

Juan Kouyoumdjian writes: 

It was with great pleasure that I received this proposal 

from Beat Furrer to participate in the development of 

a new generation 6mJI boat. There are two important 

facts regarding this new development. The first one is 

related to the very constraining characteristic of the 6metre 

class rule; in which the metric formula is limited 

by additional rules. The second relates to the fact that 

as a traditional rule, the designs have been refined over 

the years to a very competitive level, calling for the 


use of the newest technologies, especially to further develop 

the hydrodynamic characteristics. It is important 

to note that any design optimisation needs to be made 

considering the conditions (wind and wave) into which 

the boat is going to sail. 

The 6-metre rule forces a trade-off between different 

parameters. Assuming that the freeboard and girth difference 

are kept constant the main trade-off is between 

the length, and its consequent displacement, and the 

measured sail area. This trade-off has a further complication 

in that two boats with identical measured sail 

area might have different real sail areas. Taking into 

consideration this complication the best way to compare 

the alternatives is using a velocity prediction program 

(VPP) to account for not only the hydrodynamic 

differences of the hulls but also the aerodynamic characteristics 

in sailing conditions. The VPP shall reveal 

whether the increased sail area of lower displacement 

boats pays more than the wave drag penalty of shorter 

waterline length and reduced stability, or vice versa. 

And in this process find the optimal. 

The research areas in the programme included not only 

the hydrodynamic part of hull and appendages but also 

the rig, sailplan and the deck layout. 

The analysis started with a reference boat that served 

as a basis of comparison for all the different alternatives 

tested. For the hydrodynamic part we computed 

the drag of the eight candidate hulls using our computational 

fluid dynamics (CFD) panel code; these results 

cannot be compared with each other because the 

righting moment needs to be accounted for. The final 

comparison between all the candidates was done using 

our VPP. This required an accurate weight estimate for 

each candidate. The hull analysis was targeted at optimising 

a combination of different parameters: 

• Displacement 

• Stability 

• Volume distribution (for performance … 

and to minimize bow sinkage)


The image shows the wave height for 

one of these runs; it can clearly be seen 

the steep wave elevations and troughs 

characteristic of all metric classes. This 

pronounced wave pattern increases the 

wave drag component caused by the canoe 

body shape forced by some of the 

rule constraints. In terms of hull then the 

objective is to minimize wave formation 

in upright and heeled conditions. 

A similar process was carried out to find 

the optimal appendage configuration for 

the selected hull candidate. Three different 

configurations were tested. For 

the appendages the focus was aimed at 

reducing induced drag due to the draft 

limitations imposed by the rules while 

achieving good manoeuvrability.

The sailplan has also an important effect on performance 

since it is the engine of the boat and was in consequence 

carefully analysed. As with the case of the 

hulls, there are some trade-offs imposed by the rule 

that were evaluated in order to get the optimal sailplan 

for the selected hull. The parameters into play in this 

case were the sail areas, mast position, mast rake, position 

of the sailset’s centre of effort, and sail trimming; 

for the sails areas the scope was not only to maximize 

sailset areas but also to improve the area distribution in 

Finally but very important is the deck layout. Normally 

the layout is based on the skipper preferences; although 

it is important that the helmsman and crew feel comfortable 

with the layout, it must respect certain guidelines 

aimed at improving performance. These guidelines are 

intended to achieve the optimal weight distribution. 

Unfortunately the tight limit imposed by the rule for 

the cockpit areas complicates any aims to move the 

weight as much aft as possible. The ideal weight distri- 


terms of aspect ratio and increasing roach area. The rig 

was also optimised considering the rule limits; namely 

the number of spreaders. An interesting development 

would be the use of a mast made of composite materials 

in order to play with fibre orientation to achieve the 

desired twist; this could also reduce mast weight. The 

isotropic characteristic of aluminium does not provide 

this possibility. 

bution locates three crew members aft of the helmsman 

as can be seen on the picture. The skippers might feel 

uncomfortable with this layout so an intermediate approach 

with only the main trimmer aft of the helmsman 

is also presented. This case represents the configuration 

with the crew weight as aft as possible but keeping the 

genoa trimmers forward of the skipper. It is important 

to note that this last version has a worse weight distribution 

and is not the optimal for the actual balance of


the boat according to the mast and rudder locations. 

Another feature presented is a closed cockpit in order 

to avoid water entering into the hull and to have watertight 

compartments. This is combined with a cockpit-stepped 

mast for easy regulation of the mast base 

position from the cockpit. In order to meet the cockpit 

area limit imposed by the rule it is necessary to install 

a removable deck cover. The space under the cover is 

used to keep the spinnaker. This closed cockpit calls for 

a hatch big enough to gain easy access to the interior 

of the boat. 

Finally two wings have been included to install genoa 

rails on them and reach the optimum angle without having 

to reduce the genoa area or increasing the beam of 

the hull which would worsen the performance. 

In conclusion we can say that given the actual development 

of the class over its large history it is possible to 

further optimise the hull shape. This optimisation shall 

be accompanied with the corresponding optimisation 

of the appendages, sailplan and deck layout. In this 

process the conditions (wind and waves) under which 

the boats are going to sail must be considered. 

„Neue Generation 6mJI design“ 

Wir finden, es sei an der Zeit, dass sich auch bei den 

modernen 6mJI wieder mal etwas tut. Deshalb wurde 

Juan Kouyoumdjian, Yachtkonstrukteur, mit der Entwicklung 

eines modernen 6mJI beauftragt. Dieser soll 

sich in keiner Weise an bisherige Entwicklungen anlehnen, 

sondern wirklich von Grund auf neu durchdacht 

und erarbeitet werden. Juan Kouyoumdjian gehört 

zur Weltspitze unter den Yachtkonstrukteuren und er 

ist völlig unbelastet von den Meter-Klassen, was die 

Chance nach Neuem erhöht. 

Juan hat die beiden ABN AMRO Yachten gezeichnet 

die zur Zeit erfolgreich das Volvo Ocean Race bestreiten. 

Er ist aber auch co-designer der BMW-Oracle AC 

Cuppers, welche um den nächsten America’s Cup segeln. 

Die Besuche in seinem Büro in Valencia liessen uns 

auch erahnen, über welche neuzeitlichen Computer- 

Mittel sein Office verfügt. Im Übrigen haben zwischen 

unserer Mannschaft und seinen Mitarbeitern intensive 

Gespräche über das optimale Deckslayout stattgefunden. 

Auch Guy-Roland Perrin als Chief Measurer ist in 

Juan Kouyoumdjian (April 006) 

das Projekt involviert. Schliesslich hat die neue Yacht 

die Measurement und Rating Rules zu erfüllen. 

In dieser Ausgabe des ISMA Bulletins wollen wir das 

Projekt vorstellen. Wir stehen am Beginn des Detailprojektes. 

Dieses soll im Herbst dieses Jahres stehen. 

Im Winter 2006 geht es um die Anfrage bei Werften. 

Spätestens 2008 wollen wir den neuen 6mJI segeln und 

damit an der WM 2009 in Newport mitmachen. 

Wieso berichten wir überhaupt über das Projekt? Interessierten 

Eignern wollen wir die Chance geben, sich 

von unserem Vorhaben begeistern zu lassen. Dies letztlich 

in der Absicht vielleicht eine kleine Serie von 3 

oder 4 Schiffen bauen zu können. Für Auskünfte zum 

Projekt wenden Sie sich bitte an 

Juan Kouyoumdjian … 

(juan.k@juanyachtdesign.com; 0034 96 337 80 18) 

Beat Furrer … 

(bfurrer@datacomm.ch, mobile 0041 31 79 301 85 30)


Félicitations à Thierry Graf et son équipage sur le 6mJI moderne Duclop SUI 100 

Ils ont remporté la première place dans les 6mJI lors des Régates Royales en September 

2005.


Traditional Temptation 3 Crew Meeting 

The yearly meeting was held again early Decemeber 

2005 in Bern. We enjoy to meet and speak about what 

happend in the past season and look forward to the coming 

sailing season. 

Spots vom Lac Léman 

Donnerstag, 16. März: Flottentreffen am Genfersee. 

Etwa 30 Eigner und Mannschaftsmitglieder haben sich 

zu einem Abendessen eingefunden und die kommende 

Saison eingeläutet. Zur Auflockerung wurde eine Photo 

DVD gezeigt, welche Katrin Storsberg, Flensburg für 

die 6mJI Segler in Sandhamn bereitgestellt hat. Für den 

Bezug der DVD mit weit über 150 Photos -> Informationen 

von allgemeinem Interesse. 

The QCNC Queen Christina Nations Cup 2007 will be 

held at the Lake of Geneva, at the Société Nautique de 

Genève, the winner club of Alinghi’s America’s Cup. 

Fiona SUI 46 vendu aux Pays-Bas 

Je tenais juste à te dire que Fiona SUI 46 Plan Fife de 

1935, plaques VS1320 qui était stationné au Bouveret 

et appartenait à mon père puis à moi depuis quelques 

années à été vendu. Le nouveau propriétaire est M. Jan 

Willem YPMA en Hollande. Je joins quelques photos 

de Fiona alors qu‘elle sortait d‘une restoration complète 

au chantier Amiguet hiver 2004/2005. On y vois 

notemment la nouvelle bôme à défaut de pouvoir admi- 

rer les membrures et bordés !. M. Ypma est venu voir 

le bateau et nous le mettons à l‘eau pour la dernière 

fois dans le lac léman ce printemps pour une semaine 

de navigation ensemble fin Mai 2006. Puis Fiona partira 

en Hollande joindre la flotte Hollandaise des 6mJI. 

(Camion à suspension hydraulique par air !!!) Je tenais 

juste à ce que vous le sachiez pour le registre Suisse des 

6mJI, et espère vous voir cette année sur l‘eau encore. 

L‘année passée étant voué à la restoration complète de 

Fiona, je n‘ai quasiment pas navigué. 

Guy-Daniel BAILLIE, Avenue du Mont d‘Or 83, CH- 

1007 Lausanne, Natel: +41 21 (0)78 713 93 98 

E-mail: guy-daniel.baillie@pmintl.com

6 


CARL-BÖSIGER-MEMORIAL-TROPHY 

Wir gratulieren der Yacht SUI-45 Hans und Reinhard Suhner zum Sieg der 

Carl-Bösiger-Memorial-Trophy 2005 

Ausschreibung 2006 

Für die Vergabe der Carl-Bösiger-Memorial-Trophy 2006 ist die Teilnahme an 

folgenden Regatta-Serien vorgesehen: 

1. Silbercup in Romanshorn 27. / 28. Mai 2006 

2. Pokalregatta in Bottighofen 19. / 20. August 2006 

3. Obersee-Pokal in Kressbronn 9. / 10. September 2006 

Diese drei Regatten sind jeweils einzeln im internationalen Bodensee Jahrbuch 

der Sportschifffahrt ausgeschrieben. 

Die Teilnahmebedingungen sind dort festgehalten. 

Gemäss dem Reglement über die Carl-Bösiger-Memorial-Trophy aus dem 

Jahr 2005 bitten wir die Gewinner den Pokal graviert an den Obersee-Pokal 

nach Kressbronn mitzubringen


Spots vom Bodensee 

Training am Bodensee in Romanshorn zum Saison-Anfang 

Liebe 6er Freunde 

Am 27. / 28. Mai 2006 wird im Yacht Club Romanshorn der Silbercup der 6er ausgetragen. Als Vorbereitung auf 

diesen Anlass und die Saison 2006 organisieren wir zwei Trainingstage in Romanshorn. 

Die Trainings finden am 25. / 26. Mai 2006 in Romanshorn statt. 

Programm: 

Donnerstag 25. Mai 2006: 

11:00 Begrüssung der Teilnehmer 

anschliessend Informationen über den Tagesablauf 

Entgegennahme von Wünschen der Teilnehmer 

ab 11:30 Je nach Witterung: 

Training auf dem Wasser: 

• Trimm 

• Start 

• Bojenmanöver 

• 

oder 

Kurze Trainingsläufe 

Theorie an Land: 

• Erfahrungsaustausch 

• ev. Besichtigung und Vergleich von versch. Booten 

• Besprechen von allg. Trimm- oder Taktikfragen 

Anschliessend Gemeinsames Nachtessen 

• Bekanntgabe Trainingsbeginn Freitag 

• Diskussion mit den Teilnehmern 

• Anregungen der Teilnehmer 

Freitag 26. Mai 2006 

Ca. 09:00 Treffpunkt beim YCRo Clubhaus (genaue Zeit wird am 

Donnerstagabend 25. Mai 2006 festgelegt 

½ Stunde nach 

Treffpunkt Training gemäss Bekanntgabe vom Donnerstagabend 

Mittagspause individuelle Verpflegung 

Anschliessend Fortsetzung Training auf dem Wasser 

Ca. 16:00 Ende der Veranstaltung 

27. / 28. Mai 2006: 

Silbercup gemäss Ausschreibung der internationalen Bodenseemeisterschaft 2006 unter: 

http://www.ycro.ch 

oder 

http://www.swiss-sailing.fastforward.ch/cgi-bin/WebObjects/Swiss-Sailing.woa/wa/regatta?language=de&id=10 

00221

8 

FIONA-Stern 

FIONA-BOW-OOW. 

Wintertreffen 6mR Bodensee 

Am 17. Februar traf sich die „6er Szene“ vom Bodensee 

bereits zum dritten mal im Segelclub Rietli zu 

einem gemütlichen Abend. 

Nach einem ausgiebigen Apéro genossen wir den 

Abend mit einem feinen Fondue welches von den besten 

Köchen an jedem Tisch selber zubereitet wurde. 

Nach dem Essen liessen wir die vergangene Saison mit 

zwei DVD - Filmen noch einmal aufleben. Jürg Bollier 

brachte uns seinen selbst gemachten Bodensee – DVD 

mit. 

Deckprt 


CockpitFront- 

Felix Backmeister überraschte mit einem DVD vom 

World Cup 2005 in Sandham. Inspiriert von diesen 

Bildern wurden erste Pläne für die Saison 2006 geschmiedet. 

Trotz eisiger Kälte vor den Fenstern, und so wenig 

Wasser im See wie nie zuvor, kamen wir einwenig ins 

träumen und schwärmen von den ersten Regattastarts 

in der Saison 2006. 

Wir freuen uns auf eine weitere schöne Segel- und Regattasaison 

mit unseren 6ern am Bodensee und allen 

anderen Gewässern dieser Welt. 

6mR SUI-73 Ralph und Sandra Müntener


Spots vom Thunersee 

Wir vernehmen mit Freude, dass Hans Baumann plant 

mit Bonite Z 23 an der Klassenmeisterschaft am Genfersee 

teilzunehmen. 

Spots vom Vierwaldstättersee 

SUI 113 Temptation II verbringt diese Saison am Vierwaldstättersee 

und wird an einigen Regatten teilnehmen. 

Sie wird betreut und gesegelt von Adi Bürgler, 

dem Co-Skipper der Temptation3 SUI 104. 

6mJI activtiées in Antigua 

Biwi Magic lost it’s mast. Geoffrey contacted Ian Howlett 

and we hope that Biwi Magic is getting a new mast 

soon. Read this fabolous report: 

Dear Ian: 

I am most interested in acquiring your spare spar for 

my modified six meter. I take it that it is fully rigged 

and ready to go. 

Since you have been instrumental in assisting Andrew 

Robinson with his rig for Nada, being “restored” at 

Woodstock Boat Builders in Antigua, I am sure that 

you and Tom already know the best and fastest way to 

ship the mast to Antigua. 

Biwi Magic / Pride Of Pendenis has been campaigned 

actively and successfully in open Racing and Racing 

Class events around the Caribbean. Tony Maidment, 

acquired her from The Blue Arrow Challenge, modified 

her and sailed her single handed to the Caribbean. 

Since acquiring her, we have won the Antigua Sailing 

Week, Rolex St. Thomas Regatta, BVI Spring Series 

and St. Maarten Heineken. Under previous ownership 

she has also won most of the regattas around the Caribbean. 

She is a real treat to sail. 

Biwi Magic02 

The attached photo shows her in her racing configuration 

with the original Proctor Spar. Note that she has 

been modified to eliminate backstays for simplicity of 

sailing in the constant trades. We use only the fully battened 

headsail shown. The mast came down because 

the weld of the mast crane broke with all sails up in 25b 

Biwi Magic 

knot winds. I am quite prepared to put the runners back 

on so that we would be more evenly rated and matched 

with Nada. 

I am interested in building a class in Antigua. With Nada 

and ourselves and Philip Walwyn just a few miles away 

in St. Kitts we stand a chance and who knows may yet 

with perseverance and sponsorship host the worlds in 

Antigua. Janie Easton, my wife and I attended the six 

meter world’s when Phillip Walwyn hosted the event 

in St. Kitts. 

I do hope you can assist since I do not wish to miss too 

many of the regattas that are coming up. Put it on the 

first boat for me. 

Sincerely. 

Geoffrey D. Pidduck 

Tradewind Realty Limited 

Falmouth 

Antigua 

1-268-725-7702(Cell) 

1-268-460-1081(Fax) 

1-268-460-1082(Office) 

www.tradewindrealty.com

50 

6mJI activtiées en France 

La lettre de liaison Numéro 12, Mars 2006 

Message du Président 

Chers amis, 


Notre précédente lettre évoquait la publication régulière de Tim Street consacrée aux classiques. Plusieurs 

nouveautés sont intervenues depuis lors. La rédaction de cette lettre est maintenant assurée par Basil Carmody, 

votre trésorier, et Fredrich Dahlman de Suède. 

Parallèlement, Basil a entrepris de constituer le premier registre intégral des classiques en reprenant et croisant 

les archives de Tim Street, Gérald Béchard, Pekka Barck et Philippe Burban. Au prix d‘un travail de fourmi, de 

multiples difficultés d‘identification de nombreux bateaux en raison de changements à répétition de noms, de 

propriétaires et de numéro de voiles, la classe devrait disposer d‘un registre faisant resurgir du passé quelques 

1400, ou plus, 6 M classiques. 

Un joli patrimoine avec des surprises comme celle de FISSA et de son départ d‘Algérie en 1962, dont le récit 

est en page. 

La France avec 250 ou 300 bateaux construits ou importés fait partie des pays ayant largement participé à l‘essor 

de la classe. Ne manquez pas de répondre au questionnaire que tous les propriétaires de classiques français et 

étrangers recevront de Basil. Il permettra de mieux connaître l‘histoire de nos bateaux. J‘ajouterais que celui-ci 

pourrait être l‘occasion de constituer une photothèque à enrichir avec le temps. 

Cela était sans doute aussi dans l‘air du temps, puisque Tim Street récidive cette fois avec une première lettre 

dédiée aux modernes, répertoriant les 100 unités qu‘ils représentent. 

Tout ceci nous fait dériver jusqu‘aux „Voiles Classiques“ de La Trinité où nous courrons notre championnat du 

13 au 16 juillet et accueillerons une nouvelle fois une partie de la flotte britannique, tandis que les 8 et les 5,50 

feront de même. L’avis de course est disponible sur . Promesse d‘un 

joli rassemblement de métriques et de bonnes empoignades, un avant-goût aussi de Cowes 2007 et du centenaire 

de la jauge métrique, auquel 6 ou 7 bateaux français ont déjà décidé de se rendre. 

Il y aura trois courses à Cowes pour notre classe: 

- 14 &15 juillet Une nouvelle coupe pour les 6mJI 

- 18 au 23 juillet: Coupe du Monde des 6mJI 

- 24 au 27 juillet : Régate du Centenaire de la Jauge Internationale, 

Nous travaillons sur les façons de permettre au plus grand nombre d‘être présents à ce rassemblement, sans 

doute historique, à ne pas manquer. Vos idées sont les bienvenues. 

Derniers points, pour ceux qui ne l’auraient pas déjà réglée, n’oubliez pas votre cotisation 2006. 

D‘ici là, à tous, bonne brise, 

Stefan O‘Reilly-Hyland


FISSA : l’échappée belle 

Tout commence avec quelques maigres indices : 

Une grand-voile marquée 6 et I 42 

Un acte de francisation émis à Oran en 1959 qui porte 

laconiquement : « Yacht FISSA*…construit à Varazze 

(Italie)… jauge brute 3,90 tx …Propriétaire de l’époque 

M. Cassanas. 

Pas de date de construction : on me dit 1938, mais sous 

toutes réserves. 

Bien des années après son acquisition, je finis par retrouver 

l’avant dernier propriétaire M. Arrighi de Sète 

qui, enchanté, m’en raconte un bon morceau : 

M. Cassanas est un pied-noir qui a quitté l’Algérie 

comme beaucoup en 1962, mais sur son Fissa et dans 

des conditions assez rocambolesques. En effet, peu de 

temps après l’indépendance du pays, au moment où les 

Français partaient massivement, il se voit notifier purement 

et simplement la confiscation de son bateau au 

profit d’une prétendue organisation des « Scouts-Marins 

Musulmans » ( ! ! !). Il se garde bien de protester, 

avec une petite idée derrière la tête. Peu de temps 

après, il embarque nuitamment avec armes et bagages 

et surtout un bidon d’huile de vidange pour noircir la 

coque et filer à l’anglaise sans se faire repérer. De là, 

cap sur l’Espagne, puis en quelques escales la France et 

Sète qui devient son port d’attache. 

M. Arrighi et son frère font l’acquisition de Fissa quelque 

temps après et entreprennent des travaux conséquents 

car le pauvre est en piteux état. En particulier ils 

ont posé une série de varangues en acier inox reprises 

sur les boulons de quille qui ont probablement sauvé 

le bateau. 

En 1975, je rachète Fissa et l’amarre au Club Nautique 

de Port-Miou. François, mon frère, devient vite copropriétaire. 

Bien des années et quelques mâts ont passé. 

Vous connaissez la suite… 

Entre-temps, j’ai eu l’occasion de m’arrêter à Varazze 

(environ 20 km avant Gênes en venant de Marseille). Il 

n’y a qu’un seul chantier naval, et de taille, les Cantieri 

Navali Baglietto qui occupent la moitié du front de mer 

: Quelques jolis 5,50 m sont en réparation et d’énormes 

et horribles cabin-cruisers en plastique sur la cale de 

lancement. Le chantier ne peut rien me dire. 

Utilisant Internet depuis quelques années, je visite les 

quelques sites consacrés aux 6 mètres : les américains, 

les suédois, les finlandais, les français (avec la liste intégrale 

des 6 m français depuis 1907, environ 300 bateaux…) 

ont un site. Tous des mordus du 6 mètre qui 

restaurent des épaves et les transforment en bijoux vernis 

comme des pianos de concert. Malheureusement, 

pas de site italien… 

Je contacte un jour M. Matt Cockburn, secrétaire de la 

6mr North American Association. A mon grand étonnement 

(j’ai compris plus tard pourquoi), il me répond 

qu’effectivement ils ont mention dans leur « records 

» d’un 6 m JI immatriculé I 42 et il me confirme sa 

construction en Italie chez Baglietto, sans pouvoir donner 

plus de détails. 

Peu après je contacte en Italie le secrétaire de l’AIVE 

« Associazione Italiana Vele d’Epoca », Mr Luigi Lang 

qui me confirme tout ça en me donnant la date de 

construction (1927), le nom de baptême, « MATI », et 

le nom du 1er propriétaire, Mr Gin Rolla-Rossazza. Ça 

devient bien intéressant…. 

Je transmets l’information à Matt Cockburn qui

5 

m’apprend que Luigi Lang est une sommité en matière 

de 12 m JI et qu’il a écrit plusieurs bouquins sur le sujet. 

Echange de civilités Franco-Italo-Américaines via 

mon e-mail... 

Luigi Lang pense pouvoir retrouver les plans d’origine 

et m’en envoyer copie, ce qu’il fait effectivement peu 

après. Il y a, entre autres, deux plans longitudinaux 

de la structure qui diffèrent assez sensiblement. L’un 

est approuvé du Bureau Véritas ; l’autre est plein 

d’annotations et de déchirures recollées : c’est visiblement 

celui qui a servi à la construction. François et moi 

prenons quelques mesures sur le bateau et confirmons 

sans hésitation l’identité MATI=FISSA. J’en informe 

L. Lang . 

Quelques mois passent et, début Avril 2003, j’ai la surprise 

de recevoir par la poste un exemplaire d’un livre 

édité par l’AIVE consacré à l’histoire des chantiers Baglietto, 

accompagné d’un aimable courrier de L. Lang. 

Effectivement Baglietto a dû construire les trois quarts 

des voiliers Italiens de jauge internationale. En bonne 

place p. 48 et 49 MATI affiche son plan de voilure et 

d’autres informations techniques et historiques, dont 

une incroyable : c’est le premier bateau Italien a avoir 

participé à la « Scandinavian Gold Cup » disputée 

depuis 1922* et organisée cette année-là (Septembre 

1927) par le « Seawanhaka Corinthian Yacht Club » à 

Oyster Bay (sur l’île de Long Island à quelques encablures 

de New York). 

Je trouve presque aussitôt des sites Internet très documentés 

sur le Seawanhaka. 

On y apprend que c’était avant guerre la Mecque des 

6 mètre aux USA. (Les 12 m JI naviguent presque en 

face, à Newport. C’est plus chic). 

Je tombe en arrêt sur l’extrait suivant qui parle de cette 

époque: … « Il y avait de plus en plus de régates, 

compétitions toutes de haut niveau, de calibre international. 

Le parachute spinnaker fut perfectionné par des 

membres du Seawanhaka durant ces courses ; le foc 

génois fut introduit pour la première fois en Amérique 

(tenez-vous bien…) par un challenger Italien lors de la 

Scandinavian Gold Cup, emblématique de la suprématie 

de cette classe »… 

Etant donné qu’avant guerre cette coupe n’a été courue 

qu’une seule fois aux USA pour retourner aussitôt en 

Europe, force est d’en déduire que le challenger Italien 

dont il est question n’est autre que MATI, alias FIS- 

SA. Pauvres Américains qui auraient pu rester dans 

l’obscurantisme du foc sans recouvrement pendant encore 

de nombreuses années sans l’illumination providentielle 

d’un bateau de la vieille Europe… 


Ce fut cependant le seul titre de gloire de MATI en Amérique. 

Bien que barré par le marquis Giovanni Leone 

Reggio, un fin régatier qui devait se rendre célèbre aux 

J.O. de Kiel en 1936 en remportant le titre olympique 

sur 8m JI, MATI finira dans les profondeurs du classement 

(il n’y avait que 8 concurrents), mais pas dernier. 

L’honneur était sauf. Le vainqueur est le Suédois « 

May Be » premier du nom d’une impressionnante série 

de 6 m (quatorze en tout !), dont beaucoup naviguent 

encore. 

Muni de toutes ces précieuses informations, j’ai alors 

cherché à contacter la famille Rolla-Rossazza pour 

tâcher d’en savoir plus. Un château et une exploitation 

de riz dans le Piémont portent leur nom. J’envoie un 

e-mail comme une bouteille à la mer. Une charmante 

vieille dame, cousine de Gin Rolla-Rossazza (décédé 

en 1929) me met en rapport avec son petit-fils Mr Giorgio 

Pellerano. 

Celui-ci, dithyrambique, me renvoie un long message 

avec photos et articles de journaux d’époque et encore 

plus de détails sur les motivations de son grand-père 

qui avait été pressenti par le Regio Yacht-Club Italiano 

(RYCI) pour représenter l’Italie dans cette coupe. Il en 

avait fait un point d’honneur patriotique et a dû engloutir 

une petite fortune dans l’aventure. Construction, 

mise au point, acheminement aller-retour de l’équipage 

et du bateau sur le paquebot « ROMA », entretien de 

l’équipage pendant plus d’1 mois, etc. … Sa famille 

avait dû vendre le MATI en 1930, à la mort de son propriétaire 

et en avait perdu la trace. On le disait sur le 

lac Léman ou dans la région de Bari. Les archives de 

Baglietto indiquent que les nouveaux propriétaires ont 

fait poser un roof pour la croisière. 

Qu’est-il devenu jusqu’à la fin des années 50 ? Difficile 

à dire. Je pense qu’il a dû rester en Italie jusqu’à 

cette époque puisque la grand-voile a gardé son immatriculation 

d’origine et, précieux indice, cette voile était 

en Dacron comme je l’ai constaté quand je l’ai acheté. 

Or la disparition du coton au profit du Dacron s’est faite 

dans les années 55-60. 

Sauf hasard improbable, il sera difficile de reconstituer 

cette parenthèse de presque 30 ans passés dans 

l’anonymat. Mais le peu que je vous ai conté vaut bien 

le reste, n’est-ce pas ? 

*Pour ceux qui l’ignorent, « FISSA » est un mot Arabe 

qui signifie « vite ». 

*Epreuve réservée aux 6mJI mise en jeu pour la 1ére 

fois cette année par le « Nylandska Jaktklubben » de 

Helsinki (Finlande) 

Jacques Dumon, Cassis


Elfe : monument historique 

A ce jour, Elfe, notre 6mJI est en restauration au chantier 

de L‘Otarie à Arzal en Bretagne. Les bordées, les 

membrures et les fonds ont subis une importante restauration. 

Nous avons tenu à conserver le maximum 

du bateau original. 

Ce 6mJI de 1931 dessiné par l‘architecte français François 

Camatte est un voilier typé pour le petit temps, 

très court et léger. Il fut classé à l‘inventaire des monuments 

historiques en 1992. 

Nous allons procéder au début du mois d‘avril à un test 

de matage. La coque est prête, le pont et son barrotage 

le seront bientôt. Nous espérons pouvoir tirer nos premiers 

bords vers la mi-mai de cette année. 

Le bateau sera alors peint en blanc avec un accastillage 

discret et fonctionnel en bronze et des voiles blanches 

de chez North. Nous voulons garder l‘esprit d‘Elfe qui 

est pour nous de naviguer proprement avec un voilier 

classique dans le respect de son esprit d‘origine. Nous 

n‘avons donc pas cherché à en faire un voilier destiné 

à gagner grâce à l‘adoption de techniques modernes, 

mais plutôt à trouver le meilleur compromis entre les 

charpentiers de 1930 et aujourd‘hui. Néanmoins, nous 

avons conservé des cadres en bois collés, postérieur à 

la construction, destinés à renforcer la structure. 

Grâce aux charpentiers du chantier L‘Otarie, véritables 

orfèvres en restauration de bateau de jauge, Elfe est 

sauvé. Le revoyant 2 ans en arrière, nous avons peine 

à croire qu‘il s‘agisse du même bateau. Notre investissement 

est dès aujourd‘hui récompensé. Elfe sera 

donc présent sur les plans d‘eau cet été, comme dans 

les années 30, et nous allons participer aux différentes 

régates de Bretagne sud. 

Gautier Brunet-Moret, Noirmoutier 

Centenaire des classes métriques : Cowes juillet 

2007 

Le Royal Yacht Squadron, en association avec 

l’International Metre Association , 

invite tous les voiliers de Jauge Internationale, y compris 

les 2.4, 5.5, 6, 8, et 12mJI, à fêter cette anniversaire 

historique lors d’une grande régate internationale dans 

le Solent au large de l’île de Cowes du dimanche 22 au 

vendredi 27 juillet 2007. 

Pendant la semaine précédente, se tiendra une régate de 

6mJI organisée par le Royal Corinthian Yacht Club (sa 

14 & di 15), suivie de la Coupe du Monde des 6mJI du 

mercredi 18 au lundi 23. 

Durant les trois journées de régate du centenaire (ma 

24, me 25 et ve 27), toutes les classes métriques courront 

ensemble, créant ainsi un spectacle magnifique 

tant pour les équipages que pour les spectateurs. Un 

programme d’activités à terre permettra aux équipages, 

aux propriétaires et aux spectateurs de se rencontrer 

pour savourer et admirer ces voiliers splendides réunis 

à Cowes pour cet anniversaire unique. 

Des navigateurs légendaires des classes métriques et de 

la Coupe d’América seront les invités, ainsi que les majestueux 

voiliers de la classe J (120 pieds l.h.t.). 

Les régates de 6mJI seront organisés sur des parcours 

adaptés de type “banane”, mais il y aura aussi une régate 

qui fera le tour de l’île de Wight. 

Le nombre de participants sera limité selon la capacité 

des installations portuaires. 

Les propriétaires de 6mJI sont invités à contacter Rees 

Martin, , pour recevoir les avis de 

course lorsqu’ils seront disponibles. 

L’UF6mJI est en cours d’organiser un transport groupé 

en navire de type « cale sèche » de tous les bateaux 

métriques de la Méditerranée pour un AR à Cowes. 

Si vous souhaitez réserver une place, contactez nous. 

Pareillement, nous prendrons contact avec Brittany 

Ferries pour essayer de négocier des tarifs de groupe 

pour les bateaux en Atlantique.

5 

A la recherche de 6mJI perdus de vue en 

France 

Parmi les quarante-quatre bateaux qui figurent dans notre 

recensement de 6mJI en France, il y’en a cinq dont 

nous avons perdu toute trace : 

• F 65 Cerf Volant (ex-Dinorah II, Silène IV, Gilliatt 

& Espadon), un plan de François Camatte, construit 

par Bonnin à Arcachon en 1931. Son dernier propriétaire 

était Monsieur Jacques Féat de Sanary-sur- 

Mer. 

• F 10 Eole II, un plan de Pierre Arbaut, construit par 

G. Conti à Nice en 1936. Son dernier propriétaire 

était Monsieur Jean-Paul Vernet de Marseilles, anciennement 

connu comme organisateur d’une régate 

d’une certaine renommée à Marseilles. Nous 

sommes en contact avec un propriétaire précédent 

qui est en mesure d’identifier ce bateau à partir de 

photos. 

• Musette, un plan de Linton Hope, construit par Hart, 

Harden & Co en 1909 à Hampton en Grande Bretagne. 

Il appartient à Monsieur Stéphane Monnier. 

Nous avons une photo du bateau en cours de restauration. 

Räven, le benjamin de la flotte 


• F 59 Namoussa, un plan conjoint de Louis Bréguet 

et Bjärne Aas, construit par ce dernier en 1937. Il 

y a deux ans, il appartenait à Monsieur Jean-Pierre 

Guillemot, qui le restaurait à Auray. 

• Nira qui appartenait à Monsieur Michel Steiner de 

Fosse. Il n’y aucune trace d’un Nira dans les principaux 

registres de 6mJI. Par contre, il y a des traces 

jusqu’en 1949 d’un F 72 Nitra (ex - Iméon II, Polly, 

Alarc‘h, Sea Witch) à Vannes, un plan de J. Guédon 

ou de Burgess & Paine de 1928, construit par La 

Hève ou Bonnin. 

• K 9 Noresca, conçu et construit par Bjärne Aas en 

1955. Il paraît dans une photo d’une brochure de la 

régate de la Belle Plaisance du Yacht Club de l’Odet 

de 1962. 

Si vous avez la moindre information concernant ces bateaux, 

merci de bien vouloir nous la communiquer. 

Arrivé en France en 2005. Un plan de Gustaf Estlander, construit en 1926 par Abrahamsson & Moberg de Färjenäs 

( près de Gothenburg en Suède). Ex- Lucky Chance, Fatima, et Salome ; S 25, S 37 et D 31. Port d’attache : 

Arradon (Bretagne Sud)


Some pictures from the Régates Royales à Cannes et 

des Voiles de Saint-Tropez 

6mJI Alexandra from Belgium.jpg 

6mJI Saskia III of Rhu.jpg 

6mJI Saskia.jpg

56 

In spring 1985, during the 6mJI World Cup in Cannes, 

the french sailing magazine „Voiles et Voiliers“ published 

a very nice hommage to the 6mJI yachts which was 

written and designed by Marc Berthier, official painter 

of the French Navy. I got these pages from the archives 

of Gilles Favez and found, that they sould be published 

once more, as they are so nice and could give first 

impresssions of a new season 2006. We thank Marc 


All informations for the Régates 

Royales 2006 are presented in the 

ISMA site www.6metre.ch Regatta; 

special events 

Artistic hommage to the 6mJI yachts painted and commented by 

Marc Berthier, marine painter from France 

Berthier very much that he gave us another ©. Last 

time some of us saw sailing Marc Berthier 6mJI when 

he participated at the Europeans in Porto Rotondo 2004 

with Pierre Paul Haeckly. 

Unfortunately the magazine-pages were cut. We got 

some problems to put them together.


58 

6mJI activites in Great Britain 

Provisional Race Schedule for the 2007 World Cup in Cowes 

Good news from Andy Ash-Vie, Managing Director of Harken UK Ltd. 

He bought St. Kitts II, FIN 62, a 1987 Ian Howlett Design. He says: 

„I hope to have her back in the UK in a couple of 

weeks. I want to do the British nationals in May. She 

won’t be competitive until we get a new suit of sails. 

My wife, Cathy, who will be very active in sailing her, 

has renamed her “Wildcat II” and her sail number is 

GBR94.“ 

St. Kitts II 


We wish Andy an Cathy all the best with 

Wildcat II and we hope to see them often on 

the race courses.


6mJI activites in USA 

Over the weekend of January 27th and 28th more than 

65 owners and friends of the 6mR fleet in the USA 

gathered to celebrate skipper Hans Oen’s World Cup 

victory in Sandham, Sweden. After a champagne toast 

and hearty round of applause, Hans gave the keynote 

speech which touched upon everything from falling in 

love with the 6mR class while a young man sailing out 

of the Royal Norwegian Yacht club to the present state 

of competition in the Classic division in Europe and at 

home in the US. Hans was followed by Jorgen Jensen, 

the lead builder of World Champion vessel, DEN 64 

SunRay. Jensen provided a memorable slide show of 

the build process as well as answered technical questions 

about his design and build practices. The owner 

of DEN 64, Eric Larsen, was also given a warm welcome 

– in part for his heroic effort to make it to the 

NYYC from Denmark on short notice, as well as for 

giving life to such a beautiful and worthwhile project. 

Matt Cockburn, President of NASMA, presented Hans 

and Jorgen with a commemorative copy of the Djinn 

trophy in recognition of their success in Sandham. 

… 

The evening continued with journalist Peter Schroeder 

providing a photographic essay of the 2005 World Cup 

– showcasing the 29 Classics that competed in dramatic 

wind and waves. Importantly, Peter’s photos captured 

more than the racing but also the atmosphere of the 

“Sandham 6mR village” – seeing over 50 sixes lined 

up at a dock is a thrilling sight for any 6 metre owner. 

Master of Ceremonies David Pedrick, of Pedrick Yacht 

Designs, then introduced Olin J. Stephens II by weaving 

together both his personal experiences of working 

with Olin in the 1970’s in various America’s Cup 12mR 

campaigns but also with early press clips when Olin 

was just beginning to make his mark upon sailing in the 

early 1930’s. In particular, Pedrick found this prophetic 

gem in the August 20th 1932 Scotsman describing 

the Seawanhaka Cup victory won by Jill US-56, 

These young Americans gave nothing away by their 

expert seamanship in the three races. We are likely to 

hear a good deal more of Mr. Olin J. Stephens, Jill’s 

designer, who was a member of the crew. His 52ft Bermudian 

yawl Dorade, won the Atlantic and Fastnet Cup 

races last year, and this year three of his “sixes,” Bob 

Kat II, Jill and Nancy, filled the leading places in the 

recent British-American Cup races. Now Jill has added 

to his fame by winning the Seawanhaka Cup. 

A picture of Jill’s winning crew included Skipper J. Seward 

Johnson, Briggs Cunningham. Olin J. Stephens, 

Bayard Dill and P. Le Boutellier 

Pedrick further reminded us that in the 10 years from 

1929-39, nearly 50 new 6mRs were registered in the 

US, and more than a third of them were to Olin’s designs. 

Of the remainder, it would take the total of the 

next three designers to match Olin’s share of the fleet. 

Making this even more amazing, Olin accomplished all 

of this while the US and the rest of the world was in the 

midst of an economic depression. 

Olin took the podium after David Pedrick’s introduction 

with an open mandate to reflect upon the early 

days of the 6mR fleet. He did so by providing a very 

poignant personal story – which started with a boat he 

and his brother, Rod, had persuaded their father to buy 

for them. It was a tired boat, which leaked – but these 

deficiencies were both ignored. After a weekend of 

sailing in rough weather and a poor night of sleep, the 

two returned tired and wet and were in the process of 

peeling off their clothes when approached by Sherman 

Hoyt and Clinton Crane to see if they would help crew 

two new 6mRs that were undergoing trials. Immediately 

energized, both boys put on their wet clothes 

and spent the day sailing Natka US-27 and Lanai US- 

29.(confirm it was those two boats) In Olin’s words, it 

was “Mr. Crane who was most supportive of the 6mR 

class and the leading designer.”

60 

The photo shows Olin Stephens and Dr Greg Carroll 

at the event. 

The thrill of sailing a 6mR inspired Olin to design his 

own, Thalia US-42, now Black Rose. Olin’s modesty 

was evident in the next part of his story where he 

described launching Thalia late in the season and immediately 

tested her againstseveral other boats. Thalia 

showed greater speed on all points of sail and impressed 

everyone in the racing community and inquiries for designs 

quickly allowed him to go into business with his 

brother designing yachts. However, he said chuckling, 

that it was the foul bottoms and water-laden condition 

of the opposing yachts that explained the speed differential 

– and certainly not genius on his part. Despite 

his modesty, Olin’s genius is undeniable in the commissions 

that followed: Mist, Meteor, Silroc, Cherokee, 

BobKat II, Jill, Nancy, Lulu, Fun, Djinn, Goose, 

Llanoria, etc... Olin finished his speech with a heartfelt 

appeal to have Jill restored to the level of many of the 

other boats of this vintage, providing the perfect segue 

for the inaugural presentation of the Olin J. Stephens 

Classic North American Cup. 

The OJS Cup was presented by Olin to Dr. Greg Carroll 

of the New England Fleet, owner of Lucie US-55. 

This year, the OJS cup will be competed for at Port 

Townsend, on Puget Sound July 14 – 16, 2006. 


The following morning, more than 40 people gathered 

for a tour of the NYYC model room kindly guided by 

Mitch Neff. A small treat was locating four 6mR half 

hulls: Capriccio US-122, Syce US-14, Totem US-51, 

and Goose US-81. The morning concluded with the 

unanimous support for the NASMA by-laws, thereby 

creating a national organizing body to translate the recent 

resurgence in 6mR interest into more regional races 

and boats on the starting lines, national continuity, 

as well as provide a single communication resource for 

hosting the 6mR World Cup in Newport in 2009. 

2006 Puget Sound Six Metre Association 

Calendar 

… 

May 13 - 14 - Season Opener at SOCKS - Seattle Yacht 

Club, Shilshole Bay 

May 18 - August 31 - Port Madison Thursday Night 

Races (Cambozola Cup) 

June 24 - 25 - Sir Thomas Lipton Cup - Port Madison 

July 14 - 16 - North American Championships & Olin J 

Stephens II Classic 6mR Cup - Port Townsend 

August 18 - 20 - Queen Christina Nations Cup - Kitsilano 

Yacht Club - Vancouver, B.C. 

September 9 - 10 - King Olav V Cup - Orcas Island 

September 17 - 18 - Star & Bar - Seattle Yacht Club, 

Shilshole Bay 

… 

2006 New England Six Metre Association 

Calendar (provisional) 

July 22 – Danforth Cup – Brooklin, Maine 

July 29 – August 4 – NESMA Race Week - Brooklin, 

Blue Hill 

August 5 – Eggemoggin Reach Regatta 

August 6 – 7 – Nevin Cup – Blue Hill. 

August 25 – Herreshoff 12.5 Regatta 

… 

Best Regards, 

Matt Cockburn


K 12 

K 12 Nada (ex D 39 Dana II) is a 1930 W. Fife & Son 

boat, probably designed by William Fife III nephew, 

R. Balderston Fife, which Andrew Robinson found early 

last year in the jungle in Antigua. She represented 

England in the British-American Trophy in 1932 and 

was re-rigged by Uffa Fox with perhaps the first modern 

Six-Metre rig. In the 1970s she was sailed from 

England to Norway, subsequently returning accross the 

North Sea. After restoration work early in the 1980s 

she crossed the Atlantic to Antigua. There is a note on 

her in Classic Newsletter no 11.K12 has been completely 

reitted in 2005. See also K12 in the market place 

in www.6metre.ch. 

The owner want to sell Nada K12, … 

please contact him 

Andrew Robinson, Woodstock Boatbuilders Ltd 

Dockyard Drive, English Harbour, 

Antigua, West Indies. 

Tel: +1 268 463 6359 Fax: +1 268 562 6359 

Tel: +1 954 333 8604 Fax: +1 954 333 8687 

www.woodstockboats.com 

6 

6mJI activites in Canada 

Kanada wird den QCNC Queen Christina Nations Cup 

2006 in Vancouver organisieren. Thedy Schmid, Eigner 

der La Différence SUI 60, wird eine Schweizermannschaft 

zusammenstellen und die Schweiz in Ka- 

6mJI Aktivitäten in Deutschland 



nada vertreten. Wir wünschen dem Team bereits heute 

viel Erfolg. Der Kontakt in Kanada ist Randy . 

Katrin Storsberg, the photographer, was in Sandhamn 

at the World Cup 2005. She collected well over 150 

excellent photos in a DVD which looks like a film and 

let feel the wind, the sea, the atmosphere which reigned 

over Sandhamn. Katrin is ready to send you the DVD 

Copy for € 30.-. 

Please contact her at katrinstorsberg@foni.net. 

SCHIFFSHANDEL BAUM & KÖNIG GMBH Bremer Reihe 24 - D-20099 Hamburg 

Tel.: 49-40-366702 Fax 49-40-366703 

‚The Classic-Yacht Broker‘ 

ISMA Members, Board 

and…President… … … … … 

Hamburg, 23rd March 2006 

Donation of Trophy to ISMA 

Dear Members and Friends of the International Six Metre Association, 

Dear Board Members, 

Dear Mr. President, 

at the AGM 2005 in Sandhamn it was agreed to be a favourable development to see more wooden masts racing in 

the Classic fleet. 

To promote this development, we have decided to donate a perpetual Trophy to the Class as per the attached Deed 

of Gift to be given at European and World Championships of the Class. 

We thank all owners competing in Corinthian spirit under this new Trophy as a „competion within a competition“ 

and look forward to seeing the wooden-mast fleet grow and dominate the Classic 6metre class . 

Yours Sincerely 

KD (Peter) König 

Director Baum & König, Hamburg


… 

6 

Introduction 


The “Baum & König Vintage Trophy” 

The Baum & König Vintage Trophy will be introduced and first offered for competition at the International Six 

Metre European Championships in Flensburg, Germany in June 2006. The Trophy is given to enhance and motivate 

owners to compete in international competitions of the Class with yachts restored and kept to their original 

configurations and in that spirit utilizing original materials in construction of the hull, deck and rigging as well as 

sails and hardware to fill the fleets with fast and beautiful 6 metre yachts that are as pleasing to the eye as they are 

faithful to the style and grace of earlier times. 

With the idea that this perpetual Trophy shall be a competition within a competition and awarded to the highest 

placing qualified yacht at each International 6 Metre World Cup and European Championship, the Vintage 6 metres 

shall start all races with the Classic 6 Metres. 

To qualify for the Baum &König Vintage Trophy for the EC 2006, an International 6-Metre yacht shall comply 

with the Rules for the Classic Six Metres, use white/cream sails and have wooden mast, boom and poles. Also § 

6. of the rule applies. 

In addition, the following rules and restrictions apply for future EC and WC


1.0 Design and construction 

The designs shall originate prior to 31st December 

1965, alterations to these designs made after 

this date and/or alterations made by anyone other 

than the original naval architect are not permitted. 

Yachts may be built new to such existing designs, 

subject to construction being traditional carvel in 

wood, conforming to the Lloyd‘s Rules and Regulations 

for the construction and classification of 

yachts of The International 6-Metre Class Valid 

for 6-Metres built between 1921 and 1949. 

2.0 Sails 

2.1 Material use 

The yacht shall have white/cream woven polyester 

(brand name: Dacron) or cotton working sails. 

For the spinnaker all common woven fabrics are 

permitted. 

2.2 Panel orientation 

The mainsail, genoas and jibs shall have cross cut 

(“horizontal”) panels. The spinnaker may have a 

radial panel layout, provided the spinnaker is in 

one colour, preferably all white. 

2.3 Sail battens – as per 3rd Rule 1933: ‘The length 

of the battens in all mainsails of yachts shall not 

exceed the following: Intermediate battens, 10 

per cent of the Rating + 0.6 metre. Upper and lower 

battens, one-fourth shorter. The battens in a 

sail shall divide the after leach into approximately 

equal parts. 

Maximum number of battens in sail: Yachts of 12 

metres and under : 4 battens. 

Yachts of >12 metres : 5 battens.’ 

This means top & bottom: 900m , Intermediate: 

1200mm 

2.4 Main sail girth (for technical committee to revise 

the %ages please) 

The details of mainsail measurement is described 

in the class measurement instructions, paragraph 

14. The mainsails girth : 

At 25% „A“, not to exceed 85% „B” (TBD) 

At 50% „A“, not to exceed 67% „B“ (current 

rule) 

At 75% „A“, not to exceed 39% „B“ (current 

rule) 

3.0 Deck fittings 

Above deck, the yacht shall have wood, aluminium 

(non eloxated original/replicated only), bronze, 

chromed or galvanised steel fittings of traditional 

design. 

3.1 The winches shall be in aluminium (non eloxated 

original/replicated only), bronze or chromed and 

of traditional design. Captive wire winches in authentic 

style and constructions are permitted for 

the runners and halyards. For halyards, one selftailing 

winch combined with two jammers may be 

used, subject to these being positioned under deck 

level/out of view. Self-tailing winches and jammers 

are not permitted for sail handling sheets and 

runners(however, jammers may be used for sail 

handling/trimming lines if installed below deck 

level/out of view). On and above deck as well 

as on the cockpit coamings the yacht shall have 

traditional cleats – “cam” or “clam” - style cleats, 

rope clutches, or other mechanised line securing 

methods are not permitted. 

3.2 Bronze, chromed, aluminium (non eloxated original/replicated 

only), or s-steel genoa tracks and 

cars of traditional design are permitted. Adjustable 

mainsheet traveller tracks are not permitted. 

3.3 Main sail vangs or kicking straps are not permitted. 

Simple preventer block and tackle may be 

used. 

3.4 Blocks shall have wooden or bronze cheeks and 

shall be of traditional design. 

4.0 Rigging and spars 

4.1 The yacht shall have wooden spars (mast, boom 

and poles) answering to the class rules in force at 

the time of the event. Dispensation may be requested 

for the use of spars that conform to the class 

rules in force at the time of the original design. 

4.2 Alterations to the rig shall not affect the authenticity 

and design or appearance of the deck lay-out. 

4.3 The standing rigging shall be in steel wire or rod. 

When rod is used, its diameter shall not exceed 

6mm. Runners and halyards may be in spectra or 

other polyethylene derivative, provided they are 

white. All running rigging and control lines may 

be of any commercially available material, but 

shall be in white or hemp coloured rope. Wire may 

be in stainless and/or galvanised steel.

66 

5.0 Advertising – to class and event rules 

6.0 Flag etiquette 

The yachts shall fly at her masthead a rectangular 

distinguishing owner’s or owner’s club flag or 

racing flag of suitable size. The correct size for 

the owner’s or racing flag is ±450x270mm. The 

ISMA secretariat will gladly assist any owner in 

search of the yacht‘s original racing flag. 

7.0 Instruments 

The use of electronic instruments such as GPS, sail 

computers and wind instruments indicating true 

and apparent wind angle and/or speed are prohibited. 

The use of a compass, log and depth sounder 

is accepted. Displays, if any, are to be mounted in 

the cockpit area/out of view. Repeaters and displays 

mounted in any other position outside the 

cockpit are prohibited. 

8.0 Inspection 

The ISMA Vintage Inspection Committee (ISMA 

VIC) is comprised of two or more members of the 

ISMA Technical Committee (ISMA TC). At least 

1 day prior to the opening ceremony of the event, 

owners shall make their yachts available for inspection. 

The ISMA VIC Committee will establish 

and announce the eligibility for each individual 

yacht shortly prior to the opening of the event. 

The ISMA VIC Committee reserves the right to 

check the compliance of the yachts, their equipment 

and sails to the B&K Vintage Trophy Rules 

at any time during the Championship. The owners 

of the yachts agree to accommodate such and 

6mJI Aktivitäten im Norden 

Schweden 

We remember the World Cup 2005 

in Sandhamn. This event will be part 

of the 6mJI history, given by over 50 

participants ! 



grant unrestricted access to ISMA TC Members 

for the duration of the event. If required by the 

ISMA TC, all 6-Metres wishing to compete under 

these rules agree to facilitate an on shore visual 

inspection of the underwater body. A single ISMA 

TC member may perform this inspection. The owners 

of the yachts agree to accommodate such and 

grant unrestricted permission to the inspecting TC 

member(s) for detailed photography as well as taking 

measurements other than those required for 

the International 6-Metre Class Certificate of Rating. 

9.0 Government of Rules 

The ISMA Technical Committee governs the 6- 

Metre Vintage Rules. Amendments, if any, shall 

be submitted to the Segler Vereinigung Altona 

Oevelgönne who will also act as arbiter in case of 

dispute over the said rules. 

10.0 Technical guidance 

Owners of yachts embarking on a restoration, refit 

or new construction of an 6-Metre aiming to race 

for the B&K Vintage Trophy are invited to submit 

their plans to the ISMA TC. The TC will review 

such plans and assist owners and yards guiding 

them through the implementation of the 6-Metre 

Vintage Rules, Lloyd‘s scantlings as well as the 

Class Rules of the Int. 6-Metre Class. 

22 March 2006; Peter Koenig


Informations of general interest 

The Yacht Club de Monaco has organized from the 

13th to the 18th of September 2005 

the Monaco Classic Week - La Belle Classe. The event 

was noteworthy in that it brought together some fifty 

very exceptional Classic motor and sailing craft, along 

with the extremely rare presence of 5 J Class racing 

sail-yachts. The 2005 Monaco Classic Week also saw 

the launching of the Club « La Belle Classe », which is 

dedicated to yacht-owners who share common values 

concerning the preservation of our maritime heritage, 

respect for the environment, and observation of marine 

etiquette. 

Our wish is to transmit to future generations our passion, 

the skills of crafts-workers, the delight of traditional 

navigation methods, the while respecting a certain 

standard of ethical integrity regarding the restoration 

of yachts, and one’s personal attitude on land and upon 

the sea. 

6mJI Historic Place 

Joanna the comment refers to the report in ISMA 

news 2005/1 

Dear Beat, 

Since you kindly translated the 1937 Die Yacht caption 

of the launching photo of my Joanna, and since this 

caption has been essential to understanding Joanna, I 

can‘t resist telling you my current hypothesis concerning 

her desing and construction. 

The hypothesis is based on about twenty distinct data 

items, so it seems pretty robust at this point. Hans Collignon 

turned to Reinhard Drewitz, who had never designed 

a Six, to design his entry for the 1936 Olympics, 

hoping that Drewitz‘s imagination could break out of 

the traditional mould of Six designs and that he could 

come up with a gold medal winner. 

Joanna is a very light boat (3,5 T.). It can shift its flotation 

level with changes in the crew position. Whereas 

most Sixes sail badly if all the weight is astern, my architect, 

Theo Rye, says that Joanna‘s lines are different 

in this regard. Drewitz intended Joanna to have a waterline 

of 5,60 m. when measured. This enabled him to 

add extra sail area and also to compensate for her very 

„wine glass“ cross section. 

Four of the crew members were intended to be in the 

rear of the cockpit. The helmsman was intended to be 

in a rear cockpit behind the rudder shaft. He steered 

with a tiller which emerged from the deck about 10 cm. 

forward of the transom. It was linked to the rudder 

shaft with a traditional yoke, pulley and cable system. 

Thus, we are now also publishing the magazine “La 

Passion Bleue”, which is designed as a means of communication 

between all those concerned by Traditional 

Yachting – and particularly as a forum of freely expressed 

points of view from yacht-owners. The second 

edition is planned for February 2006. Would you accept 

to give us articles about the 6 Mji news, results or 

agenda to inform our members? 

I try to contact associations of the JI class (8 Mji, 10 

mJI, 12MJI), but have difficulties to find the contacts; 

would you be so kind to give contacts of other associations 

if you have any? 

In the meantime, and looking forward to receiving your 

comments, Dear Yachting Colleague, please accept our 

sincerest Sporting Greetings, Benjamin BOUTTEMY 

Collignon apparently rejected Drewitz‘s design near the 

end of the construction. He told him to modify Joanna 

so that she would resemble a normal Six. He probably 

never sailed her and sold her quickly, buying a used Six 

as his entry for the 1936 Olympic trials. 

Modified, she probably wouldn‘t have measured as a 

Six. I am waiting impatiently for Theo Rye to finish his 

current design project, so that he can have the time to 

reverse engineer Joanna‘s lines based on the 880 data 

points I sent him. These points correspond to three 

representations of the hull: waterlines, diagonals and 

what are called „buttocks“ in English or simply „longitudinaux“ 

in French. Once he has the form of the hull 

on his computer, he‘ll be able to see what it takes for 

her to measure as a Six. 

Although the boat in the Die Yacht photo had already 

been modified, Drewitz probably was the one responsible 

for the text of the caption. Stubbornly attached 

to his original concept, he made sure that the reporter 

would communicate it. One doesn‘t know if he intended 

this as a „bouteille à la mer“ for some future owner, 

but it has served exactly that purpose. 

I plan to restore Joanna according to her original concept 

so that she can finally become the boat that she 

was never allowed to be. 

… 

Best wishes, Basil Carmody

68 

Market Place 

FOR SALE 6mR GULLDISKEN S4 

SUI vor dem Wind 

A beautiful yacht built for The Royal Gothenburg 

Yachtclub as a lottery boat in 1922, 

design Carl Holmström. The yacht is in good 

condition, mast and boom is original, valid 

certificate dated last year, ready to sail. Situated 

Stockholm / Sweden. Priced to sell. 

Please phone Douglas Reincke +46-(0)70- 

2671997. 

Attached are pictures of the yacht. 

Many thank´s in advance and best regards 

from a snow white Stockholm! 

Douglas Reincke 

Legal Counsel 

External Relations Office 

Kungl Tekniska Högskolan 

Valhallavägen 79 

100 44 Stockholm, Sweden 

Telephone +46-(0)8-7907093 / +46- 

(0)70-2461996 

Fax +46-(0)8-7906816 



Ciocca II 

SUPERB SPARKMAN & STEVENS DESIGN 

NO 794 1948 

According to Olin Stephens “Ciocca ll” has the same 

lines and keel as “Goose” the only difference is in the 

counter; same moulds etc. We have the Original S&S 

plans drawn Jan 9th 1948 in New York, originally built 

for Enrico M Poggi Esq. 

“Ciocca ll” requires a complete rebuild using the original 

plans. Several items remain in good condition. 

Timber in stock for the new keel & planking. Due to 

cancelled order now available for restoration to required 

specifiction. 

The project is ready to commence, with restoration specification 

endorsed by Tim Street & Ian Howlett. 

After restoration, “Ciocca ll” will be a world class Six 

Metre, probably one of the world’s top three 

contenders. If you really want the best of the best then 

it does not come any better than this . 

Contact: Brian Pope, Ocean Yacht Company Ltd, Tel: 

01872 863708 / 862496 mo 07831215230 

Email: enquiries@oceanyachtcompany.com Website: 

www.oceanyachtcompany.com 

INTERNATIONAL METRE YACHT MANAGE- 

MENT LIMITED Race prep, Transportation throughout 

Europe, Restoration , Sales & Purchase for all 

Metre Yachts 

A vendre 6m JI Z16 Azais Sale 6m JI Z16 Azais 

Plan Camatte, construction Chiesa Nice en 1933, travaux 

de restauration à prévoir, CHF 9‘000.- , visible au 

Chantier Naval Jean-Paul Sartorio, CH 1295 Mies, tel 

022 755 17 60. Email: sartorio.naval@bluewin.ch 

Design Camatte, built at Chiesa Nice in 1933, for restauration, 

CHF 9‘000.-, to see at the boatyard. 

Classic 38-Foot „Six Meter“ Sailboat U.S. 88 

The „Freudian Sloop“ (ex: Big Apple) is a classic full 

keel racing craft built 

by Erling Kristofersen 

in 1946 for Norway‘s 

Prince Olav. It has a 

distinguished record, 

has been well maintained 

and currently 

lies… at… mooring… in… 

San Diego‘s premiere 

America‘s Cup 

Harbor. For more information, 

please see 

http://members.cox. 

net/sixmeter

70 


2006 Régates Internationales; régates clefs pour 6mJI 

2006 International regattas; key regattas for 6mJI 

2006 Internatinale Regatten; Schwerpunktregatten für 6mJI 

2006 Name Region Place Notes 

13.-14.05. Régate d'Ouverture Switzerland SNG Geneva joelle.zumoffen@swlegal.ch 

25.-26.05. Training YC Romanshorn SUI-73@bluewin.ch 

27.-28.05. Silber Cup Switzerland YC Romanshorn SUI-73@bluewin.ch 

09.-11.06. 

Robbe&Berking Classics, 

Europeans Tune Up 

12.-16.06. European Championship Germany 

Race Calendar March, 2006 

Germany YC Flensburg oliver.berking@robbeberking.de 

YC Flensburg; German Six 

Metre Association 

18.-20.06. Kiel Week Germany Kiel Yacht Club 

01.-02.07. Pfahlbauregatta Germany Unteruhldingen 

12.-16.07. French Open Championship France 

Société Nautique de la 

Trinité 

13.-19.08. Fowey Regatta UK Royal Fowey Yacht Club 

19.-21.08. 

QCNC Queen Christina 

Nations Cup 

Canada Vancouver 

19.-20.08. Pokalregatta Switzerland Bottighofen 

www.fsc.de 

soreilly@athem.fr 

24.-27.08. Championnat de Serie Switzerland SNG Geneva joelle.zumoffen@swlegal.ch 

26.-27.08. Überlinger Yachtpokal Germany Überlingen 

02.-03.09. Coupe Kim Switzerland SN Versoix joelle.zumoffen@swlegal.ch 

09.-10.09. Oberseepokal Switzerland Kressbronn 

25.09.-01.10. Regate Royale France Yacht Club de Cannes yccannes@wanadoo.fr 

02.10.-08.10. Voile de Saint Tropez France Yacht Club de Saint Tropez


Closing words 

We are all excited to see what the coming regatta season will bring. Looking forward to the beautiful weather, 

consistent winds and favourable waters to accompany us during the year! We would like to wish our readers lots 

of enjoyment with their yachts and hope that they also succeed in capturing the enthusiasm of young sailors for the 

6m Class. With this in mind, best wishes from 

Beat Furrer, Editor 

Schlusswort 

Wir alle sind gespannt, was uns die kommende Regatta-Saison bringt. Auf dass schönes Wetter, konstante Winde 

und weniger Wellen uns durch das Jahr begleiten! Wir wünschen unseren Lesern viel Freude mit ihren Yachten und 

hoffen, dass es ihnen auch gelingt, junge Segler für die 6m Klasse zu begeistern. In diesem Sinne grüsst freundlich 

Beat Furrer, Editor 

Conclusion 

Nous sommes tous impatients de voir ce que nous apportera la prochaine saison de régates. Et que l’année nous 

soit propice avec beau temps, vents constants et peu de vagues! Nous souhaitons à nos lecteurs de grandes joies 

avec leurs voiliers, et nous espérons qu’ils parviendront à motiver de jeunes équipiers pour la classe des 6m. A 

bientôt, 

Beat Furrer, Editeur 

Beat Furrer 

ISMA news editor 

President of Swiss 6mJI Association 

Mitwirkung: Collaboration: Participation: 

Bernard Haissly, Peter Müller, Thédy Schmid, Hans J.Oen, MattCockburn, Tim Street, Fredrich Dahlman, Henrik 

Andersin, Juan Kouyoumdjian, Joëlle Zumoffen-Fruttero, Ralph und Sandra Müntener, Jérôme Brunet-Moret, 

Rees Martin, Gilles Favez, Reinhard Suhner, Jean Denis Sarraquigne, Oliver Berking, Katrin Storsberg, Basil 

Cormody and more ........ 

Verteiler / Distribution ISMA Bulletin: Auflage ca. 420 Ex 

This complete ISMA Bulletin 1/2006 is a pdf.file in www.6metre.ch 

ISMA News / Association Suisse 6mJI Bulletin Spring 2006 / Heft No 10 / Jahrgang 6 

Gestaltung: Bruno Casali… 

Mise en page : 

Druck und Versand: Furrer+Frey AG… 

Impression et envoi : 

Redaktionsschluss für ISMA Bulletin 2/2006: October 13th, 2006… 

Fin de rédaction:

72 

F L E N S B U R G E R S E G E L - C LU B · N O T I C E O F R A C E 


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