drascombe lugger sailboat data

Drascombe lugger

The drascombe lugger is a 18.75ft gunter-yawl designed by john l. watkinson and built in fiberglass by honnor marine ltd. since 1968., 2000 units have been built..

The Drascombe lugger is an ultralight sailboat which is a very high performer. It is reasonably stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat.

Drascombe lugger for sale elsewhere on the web:

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• Sailboat Guide

Drascombe Lugger

Drascombe Lugger is a 18 ′ 9 ″ / 5.7 m monohull sailboat designed by John L. Watkinson and built by Honnor Marine Ltd. and Churchouse Boats LTD. starting in 1968.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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Drascombe Lugger

The first 18-foot, 9-inch Lugger, launched in 1966, was designed and built by Englishman John Watkinson. When demand exceeded his ability to make them of wood, production began in fiberglass. Now there are literally thousands of Luggers, and hundreds of their kin, in lengths ranging from 14 to 25 feet overall; all with similar sailplans and all but the smallest carrying a diminutive mizzen.

This mizzen is a mixed blessing. When the wind picks up, the Lugger will handle a hatful of wind under it and jib alone, although sometimes it needs to be released to make it through a tack.

Luggers have pleasant lines, with a nice sheer and comfortable seating. A bronze stemhead, wood gunwales, Sitka spruce mast and a set of belaying pins at the base of the mast give the boat a bit of a salty air.

I arrived at Annapolis' Spa Creek early on a sunny morning to meet Carleton Wheeler, the American distributor of Drascombe boats. Rigging the boats was straightforward, and I did it alone with only the briefest instruction. The jib is a roller furling arrangement, the main is brailed to the mast along with the gaff, and the mizzen is rolled on the mizzen mast.

The Lugger is very stable, despite the fact that it only has a steel centerboard for ballast, and under sail it was evident that it would take equal measures of silliness and bad luck to swamp a Lugger. We sailed out into the bay far enough to get waves over the bow, but the Lugger didn't seem to care at all, and there was never a hint that we might be pushing it beyond its design limits.

Beating, the boat sailed best with the jib eased to give some curve to the foot. Sheeting the main and the jib tight will get it closer to the wind, but you will also go much slower. The mizzen is a low-maintenance item and can be left alone most of the time. Fall off, let out the sheets, and the boat picks up speed nicely, although without a boom to keep the foot from lifting, sheet trim is very important. On a run, you may wish for a boom. The boat we tested was gunter rigged, and it is on this point of sail that the optional lug rig would be advantageous. We put a reef in the main, more for the experience than for any need, and it was fairly painless; no ratcheting of winches, no boom thrashing around, and the reef is so deep the boat speed is significantly reduced.

Shaking out the reef is even quicker. Two people can do it in less than a minute.

As we worked our way back up Spa Creek, we short-tacked into a breeze making its way down the creek. Approaching the bridge we dropped the sails and made a quick transition from sailboat to rowboat. The jib rolled up in seconds and it was only dealing with the gaff of the gunter rig that took any time at all. The mizzen was its usual innocuous self and we left it alone. The Lugger rowed easily and carried well between strokes.

Built by McNulty Boats in England, today's Luggers are superficially like the ones built 35 years ago, but have had foam added to several of the boat's compartments making them literally unsinkable. This has been done at the expense of storage space, but it is worth the sacrifice. We tested the Lugger's buoyancy by swamping the boat until it was down on its marks a foot or so, where it remained surprisingly stable and showed no signs of settling any further. Afterward I was able to pump the boat dry with the built-in bilge pump.

Should I say you really shouldn't take off to Tahiti on your Lugger? Well, you shouldn't. They are unballasted, open boats. But they come with such good manners and are endowed with so much enjoyment you may find yourself heading that way. Don't say I didn't warn you.

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Drascombe Lugger

Drascombe Lugger - Honnor Marine / STW003011

daily cruise

overall length

hull length

waterline length

standard draft

minimum draft

displacement

diesel tank

mast height

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The Drascombe Lugger

This page is dedicated to my drascombe lugger, “lulu”.

“We’re gonna need a bigger boat!”

Halfway through Season 2 of my sailing, a few things became apparent.

Firstly I wanted to spread my wings a bit and fly the lake, I could feel myself yearning for more adventure. Secondly I was outgrowing Mochyn Du for cruising purposes and it was becoming obvious as I was fitting her out for cruising that I was going to struggle matching her size with mine for things like sleeping and living aboard.

The final straw came when I tested a sleeping patform on my Mirror and promptly capsized her the minute I lay down. The famous Chief Brody phrase from the movie Jaws came to mind.

The hunt was on for a bigger boat

The best boats for cruising

So off I went researching once again. I even had a go in a few boats to see what they were like and if they would work for me. The main contenders are below with what I liked and disliked about them.

Perhaps one of the most common boats used for cruising, the Wayfarer certainly has the pedigree and size for what I needed. She’s certainly large enough but perhaps a little too large to right and handle solo as I heard they’re still keen sailers.

Whilst popular, I was confused as some versions had issues being righted. So, at the time, I considered the Wayfarer a little too fast and “tippy” for my current ability.

The Wander is the little sister of the Wayfarer and address all the issues with sailing one solo, unyet it’s still large enough to cruise with.

The Wanderer really caught my eye to be honest, however the modern ones are simply too new and expensive to buy and there were none about at the time I was looking.

Similiar to the Wanderer, the GP14 is a spirited sail, but that for me makes her unsuitable for cruising as she seems a little over powered and more suited to racing than cruising.

There are lots of GP14 around but after having a go in one, that simply confirmed my thoughts of these being too sporty for my needs!

Drascombe Lugger/Cruiser

The perfect boat for me. Its large, safe, stable and also had an interesting Yawl rig. However Luggers weren’t quite as popular and they seemed to be at first a little outside of my price range.

I did wonder about a coaster but was put off by the cabin at first thinking it was a little bit too “Yachty” for me at this stage! An opinion that would change soon!

Something bigger?

I did look at proper yachts at this point, thinking I may as well just go for it. Particularly smaller cheaper boats like the Corribee and Leisure boats, but for me getting a permanent mooring and all the hassle of buying a boat this size was just a little too much for me at this stage in my journey.

The Dream Boats!

Two boats I would love and are perfect are the Bayraider (pictured to the right) and the Hawk 20.

Both keen sailers and seem to have all the attributes in the boat I want, even today, but for one thing. The price at this point was just too much.

Maybe one day in the future!

The Perfect Boat

I set about looking for a bigger boat. I was looking for anything from the above list really at first, just to see what I could find. My search always seemed to be pushing me towards a Drascombe. I can’t explain why but I saw a Lugger first, which was in really poor condition and far more work than the price would suggest. A second visit to see a dilapidated Coaster had me wondering if I would ever find anything in half decent condition at the price I needed.

Then I planned a trip to the south coast to see another Lugger. Much more promising this time, however a few days before my planned visit, I got a reply from Lulu’s owner to come and see her. It was on the way near Rutland water, so only a short detour so off I went.

Well she was certainly in good condition. She needed a little TLC here and there, but nothing I couldn’t handle.

She hadn’t been sailed for years and the sails had all been kept in the garage so were in good condition. A bit of sewing had come apart on the Jib but that seems liked the extent of the problems with the sails.

The trailer was in great condition, all ready to go and she came with a bunch of accessories including oars, covers, and rigging.

I was stuck as to what to do. DO I go on and see the other boat now or do I stirke a deal on this one?

So we had a coffee and a chat and the seller seemed to understand that a new relationship was in the making here.

He pointed to my car. “That got a towbar on it?”

“Yes” I replied

He then made me an offer I couldnt refuse and the rest my friends, is history!

Lulu’s Highlights

Some nice pictures of Lulu, my Drascombe Lugger from Season 2

Drascombe Lugger Specs

Lulu is a MK2 1984 Drascombe Lugger. She’s in original colour spec with Green Gelcoat and duck egg blue deck. She’ll float in 10″ of water and can be launched in not much more.

• Waterline Length
• Draft (Board Up)
• Draft (Board Down)
•  Weight (Complete)
• 19ft (5.7M)
• 15ft (4.57M)
• 6ft 3″ (1.90M)
• 10″ (0.25M)
• 4ft (1.22M)
• Gunter Yawl
• 74sq ft (6.87M2)
• 22sq ft (3.35M2)
• 22sq ft (2.04M2)
• 795lbs (360KG)

© copyright sailingwithdave.com, 2024

Practical Boat Owner

• Digital edition

Drascombe & Devon Lugger vs the Dabber

• Clive Marsh
• May 31, 2023

Clive Marsh looks at the Drascombe and Devon Luggers and the Dabber - designed for safe family boating under sail or power, but taken long distance by intrepid sailors...

Devon Luggers are still built by Honnor Marine. Credit: Honnor Marine Credit: Honnor Marine

Drascombe and Devon Luggers and Dabbers are both excellent versatile boats.

They can be sailed, rowed or motored – ideal for a belt and braces sailor like me.

There will come a time when the wind will not blow and it’s necessary to use the oars.

However, both the Lugger and the Dabber also have useful outboard wells, enabling effective and dry use of a motor.

Clive’s old Dabber at Norfolk

Compare this to an outboard hanging over the transom of other small boats.

Luggers and Dabbers were designed by John Watkinson to enable safe family boating under sail, oar or power, perhaps a sail in the bay or for a spot of fishing.

However, many intrepid sailors have taken these small boats much further.

One Dabber came sailing past our club at Rye on its passage from Chichester to Germany.

Other open Drascombes have made Channel crossings , passages to Australia and transits of the Pacific.

Of course most of us would prefer a substantial yacht for such adventures, but it’s nice to know when taking the family to East Head in Chichester Harbour that you’re in a well-proven boat.

What’s the difference between the Drascombe & Devon Lugger and the Dabber?

At first glance Luggers and Dabbers look similar but on closer examination it’s clear they are very different boats.

I first sailed Luggers in the Falmouth area when cottages I rented over a few summers came complete with Luggers on swinging moorings accessible from a tender .

Once on board the Lugger, lower the centreplate, lower the galvanised rudder through a narrow slot, choose a sail plan and let go of the mooring.

Clive’s old Lugger Spray

The Lugger has two masts enabling a comfortable sail plan of jib, main and a mizzen which sheets out to a bumpkin.

Sail her with all set, just main or with jib and mizzen. No need to be over-canvassed, these boats were easy to keep under control.

The mizzen is a particularly useful sail when manoeuvring in tight places or when at anchor.

After a couple of seasons sailing these two Luggers I bought my own and sailed her out of Rye and at Chichester.

Being a heavy boat I kept her for the most part on a mooring but occasionally hauled her out for trailing to other waters.

Design features

Most Drascombe and Devon Luggers have a gunter main rather than a lug sail.

Their hull shape resembles that of a north-east coast Coble with a high bow, attractive sheer, and undersides that flatten off aft.

The galvanised steel centreplate and rudder provide some ballast.

There are scupper holes on the side decks to allow shipped water to escape. There is also a handy pump to dry any water in the bilge .

Most Luggers are GRP , a few early ones were wooden and built by John and Douglas Elliott of Kelly and Hall’s in Newton Ferrers; they might have had a lug sail rather than gunter.

The Drascombe and Devon Lugger has an overall length of 5.7m (18ft 9in). Credit: Sharon Geary

Luggers sail beautifully although beaching may require planning if the rudder does not have any swing lift device.

I’d raise my rudder through the narrow slot, hold it in place with a pin, and row or motor to the beach. There is also an oar crutch on the transom for sculling .

Most Luggers don’t have or need a boom, which makes de-powering the main simple and putting the sail away easy.

My boom-less main had a block on the clew and this once, in a strong wind, hit me in the eye.

This can be avoided by rigging the main differently and even using soft shackles. I learned to take more care.

Dabber experience

To the casual eye, Drascombe and Devon Dabbers are often confused with Luggers.

I had my first Dabber experience when staying on the River Yealm.

One was being used as a rowing tender and we found some of the rig in a boathouse.

Dabbers have two masts and three sails just like their sisters but we could only find one mast and a mainsail.

We had oars but no motor. However, with this depleted rig we were able to confidently sail over the Yealm Bar towards the Mewstone near Plymouth and get back in time for dinner.

She sailed very well with just her mainsail.

Although Dabbers are 3ft shorter than Luggers there doesn’t seem to be much less working space in the cockpit.

The Drascombe and Devon Dabber has an overall length of 4.72m (15ft 6in)

This is because the jib of a Dabber is largely outboard onto a bowsprit.

The one little niggle with this arrangement is that part of the jib overlaps the forestay, which is attached to the stem head of the bow.

When tacking the jib can get caught on the forestay.

This doesn’t actually bother me because I reduce this likelihood by placing a plastic tube over the forestay and having a continual knot to attach the sheet to the jib.

If it does catch I just flick it over. However, this arrangement annoys some skippers who attach the forestay to the end of their bowsprit.

The problem with this approach is that if the vulnerable bowsprit is broken you will also lose your main mast and sail.

Continues below…

What is a lugger? And why they make great trailer-sailers – answered!

Compulsive boat owner Clive Marsh explains why little luggers make perfect trailer-sailers

Drascombe and Devon Luggers buyer’s guide: Gateway to offshore sailing

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Paul Adamson from the Isle of Man, writes: “My wife and I are looking to buy a trailer sailboat, mainly…

Generally, I like to keep boats as their designer intended and work with their foibles.

The Dabber’s main is a standing lugsail. Dabbers have a similar galvanised centreplate as Luggers, but the rudder arrangement is very different.

The rudder is wooden and is conveniently transom hung. It is also protected by a stern skeg shape of the keel.

This makes beaching easy compared to the Lugger.

Not a problem if on a long passage but most of us use these boats for coastal and estuary sailing where beaching near a pub is part of the fun.

The Dabber is far lighter than the Lugger which makes launching and recovering easier.

Below the waterline the Dabber’s hull is almost double ended and very different to the hull of the Lugger.

This shape and her reduced weight make her a very good rowing boat once she gathers some momentum.

Trailer considerations

Both of these boats will benefit from a decent swing cradle trailer if you intend to regularly launch and recover.

One thing I’ve never liked on either the Lugger or the Dabbers I have owned is their weak tow eye.

I replaced the tow eye on my Dabber with a stronger one.  A simple but time-consuming job.

I fitted a stronger tow eye on my old Dabber when the original brass one wore out

I note that Honnor Marine who make the Devon Luggers and Dabbers offer two winch eye options, the sacrificial brass strip eye or the U-bolt type in 316 stainless steel.

Overall, both are excellent boats from first class builders offering us a choice of benefits to suit our changing needs.

Drascombe and Devon Lugger

Length overall: 5.7m (18ft 9in) Beam: 1.9m (6ft 3in) Sail plan: two masts main, mizzen, jib Motor: outboard in well Total sail area: 12.3m2 (132ft2) Material: most are GRP

Drascombe and Devon Dabber

Length overall: 4.72m (15ft 6in)

Beam 1.78m (5ft 10in)

Sail plan two masts main, mizzen, jib

Motor outboard in well

Total sail area: 10.9m 2 (118ft 2 )

Material most are GRP

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Yachting World

• Digital Edition

Sailing around the world in an 18ft boat: Extract from Australia The Hard Way

• Tom Cunliffe
• August 10, 2020

A violent storm, broken tiller and leaking petrol put David Pyle and crew in great peril on a passage to Australia in an 18ft Drascombe Lugger

The Hermes crew befriended Nell the cat in the Far East

David Pyle was a young sailing instructor who’d crossed the English Channel in a Wayfarer; then he designed and built a 27ft yacht to compete in the 1968 OSTAR . All this turned out merely to be a prelude to the great adventure that was to come when he and Dave Derrick sailed an 18ft open Drascombe Lugger called Hermes to Australia.

In his foreword to this new edition, Pyle notes that the two young men made the trip for no better reason than to prove it could be done. Rather than going by conventional yacht, the Drascombe would allow them to use rivers and harbours impossible for other craft. An example is that, rather than entering the Indian Ocean by way of Suez and the Red Sea, they cruised instead through Iraq down the Tigris and into the Persian Gulf.

This is a book not to be missed in its entirety, but for now we’ll share with them the passage across a stormy Aegean at the height of the Meltemi…

The Drascombe Lugger could sail rivers and enter harbours too shallow for deeper draught craft

From Australia The Hard Way by David Pyle

The local fishermen of Amorgos confirmed our suspicions. The etesian winds had begun and we had still 60 miles to go before Kos, an island off the south-western corner of Turkey. It was also the worst stretch if a north­erly was blowing, with no protection from any islands except one, Levitha, which was very small and uninhabited except for the lighthouse keeper.

For 300 miles north there was nothing, a long enough fetch for a northerly gale to produce a considerable sea. We had to take a chance and attempt the crossing now, before the seas really built up.

The wind stayed light until sunrise the following morning, when once more a stormy north-westerly began. Levitha was only half a mile off the bow; within half an hour we were sailing into a cove on her southern shore, the most perfect natural harbour in the Greek islands. We dropped anchor and both turned in for a fitful slumber on our now leaking air beds.

Article continues below…

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Later that morning we awoke to the noise of the wind howling through the rigging; Hermes was perfectly sheltered, but we still had another 40 miles of open seas to cross before we were out of danger.

For three days and three nights it blew a full gale. On the fourth day I decided that we had been on the island long enough. For a few hours the previous night the wind had moderated, and might do so again tonight. The seas, with the long open fetch northward, would be quite large, but 40 miles to the east lay Kos.

Its harbour was a farther 15 miles on its eastern extremity, but to its north lay Kalimnos, and a few other smaller islands, giving some kind of shelter. All movable objects were lashed down; our external buoyancy tanks were fixed around the gunwales but left deflated; by nightfall we were ready and, with only the genoa up, we crept out of our little cove.

The thin tiller snapped off during the storm described in this excerpt

For a while all seemed well; the wind was from the north-west and Levitha offered some protec­tion from the seas. But as we came out from under her protecting shores, it soon became evident that we had a rough passage in store.

The seas were running in onto our quarter, and I kept glancing over my shoul­der with a wary eye, estimating their size and potential danger. They were hitting Hermes 10-15° off the stern, which was preferable to a direct run, where she’d career off on either tack while surfing down the front of the waves.

But it meant a continuous strain in one direction on the helm, trying to prevent her rounding up into the seas and being hit beam on. It took all my strength to keep her on course and the thin laminated tiller often bent at an alarming angle.

Foaming seas

Within half an hour of leaving Levitha, the wind suddenly increased and the seas began to break and foam past us. “Get the genoa down and change it for the working jib,” I yelled, trying to make myself heard over the roar of the seas and the screaming wind. Dave was now highly profi­cient at changing headsails, and the working jib made helming that little bit easier. Meantime my brain was working full-time, trying to work out the most practical solution to our problem.

I thought of lying to the sea anchor; but this would be completely impracticable, as the rocky shores of Kos were to leeward of us, and in time we would have been driven upon them. The only solution was to run before the wind and seek shelter farther on. After an hour the wind subsided from a full gale to 25 knots. I was extremely tired, with pains in my arms making it almost im­possible to grasp the tiller. I handed over to Dave. Ten minutes later another squall hit us.

I could sense that Dave was having difficulty in handling Hermes . Suddenly a monstrous wave came up astern like a car on a big dipper, Hermes was picked up in a welter of foam and surfed down the face of the wave, skidded sharply to port and was then hit beam-on by a break­ing crest.

David Pyle and the recently-built Hermes during the boat’s fit-out

We both clambered frantically to windward, to try to keep her on an even keel. My mind was reeling. Certain that we were going over, I gasped for breath and swallowed a lungful of water.

Coughing and splut­tering, I instinctively grabbed the helm to try and bring her back on an even course. But when I caught hold of the frail wooden stick, it fell to the bottom of the boat, broken off at the rudder stock.

• 1. From Australia The Hard Way by David Pyle
• 2. Crippled and helpless

Small Craft Advisor

Drascombe Lugger vs Montgomery 15

A round 1 mini-cruiser madness match-up.

We’ll get some hate mail for pairing these two fan favorites, but match-ups were intentionally random. Few small boats have the celebrated history of the rugged Drascombe Lugger , but the Jerry Montgomery-designed M-15 is arguably the best boat of its specific type and exceptionally popular with our readers.

As for our opinion of the M-15, we haven’t been shy. We wrote: Is the Montgomery 15 the perfect microcruiser? No boat can be. But, if like Jerry Montgomery, your idea of perfection is a speedy, capable 15-footer with just enough cabin to do some comfortable cruising—this boat comes awfully close.

On her seaworthiness: We were able to uncover only a few reports of knockdowns, and in each case the 15 righted herself promptly. Owners were unanimously positive about the 15’s relative seaworthiness. That skipper Mike Mann sailed a mostly stock M-15 from California to Hawaii lends some additional credence to claims that the 15 is seaworthy for her size.

We even went so far as to rank her slightly above her bigger sibling, the Montgomery 17: …we think pound-for-pound the 15 is superior—offering similar capability, performance and comfort at roughly half the total weight and required effort.

The Drascombe Lugger, designed by John L. Watkinson and first built in 1968, is known for its shallow creek crawling prowess but also its seaworthiness. Maybe the strongest endorsement is how many famous adventurers have picked this design for their passages.

Webb Chiles sailed his undecked Chidiock Tichborne more than 20,000 miles and called the Lugger “A truly great little boat.” When we asked him about heavy-weather (Issue #122) he wrote:

I think a yawl rig has great safety advantages on small, open boats.  You can lower the main completely and sail under jib and mizzen. Also she hove-to better than any of my other boats which were sloops and one cutter. Furl her jib. Lower the main.  Put the centerboard three-fourths down. Tie the tiller amidships. Flatten the mizzen and it weathercocked the bow right into the wind. Generally in heavy weather, assuming sea room, which I usually had, I would head off down wind in extreme conditions under bare poles letting the wind vane self-steering device on those of my boats that had one steer as long as it could. When waves began to overwhelm it, I simply lay ahull.

We also interviewed David Pyle(issue #126), who voyaged from England to France then down the Tigris to the Middle East and finally to Australia on his Drascombe Lugger Hermes. We asked him why he chose that boat for such an ambitious trip:

I was going to design and build my own 18-foot boat for the voyage to Australia and would have closely copied (hull-wise) the Yorkshire Coble which had survived as a tough, seaworthy fishing vessel for well over 100 years, but during 1968  I went to the London Boat Show and saw for the first time the Drascombe Lugger and immediately fell in love with it. The hull shape was almost exactly what I had sketched in my mind so I ordered one, but only the hull was standard and the rest—foredeck, aft deck, side decks—I asked to be altered. The aft deck had waterproof hatches, the foredeck was raised, and I had side seats boxed in for extra stowage.

Two good designs for sure. Now it’s your turn to vote! • SCA •

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Article Tag: Drascombe Lugger

P eter Knape was once stuck behind an office desk in a soulless building in the business district of Arnhem in Holland. Year after year, his demanding career had sapped both his time and energy. He longed for a quiet life with freedom, and independence. He realized his destiny was in his own hands, and that he only had to muster the courage to make a break.

He took a vacation and traveled to northern Finland where he hired a small boat and set off on a long journey, one that took him far beyond the Arctic Circle to an area that’s almost uninhabited. Life aboard the boat was uncomplicated; it was exactly what he had been yearning for.

It was 1977 when Peter began looking for a boat of his own, and while on another vacation touring England by motorcycle, he made his way to Totnes in Devon, England, where Honnor Marine was building fiberglass Drascombe boats. He had decided a Drascombe Longboat could be adapted to suit the life he wanted to live, but in his discussions with Luke Churchouse, owner of the boatshop, it became apparent that a company geared for production ’glass boats wouldn’t be able to deliver the degree of customization that he required.

Peter was still convinced that a Drascombe would be the ideal boat for him, so Luke suggested a visit with my brother John and me at our boatyard at Yealmbridge. We had been involved with wooden Drascombes from their beginning, and we had the only license to build them of wood. Every Drascombe we built had been customized for each client, so we were in a good position to meet his requirements.

John and I were working when we saw a  motorcycle drive up, the rider dismounted, and then came into the workshop. Peter introduced himself, explained his requirements, and asked for our opinions and advice. We answered his questions and then recommended he pay a visit to Ken Duxbury and his wife Brenda at Rock in Cornwall. Ken, who died in 2016, was a prolific writer and a very experienced sailor. He owned LUGWORM, a wooden Drascombe Lugger that featured in many of his writings and books. We felt Ken and Brenda could provide Peter with valuable advice gained from their own extensive voyages in a Drascombe, so after we telephoned Ken to provide the introduction, Peter set off on his motorcycle to meet them.

Peter provided the Elliott brothers with detailed drawings and notes for the modified Drascombe Longboat that he wanted them to build.

A few weeks later, a letter arrived in the mail. It began with “Do you remember a Dutchman in blue-black leather who visited you?” Of course we did! Peter wrote about his visit to Ken and Brenda and how they had welcomed him, taken him out in LUGWORM for a sail and a row, and given great advice with enthusiastic encouragement. The visit had fired up his ambition and clarified what was achievable. He now wished to order a highly customized Drascombe Longboat Cruiser from us. He included some drawings to show us the modifications he had in mind.

Before we began building Peter’s boat we had long discussion with him about what would and wouldn’t work, and together we came to a clear understanding of the boat we’d build. A bond of understanding and trust had developed between us. During construction, Peter traveled by motorcycle from his home in Holland, a journey of around 900 miles each way, no less than three times, and even brought his partner Elly Jansen for one of those trips.

LEGOLAS would be radically different from any of the other Drascombes we’d built. It would be a cruising home. The cabin would be shorter than the standard length, and the hull would to appear normal from the outside, but the internal frames, bulkheads, and decks were designed higher to give more room for living and as much storage space as possible.

A sliding seat and long sweeps would be the means of propulsion when not sailing; there would be no outboard-motor well as on other Drascombes because, as Peter put it, “outboard motors are noisy, smelly, and guzzle very expensive fuel.” A hinged cabin hatch and a large dorade ventilator would catch the breeze and make the cabin more comfortable for sleeping in hot weather.

LEGOLAS was built here in the Elliotts’ shop and delivered nearly finished, leaving some custom woodworking, varnish, and paint for Peter and Elly to do at their home in the Netherlands.

The manner of building LEGOLAS was the same we used for all of our other wooden Drascombes. The hull is built of high-quality 9mm marine plywood. The frames, bulkheads, centerboard case, and rudder trunk are of 12mm marine plywood. Kiln-dried iroko hardwood is used for floors, gunwales, frame doublers, and stem laminates. The decks were 6mm marine plywood, and the masts and spars were made from Columbian pine or Douglas-fir.

The forward bulkhead, ’midship frames, aft bulkhead, transom, centerplate case, and rudder trunk were all reinforced with hardwood or plywood doublers, and were assembled prior to fastening on the building jig. The rudder trunk was glued and fastened to the aft bulkhead and transom, and the centerboard case was glued and fastened to the ’midship frames. The components are all temporarily secured to the building jig. The hull was built upside down, and the frames are tied together by an inwale, the keelson, and inner stem.

Phenolic resin glues were used throughout the boat, but the frames for LEGOLAS were very different from the standard design, and so the build was about to become an experiment in adaption and innovation given Peter’s very specific requirements for this boat that was to become his home. We planked the hull up to the third strake, and before adding the sheer, we faired and finished the bottom, released the hull from the building jig, and flipped the hull.

This is the point where LEGOLAS started to differ quite significantly from other Drascombes. It’s not an open boat; it has a sheer-level deck instead of benches set even with the lower edge of the sheerstrake. We made a recess in the deck as a footwell for the sliding-seat rowing rig, not something you see on many traditional-looking 21′6″ sailing boats. LEGOLAS would be so high-sided afloat that Peter would have to use a pair of 12′ oars (normally meant to be used one per rower for racing) instead of the 9’ sculls a single rower would ordinarily use.

We dry-fit all of the plywood decking, then removed it to allow access to the interior for painting. We also painted the undersides of the decking before gluing and fastening the panels down. John and I then finished the hull by installing the sheerstrake and the transom return.

We paid particular attention to the fit and finish of the coach roof. The interior woodwork would be visible when Peter was below, and we didn’t want flaws in the joinery. The coach roof had to be strong too, because the front would be fitted with a tabernacle and have to transmit the thrust of the mainmast down to a reinforced forward bulkhead.

With the woodwork completed, we covered the decks in a 16-oz woven roving fiberglass cloth bonded with epoxy resin, which gives extra stiffness to the 6mm marine plywood decking and a durable non-slip finish.

During construction, our overriding aim was always to stay as true to Peter’s vision as possible. I believe we managed to achieve that quite well, because he requested very few alterations. The rig we supplied was a “smack rig,” which consists of a gunter main, a gunter mizzen, a jib, and a flying jib on a bowsprit.

The modified cabin and raised deck on LEGOLAS provided more spacious accommodations than the standard Longboat Cruiser.

In March of 1979, Peter took delivery of the Drascombe Longboat Cruiser we built for him. It was unpainted and had all of the main storage spaces, but the small details surrounding storage and odds and ends were left for him work out. This was to save money, but only in part. There’s no substitute for sitting in the boat and making final decisions for yourself. Peter and Elly finished the boat in Holland and christened it LEGOLAS after an elven character in J.R.R. Tolkein’s The Lord of the Rings .

W ith LEGOLAS finally ready for launching after completion of the painting and multitude of odd jobs, Peter decided that it was time to move aboard and begin to travel. He sold all of his property, stepped aboard just outside of Arnhem with enough money to live simply for a year to a year-and-a-half, and on September 17, 1979, he departed in a general southerly direction on the River Meuse.

His upstream voyage on the Meuse, some 400 miles long, was against a steady 1-knot current. He sailed when he could, and when the wind dropped he brought his rowing rig into action or simply found a quiet spot to anchor and enjoy the solitude. The farther south he traveled, the less wind there was, so rowing became more of a regular duty until reaching Namur, Belgium, a city where the rocks on either side of the river reach around 100′ high, shadowing the wind altogether.

Peter rowed much of the route from the Netherlands to the south of France. Here LEGOLAS is on the Meuse River in Belgium. 1979

A little farther on, near the French border, he lowered the masts to clear the very low bridges, some as low as 11′, so rowing continued to be the everyday exercise and somewhat of a struggle against the never-abating current. It was exhausting work, and discouraging with the knowledge that winter was not far off. But the weather remained unseasonably beautiful for weeks on end.

When Peter thought he’d rowed far enough for a day, he’d pick a suitable stopping place and cook a four-course meal. Rowing burns up energy, so good food was essential, as was rest; this combination of fresh air and healthy living ensured a good night’s sleep, often as much as 9 or 10 hours. Peter was feeling fitter and healthier day by day, exactly what he had wished would happen. It raised his spirits and affirmed his decision to live life aboard a small boat.

In October, the nights got noticeably colder, and there was a thin sheet of ice on the water every morning in the canal running along the valley at the base of the Vosges mountains. Then it started to rain, making rowing difficult because his hands became soft with the constant drenching. But his journey along the rivers and canals of northeast France continued, every day he went some 15km and through several locks, and Peter arrived at the town of Epinal. Situated 1,000′ above sea level, it was not just the geological peak of the voyage south to the Mediterranean, but a psychological peak. He would no longer have to fight against a current, but could ride with it. His daily distance gradually increased and the weather didn’t get any colder as he progressed southward. Although the rain persisted all the way to Lyon, he had a tent that could be quickly erected over the cabin and cockpit to keep everything dry. A bottle filled with hot water kept him warm whether he was in the cockpit or in his sleeping bag.

The River Saone was flooding, which sometimes made the rowing difficult, but it offered silence and solitude, beautiful scenery, welcoming towns and villages, and safe places to stop overnight.

The Saone delivered him to the Rhône, an impressive river with long straight canals, but it offered few overnight refuges. The distances between good anchorages dictated his schedule, and he often had to stop sooner than he wanted, or worse, he had to continue rowing much longer than he intended. The towns along the river catered to commercial traffic and large boats, so it was also a difficult place to even go ashore to shop for the supplies he needed.

At Avignon, just 55 miles upstream from the Mediterranean Sea, the local rowing club welcomed Peter, wanting to know all about his boat and his journey. They treated him as an honored guest, provided hot showers, hosted him for dinner, and even arranged for a newspaper interview. He was grateful for the hospitality but not interested in the interview. He was making the journey for himself, but his hosts were so kind, it would have been rude to refuse, so he acquiesced.

After the rest at Avignon, Peter left the Rhône and Petit Rhône behind to follow the long-deserted and little-used canals that coursed their way west straight into the Mistral, a northwesterly wind that made rowing impossible much of the time, so he resigned himself to the role of a barge-mule. He harnessed himself to LEGOLAS with a long line, and took to the tow paths, walking for many miles along the route.

On Étang de Thau, a 9-mile-long, 2-mile-wide lagoon, he was surprised by a Force-9 Mistral. Sailing precariously under a reefed main only, he was unable to sail to windward because he had not finished the boat’s rigging. He had put that job off while traveling the canals and rivers, expecting there wouldn’t be much sailing until he reached the Mediterranean. It was a decision that he regretted, as it resulted in a very unpleasant night on the lake. The upside was that LEGOLAS showed her ability during the storm, and it reinforced his confidence in her.

Peter takes to the oars at Sète, near Étang de Thau on the southern coast of France, after a stop to repair the rudder. 1979

At the west end of the lagoon, Peter entered the sheltered water of the Canal du Midi and, just a few hundred yards in, found a hospitable winter berth at the Le Glénans sailing school. It was New Year’s Eve, 1979, and after 100 days aboard LEGOLAS, Peter was fitter, healthier, and felt a very youthful 45 years old. It was the first time in his life that he’d spent three months on his own, and had time to think and evaluate his life. He decided, “I will not return to the circus of over-organised society from which I now feel escaped.” That resolution laid the foundation for an extensive cruise. While in the Canal du Midi, he completed the rigging and got LEGOLAS ready for the long sea voyage that was to follow.

W hen the spring of 1980 arrived, Peter took LEGOLAS out into the Mediterranean for the first time. It turned out to be very uneventful debut, with only 4 miles sailed in about 8 hours, thanks to the flat, calm conditions that sometimes occur there. Peter traveled east along the French coast and sometimes the sea was mirror calm; other times a screaming mistral tested his seamanship to the limit. Rarely did he have any decent sailing conditions. Rowing the unsheltered waters turned out to be quite impossible; in all but the slightest swell he was unable to keep the oar handles from colliding with his knees. Sculling over the stern was good propulsion, but only for short distances or when steering into harbor berths. Peter passed the mouth of the Rhône river and the cities of Marseille and Toulon before leaving the coast and sailing southeast for Corsica.

The 100-mile passage took four days. The first two days were dead calm, and while Peter enjoyed beautiful peaceful nights under clear, starry skies, he had to stay vigilant for the ever-present danger of passing ships. He didn’t get much sleep. On the second night, he watched a brightly lit ferry pass by in the distance, and it seemed to jump along the horizon with each blink of his eyes. Each blink was, in reality, a minutes-long sleep. On the third night the moon was obscured by big clouds and a southeasterly rose rapidly to a Force 7 blow. Peter had no option but to stream a sea anchor from the bow to ride out the storm that night. The storm was followed by a beam-on mistral which hurried LEGOLAS along under shortened sail to Calvi on Corsica’s northwest coast.

Peter, after his solo crossing from France, sailed the coast of Corsica under full sail. 1980

Sheltered coves along the island coast provided anchorages for the night, and Peter enjoyed the benefits of peace and quiet. With the good food and abundant water supplies that he carried aboard LEGOLAS made it an easy and inexpensive way to live. When he reached the southern tip of Corsica, he stayed for a while in the fjord-like harbor of Bonifacio. Elly joined him there for what was to be a few weeks holiday, but discovered, as Peter did, that life onboard agreed with her. She never left. The two sailed across the Strait of Bonafacio, the 7-mile gap between Corsica and Sardinia. They had planned to continue south and make the 112-mile crossing of the Mediterranean to Tunisia, but the weather had deteriorated as summer came to a close.

Elly joined Peter at Villasimius, a coastal village on the south end of Sardinia. 1981

T hey hibernated in the south of Sardinia, and by springtime, their funds were rapidly diminishing. Peter took various jobs to bring in a little money. Repairing wooden boats and old engines for the local fishermen brought in a little income—they too had little money—but in his free time Peter found he had a talent for drawing and painting with watercolor. The tourists at the marinas and harbors provided a ready market for his art, and they paid well.

Soon Peter had enough money to buy a secondhand outboard motor. He had been against having an outboard at the beginning of his adventure, but he was now responsible for Elly’s safety. And the unreliable wind often made planning ahead impossible. They needed to be sure that they could find a place to spend the winter and find jobs. Where most Drascombes have a motorwell, Peter had a gear locker, so he mounted a bracket on the transom to carry the outboard motor.

LEGOLAS lines up on the northern entrance of the Corinth Canal. Nero, the Roman emperor, took a few swings of a pickax in 67 A.D. to begin the digging of the canal, but the project wasn’t successfully taken on until 1881. In 1893, the 300′-deep cut opened the shortcut through Greece.

Peter and Elly sailed and rowed the 155-nautical-mile crossing from Sardinia to Sicily in five days. With two aboard, they could schedule watches and stay alert during the night. They then cruised aboard LEGOLAS some 1500 miles along the sheltered coastline of Italy to Greece, arriving at the island of Rhodes just before Christmas. A few days later they found work on a big charter boat, varnishing brightwork under the warm Mediterranean sun. They worked for the charter company until spring and resumed their wandering by sailing to the coast of Turkey and then making the 36-mile crossing to Cyprus.

Rising above LEGOLAS are ruins near the village of Lindos, on Rhodes, the largest of Greece’s Dodecanese islands. August, 1982

They rounded the island’s west end and stopped at Larnaca on the southern coast for the coming winter. It was a good decision: the people living in the land of Bacchus and Aphrodite were relaxed and friendly, and work was easy to find. Peter and Elly lived comfortably aboard LEGOLAS. They decided to enlarge the rig to make better progress in the weak winds that they had so often encountered. Peter built a new mast that was 4’ taller, and a local sailmaker made a 90-sq-ft light-weather genoa. Flown high from the masthead, it was a great success.

While on Cyprus, LEGOLAS got a new taller mast and a light-weather genoa to improve sailing in light air. Note the pop-top cabin roof.

A fter Cyprus, Peter and Elly headed LEGOLAS west again, and the following year roamed the sea around Turkey. When they came ashore for the winter, they rented a house on the beach and pulled LEGOLAS ashore in a mandarin grove next to the house. Having a bigger roof over their heads was a good choice, as it turned out to be a very wet winter. They took advantage of the space and store all their gear in their temporary villa while they repainted the boat’s interior.

Peter and Elly came ashore at Kastilllorizo, a tiny Greek island 75 miles due east of Rhodes, but just a mile and a half off the coast of Turkey. 1982

In the spring, they started sailing early and toured the many Greek islands just west of Turkey. The Dodecanese archipelago offered some of the most interesting places to visit—the 12 large islands and the scores of islets scattered among them offer secluded coves, inviting beaches, and everything from prehistoric cave dwellings to cathedrals and castles.

The voyage from Turkey to Elba on Italy’s northwest coast proved to be the most difficult sailing during the whole eight years of their Mediterranean tour. After rounding the toe of Italy’s boot, LEGOLAS struggled against the prevailing westerly and north winds, and was slowed by both the short chop and the flat calms of the Tyrrhenian Sea. Peter and Elly tried sailing at night to make use of the predictable northeasterly offshore wind, but it would usually die in the middle of the night as the temperature dropped. Then the lulls made it difficult to get to an anchorage. Italy’s west coast is beautiful, but offers little in the way of shelter for a small boat. The sailing was very demanding, and after around six months of being on the move almost daily, the couple stopped frequently to keep morale high. Upon reaching the island of Elba they chose Portoferraio as the best port to spend winter.

Peter and Elly take a break at Ibizia, the westernmost of the Balearic Islands, 47 miles off the Spain’s mainland coast. 1986

I n the spring of 1987, the cruise continued to France, Spain, and the Balearic Islands. Peter and Elly enjoyed their adventures in the Mediterranean aboard LEGOLAS and were planning to continue through the Straights of Gibraltar, the Gulf of Cadiz, and on to Portugal. However, fate took a hand in Elba when Peter lifted too heavy a weight and injured his back. His recovery while still aboard LEGOLAS took four long months, during which he couldn’t sail or work. Gradually he was able to take a few short sails, as long as he avoided lifting and bending over. The biggest problem was getting in and out of the bunk in the small cabin. There was only sitting headroom, and standing up meant painful stooping. He and Elly had to make a difficult decision. Giving up sailing and the freedom it offered wasn’t an option, so they pointed LEGOLAS toward Holland and to sell her and buy a bigger boat, one with headroom and more living space. Finding work to fund the major change would be easier in Holland.

Soon after they set their course northward through France, their old and unreliable outboard motor succumbed to the very salty water of the Mediterranean; parts of it just crumbled into the sea. They had enough money to buy a new engine, a quiet four-stroke 5-hp that sipped fuel, vastly different from the old, rackety 6-hp two-stroke that gulped gas at an alarming rate and spewed a trail of blue smoke—so at least some of their journey home would be easier on the ears and wallet.

With her rig down, LEGOLAS motors north along France’s Canal de l’Est, bound for home in the Netherlands. 1987

Sailing upstream on the Rhône was an exercise in patience—fast-flowing water under bridges and in canals approaching locks almost brought LEGOLAS to a dead stop at times—but they arrived quickly enough at Lyon and from there, the journey north along the chain of rivers and canals was quite pleasant. They enjoyed good food and lovely summer weather; the peace and quiet of the River Saone and the Canal de l’Est (now known as the Canal de la Meuse) turned the final part of their adventure into a relaxing holiday.

Peter had expected to be cruising for a year to a year and a half, but LEGOLAS finally returned by water to Arnhem, Holland, on September 14, 1987, just three days shy of an even eight years of cruising, having logged more than 9,000 miles.

Douglas Elliot lives in Plymouth, England, where he and Susan, his wife of nearly 48 years, raised three daughters. In 1968, working with John Watkinson at Kelly and Hall’s boatyard in Devon, England UK, Doug delivered the first production wooden Drascombe Lugger to the London Earls Court Boatshow. The boat sold within 20 minutes of the show’s opening. Two years later Doug’s brother John was granted the license to build Drascombes in wood. Doug joined him in building the custom Drascombes until John’s unexpected death at the age of 47 in 1980. Doug built a Drascombe Peterboat 4.5 meter under license from John Watkinson. It was the last Drascombe he built. He owns the Drascombe Scaith FOOTLOOSE, a boat he built for John Weller in 1978 but bought back a few years ago. Now 70 years old, he keeps his hand in with a few repair or modification jobs from time to time, and maintains a keen interest in boats, wooden Drascombes in particular. He regularly contributes to The Drascombe Association website forum and the DAN magazine, as well as the Dutch Drascombe Owners website the NKDE, and has occasionally written articles for boating magazines.

Afterword : Peter Knape passed away on January 22, 2022 with Elly at his side.

If you have an interesting story to tell about your adventures with a small boat, please email us a brief outline and a few photos.

Drascombe Lugger

W e think the Drascombe Lugger is one the most versatile small boats ever built. Its designer, John Watkinson, sailed alone often but wanted a boat that his family “could enjoy, and to do this, the first requirement was that they should have complete confidence in the craft.” He set four criteria for the boat he would design: It had to be easy “for the family to handle on and off the trailer,” have “first-rate seakeeping qualities,” be a “good motorboat for fishing and pottering under power,” and be “lively enough for me to enjoy a good hard sail once I had put the family on the beach.”

John Elliott and his brother Doug built this wooden Drascombe Lugger in their boatshop in 1978. The building at Yealmbridge in Devon, England, was 300-year-old flocking mill and furniture factory that was cold and drafty in the winter. The boat was built for the Rees family and named REESKIP (Rees’ ship) has spent all her life in Holland. A later owner renamed the boat ELLIOTT in honor of the builders after John passed away. The boat was built from BS1088 mahogany marine plywood and iroko hardwood with an all glued construction using phenolic resin adhesives. In the photo, John is fitting the deck beams prior to the decks, sheer strake, and transom return being added. The hulls were built upside down on a jig on the floor above, then removed from the jig, turned right side up and the build continued on the ground floor. Every Lugger the Elliotts built was custom, so no two were identical.

These design criteria can be elusive when combined, but he hit the mark when he launched the first Lugger in 1965. He went into business making wooden Luggers in 1967. Fiberglass Luggers went into production in 1969 and are still being built today.

He based his Lugger design on fishing vessels that worked the choppy water of the English Channel. The sheer leading to a high freeboard forward keeps the crew dry and a broad beam makes it seakindly. The first Luggers carried a lug rig but switched early in production to a high-peaked sliding-gunter yawl rig. The boomless main allows the sail to be stowed out of the way and creates working space for in the middle of the boat.

The design met the requirements set by his wife, Kate, that the Lugger be “a day boat, so I could get home to a comfortable bed, have no boom to bang heads and have any engine fumes well out of the way.” Watkinson created a boat that his wife would enjoy and it drew the interest of others, and at the 1968 Earls Court Boat Show the first production boat sold within 20 minutes of the doors being opened.

To keep the rudder at the ready, the authors’ Lugger, ONKAHYE, uses a piece of wood with a thin slot to keep the blade pulled up into its trunk.

Luggers are seaworthy boats in which many notable voyages have been taken. Ken and B Duxbury cruised from England to the Aegean and back in LUGWORM. Webb Chiles sailed his two Luggers, CHIDIOCK TICHBORNE I and II, 20,000 miles, which included a crossing of the Pacific and Indian oceans. Seakeeping qualities indeed.

Audrey’s family has owned Lugger ONKAHYE since 1982, and we have sailed her in lakes, reservoirs, bays, and harbors and even poked her bow into the Pacific Ocean on a day sail. The Lugger is 18′9″ in length and 6′3″ on the beam. She will float in 8″ with the galvanized centerboard up, and draws 4′ with the board down. The hull weighs 800 lbs. All of this adds up to a boat and trailer that can fit in most garages, is easily towed by a minivan or SUV, and is easy to launch.

A compartment in the aft end of the centerboard trunk houses a bilge pump. The trunk houses a galvanized steel centerboard and is wide and strong enough to stand unsupported by thwarts.

At the ramp, we can rig our Lugger in under 30 minutes, with one person rigging the boat and the other loading float kits, food, water, and spare PFDs under the seats. The second person’s primary job is to serve as the public information officer, as the Lugger always draws a crowd eager to ask questions. We usually step the unstayed mizzen first to get it out of the way, then step the 16′ mast and attach the jib stay to the roller-furling drum. The mast is easy for one person to step and all of the spars fit inside the boat for transport; it is easily lowered for going under low bridges. The main halyard and downhaul belay to pins on the mast thwart. Next, we tie down mainmast’s stays and run jibsheets through the fairleads to their cam cleats. We set the rudder in its case, employing a wooden chock we made to slip under the rudder cheek that holds it clear of the keel for launching. Moving aft, we rig the boomkin, attaching the mizzen sheet to the sail and bending the ensign onto a line flown off of the mizzenmast.

We keep the boomkin stowed during launching, lest it snag on something or someone. When the wind is light, Audrey pivots the boat 180 degrees while I park the trailer; it helps to have the boomkin stowed during that maneuver as well. On most days we sail off the dock, and in that case we’ll extend the boomkin, drop the rudder, put about centerboard half down and unfurl the jib. Once we are off the dock, we raise the sliding gunter gaff for a full main. I tidy up lines, drop a little more centerboard, and move aft to loose the mizzen. If we use the motor at all we usually shut off at this point and tilt it clear of the water in the neat transom cutout.

The Lugger has a great motorwell just behind the tiller and mizzenmast, so there’s no need to hang over the transom to work with the motor. A Minn Kota trolling motor performed well for protected areas but not extended cruises; a four-stroke Suzuki 6-hp outboard will take us up to hull speed at one-third throttle and handle any current or wind that we have encountered.

The jib is 30 sq ft, the main has options from 70 to 115 sq ft, and the mizzen carries 23 sq ft of canvas. The Lugger performs well under all points of sail but really enjoys reaching. She is not at her best pointing high, but can work to windward at a slow pace. With higher winds, it is best to release the mizzen during tacks. On a nice day we have run wing-and-wing, and on the bad days we have a multitude of options to set, reef, or furl the jib, main, and mizzen.

CASTOR & POLLUX takes it easy flying only the jib and mizzen. The Dutch owner installed a tabernacle on the main mast to make it easier to lower. One of the oars is set in a transom-mounted oarlock in anticipation of shallow water ahead. The oar can be used for steering when the rudder needs to be retracted in thin water.

We almost never reef and we usually stow the mizzen first, but many folks prefer to drop the main and sail on the jib and mizzen. The boat is very stable and never feels like it is exceeding sensible limits. The wide beam is kind to beginner sailors, and there is plenty of room for four to move around the cockpit, tending to boat and sail trim without bumping into each other. Six adults is the maximum load.

With an experienced crew aboard, the Lugger is happy to take a lively sail; a hint of spray will come over the rail. The ride is comfortable with high bulwarks to lean against, and the boat feels sturdy. If water comes over the rail, ONKAHYE has a bilge pump built into the centerboard case. Heading back to the ramp the sails can be stowed and furled in a snap, giving us the opportunity to row a bit with the 8 1/2′ oars; the centerboard case provides a rowing seat for one set of oarlocks, and there’s a transom sculling socket to scull right up onto the beach.

The authors’ Lugger, ONKAHYE (Seminole for Dancing Feather), was built in 1980 by Honnor Marine in Devon, England, and imported to Texas in 1982.

Our Lugger has required minimal maintenance over the years—the big jobs involved a touch of bottom paint, replacing the floor, and varnishing spars. That adds up to economy of ownership. We recently spent a day buffing the gelcoat, touching up the boomkin, replacing parrel beads, and whipping ends of a few lines. The teak gunwale, thwart, centerboard case cap, rudder case trim, and gunwale look phenomenal with just the right amount of patina.

CASTOR & POLLUX was built in 1982. With main, mizzen, and jib set, Luggers carry 132 sq ft of sail.

The Lugger has a global owner footprint with the Drascombe Association, which produces a newsletter and hosts an online support forum. The Lugger started off with over 100 wooden hulls and is one of just a few boats make the transition to fiberglass while wooden hulls continue to be in production now. Drascombe just celebrated its 50th anniversary, and the Lugger is currently built by Churchouse Boats in England. Through the years over 2,000 fiberglass Luggers have been built, and the high quality has been maintained.

Audrey Lewis has sailed her Lugger ONKAHYE for 35 years and pressed her husband Kent into service as movable ballast 24 years ago. The 1980 Lugger ONKAHYE is the flagship of their small-boat armada; her adventures can be followed on the blog Small Boat Restoration . Their review of Muck Boots is also in this issue.

Lugger Particulars

Length/18′9″

Draft, board up/10″

Draft, Board down/4′

Weight/850 lbs

Sail area/132 sq ft

Drascombe Luggers are available from Churchouse in the United Kingdom. They are priced at £18,250 (around $25,900 USD) and have been exported worldwide.

Is there a boat design you’d like to know more about? Have you built, bought, or adventured in one that you think other Small Boats Monthly readers would enjoy? Please email us!

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Drascombe Boats under the company Churchouse Boats Ltd have been the sole worldwide manufacturer since 2003, when they took over the licence to build them. With the Drascombe Lugger being the most famous of all, with its round the world voyages and expeditions, John Watkinson was onto a good thing when he designed the very first Drascombe boat.

With a good working relationship with a local GRP laminating company (we only use the best) we know that every customers boat is going to be produced to a high quality from the beginning, from there the hull and deck is bought into the workshop to be fitted out by our team.

Customers are always welcome into the yard, and we do encourage owners to come and see their Drascombe in production, we have even had Skype talks with buyers from abroad.

We like to communicate as much as we can with our buyers, to ensure that they are kept up to date with how their boat is progressing.

Once the Drascombe has been completed, we either do a handover at the yard, or can deliver it for the handover.

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