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East Coast 32 - Stormy Weather

The East Coast 32 is a new design from the board of renowned naval architect Andy Dovell .

The design concept was to create a vessel primarily aimed at day use and occasional overnight stays on Sydney Harbour, but with the ability for shorter coastal hops in good weather.  An emphasis was placed on having an open flow, uncluttered interior to facilitate interaction between the cockpit and the forward cabin area.

Although she has an eye to traditional looks such as the plumb stem and curved, raked transom, the design incorporates modern materials to achieve a strong, lightweight and easily driven hull.  Hull construction is from western red cedar core with E-glass skins set in ATL Kinetix epoxy resins. Exterior finishes are aimed at low maintenance with Awlcraft 2000 being used for the topsides and Awlwood used for all clear finishing.

She is powered by a 150hp six-cylinder Steyr turbo diesel coupled with a 5-blade CNC milled prop which pushes her along at a top speed of just under 20kts, and she comfortably cruises at mid-teens.  Due to the flare and extension of the chine forward, the boat is very dry in a chop, and her fine entry ensures no pounding.  Unlike many semi-planing hulls, she does not drive around with her bow pointed skyward and there is little change in vessel attitude from displacement to planing speeds.  Exhaust cooling water splash has been eliminated by a custom water gas separator unit from Taylor Marine which makes for quiet cruising.

For overnight accommodation, there are two good sized berths in the forward cabin as well as an enclosed head.  In the main cabin area, there are two helm seats, a settee/day bed to port and a small galley to starboard with plenty of storage.  Hot water is provided both at the galley and at the stern shower.  The main cabin area can be isolated from the aft cockpit when overnighting with the removable canvas/clear partition.

The boat has a Raymarine Axiom chart plotter as standard and a bow thruster for easy manoeuvring in tight spaces.  A Muir windlass takes care of the anchoring duties with a remote switch for the windlass at the helm.

A transom door provides access to the large teak swim platform and boarding ladder which makes getting back on board after a swim very easy.

All in all, she is a great boat for day trips and the occasional overnighter.

East Coast 32 specifications

LOA – 10.8m (incl swim platform and anchor bowsprit)

LWL – 9.51m

Beam – 3.065m

Draft – 0.75m

Engine – Steyr SE156E26, six-cylinder 150hp turbo diesel

She is powered by a 150hp turbo diesel Steyr engine and in initial sea trials, clocked just over 19kts and cruises easily at mid-teens.

The interior layout is light and airy with a focus on a seamless transition from cabin to the cockpit – perfect for entertaining. 

Below decks is a spacious forward cabin with two generous berths and an enclosed head. 

Construction is strip plank western red cedar with glass/epoxy skins resulting in a light displacement of 4,000kg.

We are now taking enquiries for orders for this lovely vessel, so please contact us for further information.

See below for more photos taken throughout construction.

Denman Marine specialises in custom wooden boat building and repair. We utilise both traditional methods such as carvel or clinker and modern methods such as strip planking, cold molding or clinker plywood. We can custom build to any design - for example those by Iain Oughtred, David Payne, Paul Gartside, John Welsford, Mark Bowdidge, Francois Vivier, Atkin , Bolger B&B, etc. We are a small team of Australian wooden boat builders based in Kettering Tasmania, and are the sole agents for Chesapeake Light Craft (USA) wooden kit boats in Australia and New Zealand, as well as Swallow Yachts , and Barton Marine products (UK). Denman Marine are proud builders of Wooden Boats in Australia.

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The Ringle 39 day sailor, now sold by Flagstaff Marine…

The Ringle 39, now sold by Flagstaff Marine is a blend of modern yacht technology with timeless values from the high art period of yacht design, reminiscent of the first half of the twentieth century. The designer, Andy Dovell, an American trained naval a rchitect who has been seminal in modern Australian yacht design from America’s Cup challengers to fast blue water racers, was asked to create a yacht of classic beauty to turn heads but a lso go l ike the blazes; a yacht that would constantly surprise and delight from every angle; a yacht that would inspire pride of ownership…

Now moving onto new owners from June 2021, the stunning Ringle 99 will reside and race out of the RPAYC in Sydney’s Pittwater. Please also take a look at our other luxury boat sales .

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Andy Dovell-designed super dinghy. Photo ATL Composites.

Andy Dovell-designed 'super dinghy' takes shape

A 12-foot (3.66-metre) tender, designed by Andy Dovell, is currently under construction at the Mona Vale premises of wooden boat specialist, Col Bailey, director at Col Bailey Marine.

As Col explains: “We're vacuuming down the rudder and centreboard blades, in two halves, then we'll fibreglass them up and glue them together. We are mocking up the foredeck next. All things going smoothly, we'll probably be on track for sea trials in a few weeks.”

Col Bailey is a specialist in timber boats and has worked with Andy Dovell on many boats over the years. Col developed a special technique to hold the planks on the jig without the need for fastenings.

“ On this dinghy, every plank is individually shaped and tapered, then glued and clamped into position – there's no fastening in the build process.”

Built using Paulownia, known as “the other balsa” and used in applications where a lightweight and proportionately strong wood is needed, the “super dinghy” is d estined to be the pride and joy of mad skiff sailor Jay Harrison, designed as “something he can zip around in” when his main vessel is at anchor.

“ Boats of this size are traditionally made of Western red cedar, but Paulownia is lighter and has more character,” said designer, Andy Dovell.  “ Paulownia gives a vessel a striped effect, but it needs some offsetting features to break it up. Col has used some Australian red cedar to highlight the waterline and transom and add some visual contrast.”

According to Andy, the client brief stated that the vessel “needed to be used as a tender to a 47-foot yacht, so it had to fit on the transom”.

“ It could be no longer than 12ft, but designers always go to the maximum. Secondly, it needed to operate as a sailboat so wherever he goes in the Pacific, like the lagoon in Bora Bora, he can drop it in and sail.

“ Thirdly, it had to be easy to row so Jay's wife can take it for a little outing to shore, and a form of exercise. A sliding seat will be installed on the centreboard truck for that purpose.”

A native of New York, Andy drew on his experience as a youth racing Thistle boats.

“ It's a timber built boat that blends old and new, with several features of the Thistle boats I raced as a kid. There were fleets up and down the East Coast of the US and and The Great Lakes. I wanted to combine the aesthetics of classic dinghies of the 19 th century, with the practical and functional attributes of modern materials, such as the carbon fibre deck, which is self-draining and easy to handle.

“ If you dump it, you can crawl right back in and get going again, which is an important safety feature.”

Andy Dovell and Col Bailey worked closely with ATL Composites from the start.

“ The finish will be superb, so it’s something everybody, whether they are woodies or not, will be interested in,” said Lorraine Murray, Director at ATL Composites.

The outside of the impeccably-hewn dingy is sprayed clear, as is the carbon-fibre foredeck.

“ We worked with ATL on the clarity of finish, so you can see the timber and the craftsmanship very clearly,” explained Andy. “The cockpit sole will be painted Oyster White, because carbon can get hot in the sun, and it's non-skid for safety.”

WEST SYSTEM 105 Epoxy Resin combined with the 207 Special Clear hardener has produced an ultra-clear finish and a UV inhibitor in the formulation will provide a beautiful, long lasting finish – the super dinghy project is a showcase example.

Col has worked closely with ATL over the years and says he is very satisfied with the WEST SYSTEM range of products.

“ I really trust WEST SYSTEM products. In 25 years, I have never had a failure.  The beauty of this boat is that we are working to a plan from Andy and it's very intricate work, which is beautiful,” said Col.

“ There's not much new build work these days, it's mostly repairs. This dinghy is small and neat, so attention to detail has to be fine. With bigger boats, the eye tends to be drawn away.”

More at www.atlcomposites.com

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Super dinghy

A new dinghy design from andy dovell blends the traditional with the cutting edge..

05 May 2020

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An indisputable “glamour project”, a 3.66-metre tender designed by Andy Dovell is currently under construction at the Mona Vale premises of wooden boat specialist Col Bailey, director at Col Bailey Marine.

As Col explains, “We’re vacuuming down the rudder and centreboard blades, in two halves, then we’ll fibreglass them up and glue them together. We are mocking up the foredeck next. All things going smoothly, we’ll probably be on track for sea trials in a few weeks.”

Col Bailey is a specialist in timber boats and has worked with Andy Dovell on many boats over the years. Col developed a special technique to hold the planks on the jig without the need for fastenings.

“On this dinghy, every plank is individually shaped and tapered then glued and clamped into position – there’s no fastening in the build process.”

Built using Paulownia, known as the other balsa and used in applications where a lightweight and proportionately strong wood is needed, the “super dinghy” is destined to be the pride and joy of “mad skiff sailor” Jay Harrison, designed as “something he can zip around in” when his main vessel is at anchor.

“Boats of this size are traditionally made of Western red cedar, but Paulownia is lighter and has more character,” said designer Andy Dovell.

“Paulownia gives a vessel a striped effect, but it needs some offsetting features to break it up. Col has used some Australian red cedar to highlight the waterline and transom, adding visual contrast.”

According to Andy, the client brief stated that the vessel “needed to be used as a tender to a 47-foot yacht, so it had to fit on the transom.”

“It could be no longer than 12 feet, but designers always go to the maximum. Secondly, it needed to operate as a sailboat so wherever he goes in the Pacific, like the lagoon in Bora Bora, he can drop it in and sail.

“Thirdly, it had to be easy to row so Jay’s wife can take it for a little outing to shore, and use it as a form of exercise. A sliding seat will be installed on the centreboard truck for that purpose.”

A native of New York, Andy drew on his experience as a youth racing Thistle boats: “It’s a timber-built boat that blends old and new, with several features of the Thistle boats I raced as a kid. There were fleets up and down the East Coast of the US and The Great Lakes.

“I wanted to combine the aesthetics of classic dinghies of the 19 th century with the practical and functional attributes of modern materials, such as the carbon-fibre deck, which is self-draining and easy to handle.

“If you dump it, you can crawl right back in and get going again, which is an important safety feature.”

Andy Dovell and Col Bailey worked closely with ATL Composites from the start.

“The finish will be superb, so it’s something everybody, whether they are woodies or not, will be interested in,” said Lorraine Murray, Director at ATL Composites.

The outside of the impeccably hewn dingy is sprayed clear, as is the carbon-fibre foredeck.

“We worked with ATL on the clarity of finish so you can see the timber and the craftsmanship very clearly,” explained Andy. “The cockpit sole will be painted Oyster White because carbon can get hot in the sun, and it’s non-skid for safety.”

WEST SYSTEM 105 Epoxy Resin combined with the 207 Special Clear hardener has produced an ultra-clear finish. A UV inhibitor in the formulation will provide a beautiful, long-lasting finish – the super dinghy project is a showcase example.

Col has worked closely with ATL over the years and says he is very satisfied with the WEST SYSTEM range of products: “I really trust WEST SYSTEM products. In 25 years, I have never had a failure.

“The beauty of this boat is that we are working to a plan from Andy and it’s very intricate work, which is beautiful,” said Col.

“There’s not much new build work these days, it’s mostly repairs. This dinghy is small and neat, so attention to detail has to be fine. With bigger boats, the eye tends to be drawn away.”

atlcomposites.com

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Scallywag First to Finish Transatlantic

• By James Boyd
• Updated: July 8, 2019

Lee Seng Huang’s 100-foot maxi SHK Scallywag entered the history books by winning line honors in the Transatlantic Race 2019. This accolade continues a prestigious, ancient lineage started by James Gordon Bennett Jr.’s Henrietta in 1866 and since including Charlie Barr on Wilson Marshall’s record setting three-masted schooner Atlantic in 1905 to a century later, Robert Miller’s Mari Cha IV, winner of the Rolex Transatlantic Race in 2005. The New York Yacht Club organized the first race in 1866 and this year was joined by the Royal Yacht Squadron, Royal Ocean Racing Club and the Storm Trysail Club.

The Andy Dovell-designed maxi crossed the Royal Yacht Squadron line off Cowes with a passage time of 10 days, 2 hours, 13 minutes and 19 seconds. Skippered by David Witt, the Australian now living in Hong Kong, SHK Scallywag ‘s crew included Anniemeike Bes (Haarlem, the Netherlands), Lucas Chapman (The Junction, Australia), Tom Clout (Sydney, Australia), Nick Crones (Sydney, Australia), Pete Cumming (Warsash, U.K.), Ian Flemming (Hong Kong), Ferdinand Galleta (Bauang, Philippines), Alex Gough (Brisbane, Australia), Jack Mcartney (Paddington, Australia), Ben Piggott (Thirrol, Australia), Trystan Seal (Cilcennin, Wales), Miles Seddon (Lymington, U.K.) and Charlie Wyatt (Brisbane, Australia).

If there were any records for this year’s race it was for the slow pace as the leaders found themselves having to take dramatic detours to avoid windless high-pressure systems. In the race’s last edition in 2015 Jim and Kristy Clarke’s 100-foot maxi Comanche won line honors in 7 days, 11 hours, and 35 minutes, and that was also considered a relatively slow race.

For skipper Witt, a modern-day Samuel Samuels (Gordon Bennett’s skipper in 1866), the concern was making it across. “It comes with some relief. At one point it didn’t look like we were going to make it,” Witt said.

Shortly after rounding A3, the southeastern-most point of the Point Alpha ice exclusion zone, SHK Scallywag found herself nailed by prolonged gale force winds. As British navigator Miles Seddon describes: “The sea state wasn’t that bad, it was probably 2 to 2.5 meters (six to eight feet) with the occasional 3-meter wave (nine feet), but we just got caught too close to the center of the low, between the cold front closing up on the warm front. The forecast was for 25 knots max and we were prepared for gusts of probably 32, but there we were, sailing along in 42. In 42 knots things are flying around the boat and you end up on the back foot because things get damaged.”

The crew couldn’t reef the mainsail beyond the second reef point because a bolt at the top of the towering, 41-meter (134-foot) mast had started to protrude and was preventing the crew from reducing sail beyond the second reef point.

“A $3 bolt almost destroyed a $3 million mainsail,” Witt said.

Under normal circumstances they might have turned and run with the gale to reduce apparent wind, but this would have taken them into the ice exclusion zone. “We were on the ice gate, it was like being pinned to a lee shore,” observed Witt.

Unwilling to retire, all they could do in the circumstances was to go into survival mode and sail with the main feathering until the severe winds passed. Thus, the SHK Scallywag crew battened down hatches, left two people on deck and rather than follow the big wind, let them move away. According to Witt the gale force winds lasted for almost 18 hours, but it was almost another three days before the wind had reduced enough, to 10 to 12 knots, for them safely to haul someone to the top of the giant spar and release the sail.

“It has been good for us,” Witt said generally of his Transatlantic Race 2019 experience. “The biggest problem with a 100-footer is reliability. The 70s [he refers to their competition, the VO70 Wizard , which previously won the Volvo Ocean Race as Groupama 4] have been around the world. The longest race 100-footers typically do is the Sydney to Hobart, which is 600 miles.” The Transatlantic Race 2019 was by far SHK Scallywag ‘s longest race to date.

During the big winds SHK Scallywag also damaged her largest jib, the J1 when it was washed overboard while hanked on. This incident also destroyed some of the forward stanchions. According to Seddon they also took some waves that caused their tracker to become water-logged and inoperable and they also temporarily wiped out their satellite communications, although they subsequently managed to repair this.

Once back up to speed SHK Scallywag was able to make good use of the conditions prior to negotiating the top of the high pressure. In this period their top 24-hour run was 505 miles.

Witt paid tribute to the Wizard crew, who against expectation (due to having a 30-foot shorter boat) led for the majority of the Transatlantic Race 2019. “They will win under IRC and they deserve to win that. You have to realize that in 40-plus knots, you’d much rather be on a VO70. We were lucky we didn’t give up. It was only when the breeze dropped that we could catch up,” said Witt.

For Seddon, this year’s slow race came after a comparatively rip-roaring ride across four years ago on the 70-foot trimaran Phaedo in a time of just over seven days. “It is very nice to be here,” he said upon finishing. “It felt like it went on for longer than eternity! We tried to throw it away a few times. It was beautiful sailing conditions to begin with, heinous survival mode in the middle and playing catch up again. It was certainly a long one.”

Back up in fighting mode, SHK Scallywag eventually passed Wizard for a second time approaching the Scilly Isles and then basked in the light upwind conditions of the last 48 hours when they could make full use of their towering sail plan and their waterline length advantage.

SHK Scallywag dealt with an ultra-light-wind English Channel and its present strong tides remarkably well. “The only time we got slowed down was between Portland Bill and Anvil Point,” explained Seddon. “The change of tide killed the wind and the cloud cover stopped the sea breeze from developing. So we had to wait, anchor at the ready.” In fact in the half hour it took for them to ready the anchor, the first signs of a new breeze filling in were already evident.

This afternoon there was enough wind to get them through Hurst Narrows at the western end of the Solent despite their having to punch into 4.5 knots of adverse current. “In 8 to 10 knots of wind we are doing 13 knots through the water, so it didn’t affect us too badly. We knew we’d get through it,” said Seddon.

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The Jewel of the Sea

Style, performance, comfort and efficiency – all are clearly on display in this beautifully compact cruiser. A light-filled, climate-controlled salon, a luxurious master stateroom, a head with full sized shower, a well-equipped galley – the PB42 has all the amenities of a much larger yacht. Its unique hull shape guarantees an unsurpassed efficiency that you’ll enjoy when cruising comfortably at 26 knots.

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The comfortable, two-seater helm station makes piloting the PB42 a very intuitive and enjoyable process in all conditions. The handcrafted, teak steering wheel sits over an instrumentation panel whose ergonomic layout is simple and easy to read. The controls are both positive and precise. At the dock, you’ll find you can moor her with just your fingertips!

The less you churn, the less you burn

The hull design on all Palm Beach yachts is unique. Designed by Mark Richards and Andy Dovell, its warped semi-displacement form leaves a minimal wake, displaying clear evidence of the ease with which it is moving through the water.

In terms of efficiency and fuel burn, it is unrivalled.

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RINGLE 39 SAILING YACHT REVIEW

We all remember the scene in Casino Royale, where James Bond sails into Venice aboard a magnificent, traditional yacht. Now an Australian yachtbuilding company is offering a similar craft, on a smaller and less expensive scale.

James Bond (Daniel Craig) sat on the bow of a UK-built Spirit yacht, but the Australian offering is the Ringle 39. Think in terms of millions for the Spirit and thousands for the Ringle, yet the philosophy and quality are similar: there's simply less length as well as fewer furnishings in the Ringle. Also, the Ringle's major build is done in Burma - the home of teak and lower-cost labour - and finished off in Sydney.

Input into the Ringle concept came from a number of Australian East Coast yachterati, including David Adams, Ken Beashel, Kent King, Michael Champion, Chris Anstee, "Zapper" and many more. The Ringle is a product of Sydney Harbour Boat Builders; another collection of notables, including Tim Wilson, Alastair Mackay, Gary Swindail, Peter Taprell, Simon Blundell, Mark Fesq, Colin Betts, Phil West and Jordon Muirhead.

The Ringle's elegant lines were drawn by Andy Dovell, an Australian-based American naval architect who's best known for his involvement in America's Cup 12-metre yacht design and testing in the USA; the Sydney series of performance yachts; several Sydney Hobart winners and the beautiful Palm Beach motorboat range.

So why the name Ringle?

For that we can thank Patrick O'Brian, author of the series of swashbuckling novels about the British Navy's glory days. The Ringle was "an American schooner of the kind called a Baltimore clipper; Jack Aubrey's private property, much coveted by the Admiral for her fast sailing and her outstanding weatherly qualities".

RINGLE 39 DESIGN AND BUILD

Too many cooks may well spoil the broth but the Ringle 39 shows no ill effects from the hundreds of suggestions made during its planning phase. The aim, to produce "a yacht of classic beauty to turn heads, but also go like blazes" has certainly been achieved, as Sydney Harbour around-the-cans race results have demonstrated and our test sail confirmed.

However, Andy Dovell didn't have a clean CAD/CAM computer screen for this boat, because the finished craft was required to fit inside a high-top, 40-foot ISO container, along with its two-piece mast and removable keel. Fortunately, the brief was also for a traditional-looking yacht, from an era when boats were long and slim. The Ringle 39 sits in a rotating cradle inside a container but with its beam of 2.56m could be transported upright, on-road, on a five-tonne capacity trailer.

Moored and even when heeled under sail, there's nothing to distinguish the Ringle 39's hull and deck from those of a traditionally-built yacht: lines with lovely sheer; inlaid teak decking; low-profile, glistening coach house with oval ports; bright-varnished capping on bulwarks and coamings; and a deep cockpit with slatted benches and a long tiller.

There are some giveaways to its modernity however: top-action Andersen stainless steel winches instead of bottom-action bronze types; rod or hydraulic vang in place of rope tackle; carbon fibre mast and aluminium boom replacing spruce and Oregon; rod rigging, not galvo wire; and aramid fibre sails in lieu of cotton canvas. Flip open the gas-strut-assisted cockpit sole engine cover and there's a modern Volvo Penta diesel, not a wheezing, petrol/paraffin Morris Vedette!

Below decks, in the minimalist interior, it's a similar impression: beautifully fitted teak timberwork, white-satin-finish hull interior and frames; teak cabin-sole gratings; red-leather settees; and a vestigial 'throne' with teak backrest. But this traditional finish hides innovation: LED globes inside classic fittings; fridge-freezer where an icebox should be; electric-flush loo, not a bucket; and an instrumented nav station with nary a sign of dividers or parallel ruler.

One carryover is a metho stove, but it's an Origo, not one of the older horrors that too easily spilt blazing alcohol across the galley top.

The main reason the Ringle 39 has the look and feel of a wooden boat is because it is. The hull is formed from strip-planked, lightweight tropical mahogany, but with a twist: integrating modern epoxy, E-glass and carbon-fibre into a composite of greatly increased strength. The deck is a foam/E-glass/carbon composite, topped with laid Burmese teak.

The inbuilt hull and deck strength allowed for a tall rig with a large sailplan. Also, by sweeping back the twin spreaders it was possible to do away with a backstay or runners, freeing the shape of the mainsail. The test boat was fitted with a square-top main and a jib and a sail plan of 70m². Most cruiser/racers put that much sail area on a boat displacing at least 50 per cent more than the Ringle 39. As well, there was a tang on the stem head for an asymmetric or gennaker and the test boat had a conventional spinnaker pole - carbon, of course.

Naturally, the mast was keel-stepped and while the test boat had a carbon stick, aluminium is a lower-priced choice. Also somewhat pricey was the test boat's rod rigging and hydraulic mast jack, so a plain mast step and Dyform wire are optional.

Below the waterline the Ringle 39 transitions from traditional above-water lines to state-of-the-art, with more rocker than a modern, flat-bottomed racer but with a Bisalloy high-tensile-steel deep keel with lead bulb, saildrive with Varifold two-blade prop and an elliptical rudder.

PERFORMANCE AND HANDLING

We had a sunny, fluky Sydney Harbour day for our test sail, with wind varying from 3 to 16kts: ideal for checking performance in different wind strengths.

The Ringle 39 motored out of its d'Albora Marina berth effortlessly and proved easy to aim, thanks to its large rudder and foil keel. I can recall some traditional yachts with keel-hung rudders that had more minds of their own than that!

Engine noise and vibration were minimal and the slim craft slipped along happily at 6kts-plus. Controls positioned on the main sheet winch pedestal made engine operation easy.

Hoisting sail had a touch of the old-fashioned about it, with the main halyard operated by a mast winch. This was an aesthetic decision, it seemed, eradicating winches from the cabin top. However, the main sped up the stick without too much effort. The test boat's below-deck headsail furler preserved the traditional look and put the furling line below decks, running unseen behind a teak facing panel into the cockpit.

We were fortunate to have Simon Blundell onboard, because he was involved in the Ringle project from the outset and has unrivalled old and new sailboat skippering experience.

I found the Ringle more tender in gust-response than a fat-sterned, beamy hull and Simon said that this effect was intentional, to lengthen the waterline. He illustrated the fact by pointing out that the optimum transom wake was offset to leeward. Whatever the hydrodynamic science, the Ringle 39 was obviously a quick boat and slippery enough to ghost though wind lulls.

On the wind, the narrow jib sheeting angle and relatively flat sails had us pointing at 28 to 30 degrees, with boat speed always more than half wind speed. Cracked off the wind it took off and several times exceeded 8kts in 12 to 14kt puffs. It was easy to see why the Ringle has caused havoc in the Sydney Harbour twilight fleets.

All the while the boat's manners were impeccable. It could be spun quickly through tacks, with the optional powered mainsheet winch encouraging correct trim to keep boat speed up. Powered winch action was summoned by a toe poke on a fat button.

The mainsheet was aft-deck anchored, passing up through a boom turning block and disappearing through a deck deadeye, to emerge from under the port cockpit seat and thence directly to the winch drum. Its powered action and proximity to the tiller made it easy for the helmsperson to trim as well, so two-up sailing wouldn't be a problem.

A long, laminated-teak tiller was a blast from the past, but provided excellent rudder control and lifted to allow walkthrough bench swaps during tacks and gybes. Minute changes to mainsheet tension were felt immediately in tiller pressure.

A nice touch was the fitment of scupper grates between the bulwarks and the primary winch pedestals, so any water we shipped quietly disappeared between hull and cockpit lining, funnelled into the cockpit drains.

Although there were no lifelines and stanchions on the test boat the cockpit felt dry, snug and secure, and any crew movement around the decks was aided by proper bulwarks. However, for those who want them, demountable stanchions and lifelines are an option.

While I greatly appreciated the power of the modern sails I felt that the fabric colour detracted from the traditional appearance of the Ringle. I reckon a set of traditional-looking sails would make the boat a real Q-ship and upset even more new-boat owners.

AT THE HELM

Helming the Ringle 39 was sea-change from steering one of the broad-sterned, flattish-bottomed cruiser/racers that are the norm these days. It looks like it belongs at the back of the fleet, not up with scratch boats and IRC-raters.

The Ringle is a powerful yacht, but it heels more than modern designs and that takes a little adjustment from the helmsperson and crew, until they realise the thing is going like hell and they can sit back and enjoy the ride.

Simplified controls and few lines to tangle in the cockpit make it a great recreational boat as well.

TRADE-A-BOAT SAYS

The Ringle 39 is expensive if evaluated by its 'fruit' quotient: it doesn't even have a separate room for the dunny! The plus side is performance that belies its traditional looks. We can't help but feel that a more conventional sailplan - whitish sailcloth and a roachy main - would heighten its traditional appearance and increase its appeal to the retro-minded.

› Traditional style

› Quality fit and finish

› Great sailing performance

› Ease of handling

› Wide options list

› Sparse interior furnishings

› Modern-looking sail choice

Specifications: Ringle 39

PRICE AS TESTED

OPTIONS FITTED

Carbon fibre two-piece mast; hydraulic mast jack; hydraulic vang; rod rigging; powered mainsheet winch; cabin top, coaming and bulwark bright finish; coloured hull finish; ISO container transportability kit; Nexus instruments; teak cockpit table and flagstaff; Dyneema halyards and mainsheet; and aramid-fibre sails

PRICED FROM

MATERIAL Thynkado strip-planked hull with epoxy, E-glass and carbon fibre composite structure. Airex foam, E-glass, carbon fibre and epoxy composite deck, with 9mm laid teak

TYPE Keelboat

LENGTH 11.96m (overall); approx. 9.7m (waterline)

DRAFT 2.65m

WEIGHT 4750kg

PEOPLE (NIGHT) 4 (vee-berth and two settee berths)

HOLDING TANK 50lt

MAINSAIL Fully-battened (square-top optional)

HEADSAIL Furling genoa (asymmetric spinnaker and gennaker options)

TOTAL AREA 70m² (jib and main)

MAKE/MODEL Volvo Penta D1-20

TYPE Diesel saildrive

RATED HP 20

PROPS Varifold two-blade folding

SUPPLIED BY

Vicsail, d'Albora Marinas,

New Beach Road,

Rushcutters Bay, NSW, 2011

Phone: (02) 9327 2088

Fax: (02) 9362 4516

Website: www.vicsailsydney.com.au

Originally published in Trade-a-Boat #434, December 2012.

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Building, restoration, and repair with epoxy

Tag Archives: Andy Dovell

Stormy Weather

By lorraine murray — atl composites.

Denman Marine in Kettering, Tasmania built and recently launched Stormy Weather , an East Coast 32. Renowned naval architect Andy Dovell designed the boat primarily as a day boat but included accommodations for overnights at harbor or short coastal cruising in good weather. She features traditional styling including a plumb stem and curved, raked transom. The Western Red Cedar strip hull is constructed with modern materials including multiaxial E-glass and WEST SYSTEM® Epoxy, resulting in a strong, lightweight, and easily handled boat. Continue reading →

The MotherShip

A whole new aussie-built houseboat about to be launched.

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Rolex Sydney Hobart Yacht Race 2023

Creative Intension

Competitor Details

• Line Honours

Full Standings available approximately three hours after the start.

OFFICIAL ROLEX SYDNEY HOBART MERCHANDISE

Shop the official clothing range of the Rolex Sydney Hobart Yacht Race and the Cruising Yacht Club of Australia in person at the Club in New South Head Road, Darling Point or online below.  

From casual to technical clothing, there is something for all occasions. Be quick as stock is limited!

In 2003, Alastair Mackay helped sail SY Cordelia from New Zealand to Yangon for a new teak deck at Myanmar Shipyards. Cordelia’s new deck job became a complete refit, and from that, Ringle Marine Services was born. Since then, we have seen through the rebuild, refit and restorations of boats and yachts, from 30ft motorboats to 140ft luxury yachts. We have also collaborated with Sydney Harbour Boat Builders to custom build the Ringle 39 “Hanni”, designed by Andy Dovell . Our local Myanmar team has the full skill set of a complete one stop yard – carpenters, metal workers, painters, mechanics, electricians, and staff with international yacht sailing experience to support your crew through South East Asia and the Mediterranean. Through the years, we have developed a solid reputation for customer-focused service, flexibility, attention to detail, and quality.

Historical Building Restoration in Yangon

Prefabricated custom teak decks, custom furniture, latest works.

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Le Corbusier’s triumphant return to Moscow

The exhibition of French prominent architect Le Corbusier, held in The Pushkin Museum, brings together the different facets of his talent. Source: ITAR-TASS / Stanislav Krasilnikov

The largest Le Corbusier exhibition in a quarter of a century celebrates the modernist architect’s life and his connection with the city.

Given his affinity with Moscow, it is perhaps surprising that the city had never hosted a major examination of Le Corbusier’s work until now. However, the Pushkin Museum and the Le Corbusier Fund have redressed that discrepancy with the comprehensive exhibition “Secrets of Creation: Between Art and Architecture,” which runs until November 18.

Presenting over 400 exhibits, the exhibition charts Le Corbusier’s development from the young man eagerly sketching buildings on a trip around Europe, to his later years as a prolific and influential architect.

The exhibition brings together the different facets of his talent, showing his publications, artwork and furniture design alongside photographs, models and blueprints of his buildings.

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Irina Antonova, director of the Pushkin Museum, said, “It was important for us to also exhibit his art. People know Le Corbusier the architect, but what is less well know is that he was also an artist. Seeing his art and architecture together gives us an insight into his mind and his thought-processes.”

What becomes obvious to visitors of the exhibition is that Le Corbusier was a man driven by a single-minded vision of how form and lines should interact, a vision he was able to express across multiple genres.

The upper wings of the Pushkin Museum are separated by the central stairs and two long balconies. The organizers have exploited this space, allowing comparison of Le Corbusier’s different art forms. On one side there are large paintings in the Purist style he adapted from Cubism, while on the other wall there are panoramic photographs of his famous buildings.

Le Corbusier was a theorist, producing many pamphlets and manifestos which outlined his view that rigorous urban planning could make society more productive and raise the average standard of living.

It was his affinity with constructivism, and its accompanying vision of the way architecture could shape society, which drew him to visit the Soviet Union, where, as he saw it, there existed a “nation that is being organized in accordance with its new spirit.”

The exhibition’s curator Jean-Louis Cohen explains that Le Corbusier saw Moscow as “somewhere he could experiment.” Indeed, when the architect was commissioned to construct the famous Tsentrosoyuz Building, he responded by producing a plan for the entire city, based on his concept of geometric symmetry.

Falling foul of the political climate

He had misread the Soviet appetite for experimentation, and as Cohen relates in his book Le Corbusier, 1887-1965, drew stinging attacks from the likes of El Lissitsky, who called his design “a city on paper, extraneous to living nature, located in a desert through which not even a river must be allowed to pass (since a curve would contradict the style).”

Not to be deterred, Le Corbusier returned to Moscow in 1932 and entered the famous Palace of the Soviets competition, a skyscraper that was planned to be the tallest building in the world.

This time he fell foul of the changing political climate, as Stalin’s growing suspicion of the avant-garde led to the endorsement of neo-classical designs for the construction, which was ultimately never built due to the Second World War.

Situated opposite the proposed site for the Palace of the Soviets, the exhibition offers a tantalizing vision of what might have been, presenting scale models alongside Le Corbusier’s plans, and generating the feeling of an un-built masterpiece.

Despite Le Corbusier’s fluctuating fortunes in Soviet society, there was one architect who never wavered in his support . Constructivist luminary Alexander Vesnin declared that the Tsentrosoyuz building was the "the best building to arise in Moscow for over a century.”

The exhibition sheds light on their professional and personal relationship, showing sketches and letters they exchanged. In a radical break from the abstract nature of most of Le Corbusier’s art, this corner of the exhibition highlights the sometimes volatile architect’s softer side, as shown through nude sketches and classical still-life paintings he sent to Vesnin.

“He was a complex person” says Cohen. “It’s important to show his difficult elements; his connections with the USSR, with Mussolini. Now that relations between Russia and the West have improved, we can examine this. At the moment there is a new season in Le Corbusier interpretation.” To this end, the exhibition includes articles that have never previously been published in Russia, as well as Le Corbusier’s own literature.

Completing Le Corbusier’s triumphant return to Russia is a preview of a forthcoming statue, to be erected outside the Tsentrosoyuz building. Even if she couldn’t quite accept his vision of a planned city, Moscow is certainly welcoming him back.

All rights reserved by Rossiyskaya Gazeta.

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