10 meter yacht

The International 10-Metre Class is a construction class, meaning that the boats are not identical but are all designed to meet specific measurement formula, in this case the International Rule. At their heyday, Metre Classes were the most important group of international yacht racing classes, and they are still actively raced around the world. “10” is a product of the formula; 10mR boats are, on average, 16.5 meters long.

The 10mR was used as an Olympic Class during the 1912 and 1920 Olympics. The International Rule was set up in 1907 to replace earlier, simpler handicap system which were often local or at best, national, and often also fairly simple, producing extreme boats which were fast but lightly constructed and impractical.

Rule development

1907 Rule – used from 1907–1920

• L = waterline length (LWL)
• G = chain girth
• d = difference between girth and chain
• S = sail area
• F = freeboard

1919 Rule – used from 1920–1933

Information courtesy of Wikipedia.

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Branta 59 ft' Abeking & Rasmussen 10 meter 1926

Classic 10 meter racing sloop.

Specifications

• Price USD: $ 205,000
• Beam: 10.5 ft'
• Water Capacity: --
• Fuel Capacity: --
• Engine Details: Yanmar 3MQ30
• Engine 1: 38 horsepower
• Engine Fuel: diesel
• Days on Market: INQUIRE

+ Additional Information

58’10” LOA x 7.6” Draft x 10’6” beam x 46,000 lbs (26,000 lbs lead keel) Built Abeking&Rasmussen 1927 for NYYC

Frame: Composite steel and Oak: (new Steel Mast step and new oak frames, 1985), Steel Sandblasted and epoxy sealed 1985,

Planking: Splined and Epoxy sealed Mahogany Planks, Bilge is Dry

Deck: 1” Teak over marine plywood, new deck and all deck beams 1985, good condition, no leaking. Rig: Cutter x 1550 Sq ft jib + main, 150% Genoa, 3000 sq ft masthead spinnaker, new mast step 1985 Standing rigging: SS, replaced in 1999, .good condition.

Chain-Plates, ALL were replaced with heavy duty SS in ~2006, appear to be in excellent condition Running rigging: Spectra and Kevlar cored Dacron, average condition

Winches: #28 Barient 2 speed primary, #6 Merriman Secondary, etc.. good condition

Power: Yanmar 3MQ30, 3 Cylinder Diesel, 38 HP, Cruises at7 K at 1.5 Gal/hr, Good condition Fuel storage: 36 gallon aluminum tank

Electric: GelCel auto charge mains x2 and Engine x1, new 2016 Refrigeration: standard commercially available unit, OK condition

Stove and Oven: propane, deck mounted tank and safety, good condition

Deck boat: 10’6” sailing dingy, good condition. Seats 6 adults, Will accept 3 hp outboard Potable water: 40 gallon and 30 gallon tanks, pressure fed automatic in Galley and head. Head: Vacuflush with holding tank, OK condition

SOME DETAILS:

T he mast was designed and built in early 50’s by Lapworth when the previous to my father Owner Hancock Banning owned the boat. It is 87’ long when laid out on the warf as it was last month for refit. Electric wires are internal: masthead, 20 point and deck lights. Steel mast step was replaced at 1984-5 rebuild and is in good condition now. I keep the bilge clean and dry and freshly painted - a job I have performed since I was 12 years old!

W e run headsails at 3/4 headstay, as I mentioned, but a masthead drifter could be very useful. When my father raced in our local 10-meter class regattas in 60’s and 70’s we “measured” as nearly “11-meter” rating with masthead rig. At that time there were seven 10 mtR yachts actively racing in Newport Beach, California, my father ‘s Home port. We needed to race fair, so ran all headsails and spinnakers at the 3/4 point. Since those years, only Sally and Branta still exist, and with running backstay rigs makes spinnaker jibing risky with 3/4 rigs we have both agreed to run our Spinnakers Masthead. This is especially good for Branta as unlike Sally she has no jumper struts. The Lapworth mast is very sturdy though, and did fine for years of running the spinnaker at the 3/4 hound. This might be important if you need to rate exactly 10 meter class. If possible, you should convince all the other 10’s to fly chutes masthead as you can safely carry 3000 sq ft sails, and be more competitive against modern boats. Achieving hull speed of 11+ knots in less wind is also thrilling! The long keel and large rudder make excellent control, with no tendency to broach in anyconditions.

S pinnaker pole: presently using “old school” aluminum pole. It is from a Dennis Conner 12 meter, shortened a couple feet. With the extended mast track, I can still do a dip pole jibe without any trouble. I have a spruce reaching strut that is necessary in any close reaching.

T he 28ft Boom is low and extra strong as it is rigged to handle large headsails, including spinnaker sheets, from its end Bail and #3 winches mounted near its forward end. These same winches operate the boom-vang which snap-shackles to the aft shroud chain platers. The main sheet is 6:1 tackle with a #3 winch. This is adequate, but I have a nice #26 Barient that would be better suited for this job. I’ve been too busy to install it... Gooseneck is heavy duty and in excellent condition.

W inches: assorted Barient and Meriman mast winches with 2/1 wire reel two speed winch for main halyard. Barient winches on mast for Jib and Spinnaker halyards, etc., No shortcomings there.

A pair of #28 two speed Barients for jib and spinnaker after-guy duty and replace the single speed #7 Merimans-presently in storage. .There are a couple more #26s I would like to use to replace the adequate but old fashioned #6 Merimans presently still used for spinnaker sheet or running back (depending upon the tack you are on). All such hardware will be included with the boat so you can decide what you want.

C hain plates: all new in ~2006: with, 1/2”x 2” highly polished heavy 304 stainless steel plate curved to exactly fit inside the hull in excellent condition today.

D eck boat: “Branta ll” launches easily with main halyard winch and rides nicely from a boat pole while at anchor. (Boat pole stows easily for cruising and unrigs easily to clear for racing). It is a pleasant to sail “SouthCoast 10” dingy that is similar to a Lehman-10. I recently rebuilt her, replacing most of the wood work. The mast has a spline so it easily stows aboard the dingy. We have used up to 3 hp outboard on it as well. When cruising, we also stow SCUBA gear and other toys in the dingy to keep them out of down below. Room for a couple of kayaks aboard as well. I handy “Boat Pole” rigs easily for keeping the dingy clear of the hull during anchoring out adventures.

S wim ladder attaches port or starboard. Recently renewed with lightweight with Sapele Mahogany and has two firm steps below the waterline so is very comfortable to get in and out of the water, even with flipperson.

C ockpit: self-draining, room for 8 people easily. Has nice mahogany folding table for snacks. I also built a convenient conversion that allows sleeping in the full width. In California, where it almost never rains, this the favorite place to sleep! There is a handy cockpit sun awning that folds up and stows easily when under way.

T iller: Hickory, has a, nice grip and handles the boat easily. Cutter rig balances well in any condition. R ope locker, Sail hardware and cockpit cushions stow under cockpit seats.

L azarette area: Dock-lines and bumpers stow here. A stainless steel BBQ grill attaches to an aft stantion for cruising.

B attery charging: There is a stern box that can be mounted for cruising. It makes a nice stern “observation seat”, and has room for a small “Honda” gasoline generator and fuel storage3 container for backup batteries charging. This makes cruising a little more flexible to not have to rely on engine main generator for battery charging duties. Refrigerator is main power drain when cruising, but all the DC florescent lights below are more than adequate, but could be replaced with LED lighting now that they are so much more efficient.

A nchor tackle: 40 feet of heavy chain and 300’ of nylon hawser are permanently rigged forwards. Day anchorage uses a lightweight folding “PBY” anchor for cruising. The heavy chain does the work! There is a large storm anchor and also a small Danforth with hand tackle for bow-and-stern situations. I have a demountable roller for the bow, but no anchor windlass. The long overhanging now can be used to advantage when hoisting anchor as when the crew pulls one heave and then holds, the bow dips then rises, putting considerable force on the anchor should it be fast in the bottom. If necessary, the jib winch can be put to use in a blow.

SAIL INVENTORY:

Mainsail 7 oz Dacron, ok condition recently refurbished (1/2018) by Ullman’s Sails Genoa 150% 5 oz Dacron, very good condition

Blade 100% 5 oz Dacron, very good condition 3/4 rig spinnaker, 3/4 oz nylon, ok condition

Masthead spinnaker, 1/2 oz nylon, very good condition Masthead reacher, 3/4 oz nylon, very good condition Misc small and outdated jibs...

SOME HISTORY

T here is a fairly complete pedigree and list of owners. Olen Stevens himself has sailed on Branta when he was about 95 and has written an account of how as a teenager he sailed Branta from Halifax to New York in 1928 to help the owner avoid paying duty when 14 new Tens were delivered from Germany for members of NYYC (nothing ever changes!).

After a thorough refit in 1984, the new interior exactly reproduces original design with original hardware: Galley is forward, with original swivel seat, main salon with original mahogany folding table amidships with skylights and staircase, and owner stateroom aft with engine cabinetry This layout retains the traditional feel and is comfortable for a large family (there were 8 kids in the Reineman family!) and the whole family of 10 would sit around the main salon dining table.

Disclaimer: Richard Reineman is not a certified Marine Surveyor and these specs and descriptions are subject to revision and are only listed here as a general guideline. Reineman makes no claim as to their veracity and implies no warranty whatsoever on the actual condition of the vessel.

+ Disclaimer

These particulars have been prepared from information provided by the vendors and are intended as a general guide to the yacht, their accuracy cannot be guaranteed by us. The purchaser should confirm details of concern to them by survey or engineer’s inspection. The purchaser should also ensure that the purchase contract properly reflects their concerns and specifies details on which they may wish to rely.

+ YW Disclaimer

Listed by Coastwise Yacht Sales

THIS BOAT IS SUBJECT TO AN EXCLUSIVE LISTING AGREEMENT WITH COASTWISE YACHT SALES (949) 942-1491 AND IS NOT OFFERED FOR SALE BY UNITED YACHT SALES - FLORIDA TREASURE COAST. United Yacht Sales - Florida Treasure Coast is merely providing this information in an effort to represent you as a buyer in the purchase of this vessel.

Not all boats listed online are listed with United, but we can work on your behalf. For more information on this vessel or to schedule a showing, please contact a United Yacht Sales broker by calling our main headquarters at (772) 463-3131.

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William Fife III 58ft International 10-Metre 1926/2015 - Sold

William Fife III 58ft International 10-Metre 1926/2015

These details are provisional and may be amended

BROKER'S COMMENTS

Could the International Rule 10-Metre be the most perfect of all the Metric classes? 58 ft/ 18 m of overall length is enough to wow - if RITA IV doesn't already do that by looks - yet handy enough to sail and race with family and friends. And RITA IV brings that extra dimension of being a William Fife design, and, what's more, a former Royal Yacht. Rescued from oblivion by a passionate syndicate of died-in-the-wool yacht racing aficionados and superbly restored at David Vieira and Miguel Ministro's Absolute Yachts, the result is structurally sound, fair, fast, and a true delight to the eye - in fact the definition of 'Fast and Bonnie'.

Interested in RITA IV in more detail.

Enquire About RITA IV Download PDF Specification

RESTORATION

2012-2015 By Absolute Projects, Setubal, Portugal - Keel up restoration saving structural items where possible - Deck arrangement and structures replicating the original configuration - New rig - Conforming to Lloyd's Rules and Regulations International Classes - Conforming to the International Ten Metre Class Association Rules DAVID VIERA OF ABSOLUTE PROJECTS: "We were perfectly aware that most of the wood and metal structures of RITA IV were beyond any possible repair. The main backbone structures, the stem, wood keel, sternpost, horn timber and deadwoods needed to be replaced. "The upper clamp/ beam shelf also needed replacement: it was found pitted with too many holes and damage in the deck beam pockets. The lower longitudinal bilge stringers could be saved and were reinstalled after repairs. "All the deck beams, cockpit and hatch carlins were replaced, not only for poor condition, but also because the deck layout had been changed over the years and the project was to bring RITA IV back to her original design. "Most of the original Honduras mahogany planking above the waterline could be saved, though requiring "surgical“ restoration. Many of the original steam bent timber frames were in good shape; some needed restoration but we were able to re-use most of them. The main steel frames were all too damaged and corroded; none could be saved and the decision was to replace them with new main wood frames following Lloyd‘s Scantlings for the International Metre Classes. "The lead keel was found asymmetric and was corrected. All the original bolts and screws were replaced by new ones in silicon bronze; all the copper nails (attaching the bent frames to the planking) were also replaced. "The overall hull shape and geometry of RITA IV was checked and corrected to the original offsets." JOHN LAMMERTS VAN BUEREN OF PROJECT TIMBER SUPPLIERS TOUCHWOOD: "Touchwood was honored with the order to supply all wood for this project: the Sitka spruce for the spars, deck beams, stringers and shelf; the mahogany for the hull planking and the teak for the deck. We were lucky to source a superb, veneer grade Sipo mahogany log of 11 metres in length which was quarter-sawn to specification for the hull planking and superstructures. The result is structurally sound, fair, fast, and a true delight to the eye."

WILLIAM FIFE III Design No. 736 The stronghold of activity and interest in the International Rule 10-Metre Class has always been the Baltic Sea and its associated coastlines out to Norway. In Denmark, royal approval and patronage ensured a strong 10mR fleet there through the 1920s and into the 1930s, often with six boats coming to the start line. Even as relatively recently as the mid-1980s, the register of Dansk Forening for Ældre Lystfartøjer (the Danish association for older pleasure craft) included four active 10mRs, though by then dedicated cruisers. For his third 10mR, and fourth RITA, King Christian X commissioned this beautiful design from Scotland's William Fife III for building by English ship and boat builders John I. Thornycroft & Co's boat, truck and engine building venture in Copenhagen's Sydhavn, Thornycroft Scandinavia A/S, established in 1913. The yard's master boatbuilder, C.F. Hansen - originally from Helgoland - had previous experience of working to the famous Scotsman's exacting specifications in the build of serial racing yacht (and Copenhagen department store Magasin du Nord - “the Harrods of Scandinavia”) owner William Vett’s Fife-designed 6-Metre BONZO, in which Vett won the 6mR Silver Medal at the 1924 Paris Olympic Games 6mR and 8mR Classes regatta sailed at Le Havre. Construction of RITA IV was closely supervised by the King's Sailing Master, Holger Rodkjær. Fife's specs in metric units included 29mm mahogany planking of not less than 560kg/m3 density. Her inventory included two masts: the racing one of silver spruce, and a second made from Danish larch. Although Lloyd's Register of Yachts credits her original sail inventory to the English Ratsey & Lapthorn loft - a suit made in 1925, possibly for RITA III - the contemporary Danish press mentions only a suit by Johan Freytag of Copenhagen. RITA IV was christened at launching by Queen Alexandrine on Saturday 17th April 1926 with her husband present, and Lieutenant John W. Thornycroft in attendance representing the parent company. Her maiden sail was two weeks later, on Saturday 8th May, from the yard via a cruise of The Sound to her mooring at Kongelig Dansk Yachtklub (Royal Danish Yacht Club)'s Langeline clubhouse just north of Copenhagen city centre. Accompanying the King were Rodkjær, yard director R.F. Newman, and the King's long serving professionals Petersen and Pedersen. RITA IV was raced by the King until the end of the 1929 season. A new Royal 10mR was commissioned from Johan Anker, and from the 1930 season RITA IV became KARAMA under the ownership of Danish shipowner A.P. Møller. Although it is believed that during 25 years with Møller KARAMA was mainly a cruiser, he kept her engineless. She remained thus until 1955 when a 6-cylinder Penta motor was installed in Denmark on transfer to her third owner, Pierre Poulain, whose oil tanker shipping line, Société des Transports Maritimes Pétroliers (STMP) was then a very significant client of A.P. Møller's Odense Staalskibsværft shipyard on the Danish island of Fyn. Yacht Club de France and Société Nautique de Marseille member Poulain had KARAMA shipped first to Le Havre, then to Marseilles for the start of a brief Mediterranean period. Her second French owner from 1960 was Le Havre shipping insurer, newspaper owner and politician, Yves Chegaray, but this seems to have been a short-lived affair: the 1961 edition of Lloyd's Register of Yachts listed her as "Sold to U.S.A." She remained KARAMA on the West Coast under the ownership of prominent San Diego architect and SDYC member Richard George Wheeler, notably winning Ocean Racing Division Class A in the 1966 Newport to Ensenada Race at the expense of Arnold and Don Haskell's Sparkman & Stephens 67ft yawl CHUBASCO. Then, from about the mid-1970s she became David Emery Baxter's RAPIER out of Newport Beach and Morro, California. The colour 1980s photo here is from Danish yachting historians Bent Aare and Jan Ebert's 1984 publication 'Bogen om Meter-Bådene' which recorded her then name as KALALAU. By the early years of the 21st Century her structure had deteriorated to the extent that she no longer sailed. Yacht designer and classic yacht enthusiast Doug Peterson did much to stir interest in saving this Fife gem. By 2008 she had been shipped to Brian Pope's Ocean Yacht Company yard in Cornwall, England to connect with a restorer. And three years later this happened: shipped again to Setubal, Portugal in 2011 for the beginning of the process by David Vieira and Miguel Ministro of Absolute Projects that has resulted in the magnificent yacht she is again, and is related elsewhere here. Since 2015, as RITA IV again (it always remained engraved on her rudder head), she has been beautifying Lac Leman, Switzerland, and racing again to the manner born. KING CHRISTIAN X (1870-1947) AND HIS RITAs 1899 RITA (Komm. Bonnesen/ Christian N. Laudrup, Copenhagen 1894 as PRINCESS) 1912 RITA II (10mR d & b Max Oertz, Hamburg, 1907 as PINGUIN II) 1922 RITA III (10mR Johan Anker/Anker & Jensen, Asker, Norway 1919 as CYRANO) 1926 RITA IV (10mR Wm Fife III/Thornycroft Scandinavia, Copenhagen) 1930 RITA V (10mR Johan Anker/Anker & Jensen, Asker, Norway) 1937 RITA VI (10mR-Cruiser E Wedell-Wedellsborg/Nordbjærgs Bådeværft, Copenhagen) ©2023 Iain McAllister/ Sandeman Yacht Company Ltd

CONSTRUCTION

- All scantlings to Lloyd‘s International Metre Class Rules - Mahogany planking (25-30% original) - On laminated mahogany frames (all new at restoration) - All new bronze screw fastenings - 2 x Intermediate oak riveted timbers (mostly original) - All new copper rivets - All new bronze strap floors and stainless steel web floors - Bronze lifting eyes - Sitka spruce new deck beams, stringers and beam shelf - Original fir bilge stringers - Composite ply and laid teak deck - Mahogany deck structures

DECK LAYOUT, EQUIPMENT AND GROUND TACKLE

- Raw teak laid ply composite deck - Varnished Sipo mahogany covering boards and king planks - Raw teak toerail - Varnished Sipo mahogany deck structures FROM AFT - Bronze rubbing strake at taffrail - Bronze backstay chainplate - Leather covered ash blocks for adjustable topmast backstay - Bronze ensign staff socket - Bronze mooring fairleads and rubbing strakes port and starboard - Teak and bronze mooring cleat on centreline - Flush lazarette hatch - Original engraved bronze rudder head - Bronze Fife-style engraved 'keyhole' deck plate - Metal tube tiller; bronze yoke; turned wood end; modern removable extension tiller - Bronze spinnaker cheek sheaves port and starboard - Bronze mainsheet padeyes - Leather covered ash blocks for adjustable running backstays STEERING COCKPIT AREA - Ray teak laid sole - Raw teak raised seating port and starboard - Folding teak grated and mahogany foot rest/ seat - Yanmar engine instrumentation - Engine control - Leather covered ash mainsheet blocks - Bronze mainsail sheave blocks port and starboard - Absolute 8.56 bronze mainsheet winch on centreline - Raw teak cleats port and starboard MAIN COCKPIT AREA - Raw teak laid sole - raised coamings to sides faired to trunk cabin fwd - 2 x Absolute 8.46 secondary bronze winches port and starboard - Raw teak cleats port and starboard aft of secondary winches - 2 x Raw teak cleats port and starboard between secondary and primary winches - 2 x Absolute 8.56 primary bronze winches port and starboard - Bronze foresail track port and starboard with bronze and Tufnol GD cars - 2 x Raw teak cleats port and starboard fwd of primary winches - 2 x Large Dacron sheet tail bags under side deck port and starboard - Large Dacron sheet tail bag under main sheet winch - 2 x Quarter berths to port and starboard of steering cockpit - Raw teak steps port and starboard ad fwd bulkhead TRUNK CABIN - Companionway sliding hatch - Large butterfly skylight; bronze grills - Bronze fairleads and rubbing strips mid deck (fenders/ mooring) MAST POSITION FORWARD TO WC COMPARTMENT: - Smaller butterfly skylight over heads; bronze grills - Raised Scandinavian style foredeck hatch - 2 x Bullseye prism deadlights - Bronze spinnaker pole stowage chocks - Bronze padeye and sheave for pole downhaul - Bronze and teak mooring cleat at centreline FORWARD TO FOREPEAK - 3 x Pipe cots - Sail stowage - Sitka spruce lockers to port and starboard - Forehatch in deckhead

ACCOMMODATION AND DOMESTIC EQUIPMENT

Access via 5 x steps companionway ladder GALLEY TO PORT AND STARBOARD UNDER HINGED MAHOGANY TOP SURFACES TO PORT - Top surface is fiddled - Top opening refrigerator - Dometic 'Origo Two' gimballed 2 x burner spirit hob - Locker under TO STARBOARD - Top surface is large chart table - Glasses/ cups rack - Traditional nav instruments stowage at aft bulkhead - Wooden sink - Brass fawcet - Stowage fwd of sink - Locker under - Ship's isolator panel - Tank gauges for fresh water and diesel SALOON - Long "Concordia" style settee berths port and starboard - Lockers under - Saloon table stows at stbd fwd bulkhead - Glasses locker at at stbd fwd bulkhead - Flag pigeon holes at at port fwd bulkhead - Butterfly skylight in deckhead - LED lighting FWD TO WC COMPARTMENT - Dometic macerator electric toilet to starboard - Locker to port - Smaller butterfly skylight in deckhead

RIG, SAILS AND CANVASWORK

RIG - Sitka hollow spruce mast, boom and spinnaker pole by Absolute - 2 x Spreaders and jumpers - Internal halyards - 2 x Spreader downlights - 2 x Absolute 8.30 bronze halyard winches - 8 x Wood cleats - Spruce folding boom crutch SAILS - In white Dacron by Europe Sails, Geneva - 1 x Mainsail (2015) - 3 x Genoas (2 x 2015; 1 x 2016) - 1 x Symmetrical spinnaker (2015) - 1 x Asymmetrical spinnaker (2016) - 1 x Battle Flag replica of original King Christian X racing flag CANVASWORK - Covers for all deck houses and hatches

MECHANICAL, ELECTRICAL AND TANKAGE

MECHANICAL - Yanmar 4JH4-TE 75hp Diesel under cockpit sole - Traditional drive train; R&D flexible coupling - 3 x Bladed Max Prop feathering propeller - Vetus inlet strainer - Vetus exhaust system w. waterlock and gooseneck ELECTRICAL - LED lighting - Spreader lights - House batteries - Engine start batteries TANKAGE - Rigid plastic Vetus 60L diesel tank - Deck filler; Vetus water separator - Rigid plastic Vetus 66L fresh water tank - Deck filler; filters - Pressure water system - Johnson Aquajet pressure pump - Rigid plastic Vetus grey water sump tank with Whale electric pump - Rigid plastic Vetus grey and black water holding tank w. associated plumbing

NAVIGATION, COMMUNICATIONS AND ELECTRONICS

- 3 x Raymarine MN100-2 Instrument repeaters at companionway hatch

- Whale double action manual bilge pump in cockpit sole - Whale electric bilge pump - Rule electric bilge pump with float switch

OTHER EQUIPMENT

- Fenders - Dock lines

IMAGE CREDITS

Sailing images: Société Nautique de Genève Motoring image: John Lammerts van Bueren Historic images: John Lammerts van Bueren/ Danmarks Museum for Lystsejlads

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These particulars have been prepared from information provided by the vendors and are intended as a general guide. The purchaser should confirm details of concern to them by survey or engineers inspection. The purchaser should also ensure that the purchase contract properly reflects their concerns and specifies details on which they wish to rely.

Sandeman Yacht Company

Brokerage of classic & vintage yachts.

60′ “10-Metre Yacht”

Heyman Yachts

Nothing ordinary

YACHT RACING IN THE EARLY 1900s

Cannot resist a Duesenberg

Sailors are not only rational people but have sentiments, too, and while many are drawn to ultra-light racers on foils, others wouldn’t go to sea in anything less than a heavy pilot cutter. But some sailors feel that the most attractive yachts were built between the wars when the perfect cruiser was at the same time a flush-decked racing yacht. This was in the days when even cars and motor yachts had style and the owner of a major racing yacht in Long Island Sound would go to his office downtown in a Duesenberg or, in summer, in his fast commuter.

In those days, around-the-buoys racing usually took place in those slender, white, gleaming one-off, flush-decked yachts with their billowing cotton sails. The Gold Cup was one of the desired trophies, the racing grounds changing between Hankö, Cowes, Genua and Sandhamn; while the America’s Cup was raced off Newport, Sir Thomas Lipton challenging Mr Vanderbilt.

Shamrock racing against Reliance in 1903 under a previous rule, the Seawanhaka rule

These one-off yachts obviously didn’t just come in any size or shape but were designed to a measurement rule, the idea being to assure that the speed of the yachts would be more or less the same, in spite of different length, sail area, displacement or other characteristics.

In international racing, two rules became dominant in the beginning of 1900:

The  Universal Rule , devised by the great Nathanael Greene Herreshoff of Bristol, Rhode Island in 1905, was used for the the huge America’s Cup contenders, including the J-boats raced in America’s Cup until 1937.

The International Rule was first laid down in 1907 by British and Scandinavian naval architects in collaboration with German and French and produced a number of “Metre” class yachts – the 6-metres, 8-metres, 10-metres and 12-metres were some of the most prominent classes. These yachts were raced in the Olympics and, when the America’s Cup was resumed again after the war, 12-metres replaced J-boats in the 1958 Cup.

Waiting for the morning breeze, Stockholm Olympics 1912

Sans Atout, 1912

I don’t have much of a personal bond with Metre Yachts even though it seems to run in the family. In the 1912 Olympics in Stockholm, Bengt Heyman won a silver medal in his 8-metre ‘ Sans Atout ‘, designed by Norwegian Johan Anker.

Another and very close relative, my grandfather Hugo Heyman, bought the 6-metre ‘ Borgila ‘ in 1925. Borgila was designed by Charles Nicholson and built in 1924 at Ängholmens Varv for a consortium at the Royal Yachting Club in Gothenburg, GKSS.  Borgila  was first owned by shipowner and Naval Minister Dan Broström but was bought by grandfather Hugo H after Mr Broström suddenly died in 1925, only 55 years of age. 

Hugo Heyman

Both Mr Broström and grandfather were active members of GKSS but the two gentlemen knew each other from business as well, because Hugo Heyman was one of the driving forces in the development of Götaverken, the great ship yard in Gothenburg. Dan Broström was the biggest shareholder of the yard  and his shipping company Broströms ordered most of its ships from Götaverken .

Let’s not try to wind the world back to those days but it seems the world was smaller then, and Sweden was perhaps a bit bigger. Götaverken was the world’s largest shipyard in the 1930s and Hugo Heyman was later CEO of the yard, after the war.

Borgila, 1924

Anyway, grandfather Hugo Heyman kept the 6-metre Borgila  until the late 1940s.

Like most 6-metres, Borgila  was probably fine for taking the family out on a sunny Sunday but very very wet in a blow. My father who was a keen sailor described her as a torpedo with sails, running right through the short, choppy waves in the Kattegat.

I was born a little too late to remember her. But nothing of all this has anything much to do with the following design, anyway:

______________________________

A 10-METRE CLASSIC

(however not a racing yacht, and not according to the international rule), design study for a yacht of an era when times were not necessarily better, and boats were not necessarily inferior.

This design study was made in 1998, inspired by sailing clients and boat builders talking dreamingly about long, sleek yachts of the past. Being asked for my opinion of such yachts I would usually take time to explain why boats of more moderate proportions make more sense. Still, things are never that simple and the perfect yacht does not come in one shape only.

The merits of a narrow yacht with long overhangs can not be understood if it is simply compared to other yachts of the same overall length. Yachts of this kind should instead be compared to others of the same displacement or waterline length. This design is 60’ long, has the interior of a 50’+ Classic and sails like a sub-50’ modern cruiser-racer but with more easy, predictable handling qualities.

Racing in 10-metre yachts would certainly be an overwhelming experience. And if built on similar hulls, keels and rigs and with equal distribution of weights they can certainly be raced against each other. But the real beauty is that they would be equally suited for just ghosting along without much fuzz an afternoon when you simply cannot resist the breeze .

The main differences between this design and an old-time 10-metre are in the hull shape and materials, and these differences are so great that the two basic types of boat will show vastly different characteristics:

Hull building techniques including cored laminates with multidirectional rovings on PVC closed-cell foam core or, for a one-off hull, strip-planked red cedar. Whatever technique chosen, it will produce a hull with a quality, strength, stiffness, impact resistance, sound insulation, thermal insulation and low weight that simply was not conceivable in the old days. In addition, bulkheads and other large panels should be cored in order to bring unnecessary weight down. And a more modern rig and sails, with a carbon fibre mast in particular, will improve the yacht’s stability and motion in a seaway.

Looking back at this design now in 2016, almost 20 years later, there are a number of details I stumble upon. In order to preserve her standing headroom without making her unduly high, I think she ought to be a little longer overall, which would also allow her superstructure to be made a little lower. Apart from that I feel her counter stern should be longer, and her bow shape needs more character. My tastes appear to have changed over the years but she was also nothing but a quick draft when I made the design. I think, today, I would have made her between 64 and 68 feet.

In all, despite any rational objections one might have against classic yachts of her kind with slender hull shapes, flush decks and long overhangs, this design should prove functional and very rewarding to sail. And, given some work, she could also be made beautiful to behold.

A yacht of this kind could be built by any skilled European or North American yard but, because of the character of the design, it only makes sense to go for the best finished, highest quality product.

SPECIFICATIONS

Dimensions: L.O.A. 18,30 m   60,0’ L.W.L. 13,10 m   43,0’ Beam, maximum 3,78 m   12,4’ Beam, waterline 3,28 m   10,8’ Draft 2,48 m   8,1’ Displacement 17000 kg   37500 lbs Ballast 7200 kg 16000 lbs Sail area (100% fore triangle) 145 m_ 1560 sq.ft.

Ratios: D / L 214 SA / D 22 SA / WA 2,7

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TROJAN YACHT 10 Meter Express for sale in CA United States of America

CA United States of America

Make & Model

TROJAN YACHT 10 Meter Express

MEASUREMENTS

Fresh Water Tanks

DESCRIPTION

Big Boat with wide open Cockpit! Great for Fishing or Entertaining Turn Key and trouble free! Windlass & Large Foredeck to Lounge on. Twin Crusader 350's, Direct Drive, Generator Sleeps 5: 2 in Private Forward Berth; 2 in Mid Cabin; Convertible Sofa Full Galley with Microwave Electric Head, Shower, Vanity This boat has been well loved and is Turn Key!

DECK & COCKPIT: Windlass w Foredeck & Anchor locker; Bow pulpit w/roller; Dual Trumpet Horns; Six s/s cleats s/s bow and side rails; Multiple portlights & two skylights; Translucent deck hatch; Transom Swim platform w/ladder; Hot & Cold Shower; New Forward Bimini, Front Isinglass w Sunscreen; Aft Curtain W Sun Shade Awning; Forward Seat Covers. HELM & ELECTRONICS: Autopilot & Radar; Electronic compass w/manual deviation control; Emergency crossover start system; Fuel gauges w warning light; Graphic equipment monitor; High water alarm/horn; Instrument light; Oil pressure gauges & Low oil pressure alarm and light; Rudder angle indicator; Tachometers & voltmeter; VDO gauges; Water temp alarm and light; Fuel Flow Scan. ACCOMMODATIONS: Forward Private Suite w Door; Double bed w/adjustable length and storage below; Hanging locker & storage compartments; Reading lights; Translucent hatch w/screen; Vac-u-Flush toilet system w Tank Level Indicator; Shower w Dual Drain Floor Pan; Mirrored medicine cabinet; Vanity w sink; Skylight overhead; Storage; Double Wide Mid Cabin Seating area w Privacy Curtain; Converts to double sleeper; Multiple Storage Areas. GALLEY: Built-in Microwave; 120v refrigerator (year old); Hot/cold pressure system Double s/s sink; Six-gallon water heater; Dual Burner electric stove; Drop Down Counter Leaf; Storage compartments, Dish locker; Trash container; ELECTRICAL: 6.0 Kw Genset; Battery charger; 3 12v batteries; Group 27 House Battery; 30 Amp Shore Power w 50' Cord; Bonding system; 12v circuit breaker; 20-amp converter; Engine room lights; Anchor and navigation lights; Interior lights. ENGINES & DRIVES: Twin Crusader 350's, Fresh Water Cooled; Velvet Direct Drive. UPGRADES & MAINTENANCE: All of the Following has been done since 3/2017: New Crusader OEM Risers, Manifolds, Elbows & Gaskets;2 New Quadrajet Carburetors; All new engine hoses on both engines; New Alternator, belts starters, distributors,caps, wires; New forward Isinglass and Bimini; New Interior Upholstery; New upholstery, cushions and carpet in interior; All new plumbing hoses, Macerator and Vacuflush head components; New Stereo; New rear deck custom exterior carpet; Microwave oven replaced; transmission fluids changed on the Velvet glide; Bottom cleaned monthly; New Batteries in January 2017; Boat cleaned twice per month; New headliner and lighting in rear radar arch;Boat buffed & Waxed; Windless anchor Pulpit wood Reconditioned; Includes Rear Bimini shade in White with rear screen. Offered by South Mountain Yachts

Engine Count

Engine Horse Power

Max Speed Knots

Engine Location

Borg Warner

Propeller Type

3 Bladed Bronze

Starting Type

Engine Hours

Cruising Speed

Engine Tankage

250 gallons

Cooling System

ADDITIONAL INFORMATION

Hull Material

Hull Construction

Modified Vee

Deck Colour

Deck Construction

Cockpit Type

Open w Arch

Control Type

NAVIGATION EQUIPMENT

Navigation Lights

Depth Instrument

Speed Instrument

ELECTRICAL EQUIPMENT

Battery Charger

Shore Power

Holding Tanks

GENERAL EQUIPMENT

Fire Extinguisher

ACCOMMODATION

Displacement(kgs)

ABOUT TROJAN YACHT 10 METER EXPRESS

The TROJAN YACHT 10 Meter Express is 33 feet long and has a 13 feet beam. This 1986 Petrol TROJAN YACHT 10 Meter Express powered by Crusader 350 270 with 270 horsepower is capable of reaching a maximum speed of 20 knots and a cruising speed of 15 knots. The TROJAN YACHT 10 Meter Express is made of fiberglass and can accommodate up to 14 passengers. This vessel comes equipped with battery charger, shore power, holding tanks, battery, bilge pump, anchor, fire extinguisher, bimini, fenders as well as being equipped with navigation lights, depth instrument, autopilot, vhf, speed instrument, compass, gps, radar.

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A Sailor’s Search for the 10-Meter Yacht ‘Sirius’

Sausalito sailor Fred Huffman of the the Contessa 35 La Diana has been reminiscing about a certain sailboat, a 10-Meter racer named Sirius . Fred is hoping someone among our readers may also remember the boat and have some idea of what has become of her .

Since my birth in 1938, I was raised sailing; however I didn’t begin ocean racing until 1956. That year I crewed aboard the 66-ft ketch Nam Sang — a true yacht — in the San Diego to Acapulco Race. That did it: I became totally engrossed in yacht racing. Soon, I was a crewmember aboard the 46-ft  Kettenburg-built PCC Squall (PCC hull #1) in “class” races, and I especially loved the ocean-race courses around the various Channel Islands off the coast of Southern California. Los Angeles Yacht Club’s annual Whitney Series of seven ocean races was hugely popular at the time. The 1957 Transpac Race aboard Squall was the first of my 10 TP races.

As I recall, during those years there were around five 10-Meter racing yachts actively racing in our area. The 10-Meter Sirius was the best of them; she was quite unbeatable in the few class races that occurred, and she often raced in the Whitney Series races. We crews of other race boats only saw her before the starts because she quickly sailed away from the fleet, usually finishing first, and often winning the races on corrected time.

Some years later, I reconnected with Sirius (then with a new owner) and had the thrill of racing aboard her in some 10-Meter regattas and in the 1966 Big Boat Series in the Bay. We had daily boat-for-boat-races with Baruna , the beautiful 72-ft yawl that was called “The Belle of the Bay.” We ended up beating Baruna in that regatta.

In those years I was painting and varnishing yachts for a living, and I acquired the job of refinishing all the brightwork on Sirius , including her varnished spruce mast, and repainting her light-gray topsides.

I haven’t seen Sirius for at least 30 years, and I wonder if any reader of your fine rag might have some current news about the beautiful Sirius .

The 10-Meter Sirius was, of course, wooden. She was — hopefully, still is — a low, sleek beauty, around 55- or 60-ft long, I think. I wish I had an actual photo of her.

If anyone has any knowledge of the Sirius in question, please let us know in the comment below, or by email at [email protected] .

The 10-Meter Sally will be celebrating it’s 100th birthday in 2027 and currently resides at the San Diego Yacht Club near her sistership the 10-Meter Branta.  

11 Comments

SALLY and BRANTA are two of a set of 14 sisters who were designed by Sterling Burgess and built by Abeking and Rasmussen – 1927. SALLY is 59′ LOA, beam 10.5′, 80′ tall, draft 8. BRANTA is owned by Rich Reineman, SALLY by CF Koehler and they live at SDYC and sail with Ancient Mariners Sailing Society. CF Koehler may have additional information for you. Contact him at his business – Koehler Kraft on Shelter Island, San Diego.

I had the pleasure of sailing on Sirius in the 1960’s out of South Shore Sailing Club (now South Shore YC) in Newport Beach. I don’t know what became of her. This article brought back memories of my youth. We once did a cruise to Catalina for the weekend for the Junior Sailing program on Sirius. Thanks for the memories.

John You and I sailed the mid winters in long beach on your Intl 14. Seems to me we went over. I’ve sailed all over up until a couple years ago.

I well remember SIRIUS, the beautiful and fast, light grey, 58′, 10 meter #15 designed and built by Johan Anker in 1933. Tommy Webster was her sailing master, and Bill Ficker was guest driver during 1954-1961 when Howard Ahmanson owned her and kept her in front of his home on Harbor Island in Newport Beach. The other 10’s in the S.Cal area were HILARIA, BRANTA, SALLY, and COQUILLE. SIRIUS won at least once every ocean race available to her. I well remember skippering her in the 1966 BBS and steering a 10 meter on SF Bay with a tiller. After that SIRIUS fell on hard times, and I do not know what ever became of her. Best, ~skip allan

I sailed on Sirius in the 1965 La Paz race. The skipper for that race was Lanny Coon from the Newport Beach area. He was a former Snipe Champion and all around good sailor. I saw the boat in Ventura, CA in the late seventies or early eighties. There was a failed attempt to save her and a disagreement between partners and I heard the boat had been cut up and removed for non payment at the yard- – so sad.

I remember Sirius I being chained up at Lido Shipyard (early 70’s) for non-payment. Memories of the 10 Metre’s in Newport. Sally, with her beautiful Green and Sirius I with that wonderful gray.

My Grandfather Wesley D. Smith owned the Sally for many years. He was friends with Andrew Brown (Z-Spar Paints) that made the special Sally Green topside paint . That color remainded on the Z-Spar color chart and until the 1970s. After that, Catalina Island continued to use Sally Green for many years on the pier handrails.

After racing to Ensenada on another boat, I got to sail back to San Diego on SALLY in 1964, I was 18 then. She was Sally green then and run by her pro skipper Jim Newkirk, from Newport Harbor. It was unforgettable moment in my long sailing career as I was at helm coming to SD past Pt Loma with rail down on Sally. She went on to win the NHYC boat show that same month. Jim Newkirk went on to run the big M boat Sirius after Sally was sold as I remember. I still stop to look at her when I visit SDYC.

I was on Baruna in ’66 – back whan BBS was chock full of Big Boats. Great times. Turns out I jumped on Sirius for the delivery back from S.F. to Marina del Rey. Quite a trip. Left early in typical Gate fog then eased left and began heading downcoast. Stopped in Morro Bay and picked up a few more crew – skip felt we needed them but we were already comprised of skip (non-racer), a couple of Sirius’ crew, an Aussie off Stormvogel and myself. Soon found out his motives had something to do with wanting to add some estrogen and marijuana to our adventure. Continued on and as we cleared San Luis Bay / Avila the wind started to build such that as we closed on Conception it was likely pushing 30 – 35 kts. with sizable seas. All was good until the time came to jibe over to port. Wisely laid out a plan for a chicken jibe with engine on. All roles talked out and procedures planned. Things were fine until we went through the eye of the wind and began dropping onto our port tack course. The person in charge of the runners forgot to, or somehow couldn’t, release the starboard runner and the boom slammed into it putting us nearly instantly hard on the wind on port tack. As can be imagined some chaos and a bit of yelling ensued. My spot was on the bow and I can still clearly recall being on my knees trying to strangle the life out of the bow cleats as the bow paused slightly (one of those time slowing moments when seconds seem like hours) at the top of a wave then plunged like mad bull into the trough beyond. Spreaders in the water, people flying about in the cockpit, green water all over the bow and leeward deck nearly to the hatch, etc. Fortunately, someone, somehow managed to clear the winch, blow the runner and allow Sirius to get back on her feet. Once we cleaned up and bailed out the boat all was good – steady breeze in the ~20s for most of the afternoon and as the sun was going down, the wind dropped off and the decision was made to spend the night in Avalon and head to del Rey the next day. Great decision. As we set up to depart in the morning a couple of guys in a Whaler came by and one grabbed his guitar and sang us a couple of Mexican ballads as we downed our oatmeal. As they moved on to serenade other boats we pulled anchor and tied up in del Rey a few hours later. Great experience.

I got to letter her in 1972 or 3, down in Newport Beach

I am Brian Wald. It was my father, Arthur Wald, who owned the boat during the 70’s. We – my father, brother Craig, and I – sailed for 10 years all over the West Coast and into Mexico. We raced Ensenadas, Mid-Winters, Del Rey Cup, the first Puerto Vallarta, Around Catalina overnight where we beat Bill Ficker sailing Pat Dougan’s Columbia….etc. etc. One year we raced 55 times – 52 – firsts, 1 second, and 2 thirds.

Arthur was a good sailor but not as expert as others. He was personally challenged to directly sail Sirius, by our good friend Bob Lynch of Sally, in the Del Rey Cup, where he won handily. However, we were very fortunate to sail with the likes of Burke Sawyer, Lanny Coon, Tom Blackaller, Roy Bream, Fred Huffman, and so many more wonderful sailors. I do remember several of you who have commented herein and delighted to know you’re all well.

I was in college when we first got the boat and had it through my graduate school time. She was maintained like a Bristol classic car and no new invention or sail type wasn’t tried to ensure her racing success. Arthur, when finished with the boat, donated her to the Boys Scouts of America, who in exchange offered him use of their recent donation – James Arness’s custom built 58′ catamaran Sea Smoke. Once you’ve gone fast it’s hard to go anything but faster. For two years we raced her on the West Coast – sometimes hitting 35mph in the right weather.

I can say that once you’ve had a boat of that caliber of performance and crew, you understand what the best is all about. Great boat design, great sail design, great equipment, and a great crew all working in sync like a fine Swiss watch….. what fun! I wish I could do it all over again.

And Fred, I do remember you. I very much appreciate your interest.

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