'Estrellita', motor yacht (4 of 4)
This picture shows the 'Estrellita', a motor yacht designed by W.G. McBryde of Glasgow in 1925, registered in London and that is believed to have been one of the 'small boats' that took part in the Dunkirk Evacuation of 1940.
Many thanks to her current owner, Renzo Grespan, for sending us these pictures.
Established in 1969, Silverton Yachts has maintained its image with high quality craftsmanship and sophisticated design. Growing out of a small coastal town in New Jersey, Silverton Yachts has continuously shown its skills by releasing a whole line of Convertible, Motor Yacht, and Sport Bridge models &ndash all that reach Silverton top qualities. Product development and passion to excel within the industry have always been the driving force for Silverton boat builders and they have taken a great initiative in listening to what its owner&rsquos want in the boats they own and what they hope to own in the future. Silverton has always made the effort to learn new construction technology, evolved and advanced layouts, and modern manufacturing equipment. Founders, John and Warren Luhrs created this corporation that has eventually evolved in being one of the most respected mid-sized bridge-boat builders. With achievements in product excellence and constant commitment to exploring new collaborations with dedicated dealers, Silverton has really made itself known in the industry.
List Of Silverton Yachts On The Brokerage Market
Betty Jane - 44' Silverton - 2002 - $149,900 - Boat ID: 2779629
Palmetto, Florida, United States
Barbie - 42' Silverton - 2001 - $169,000 - Boat ID: 2780238
Beaufort, North Carolina, United States
42' Silverton - 2000 - $114,900 - Boat ID: 2778461
Peekskill, New York, United States
Our Compromise - 42' Silverton - 2003 - $175,000 - Boat ID: 2777185
Navarre, Florida, United States
Lady K - 42' Silverton - 2002 - $174,900 - Boat ID: 2773781
Pompano Beach, Florida, United States
Novel Idea - 41' Silverton - 1998 - $89,500 - Boat ID: 2771367
Titusville, Florida, United States
O SEA D - 39' Silverton - 2004 - $189,000 - Boat ID: 2779455
Palmetto, Florida, United States
Soundwaves - 39' Silverton - 2002 - $177,500 - Boat ID: 2780319
Port Washington, New York, United States
Dream Catcher - 38' Silverton - 2009 - $249,000 - Boat ID: 2779130
Punta Gorda, Florida, United States
Our Joy - 35' Silverton - 1998 - $59,950 - Boat ID: 2779101
Mathews, Virginia, United States
Built with the top qualities that Silverton represents, the 52&rsquo Ovation is a different breed-one that is the foundation of this enterprise. It&rsquos components and craftsmanship that is seen throughout the vessel are all just a reminder that Silverton boat builders know what they are doing. Sporting an average top speed of 33 mph, her performance characteristics are downright impressive &ndash and exciting. Inside you will find the model laid out conventionally, with the galley, dinette, and saloon on the main deck and three staterooms and two heads below. Although built with large-scale space, it was the latter that really showcases the layout&rsquos expansiveness. All the comforts of home can be seen in each stateroom with pillow top mattresses and cherry joinery throughout. Additionally, the engineering along with the up to date machinery makes for a smooth ride and made organization and accessibility top priorities.
From the cozy comfort of the helm chair on the fly bridge to the smoothness of her electronic engine controls, the 48 Silverton Convertible is an essential model included in the Silverton fleet. Easy and predictable, this accessible yacht has close-quarters quirks and characteristics that make docking a breeze for even those beginner captains. Inspired confidence is a key component of the 48, riding at a smooth 20 knots with unwavering steadiness. The engine room, built with extra headroom, is flawlessly finished with white gelcoat and top quality machinery making this yacht have an incredibly smooth ride with the help of minimal sound and vibration. The level of craftsmanship and high-end equipage can be seen throughout the interior including a dinette table crafted in solid cherry and finished with Corian countertops. This galley-up, three-stateroom/two-head layout makes this vessel completely accessible for those wanting to enjoy a weekend on the water. A straight shooter, the 48&rsquo won&rsquot disappoint.
Built with innovation in mind, the 453 Motor Yacht is an introduction to new concepts that changed the layouts of motor yachts in years to come. With her galley raised and adjacent to her dinette area, the chef can benefit from all the natural light pouring through the five windows above. Wanting a &ldquogreat room&rdquo feel, Silverton has continuously made efforts in making space and flow a top priority. With a split stateroom plan in place, the master sits aft of the main salon while the guest is forward along with a small V-berth in the bow. Comfortable and spacious, this motor yacht is no stranger to smart design and satisfactory details. From the flybridge, quiet is a key factor and at cruising speed you will hear nothing more than the waves splashing against the hull. The term innovation is clearly defined when you think of the 453 Motor Yacht, which continuously impresses boat owners and real Silverton fans.
The history of the J class
The Js, with their acres of sail, beautiful hull shapes and elegant lines have a timeless beauty that has stood the test of time since their 1930s heyday. Here we explore their fascinating history to discover what makes them so special.
The J-Class Endeavour in 1934, racing King George V's Brittania
The history of the J Class is directly intertwined with the America’s Cup. With the exception of Velsheda, all the original Js were built for the purpose of America’s Cup racing.
From 1929 to 1937, 20 J Class yachts were designed. Ten of these were built, and six raced in the America’s Cup finals. UK challenges came from Sir Thomas Lipton’s Shamrock V and from Sir Thomas Sopwith’s two Endeavours. These were all against the New York Yacht Club’s Harold Vanderbilt, who remained unbeaten in the three defending yachts he commissioned: Enterprise, Rainbow, and Ranger.
Only three original J Class yachts survived – Endeavour, Shamrock V and Velsheda – yet interest in the class has arguably never been as strong as it is today. Seven J Class are currently sailing, these original yachts plus four modern builds: Ranger, Rainbow, Lionheart and Hanuman. Another, J8, is due launches May 2015 and a further two are in build.
A J’s roots remain intertwined with the class’s history, as lines can only be taken from original designs. This ensures that, to a reasonable extent, the beauty of a J stands intact. Modern designs take those original lines (or what’s left of an existing shell), add the most modern materials, manufacturing techniques, systems, deck gear and a crew of elite sailors to produce the most absorbing racing sight on the water, just as it was in the 1930s.
That they are so close on the water today, with places often divided by seconds on real time despite racing over hours, is a credit to the strict J Class rule now governing the class.
When the New York Yacht Club agreed to race against Lipton in J Class yachts in 1930, it heralded the beginning of the Bermudan rig as we know it, and an incredible thirst for innovation in yachting, which is only equalled perhaps in the current day of flying machines. Parallels can also be drawn with the campaigns of then and now.
Like the America’s Cup teams now, the Js were crewed by some of the best professionals available, each with a dedicated role on board – and they still are. Many of the deck gear inventions on the original Js are still used on yachts today, including deck winches, rod rigging, halyards running up hollow aluminium masts, and removable forestays to fly a large genoa.
Indeed the J Class yachts of the 1930s represent some of the biggest technical steps in the history of the Cup. Even though their reign only lasted eight years, the class became famous for adopting new materials and techniques to push the boundaries of yacht design, construction and fit out.
From electronic wind instruments and electronic strain gauges to and double-clewed jibs, to bronze hulls that needed no painting and decks designed to reduce windage, the quest to gain an edge through better technology was gathering pace rapidly.
In general, however, today’s America’s Cup class yachts could not be more different. The Js’ original measurement was to the Universal Rule, which created hulls between 76–87ft LWL, 120ft-140ft LOA, and displacements between 130–170 tonnes. The AC48 class is nearly two thirds shorter, yet twice the beam, and nearly 1/30th the weight.
For those who think the current budgets of US$100million are excessive, history shows little has really changed. Harold Vanderbilt’s J Rainbow, which beat Endeavour, was said to have cost $400,000 in 1934 – around $24 million in today’s money.
But for all the synergy there is one key difference between the Js and their modern contemporaries. In sailing to the Bermuda event in 2017 on their own bottoms, the Js will re-enact one of the original requirements of the America’s Cup.
Working the Lakes
Miners, loggers, and farmers sent the riches of the Midwest to market across the Great Lakes.
In the mid-1800s, the people streaming into the Midwest&mdashand the grain, lumber, and iron pouring out&mdashcreated a maritime industry across the Great Lakes. Fleets of ships served industries around the lakes and helped create thriving port cities, such as Cleveland, Milwaukee, and Chicago. For all their value and beauty, the waters were dangerous, too. Thousands of ships lie at the bottom of the Great Lakes.
The Last American Slave Ship
On July 4, 1858, one of America’s fastest racing yachts departed Charleston, South Carolina, to a chorus of saluting cannons. Crowds along the waterfront waved flags and handkerchiefs as Wanderer slipped away from the shore with the triangular pennant of the prestigious New York Yacht Club flapping proudly in the breeze. In spite of the send-off, the speedy schooner wasn’t destined for another regatta. Instead, on a day when the United States celebrated its independence, the Wanderer was off on a voyage across the Atlantic Ocean to deprive hundreds of their freedom.
A little more than two months later, William Bowden, commander of the British warship HMS Medusa, peered through his spyglass and spotted the sleek American yacht in the mouth of the Congo River. On patrol along the African coastline in search of illegal slave ships, Bowden boarded Wanderer and was struck by its opulence—gilded mirrors, rosewood furniture, satinwood cupboards, ornamental brasswork and 𠇊ll that could be desired for comfort and luxury,” as the New York Times reported. At the invitation of the Americans, British officers dined on fine damask linens in the salon and sipped champagne and smoked cigars on the deck as Captain John Egbert Farnum regaled them with tales of his adventures in the Mexican-American War and serving as a guerrilla fighter in Nicaragua and Cuba.
Toward the end of the evening, Farnum jokingly asked his guests if they wished to inspect the yacht to ensure it wasn’t a slave ship. The British officers laughed at what seemed a preposterous idea for surely no vessel that extravagant would be used in the slave trade. The prestige of the New York Yacht Club banner that continued to fly from Wanderer’s main mast, however, shrouded its odious mission for hidden from view were supplies that Wanderer took on in Charleston𠅌hains, handcuffs and enough Georgia pine to build a secret slave deck.
(From left to right) Romeo, Ward Lee, Tucker Henderson, were captured and brought to America on Wanderer. This picture was taken after they were freed.
As soon as the British departed, the Americans resumed their vile𠅊nd illegal—work building pens in which to squirrel away human cargo. Congress voted to abolished the slave trade in 1807 and made it a crime punishable by death in 1820. Wanderer’s Southern owners, however, had little regard for the federal laws. New York Yacht Club member William Corrie and Charles Lamar, a member of a prominent Southern family, purchased the one-year-old ship from Louisiana sugar magnate John D. Johnson in the spring of 1858 and immediately set about retrofitting one of the quickest yachts of its day into a slave ship.
Explore the Mapping Slave Voyages interactive to find out more about the 350-year history of the transatlantic trade.
Among a group of pro-slavery radicals known as 𠇏ire-eaters,” Corrie and Lamar supported Southern secession and wanted the international slave trade reopened. Even if American law banned the importation of slaves, the fire-eaters wished to prove the impotence of the federal government to stop them. As the New York Times described, the radicals believed that if arrested they could “trust to the laxity of officials, the defects of proof, the technicalities of the law, and especially the sympathy of jurors, for escape from punishment.”
As Wanderer’s elaborate retrofit progressed in Port Jefferson, New York, a customs official grew increasingly suspicious𠅎specially when extra-large water tanks capable of holding 15,000 gallons were hauled aboard and Farnum, a known troublemaker, was spotted in the town. The New York Times wondered aloud whether the yacht might be transformed into a slave ship but acknowledged how absurd the notion was “that a vessel so costly, and so well adapted for a gentleman to spend his elegant leisure in, should be selected as a slaver.” Government officials ordered the ship to New York City for a thorough inspection. Although there was such a volume of supplies that “showed that an extraordinary voyage of some kind was contemplated,” nothing could specifically implicate the vessel as a slave ship. Customs officials had no choice but to let it proceed to Charleston and onto Africa where in exchange for rum, gunpowder, cutlasses, muskets and other goods, the Southerners secretly purchased nearly 500 slaves—many of them teenage boys𠅊nd branded them with hot irons.
United States Navy schooner USS Wanderer. (Credit: Public Domain)
After riding wind and waves across the Atlantic Ocean, Wanderer dropped anchor at Jekyll Island off the coast of Georgia on November 28, 1858, with 400 African slaves. Approximately 70 of those held in bondage died in the brutal conditions and foul air of the ship’s hold during the six-week journey. The slavers quickly smuggled their human cargo ashore in small boats and scattered them in plantations and slave markets across the South, where they were sold for upwards of $700 a head.
Reports quickly surfaced, however, of the presence of newly imported slaves from West Africa. Within weeks, authorities had arrested the ringleaders of the criminal enterprise—including Corrie and Lamar𠅊nd charged them with slave trading, piracy and other offenses. The defendants stood trial in federal court in Savannah, Georgia, in the summer of 1860, but the result was much as the fire-eaters had imagined. The Southern jury refused to convict their peers, a verdict that further inflamed sectional tensions that burst into the Civil War the following year. Ultimately, the harshest sanction leveled on the conspirators was Corrie’s expulsion from the New York Yacht Club.
Lamar bought the ship back at a quarter of its value, but the United States seized it as an enemy vessel in May 1861 and converted it into a Union gunboat that participated in naval blockades of Confederate ports before sinking off the coast of Cuba in 1871 after a return to commercial use.
Watch the groundbreaking series reimagined. Watch ROOTS now on HISTORY.
In 1975, the Mar-Sue II was sold once again and moved to Norfolk's Knitting Mill Creek until 1986, when she returned to Chesapeake.
As best can be obtained from Navy records, no other vessels are left from the WWI incident involving the USS San Diego. In fact, there are very few WWI Civilian Patrol Craft still in existence.
Today, the 103-year-old Mar-Sue sits on blocks undergoing structural and bottom repairs at Virginia Boat & Yacht in Portsmouth, where its latest owner continues to strive to preserve a boat with a rich history of saving the lives of World War I sailors.
The origin of this design came to me many years ago when playing around with my pencil and sketching IOM boats as I often do.
I drew a round deck shape with no gunwale and I thought this probably would work, but I will be laughed at!!
Time went by and my son Nathaniel decided he wanted to build an IOM
OK, I said, you can design it!
Well, where do you start?
We had a TS2 and we remember what the late Geoff Smale said to us while we were sailing at the laser 24hr race at Lake Pupuke, Auckland.
‘If you want a fast IOM just put a smaller stern on the TS2 and bring the rocker and keel forward.’
Nathaniel did this and built the Spitfire design.
We built a plug and a full mold for this boat.
Spitfire was a solid glass boat that did need corrector weights.
That boat has proved to be exceptionally fast by beating the NZ top design V 8 in our club racing.
Well , because Nathaniel was doing it, I couldn’t sit back so I got my old sketch out.
I had recently been sailing a F12 catamaran that had wave piercing bows and was very impressed with how this boat did not slow down when going for a nose dive, in fact it would always pop up again without cart wheeling.
Also it would go through any chop on the wind without slowing, so I was very impressed with the wave piercing or back to front bow boats.
So that is where I started with the D1
I could see it could possibly work as the Brit Pops and likes were going narrower than previous winning designs and a wave piercing boat would have to be a narrow boat
When I saw the chine and tumble home topsides of the Brit Pop I realized this was the way to go as it would help to lift the bow and sink the stern when leaning over.
I copied the TS2 keel rocker line and made the boat 185mm wide and made a hard curve on the bilge before the chine in section view to help with stability, I added a flat area on the stern to promote surfing and tracking in the breeze.
This boat was built using strip plank balsa that was glassed both sides.
The boat was built in female molds.
This construction eliminates any twisting that can happen when adding frames or the deck to the boat while under construction.
The boat is completely finished inside before taking out of the molds and fairing glassing outside.
When building the boat I took a bit of rocker out of the keel forward to help stop nose-diving so in effect the point of the bow was 10 mm below the waterline.
I made the boat with a case where I could change the keel position as I was concerned that it may nose dive very badly.
I guess the first thing I noticed was that when the boat nose dived it did not slow down in fact almost sailed faster when bow was going under!
The boat was noticeably slower when the keel was in the back position and also harder to control,
So the forward keel position was best.
The boat proved to be very fast especially in heavy weather with B and C rigs.
However, when training against Spitfire with A rig it became very noticeable that D1 Yellow Submarine could not tack so fast and also was not tracking the wind like Spitfire.
The boat would keep sailing in a straight line when it got a knock or a lift so I constantly had to steer the boat while with Spitfire Nathaniel could let go the controls and the boat would steer to the wind!
What was happening was the bow of my boat was acting like a rudder so while it was going fast I was missing out badly when the wind changed.
The Boat had exceptionally fast speed upwind and down wind at times
So it became obvious to me that I had to change the bow sections.
Rather than build a new boat I saw it was easier to build a new bow,
I studied the super quick V8 and designed a similar bow.
I cut a ‘v’ on both sides of the boat and again, using female molds, I strip planked balsa the new bow section.
I was pleased that the actual change in the bow did not interfere with any of the fittings on the boat.
D1 Yellow Submarine performed like a different boat, so we now call this design D2.
It tacks way better and tracks better now in all conditions.
We have now completed molds and have produced one glass boat
Yellow Submarine II that is also sailing very well against the local Kerikeri fleet
The D2 has proved to be a fast boat
We have been putting more time into sailing skills,rig development and building lighter boats in the last year
Sailing skills has been working on less penalties and more consistent results
With rig development we are starting to see benefits from using a full size adjustable mould .We have made a couple of head sails that perform particularly well
We are now building lighter boats that are down to 300 gram corrector weights needed. This development will continue with Gran Prix boats that we hope to get down to 400 gram corrector weights and more but still ensuring boats are strong enough for competition
The D3 has arrived. This development came from testing against the Britpop in Sydney .It was discovered that the D 2 did well against the Britpop in a cross section of conditions
It lost a little when downwind. When a gust came the Britpop would lift and go ahead while the D2 would at first dive a little and slow before it got on the pace again
With the D3 we built a chine under the bow that meant a very flat section through the middle of the front of boat
This retained the straight lines fore and aft but gave the boat more buoyancy in the bow
The D3 now lifts more in the gust downwind however when the gust is too strong it will flip sooner compared to the D2 that will sail through and recover
The added benefit of the forward chine is it helps the boat point better upwind in fact the boats points exceptionally well mainly because of the aft chine’s on the boat
It took a while to realize that the D3 was still not on the pace . I often blamed my own sailing ability for not getting good results! D3 finished mid fleet at 2014 nationals so still a long way off the front group. It really does take a long time to understand the differences in performance in hull design because of so many variables. Wind conditions, wave conditions, foil and rudder design and positions on boat, sail shape, mast configuration and the list goes on.
Why reinvent the wheel! The boat that won the 2014 NZ Nationals was a Britpop design so I decided I will take a close look at the shape of that winning boat and develop the wave piecing bow section that we have using on the D3 that I think was working ok
The four advantages of this bow are
- less windage
- Less resistance that doesn’t slow the boat when it nose dives off the wind that results in less pressure on the sails that can flip the boat out
- The boat has less resistance when going through the chop on the wind or off the wind
- No flat deck shape that forces the bow under
The D4 was designed with round sections aft compared to the D3 and I think this creates less drag. Max beam is the same as D3 at 185 mm . I wanted the narrowest waterline beam that I possibly could get and to do this I was finding I had to have very full sections along the keel line rather than v sections!
The bow is a very full section, almost a scow . It was very apparent to me that a successful bow shape will be one that will want to lift quickly however at the same time does not have too much buoyancy that the boat will trip over and stop downwind. There is a very fine line with the correct amount of buoyancy in the forward sections to enable the boat to do this . Too thin the boat will dive too far and too full the boat will trip .
First off we built two boats with two different bow shapes . One had more roundness and buoyancy on the deck!
I also built one boat with a long case where we could play with different keel positions for and aft. We also built a bulb where we could shift the fin froward or back including changing bulb cant
When these boats were launched we were immediately impressed how well they sailed in all conditions up wind. They had exceptional ability at tracking and turning with the wind-shifts and also when the sheets were eased a little that had very good speed. I discovered the boat sailed best with the fin in the forward position and the bulb in aft position with 2 deg cant. The bow was about 15 mm out of the water from the stem and this helped with the boats turning ability and still was very fast in drifting conditions
Downwind it was as fast as anybody in all conditions. The boat that was finer on the deck bow sections was not recovering from the nose dive so this is where I realized that we could put more fullness in the bow sections above the waterline
I built two more boats with this shape and I also changed the deck lay out so I could change any problems with faulty electronics quickly. We put the winch aft of the mast and to my surprise this made a big impact on the boat helping it lift rather than dive downwind. The bow was even further out of the water but this did not seem to slow the boat in any conditions so that is how we have left it
With the two new boats we tested a new champagne keel . We made it as narrow as we could at the bottom and wider at the top .The theory was it will help hold the boat on position at the start line and also less lateral resistance down the bottom of the keel that cause the boat to heel more
When tested against the other boat this keel proved to be better with the added bonus of the boat gaining a little more ground through the tack . In other words the boat would sailing around the keel compared to the conventional keel where the bow seems to spin down after the tack . There is one draw back and that is the boat can take longer to get out of irons however we still prefer the champagne keel . In B rig conditions around 25 knots the D4 with this keel is exceptionally fast when sailing with slightly eased sheets
We presently are very happy with the way the boat sails and is set up and we now only build complete replicas of this boat that all have compatible components. WE now are putting more effort into rig and sail development
Time goes by when your having fun
Now April 2018 nearly five years since first building the D1 Yellow Sub and two years we have now been sailing the D4
We have produced about fifteen of these boats that are scattered around NZ and the world
I have spent a lot of time analyzing the design and still think it is a very good shape and dont really know what to change to improve it.
We have been shifting the bulb forward and aft with adjustable bolts on the bulb and this helps with bow down trim for light weather and helps with performance here. It’s like having two boats for different conditions! It seems a little sensitive to weight position ,If bow down to much it will nose dive a little soon in the breeze or if the weight is to far aft the boat drags the stern in the light that slows it down! class rules won’t allow you to change weight position during a regatta so you have to set this before the first race. Not sure if this is a bad thing or good ,cetainy bad if regatta is different from the weather forecast where I got caught out once! however I can also set it up for average wind conditions
The last batch of boats I built with the rudders trailing edge vertical from the back of the transom. As far as I can tell it has no difference from the other boats that have the shaft square to the bottom of the boat that creates the aft edge square to the bottom of the boat and angles the rudder back. When the shaft is square to the bottom the rudder has a better turning characteristics
We now use expediential on rudder . Set up 50% on the radio enables the rudder to move slowly while going straight then fast if wanting to turn sharply. I have found this a huge advantage on the wind as to much rudder movement slows the boat on the wind
Also using more twist in the sails and this has helped the boat perform better. These sought of things make more difference to performance than changing hull shape.
The latest trend with IOM boats is placing mast and fin further aft. This probably helps with nose diving downwind . Imay have to change the design to get the lateral resistance and centre of buoyancy right to do this so I will keep working with what I have got at present
I soon will make a D4 forum to get feedback from existing D4 owners on ways to improve performance.
'Estrellita', motor yacht (4 of 4) - History
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Sabre Yachts (USA)
The Sabre story began in 1970, when the company's founder, Roger Hewson, set out to build the finest possible 28-foot sailing yacht using production line methods and fiberglass technology. In a small, 4,000 square foot building, with a handful of employees and a vast amount of market research which he had done on the marine industry, he designed and built the first Sabre 28, and introduced it to the market at the 1971 Newport Boat Show in Newport, RI. The boat was a success, and over the next fifteen years, 588 Sabre 28's were built.
The 28 was followed by the Sabre 34 in 1976, the Sabre 30 in 1979, the Sabre 38 in 1981 and the Sabre 32 and 36 in 1984. The Sabre 42, which later evolved into the Sabre 425, was introduced in 1986. The current sailboat range consists of three Jim Taylor/Sabre Design Team collaborations, the Sabre 362, Sabre 402 and Sabre 452. A new Sabre 426 is due for introduction in September of 2003. Each of the current models has won the prestigious Boat of the Year Award from Cruising World Magazine in it’s year of introduction. A complete list of Sabre models and their dates of introduction can be found at the end of this document.
In 1989 Sabre sought to broaden its market by building a line of power boats.
In 1994, Sabre acquired North End Marine of Rockland, Maine, a major builder of marine molds and production fiberglass parts. The company’s name was changed to North End Composites in 1996 and it has since diversified into industrial, commercial and architectural composite construction while maintaining an active presence in the marine mold making and part production business.
As of 2012, Sabre ended production of sailing yachts though they have said it could be restored should the market improve.
Rakes Retreat , ex: Estrellita , ex: Little Star was built for Captain Guy Baxendale of Framfield Place, Uckfield, Sussex in 1934, to a design by John I Thornycroft, a well known and respected naval architect with yards in Southampton and Hampton on the River Thames.
Estrillita returned to Thornycroft’s yard in Spring 1934 to be lengthened by 4ft with the addition of a canoe stern replacing the original transom. In the late 1930’s Lewis Clayton of Fair View, Castle Bromwich bought Estrillita. I n 1940 she was requisitioned by the Royal Navy as a harbour patrol vessel in the Rochester and Chatham area, manned by a Petty Officer, Coxwain, Able Seaman and mechanic. Lewis Clayton was paid £12.50 a month for the use of the boat. She was de-commissioned in 1946 and bought by H A Dipple of Upton House, Thanet, Kent.
After only a few years ownership Estrillita was sold to H E Wesson of Cannon Street, London and re-named Little Star . In 1955 Mr & Mrs R Squire of Sunnycove, Kingswood Creek, Wraysbury bought the boat moving her on the the River Thames.
In 1958 D L Davis of Lotus, Pharoah’s Island, Shepperton briefly owned Little Star before selling in 1960 to the television presenter and personality Hughie Green who re-naming her Rakes Retreat . During Hughies time at Thames Television filming Opportunity Knocks he moored Rakes Retreat at Teddingon and lived aboard.
In 1965 Hughie Green sold the boat to Kenneth Ashley of Braemar House, Teddington. Felicity Bridges of Bedford Square, London became the next owner in 1972 followed by Dr. Goodburn of Meadway, London in 1975. Walter Smith bought Rakes Retreat in 1980 selling to Keith & Vicky Jones of Gunnislake Cornwall. They stationed the boat at Torpoint where she was sold in April 2002 to the current owner.
Now registered as an historic ship all Rakes Retreat’s original plans / records, river trial photographs are kept at the National Maritime Museum, Greenwich.
Carvel pitch-pine planked hull all copper rove fastened to steam bent oak timbers. Internal iron ingot ballast. Teak laid deck. Mahogany superstructure, toe-rails, hatches and stanchion rail cappings.
Raked straight stem, round bilges, long straight keel and canoe stern.
Extremely original accommodation in a quality Edwardian style splendour, with mahogany joinery throughout.
Twin 45hp four cylinder Perkins 4107 Diesel Engines, quarter mounted.
105hp Perkins 6354 Diesel Engine, centreline installation in 1997.
Three bronze propellers. 200 gallon fuel capacity.
Bermudian ketch rig with sruce main and mizzen. Three cotton / terylene sails.
Twin Berth Fore Cabin
Galley with stainless steel sink unit, Electrolux 12 / 240 / gas fridge. Twin burner gas cooker with oven and grill. Pantry and crockery lockers.
Saloon with L shaped settee to port converts to double berth. Drop-leaf table, lockers to starboard. 7kw Chesapeake diesel heater.
Wheelhouse with port side helm position, morse engine controls, central instrument console. Kent clear view screen. Admiralty binnacle compass. Huson 60 VHF radio. Sounder and Log.
Aft Stateroom with heads compartment to starboard with original Baby Blake marine WC. Washbsin to port. Two generous berths to port and starboard. Lockers and central chest of drawers.
Stern Lazerette housing fuel and fresh water tanks.
45lb CQR Anchor with 50 metres of half inch chain
Lewmar 24 volt windlass
Two bilge pumps, automatic and manual
An attractive and largely original motor-yacht formerly owned by television personality Hughie Green.
Good sized period motor-yacht are becoming much more difficult to find, once refurbished an ideal vessel for coastal cruising or for exploring the inland waterways of Europe. Rakes Retreat is a now a major project and not for the feint-hearted, however she does retain a largely original period interior and has great potential.
Does Opportunity Knock for you?