LOA: 295’3″ / 90m – LWL: 198’6″ / 60.52m – Beam 40’0″ / 12.20m – Draft 18’11” / 5.77m – Hull Number: 378 – Sail Area (Upwind) 2.623 m2 – Fuel: 103.255 ltrs. – Fresh Water: 29.212 ltrs. – Grey Water: 5.570 ltrs. – Engine(s): 2x Caterpillar 2000 HP – Generator(s): 3x Leroy Somer + CAT engine – Naval Architecture: Dykstra Naval Architects – Interior Design & Exterior Styling: Pieter Beeldsnijder Design – Original Owner: Dr. James H. Clark – Current Owner: Dr. James H. Clark – Year Built: 2004 – Built By: Royal Huisman – Hull Material: Alustar – Displacement: 1103 tonnes – Ballast: 221.5 – Flag: Cayman Islands – Sail Number: – Location: Marine Traffic
Historical:
At 295ft / 90 meters long, Athena is considered the largest private sailing yacht in the world. A modern yacht with the styling of a classic sailer this beautiful sailing yacht and technological wonder sleep 10 guests and boasts a media lounge, diving facilities with a decompression chamber.
Athena draws design inspiration from the magnificent yacht of the beginning of the 20th century as Creole and others. Naval Architecture by Dykstra Naval Architects and line drawings further optimized for appendages in both the towing tanks of the Delft Technical University and the Potsdam Versuchanstalt. Pieter Beeldsnijder was responsible for the exterior styling of Athena.
The interior design is by Pieter Beeldsnijder and best described as ‘grand classic’, using mahogany and teak, fielded panels. Accommodation is for 20 crew and 12 guests. The galley is industrial type StSt to cater for harbour parties > 100 guests, with walk in fridges and freezers.
2019 Refit
Athena underwent her Lloyd’s 15-year survey, an overhaul of her main engines and gensets and a full rigging service, as well as a hull, superstructure and rig respray. She reemerged early June, gleaning in the sunlight. Various onboard systems and piping were updated, and the teak on her main and bridge decks was replaced.
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
LOA: 35.85′ / 10.93m – LWL: 22.96′ / 7.66m – Beam: 6.10′ / 1.86m – Draft: – Hull Number: – Designer: Bjarne Aas – Original Owner: Pierre Bigar – Current Owner: Ossi Paija , Sam Fagerlund – Year Built: 1959 – Built By: Frederickstad – Hull Material: – Gross Displacement: – Sail Area: 480.30 sq ft / 44.62 sq m – Former name(s) Original name: Astrée III, Elan II (renamed 1983) Astrée III (renamed in 2000) – Boat ID: 1959NO01
Historical:
The Astrée III is one of the latest classic 6mR boats in the world. Bjarne Aas designed the boat in 1959 and was his last 6mR. The boat lines were based on Yam Sing 6mR drawings with minor structural changes. The boat spent the first half of the century in the warm Mediterranean, waiting mainly for someone to campaign her. During the summer of 2014 that expectation was rewarded when Astrée III competed against the world’s toughest 6mR fleet in Finland.
Bjarne Aas , was a very productive and successful Norwegian boat designer and builder. Aas designed his first sixth in 1914 and the last one, Astrée III, 45 years later in 1959. During this time, he designed a total of 55 boats in the 6mR class – a total of 24 classic design boats for the third (last) rule. rule season. He designed six of them to win one Olympic gold and three silver, a Gold Trophy five times, a One Ton Cup four times. Aas has also designed a number of other boats, including over 40 5.5m, seven berths, two 12mR boats, numerous offshore boats and off-shore boats (297 boats built), and Viking boats.
Known Racing Record
One Ton Cup 1959 – 4/4, 1961 – 3/4 Regates Printemps 1959 – 1/9, 1960 – 2/7, 1961 – 3/4, 1962 – 2/4 Regates Royales 1960 – 1/3, 1962 – 1/4, 1964 – 1/3 Regates Royales 1980 – 7/11 Spring cup Cannes 1981 – 1/4 Regates Royales 2009 – 1/2
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
Owner/Guardian: (1959-1964) – Pierre Bigar
Owner/Guardian: (1964-1983) – Florence J. Gould – received Astrée III bequeathed by Pierre Bigar. Mrs. Gould was a well-known American art collector in France. He founded and owned several five-star hotels and casinos on the French Riviera. His property was auctioned in 1983 after his death and, among other things, the sale of his jewelry became the largest private collection auction to date. Known competitions, captain H. Dunan:
Owner/Guardian: (1983-2000) – Mr. Moreuil – Florence Gould testified Astrée III to Mr Moreuil, who took the boat to Corsica. She renamed the boat Elan II and the boat was given the sail number F46. According to the 6mR Hundred Years of Racing book, the boat participated in the 1985 World Championships in Cannes under the name Elan II, being the fastest of the French boats.
Owner/Guardian: (2000-2013) – Jacques Guillaume – bought the boat from Corsica and transported it back to Cannes, where the boat underwent a major overhaul. Jacques is a naval diving officer and after retiring focused on lobster diving. He acquired new sails for the 2009 Cannes Regatta where the boat met the 1933 Midlands. However, the Mediterranean flite had largely disappeared and no competitions were found.
The 42′ (12.8m) Arion is probably the first fiberglass auxiliary sailboat ever built. She was launched in 1951 at The Anchorage, in Warren, Rhode Island. Courtesy- The Anchorage
In 1950, Sidney Herreshoff, son of the famous Nathaniel, designed a boat that was built using what was then an innovative new material – plastic resin reinforced with glass fibers – Fiberglass. ARION, at 42′ was to be the first large sailboat ever attempted in this material. Many were skeptical about the suitability of this material in large craft. In order to reduce the loads and strains that were to challenge this vessel, Mr. Herreshoff elected to minimize the hull resistance so that she could be driven with a small rig.
Known Restoration History:
Damian McLaughlin, North Falmouth, Massachusetts. The entire interior and exterior were stripped and ground and sandblasted, and rebuilt. On June 2001 the re-launching took place on her 50th birthday from her first launching. Further information on her rebuild can be found on Damian McLaughlin Boats’ website
A major restoration has been completed on ARION, the first fiberglass auxiliary sailing yacht built in the United States. She was designed by Sidney Herreshoff to be built in fiberglass. In spite of the use of such modern material, she was designed by first being half-hull modeled, and her offsets taken on N.G.Herreshoff’s model measuring machine. She was built by Bill Dyer at The Anchorage Inc., in Warren Rhode Island in 1951. Her restoration includes modifications to accommodate family cruising while maintaining racing ability. Elements of the work include hull restoration, a new galley and interior, new systems and engine, a new teak deck house and fabrication of new 1950’s era bronze hardware.
LOA: 54’0” / 16.46m – LOD: – LWL: 36’6” / 11.13m – Beam: 10’10” / 3.30m – Draft: 7’2” / 2.18m – Designer: Archibald Logan – Original Owner: Charles Horton, Horton publishing family – Current Owner: – Year Launched: October 1904 – Built by: Logan Brothers – Hull material: kauri planking – Sail Area: – Displacement: 9.35 tonnes – Engine: – Flag: Auckland, New Zealand – Club:
Historical:
Ariki (Maori name for chief or leader) was designed by Archibald Logan and built by Logan Brothers for Charles Horton of the Horton publishing family as a combined racing and cruising yacht.
Ariki’s design was based on the Logan brother’s highly successful Rainbow of 1898, which in turn had been inspired by the George Lennox Watson designed royal yacht Britannia of 1893. Ariki was a gaff-rigged cutter with a jackyard topsail. Featuring a spoon-bowed and counter-stern, her hull was planked in copper fastened kauri, consisting of two thinner layers of planks that were diagonal to each other and the third skin of planks running horizontally fore and aft along the yacht. She featured a flush deck with no cabin top visible above the deck.
In December 1907 she ran aground on a sandbar at Tolaga while sailing from Gisborne to Auckland. Horton owned Ariki until 1910 when he sold her to prominent lawyer E.C. Blomfield. In 1914 Blomfield sold her to businessman Alfred Nathan, a director of L.D Nathan. In 1917 she was washed ashore at Devonport by a storm. She was repaired by Chas Bailey, who was the Logan Brother’s boatbuilding rival. In 1920 he was sold to W.R. ‘Willie’ Wilson, a partner in the publishing firm of Wilson & Horton.
The Goodfellow family then owned Ariki from 1934 onwards for many years. During this period she was mostly used for cruising, to assist in which the family installed an engine. In 1936 a new mast, taller than the original was installed. Consideration was given to converting her to a Bermudan configuration, but she retained her gaff rig, but with new main and headsails sourced from Ratsey & Lapthorn of the Isle of Wight.
The launching of the Lou Tercel designed and built Ranger in 1938 signaled the end of Ariki’s dominance of Auckland first-class racing. Up until that time she had been the scratch boat of the first class (A-class) fleet.
After World War II the Goodfellow family sold Ariki to Arthur Angell and H.C. Cove Littler, later his son Hugh Littler, who continued to race her. After the Littler family bought another yacht, Ariki spent most of her time unused and sitting at her mooring.
ARIKI, A Class, setting the spinnaker, 1905 / Photographer, Henry Winkelmann. Royal NZ Yacht Squadron loan, NZ Maritime Museum B2N68
Mark Newcomb via woody Brian Fulton, Mark wrote the following for a recent Ariki (the 1904 Logan Brothers gaffer) reunion.
“I started crewing on Ariki around 1963, aged 19, and sailed with the team for some 15 years, continuing through to the Northerner with them.
Hugh Littler worked as a valuer for Neville Newcomb Ltd., and dad (Pat) of course knew Arthur Angel well through RNZYS, as did my uncle Hal.
The crew then was going through a bit of a change as the friends of Hugh were getting married, children, etc. Arthur and Hugh shared ownership I think. Cove Littler had own Kitenui at that stage.
Regular crew when I joined were Jim (Boom Boom) Bailey, Ted Grey (plumber Devonport), John Downer, Dr Ray Talbot, Bill Donovan, Bob Fenwick, young Bruce McKay, Peter Svenson, Peter Cooper, and I introduced John Compton, Laurie Gubb, and Tom Taylor. John Denley sometimes crewed. Also some others, can’t remember! Warwick Jones (subsequent owner) joined the crew a little later.
The yacht was moored at Devonport near the RNZN dockyards.
There was keen competition between Bruce, Peter, and myself to become the main topmast hand, as we saw this as a glamour job. I loved coming into a bay with all rag flying, and showing off my skill at whipping up the mast and letting fly the gaff topsail. Peter, Bruce, and I became the main foredeck hands. Hugh was sailing master, Arthur main helm, Jim B on main and spinnaker, John D and Bill D on headsail trim. Foredeck was pretty dangerous with wildly flapping wooden blocks on clew strops and stiff canvas, big sails. No winches at all. Bob was enthusiastic steward.
A racing crew of around 13. Sometimes full 12 hands on main sheet, stretched out along leeward deck, up to your knees in rushing water.
Double purchase ‘handybillies’, rove to advantage, were used to get the last few feet in on the sheets. New set of Rattray(?) sails a big deal. 4500 sq. foot sail, huge spinnaker, and newfangled genoa/gennaker. Heavy gear.
Seamanship was necessary. The most wonderful powerful yacht, a sailing delight.
Winter haul out at Devonport Yacht Club, old winch, and dangerous shunting of 19 ton ‘Rik on ways greased with mutton fat and timber jacks. Old local guy always took charge of this, a big day.
Masonic Hotel was very close and 6am opening was a constant attraction for crew when we were supposed to be scrubbing down, sanding, varnishing, Singapore Copper antifoul, etc. Pin line on hull was picked out in gold leaf, but this was changed to gold paint in later years.
After winter make over, trip down to ‘Drunks Bay’, (Islington) under motor, with minimal rig, then the big task of stringing up the running rig. Ropes everywhere, but fun. Ropes to be spliced, whipped, wormed/parceled/served/, and riven through the many blocks etc.
Another young man’s job was releasing the fixed prop and shaft prior to racing. One of us young bucks would dive over and dive down with the heavy bronze 3 blade prop and 2 meter shaft (secured with a lanyard to the top), insert the shaft into the A Bracket, push it home into the stern gland, knocking out the internal wooden bung, to be attached to the engine drive. Then untangle the lanyard, and surface. The test was to do this in one breath! A whiskey/milk was usually the reward. The process was reversed at the end of the race, often in a crowded anchorage, much to the astonishment of the observers. Another glamour job! Unbelievably, a few years earlier this job was done by Hugh, who not being a diver, was strapped into a diving bell made of a kerosene can with a glass window puttied into it. This was put over his head, he sat in the Bosun’s Chair with some chain wrapped around him for weight, then was lowered over the side from the swung out main boom. A rope slung under the stern pulled him under the counter to line up the shaft with the A Bracket etc. It had some sort of bicycle air pump, and I think a speaking tube up to Cove on deck. I saw this contraption under their Vauxhall Road home, and now wish I had saved it! (Mark, later discovered that this tale was an urban legend, created to motivate junior crew members (i.e. Mark) to go over the side)
Having no prop power meant a lot of our manoeuvring was under sail only, often including back winding and stern boards, highlighted the skills of these sailormen,.
Our competition included Ranger, Rawhiti, Ta Aroa, Kahurangi, Achernar, Moana, Thelma, Fidelis, and another dozen or so.
With our gaff rig, no winches, heavy boat, we struggled to take line honours, but did OK on handicap. After a few years the light displacement yachts started to appear- Innnesmara, Infidel and Buccaneer, Neville Price’s Volante, etc. We expected these new wonders to fall apart, but usually just saw them zoom past us.
The fleet was littered with strong personalities, Joe Kissen, Tom Clark, Lew Tercel, the Duder’s, Bressen Thompson, Jim Davern, Andy Donovan. Fraters, Arnold Baldwin, Peter Cornes, Gordon Pollard, Bill Endean, Roy McDell, Wilf Beckett, Cove Littler, ……. the list goes on, and on. Of course there was our own Arthur Angel, Hugh Littler, Ray Talbot, Jim Bailey. Kahurangi under Willie Wilson always seemed to have a team of female followers, as did Arohia with Speed Alan and Pussy Catlow coming to mind.
We had many notable visitors on board- Lord Cobham, Francis Chichester, Adlard Coles (Heavy Weather Sailing), etc.
Cake days, normally a Sunday, were always great fun. Long Christmas cruises to Bay of Islands very special- my uncle Hal based at Opunga keenly awaiting his play mates Bob, Arthur and Hugh. Cruises up to Whangaroa wonderful. Te Kouma race and Squadron Weekend at Kawau. Somehow, being another era before the cell phone, we all stayed away on endless adventures without a thought, or the means, of rushing home.
Gordons Gin and water was the tipple of the senior members, beer for us- and plenty of it. A strange drink, Claret and Lemonade, was often our early morning eye opener.
There was a strong sense of heritage, ceremony and formality amongst the merriment. Flags, watch keeping, dress, respect of senior members, nautical customs, shipshape and Bristol fashion! – not strongly enforced, just understood and expected. Arthur an ex Commodore, and Hugh a Flag Officer- later Commodore on Northerner- so expectations high.
These are just some random memories- there are many others.”
Restoration
A syndicate consisting of Warwick Jones, Rodger Duncan, and Peter Blundell purchased her on 30 March 1977.[5] They found her deck and beams were in poor condition. Taken to a shed in Clevedon she emerged after four years with a replaced deck, restored skylight, cabin top, cabin interior and coamings, while the engine was shifted forward to improve her balance.
She was returned to the water in January 1981. As Duncan and Blundell had their own boats, the syndicate eventually broke up, with Jones becoming the sole owner.
Warwick Jones died in 2012 leaving Ariki’s future unclear. In December 2016 Andrew Barnes and Charlotte Lockhart purchased her from Jones’ widow and started a new restoration, led by the experienced wooden boat builder, Robin Kenyon in April 2017 at Okahu Bay in Auckland. She was relaunched at the National Maritime Museum in Auckland on 29 April 2018 and will be berthed there.
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
Owner/Guardian: (1904-1910) Charles Horton
Owner/Guardian: (1910-1914) E.C. Blomfield
Owner/Guardian: (1914) Alfred Nathan
Owner/Guardian: (1920) W.R. ‘Willie’ Wilson
Owner/Guardian: (1935) Goodfellow family
Owner/Guardian: (1946?) Arthur Angell and H.C. Cove Littler
Owner/Guardian: Andrew and Charlotte Barnes
Resources
Waitematawoodys Wikipedia NZ Maritime Museum B2N68
Sandeman – Designed by Olin Stephens to build on the success of STORMY WEATHER and DORADE this yacht has a successful race record in her own right and is known to been one of her designer’s favourites. Perhaps the same could be said of Ed Burnett, whose design skills and empathy for this boat have been a continuous thread throughout her restoration. ARGYLL’s potential to win on the classic race circuit is almost as exciting as the balance of her Olin Stephens lines……..breathtakingly beautiful.
The rebuild and refit work is of the very highest standard. The hull and deck work was carried out by Blake Brothers in Portishead, with the interior, systems and rig completed by MB Yachts Ltd at Shillingstone in Dorset. Considerable attention has been paid to ensure that ARGYLL retains her original character, with small modifications made to enhance her practicality as a cruising yacht. Where possible, original deck gear has been reinstalled. Where this was missing or required replacement however, new items have been designed and machined in keeping with the original. Powered deck gear is fitted to ease handling when the vessel is not racing but otherwise as a general rule the original deck layout has been retained.
Her present owner’s affection for her inherent qualities have inspired him to even greater efforts in bringing her up to a standard of finish which frankly places ARGYLL second to none.
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
Owner/Guardian: (1948-1973) – William T Moore Owner/Guardian: (2010-current) – Griff Rhys Jones
