LOA: 64′ 6″ / 19.67m – LOD: 64′ 6″ / 19.67m – LWL: 45′ 11″ / 14.00m – Beam 9′ 9″ / 2.96m – Draft 7 10″ / 2.40m – Displacement: 10,500 kg – Ballast: 4,500 kg) – Hull material: Wood – Year Built: 1922 – Original name: Roxane III – Current Owner: Private – Designer: Gustaf Estlander – Built by: Pabst-Werft, Berlin Yard – Website: www.lamorena.se – Flag: Sweden – Location: Duvnäs Bay
History
Owners comments – LA MORENA was built in Germany as Roxane III for Swedish engineer, Frithiof Dahl. He was a building contractor, at that time responsible for the building of Ragnar Östberg’s famous City hall in Stockholm. The engineer raced her during the 1920’s and 30’s, against Kerma and other famous yachts, probably mostly around Sandhamn and Saltsjöbaden. Then the family Graffman owned her for almost forty years. They called her La Morena, “the brunette” in Spanish. They sold her to Arne Fyrk and Bengt Helgesson in the late 1970’s, who moved her from Stockholm to Motala and lake Vättern, were she stayed for 20 years. La Morena was almost 60 years old when they bought her. No age for a beauty, but she had worked hard and was in deep need of recondition. Arne and Bengt’s effort saved her for the future. The year 1998 she was back in Stockholm with new owners, who sold her to the present owner in the summer of 2004.
During the winter of 2004-05 an extensive restoration were carried out. It ends with a new keel plank, a new rudder stem and knee, 50 meter new planking, a new stainless steel rudder, a new modern profile of the keel, and high finish of the whole bottom. Damages in the deck and deckhouse were also repaired, as were damages in the mast. The restoration has continued. It aims to both have a shining and a fast yacht. As a reward of the hard work, we receive the GYS-award of 2006. (You find our application under The Story (in Swedish).) We also appreciate the help from International, a 20 meter wooden yacht absorbs a lot of high-quality varnish.
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
Owner: (1922-1940) – Frithiof Dahl, Stockholm Owner: (1941-1944) – T. Kjellberg, Stockholm – (renamed Albatross) Owner: (1944-1978) – The Graffman family, Stockholm – (renamed La Morena) Owner: (1978-1983) – Arne Fyrk and Bengt Helgesson, Motala Owner: (1983-1998) – Arne Fyrk Owner: (1998-2004) – Angelo Morano and Bengt Parmell, Stockholm Owner: (2004-2005) – Nils Forsfält and Tomas Forsfält, Stockholm Owner: (2005-xxxx) – Nils Forsfält
LOA: 72’6” / 22.10m – LOD: 72’6” / 22.10m – LWL: 50’10” / 15.50m – Beam: 15’5” / 4.70m – Draft: 10’6” / 3.20m – Displacement: 35 tons – Ballast: – Hull material: Wood – Sail Area: 365 m² – Designer: Henry Rasmussen – Built by: Abeking & Rasmussen – Year Launched: 1912 – Current Name: La Fiamma Nera – Original Owner: Baron Von Dazur Hannover – FLAG: Italy (IT) – Location:
Historical:
“Konigin II” was designed in 1912 by Henry Rasmussen for Baron Von Dazur Hannover. After spending the First World War in the port of La Maddalena, the Fascist hierarch Alessandro Parisi Nobile, a faithful friend of the Duce, bought it in 1935 and renamed her FIAMMA NERA and gave it to Benito Mussolini. The Duce, as we know, was an aviator amongst many other things, but he was not a seaman, he primarily used the vessel for his secret meetings with his lover Claretta Petacci without ever straying too far from the coast.
After the Liberation of the Allies (8 September 1943) and nearly a decade of his liaisons with his mistress, the owner decided to sink the “Black Flame” in the waters of the Gulf of Tigullio in front of Rapallo to prevent her from falling into the hands of the Nazis. The vessel remained on the Ligurian seabed until the postwar years, when it was recovered by Count Sereni,” who renamed her “Serenella”.
After the war she was recovered by Prince Cremisi and renamed her “Estrela de Guaruja” – star of Guaruja, a city in Brazil and then she became the training ship of the Circolo della Vela di Roma.
To complete her story the vessel remained moored in Fiumicino until 1962 and used as a training ship by the Circolo della Vela di Roma. In the 70s it was bought by the engineer Fonsi who took it to sail in the Adriatic . In 2002 it reappeared in precarious conditions in Viareggio where it returned to its former glory and was also equipped with the most modern instruments thanks to a project by three friends: Augusto Gori, Carlo Meccheri di Pietrasanta and Giorgio Mazzoni. In the same year she took part in the Vele d’Epoca di Imperia and was hired by Cts Ambiente for a dolphin monitoring campaign in the Tyrrhenian Sea, until the last restoration (2006-2010) in Fiumicino.
Restoration
Massimo Paperini – Yacht Designer – The boat has undergone several restorations. In the first intervention in 2002 the clipper bow was removed, added in a false way in the thirties, the portholes were removed, the teak deck rebuilt, the deckhouse restored, some ordered ones replaced together with the mast and moorings, in a first attempt to return the boat to the original design.
From that year on, the boat, after a series of changes of owner and names, returned to its original name: Konigin II.
In 2006 the boat returned to the shipyard in Sanremo where it underwent further interventions.
The restoration and reconstruction carried out by Massimo Paperini’s Duck Design studio is therefore the third in chronological order carried out on the boat.
A first phase of the work consisted of an in-depth analysis of the original drawings of the Abeking & Rasmussen shipyard, which were completely redesigned by the Duck Design studio; in fact, there were no images or references of the details of the original state of the boat, but only the drawings of the original project kindly provided by the shipyard.
This first phase was followed by a phase of study and research on texts and images to get to know the stylistic characteristics of the time and the boats of the same period produced in Northern Europe.
The restoration therefore, which began with a total removal of the interior and all existing bulkheads, aimed at rebuilding the boat to bring it back to its original state. The only variation made to meet the new owner’s needs is the positioning of a second bathroom located in the same space as the original one; the original layout, in fact, preserved in its entirety, included a master cabin, two guest cabins, dinette, kitchen and a single bathroom.
The materials used were: kaya mahogany worked with classic frames and wood paneling, alternating glossy exposed essence and white lacquering; this made it possible to restore brightness to all the interiors, with a correct alternation of light surfaces and wood typical of the boats of the period.
Details in brass and bronze are added such as the handles of the drawers, those of the doors, the lamps and fabrics that have been chosen in a manner consistent with the age of the boat, the sofas in the dinette and the owner’s cabin in capitonnè burgundy leather, the friezes for the ventilation of the rooms that reproduce a typical design of the time.
The technological systems, such as air conditioning, have been carefully hidden.
The works were carried out at the Dod Yachts Shipyard and directed by the owner’s Project Manager Maurizio Di Blas.
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
Owner/Guardian: (1912) – Baron Von Dazur Hannover (Konigin II) Owner/Guardian: (1931) – Alessandro Parisi Nobile, (friend of Benito Mussolini), renamed Fiamma Nera. Owner/Guardian – Count Sereni, renamed Serenella Owner/Guardian: (1956) – Prince Cremisi, renamed Estrella do Guaruja Owner/Guardian – Circolo della Vela, Rome (used as a training ship) Owner/Guardian – Salvatore Squillante
LOA: 51’2″ / 15.60m – LWL: – Beam: 12’1″ / 3.70m – Draft: 6’2” / 1.90m – Hull Number: – Designer: – Original Owner: – Original Name: Bille III – Current Owner: – Year Launched: 1921 – Built By: Schierhorn Werft, Cranz/Elbe, GER – Hull Material: Wood – Displacement: (GT / m³): – Sail Area: 120 m2 – Location: FleetMon
Historical:
Built in Cranz, Elbe in 1921 as yacht called “Bille III.” Her hull lines and rigging reflect traditional methods of ship construction used at the turn of the century.
Sailed from 1934 to 1967 as the “Das Wappen von Bremen” for the Bremen sailing club and won many international races.
Purchased by the “Klaus Störtebecker” (Wilhelmshaven) sailing club in 1981, the ship has been fully restored, newly-rigged and sails under the club’s name now. with its interesting stern (two lions with the key of Bremen and the Wilhelmshaven coat of arms), the “Klaus Störtebecker 3” is still sailing as a real oldtimer. Passengers on board can experience the atmosphere of a traditional, rustic, seaworthy wooden ship.
Participated successfully in many Cutty Sark Tall Ships Races e.g. 1996, 1998 participation in the Wilhelmshaven-Falmouth-Lisbon-Vigo-Dublin ISTA regatta
LOA: 73’7” / 22.43m – LOD: 73’7” / 22.43m – LWL: 54’11” / 16.74m – Beam: 14’11” / 4.55m – Draft: 10’10” / 3.30m – Displacement: 92,250 lbs / 45,000k – Ballast: 40,000 lbs / 2,000 lbs inside – Hull material: Aluminium – Sail Area: 2,700 sq ft. – Designer: Sparkman and Stephens, no. 1713 – Built by: Yacht Dynamics, Harbor City, California – Year Launched: 1964 – Current Name: Kialoa II – Original Owner: John B. “Jim” Kilroy – FLAG: Australia (AU) – Location: Marine Traffic
Kialoa II 1971 Sydney Hobart Dare to Win – Kilroy Family
Historical:
Kialoa II (name derived from a Hawaiian word for ‘long, beautiful canoe’) was designed by Sparkman & Stephens and built by Yacht Dynamics, in Harbor City, California out of aircraft grade aluminum (largest aluminum yacht built in the United States in 1963) for Jim Kilroy.
Jim Kilroy – “a comfortable 12 Meter.” Cruising comfort, regardless of weather conditions for her crew, wife and five children. Forced-draft system, air-conditioned, and useable underway…unknown to most of her racing competitors at this time.
The Class A boat weighs approximately 92,250 lbs / 45,000k, carrying 2,700 square feet of sail area, accommodating a crew of 16, with auxiliary power from an aluminum GM 4-53 130 hp. diesel.
Dynamic’s President Kenneth Watts comments at the time of building Kialoa II – Aluminum shapes and special developmental sections for the racing sloop are being produced by Harvey Aluminum. Built Cheaper “Cost-wise,” said Watts, “we believe aluminum boats can be built cheaper than boats out of wood. The value of a boat like Kilroy’s Kialoa II 20 years from now will be worth a lot more than the money paid for it. “An aluminum boat will not get what we call tired. After 30 years of use, it will be just as rigid and strong as it is today. A wooden boat has a tendency to get sort of lax or hogback, just like a chair. It requires greater upkeep and takes on a musty odor in a few years. “An aluminum boat won’t.
Photo credit: Andrea Francolini @afrancolini
Kialoa II won numerous races on the Eastern and Western seaboard, the Transpacific Race to Hawaii in 1965, the Transatlantic race to Ireland, the Sydney-Hobart in 1971 and many other races. Rigged sometimes as a sloop and sometimes, a yawl, Kialoa II won one of every four races she sailed, and finished on the podium in more than half of them.
When Mr. Kilroy built his third Kialoa, he donated her to the U.S. Coast Guard to be used as a training vessel. In 1978 she was sold by the Coast Guard to a Martin Crowley. After considerable repairs Crowley took her through the Panama Canal to the West Coast. In 1982 she was chartered for the Victoria – Maui race, and was subsequently entered in the Clipper Cup in Hawaii. Kialoa II was chartered for a while in Maui, and then was brought back to California and put up for sale.
In 1999 Jos Fruytier, a Dutch sailor with a soft spot for historic sailing vessels, flew to Honolulu on Christmas Day and bought her on the spot. A sound hull was one reason that Fruytier decided to point Kialoa’s bow southwest into the South Pacific and begin a 20,000-mile voyage lasting over a year. He flew home periodically to attend to family and business, but eventually delivered Kialoa II to Metur Yachts in Bodrum, Turkey for a full refit, completed in 2003, before continuing to cruise Kialoa II mainly in the Med and northern Europe.
Patrick and Keith Broughton bought the 73’ yawl in 2016 with the view to compete in the classic ocean races as Kialoa II did under Jim Kilroy.
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
Owner/Guardian: (1964-1973) – John B. “Jim” Kilroy, Newport Harbor Yacht Club, Balboa Yacht Club. (May 1, 1922 – September 29, 2016) – In his memoir about racing, business and life, Kilroy described being born in Ruby, Alaska, on May 1, 1922, and then growing up in Southern California during the Great Depression. In 1940 he was hired at Douglas Aircraft, where he started off as an inspector and quickly studied manufacturing processes. After serving in the US Army Air Corps Reserve (1944–46) and no longer with Douglas, he began to realize the potential of commercial real estate. Kilroy focused on prime sites across Southern California airports, founding Kilroy Realty Corp, which today is a major Real Estate Investment Trust.In 2011, he was awarded the Lifetime Achievement Award by Real Estate Forum and GlobeSt.com at their annual conference. In 2014 Kilroy was inducted into the National Sailing Hall of Fame.Having set up the John B. and Nelly Llanos Kilroy Foundation, Kilroy said proceeds from his memoir would go to benefit youth.
Owner/Guardian: (1973) – United States Coast Guard Academy, New London, CT.
Owner/Guardian: Martin Crowley
Owner/Guardian: (1985-1999) – Frank and Cynthia Robben
Owner/Guardian: (1999) – Jos Fruytier
Owner/Guardian: (2016) – Patrick and Keith Broughton
Resources
Kialoa2.com.au Rolex Sydney Hobart website Marine Traffic Palos Verdes Peninsula News, Volume XXVI, 21 November 1963 Wikipedia Kenneth Watts (Yacht Dynamics, Harbor City, California) Yacht World (John Burnham) US-1: Dare to win, by Jim Kilroy Andrea Francolini @afrancolini
Sail Yacht Society comments (SYS) sailyachtsociety.se – Erik Salander’s great success with several notable and victorious 40s, 55s and not least 75th Ila 1917, he received the assignment to construct two 95s for the racing season in 1918. Both Kerma (S1) and Regina (S3 ) were built on the Stockholm Motorboat Yard, and had a hull of pine. Kerma became successful on the race coarse already at that time and often beat its bigger co-sisters (120s and 150s). Kerma was Salander’s first 95 and was originally called Gerdny. The client was Georg Wrange who after two years ordered a new 95 from Erik Salander who took over the name Gerdny which she holds even today.
After several rebuilds of the keel over the decades, the time for a thorough renovation was found in 1975. Harry Johans who thus received a genre ten years before the marked reconstruction of the SK 150 Beatrice Aurore. The work meant that Kerma was given new lead keel, new dead wood, new bottom, new stainless steel rudder, new rods with an extra inner sprain and a strong mast base construction of steel. She was also given an appropriate cockpit with a separate shotgun. During the 1975-1977 renovation, Kerma’s interior was not completely complete, which was fixed by Thomas Larsson until the 1997 season.
In a stiff breeze at Nämndöfjärden on November 6, 1981, Kerma broke the mast, which was made of wood and built in 1939. Of course, it was an adventure in itself to sort out that situation. However, it went smoothly and resulted in Kerma getting a new mast of fiberglass. It was manufactured at Havsbåtar in Hallstavik (which also built the first Swedish Whitbread boat) using the so-called Plymm method. The mast has worked perfectly. It is tailor-made for the boat and is both strong and adjustable. The latest mainsail has continuous slats that, after some initial problems, worked well. All of this as well as the new keel from 1977 makes Kerma excellent for sailing, which is also reflected in the racing sailing protocols. First place 2008 at NSS sailing Nynäshamn – Visby and Stockholm Yachtclubs distance sailing Kräftköret.
Kerma also received a new 27 hp diesel engine at her 70th anniversary in 1988. The boat sails at least 2000 distance minutes per season. In the summer, long-distance sailing has been made to the west coast, south coast and Finland.
Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):
Owner: (1918) – Georg Wrange Owner: Claes Ahlin
Archipelago Cruise Rule
The rule was created in 1908 by engineer Karl Ljungberg and was an attempt to produce new good boats, which would not be too extreme and thus expensive. Despite this, the first version of the rule led to the boats becoming too long, narrow and too weak which is why the rule was revised in 1916, 1920 and 1925. The rule has the following nine classes: 15, 22, 30, 40, 55, 75, 95, 120 and 150 m². These numbers indicate the maximum measured sail area and the basic idea is that the sail area should be limited, but that the hull size with certain restrictions should be free.
The hull rules specify four dimensions that affect the speed of a boat: displacement, queue length, average width and freeboard height. These dimensions are in relation to the waterline length, which is measured a few centimeters above the actual waterline. The maximum speed of a displacing boat is proportional to the square root of its waterline length . If you want to increase the maximum speed of the boat by increasing the waterline length, you must, according to the regulations, compensate this with an increase in the dimensions of the four speed inhibiting factors above.
The rule gives the designer great freedom and most boats are unique in their kind. Today’s archipelago cruise rule is based on the 1925 rule with additions to make it possible to use modern materials such as fiberglass-reinforced plastics in the hull and aluminum in the rig and thus not outperform the boats built with classic materials. However, most are long, narrow, with low freeboard and a high rig. The boats were originally built in honduras mahogany or pine . The archipelago cruisers that are being built today are largely exclusively made of fiberglass reinforced plastic.
Originally, the archipelago cruiser was a boat that sailed only in the Baltic Sea, but today many boats have been moved to the US and Central Europe where they are appreciated for their beauty and speed. Among legendary and famous archipelago cruisers are August Plyms SK 150, “EBE”, now ” Beatrice Aurore “, Gustaf Estlanders SK 150 “Singoalla”, Erik Salanders SK 95, “Gerdny”, now “Kerma”, and SK 75: “Gun “and” Kajsa “and Tore Holms SK 95 Britt-Marie, which after rebuilding today, however, can not be classified as an archipelago cruiser.
The golden age of the archipelago cruisers occurred during the period 1910-1930 and this development was brought forward especially by Erik Salander, who with designs such as the SK 55s “Britty”, “Gun”, “Eva” and “Nerida” got a respected name. His extremely long SK 75 “Ila”, built in 1917, with a length of 15.35 meters and with efficient lines, easily defeated all previously built boats in the class. After Salander stopped drawing archipelago cruisers in 1920, it was mainly Gustaf Estlander and Tore Holm who led the development further.
Other prominent designers of large archipelago cruisers were Knut Holm, with SK 75: “Blanka” and “Fylgia” and Zaké Westin with SK 120 “Ingun”. Despite the rule changes, the boats in all classes became narrower and longer. Estonia’s SK 150 “Singoalla” was with LOA 24 meters, not only the longest but also the fastest of all archipelago cruisers.
Resources
Wikipedia Sail Yacht Society H. Wahrolén, Cruiser and Race Sailor, 1980. H. Haglind and E. Pallin, Royal. Swedish Sail Society 1830-1930, published 1930. Alan Hollingsworth, The Way of a Yacht, David & Charles, Newton Abbot, London 1974.
