Performance…

SCRIMSHAW has a deep (6'6" draft) kick-up centerboard, and a very deep (3'11" draft) kick-up, outboard, skeg-type rudder. (The main hull itself draws 28" empty, 33" loaded.) Both board and rudder are controlled by lines to the cockpit; in the up position the rudder stows dry.

Sailing upwind, whether in protected water or in open sea, SCRIMSHAW is comfortably faster and somewhat more close-winded than most 40-foot monohull racer-cruisers. She is steered by a power-sipping tiller pilot (Autohelm 2000 (two spares carried) which holds a tight course. Sailing upwind in protected water with about fifteen knots of wind, the boat averages seven knots (spurts to nine) while making an honest 90°-to-100° between tacks over the bottom. (All tacking angles stated here are "made good," assuming no current).

Offshore when beating against tradewind conditions (wind speeds in the mid teens and seas of four-to-six feet) she is most comfortable when sail is reduced to slow her down to less than five knots. At such times she makes 110°-120° between tacks (again over the bottom). When threatened by a lee shore and winds of, say, 35-to-40 knots and 7-to-10 foot white horses, she will gain good ground to windward (about 135° between tacks). That's a good thing, because in such conditions upwind her outboard motor is of little use.

In light airs she is nothing special unless the spinnaker is flown; at times she can reach under spinnaker at almost wind speed. In strong winds she will reach (no surfing) at 10 to 12 knots when pushed and lightly loaded.
Downwind in 20 knots plus she will surf at ten to fifteen for hours hands off. When her spurts become faster than fifteen we get the spinnaker down. Other SR-31's have been pushed to over twenty.

In a blow, the boat will ride like a baby buggy to an 8-foot parachute (two are carried) set on a bridle from the float sterns with the bridle parts led to the primary winches for good control when crabbing downwind. Yes, because of the central cockpit this boat can take seas from the stern while restrained from surfing by a drogue or parachute. This stern-drogue tactic avoids the chance of being thrown back against the rudder, always a possibility if restrained by the bows. However, SCRIMSHAW has never been caught out in a major storm, and the parachute has been used mainly to hold station while getting some rest.

Dodger - awning combination…

Most cruisers are fitted with dodgers to protect the cabin hatch, and many also have Bimini tops to shade the helmsperson. However, the helmsperson is still left out in the wind and spray. By contrast, since 1995, all sailing in SCRIMSHAW transpires with the helmsperson completely protected from sun-and-wind, rain-and-spray. Furthermore the watchkeeper has access to the mast without leaving the cockpit, and can have complete 360° visibility unobstructed even by the dodger. Here's how:

The dodger is unique; it is bungee-loaded to allow folding down flat in seconds with one hand. This gives complete visibility when maneuvering and provides access to the mast cleats from the cockpit. This allows the helmsperson to handle the halyards while another goes on deck to deal with the sails.

This dodger is coupled with a small, double thick, insulated awning with side flaps. The awning has a central ridge pole and sets from the gooseneck and shrouds to an after hoop, all beneath the boom so as not to encumber sailing. The awning, with side flaps down, keeps the cockpit windless and stands without flogging in 50-knot squalls, yet in case of extreme winds it can be do handed fairly quickly. This combination of dodger and awning and flaps stops all rain and spray (except driving rain from dead aft when only most of it is stopped). A surround mosquito net zips to the awning to completely enclose the cockpit while the dodger is either up or down. Thus the cockpit dwellers can experience black shade with simultaneous bug protection plus moving air and visibility on all sides. In short, two or three sailors, or a couple with two kids, can take this boat anywhere in the fair season without getting wet or cold or cooked or bugged.

Spars, rigging and sails…

SCRIMSHAW carries a robust double-spreader rig with a standing backstay and headstay, upper and intermediate shrouds, after lowers and a baby forestay. The shrouds attach to chainplates on the cabin sides; they support the mast independently of the floats and A-Frames, and allow sheeting the headsails outside the shrouds. The mast also carries a running forestay from the upper spreaders to the stemhead, and running backstays from the upper spreaders to the aft A-Frame outboard. These running backstays lead to Highfield levers that can be reached from the cockpit. However, the runners are seldom used (see below).

The 35-foot "unbreakable" aluminum mast is stepped on deck in a tabernacle and can be raised or lowered using the boom as a gin pole and the sheet winches for power - no crane required. Small, very streamlined mast steps lead to the top; the spreaders are strong enough to stand or sit on.

This mast sets a full-battened, high-hatted mainsail with three reefs. The battens overlap the backstay but do not inhibit tacking (the sail has chafe guards and the backstay has a roller). This type of sail offers the least expensive means to significantly improve performance, and best of all it can be feathered in strong winds without flogging.) When triple reefed, the mainsail's headboard and leech both fly beneath the running backstays, thus in blowey weather the mast can be doubly supported by the running stays without conflicting with the mainsail when tacking or running. Again, this arrangement is seldom used but is very comforting when needed.

The mainsail is fitted with 1" internal nylon slides so that when the mast track is lubricated with silicone spray, the sail hoists very easily and, more important, drops like a ton of bricks. The boom is fitted with lazy jacks to facilitate furling and gasketing the mainsail, whereupon the lazy jacks can be carried forward to stow at the gooseneck. Thus stowed, installing the sail cover is much easier. (Sail covers should be double thick on their upper parts for maximum sun blocking on expensive mainsails.) More important, stowing the lazy jacks makes it possible to hoist and hand the mainsail without motoring dead into the wind (what if the motor is out?).

The boom has a power outhaul controlled from the gooseneck, but the gooseneck is fixed on the mast; no downhaul (the sail is small enough to adjust luff tension with the halyard winch). There is a standing topping lift (never tended) and the boom end can be secured absolutely by hooking it to a wire pigtail that hangs from the backstay bridle junction. This junction also mounts the radar reflector plus the VHF and GPS antennae.

There is only one working headsail, a 140% Genoa that is strong enough for both roller furling and reefing even down to stormsail size. It has a sunstrip, and is both rolled and sheeted from within the shelter of the cockpit/dodger/awning.

The boat has no travelers or sheeting tracks, but in fair weather the sheets are either vanged, Barber-hauled or led directly outboard to snatchblocks on the docking cleats or stanchion bases. Both primary and secondary sheet winches permit full control of the sheets on all points of sailing.

There is a standby "slutter" staysail (never yet used) to be hanked on a running forestay in event of damage to the Genoa or malfunction of its roller furler (never happened yet). A very large, flat-headed spinnaker is usually set with no spinnaker pole. However, a 20-foot pole is carried (hidden under one running board) for booming-out the big Genoa when running wing-on-wing.

Power…

SCRIMSHAW is power-driven by a 9.9 hp. Yamaha "sailor model" four stroke outboard motor mounted on a sled-type bracket; this sled has pronounced deadrise on its bottom to avoid pounding in chop. The motor will maintain steerageway against a 30-knot wind and 3' chop. She makes seven knots in calms at full throttle when empty, 5 ½ when loaded, and five with two-thirds throttle burning 1/3 gallon per hour. The sled is raised and lowered from the cockpit to adjust for motor-sailing on opposite tacks, retracts level with the underwing, and the motor can be further tilt ed up for high clearance of the prop and lower unit when at sea. Starting, throttle and shifting are controlled from the cockpit.

Anchoring…

The boat carries three anchors always ready to deploy. The bower anchor, a large but lightweight Fortress with custom mud palms, stows on a bow roller. This anchor will bite instantly into all soft bottoms free of weed. The secondary anchor, a folding Northill for hard bottoms, stows in the self-bailing foredeck anchor well, and the stern hook, a small Danforth, lives in the self-bailing lazerette. All are ready to deploy with chain leaders and rode made up. When at sea, the storm drogue and its bridle are stowed ready to deploy in the lazerette.

Hauling up the bower anchor is done by hand, but the sailor sits down on the foredeck hatch and braces his or her feet against the pulpit stanchions. When combined with the bow roller and good gloves, this ergonomic is very powerful and easy on the back. The rode and chain are draped directly into the anchor well located between one's knees. There are four large anchor cleats and a robust bollard on the foredeck for handling lots of big lines, and the bollard is topped by a hand winch for breaking out anchors when there is no room to maneuver. There are strongpoints on the float bows and sterns for hanging snatchblocks to lead anchor and drogue bridles.

Most anchoring is done with the bower set on just one boatlength of chain and a double rode. On the boat's end of the chain there is a good swivel, and the two rodes run all the way from the swivel to the float bows, through snatchblocks and then inboard to the foredeck cleats. This bridle system totally eliminates chafing the rodes and absolutely stops sailing at anchor even in very hard winds. In addition, this bridle - when combined with the retractable centerboard and rudder - permits the sailor to decide whether he wants the vessel to lay at anchor facing the current or the wind. When in a crowded anchorage with keel monohulls, it is necessary to lay with the current to avoid conflict with neighbors. This is done by lowering both board and rudder and tying the tiller at whatever angle to the current seems best. Otherwise, lying to the wind (both rudder and board retracted) is often more comfortable… no rolling! And of course, the multihull advantage of anchoring in very shallow water, probably in the most protected part of the harbor, cannot be overvalued when cruising.

Swimstep…

The swimstep stern, added in 1987, increases the main hull's length by about three feet (to 34' overall) and was built primarily to accommodate the outboard, kick-up rudder. The quadrant and steering cables interrupt the middle step, but one may still board here from a dinghy. The rudder has a small underwater step which is handy for swimmers and divers to climb out of the water even while wearing tanks.

Hatches…

The foredeck hatch is made of ½" Plexiglas with teak coamings, husky dogs and a vinyl gasket that does not leak even when the deck is inundated. It hinges aft to lay securely open against the baby forestay. The float hatches have teak coamings, robust turnpegs and vinyl gaskets that do not leak even when the float is driven through crests. They hinge outboard to lay securely open against the float bulwarks.

The cockpit hatches are both of the companion type. The after companion slides aft and the forward companion removes for stowage in keepers on the cabin top. There are three drop boards for each; light enough to be managed with one hand, they remove-replace easily into keystone openings with custom stainless steel channels. The drop boards stow neatly behind a bungee keeper against the port side cockpit seat front. Both companion hatches are fitted with Sunbrella flaps with battens and footweights; they roll up or drop down quickly to offer privacy and closure in the cabins, thereby eliminating most usage of the dropboards.

Wing decks…

The open wings are fitted with a hand-laid nylon net having 4" squares. This netting is deemed sufficiently open to easily relieve both air pressure and green water, but it is too open to be easily walked or slept on. Therefore, the net's traffic area is covered with a piece of raw okoume plywood (best for non-skid) that is lashed to the net with wide breather spaces all around. This makes for secure walking on the netted areas yet the plywood panel does not pound in steepest seas.

Adjacent to the netting and fastened to the cabin side are "running boards," long redwood planks 12" wide. They are located at convenient height (passing through the A-Frames) for stepping in and out of the cockpit and for accessing both the foredeck and sterndeck. They also serve as benches for seating at least four passengers each side with their backs against the cabin and their feet on the net.

Lifelines and railings…

The float decks are guarded with gated rope life lines set on very robust aluminum stanchions. The stanchion bases are strong enough to be used for headsail sheeting and dock lines.

Because the way to fall overboard from these boats seems to be over the leading or trailing edges of the wings, this boat has deck-level rope lifelines strong enough to fall on stretched between the hulls at bow and stern.

Both the foredeck and sterndeck are protected with very robust aluminum pulpit railings mounted on reinforced stanchions that pass through the deck to fasten below. (Aluminum alloy 6061-T6 is deemed a superior railing material to the usual 304 stainless steel because the aluminum is much stiffer and lighter. It is not yachtsie-shiney, but if anodized it lasts for decades with minimal corrosion.) These railings extend onto the cabin tops to serve as handrails; they completely surround the crew when working on the foredeck and sterndeck, and are strong enough to be used as diving boards. All junctions are made with cast aluminum SpeedRail fittings; none have broken. One must step over these railings to pass from the side decks to the hull decks, but the inconvenience at anchor is readily accepted when one experiences the "grab anywhere" security of these surrounding rails at sea. (The greatest single danger of seafaring is falling overboard.)

Cockpit…

SCRIMSHAW'S cockpit is located dead amidships on top of the centerboard trunk and just aft of the mast. The tiller swings between the seats from a tiller head mounted way aft at sole level. The tiller pilot is mounted, hard-wired and stowed permanently in a recess into the starboard seat front; it swings out for quick connection to the tiller so that when the boat is being steered by tiller pilot, both tiller and pilot operate at sole level. One must step over this installation when passing through the cockpit, and reach down for the pilot's keypad, but otherwise the cockpit is unobstructed. When hand steering, the tiller elevates from its custom head and stays up with sufficient resistance to comfortably support the weight of the helmsman's arm. Nevertheless it can be pushed down to engage the pilot. Or, the craft is often steered with the feet with the tiller at sole level.

There are two bulkhead-mounted compasses, one each side of the forward companion hatch. Four small stowage bins, two behind each seat, serve as protected sanctuaries for the cockpit stereo speakers and to stow winch handles, idle sheets, flare gun, horn, sunscreen, bug dope, coffee cups, wine glasses, small stuff… the usual cockpit clutter. Anything you can't find, look there.

The primary sheet winches are Barient 20's (single speed, smooth drum, NOT self-tailing) and mount outboard of the after companion hatch. Sheets lead from the winches directly to cam cleats for instant release. In addition, these cleats are arranged to flip up for adjustable automatic sheet releasing in squalls; this requires smooth winch drums. (I consider self tailing winches with checkered drums for large headsails on multihulls to be dangerous especially for family crews.)

Handling the headsail sheets is done by one sailor while standing in the after hatchway where releasing, hauling, cranking and tailing can all be done by a single crew who is supported at the hips by the hatchway with his upper body free to work both sides while also facing forward to see the sail. This position also gives access to the main sheet winch (also not self-tailing) and to the rudder and centerboard uphauls and downhauls. Secondary sheet winches for vangs, Barber haulers and spinnaker sheets are mounted just outboard of the cockpit coamings and are best accessed from the seats.

The cockpit is short, only four feet long but seven feet wide. The seats are not long enough to stretch out on (my only disappointment with the boat) but they will seat two cozy people each side facing inboard, better with one each side while maneuvering under sail A third, or perhaps a solo sailor, is then standing in the after hatchway to handle sheets as described above).

The cockpit seat cushions are dense 2" closed-cell foam covered with heavy vinyl and attached to removable, ventilated plywood pallets that are slightly elevated above the boat's structural seat surface; this keeps the foam from sitting in water and becoming soggy. The seats are wide enough to curl up on for catnapping, but for serious relaxing, these seats will accommodate one person each side facing forward or aft, feet up, reclined against a "Bag Lady" marine-quality bean bag. This is the most comfortable seat in the boat and by itself justifies the dodger/awning/bug net combination (described below), for with the beanbags the cockpit becomes the boat's lay-around lounge for a couple in most weather both under way and in harbor.

There is an 18" X 36" cockpit table that mounts at the forward companion and is supported aft by the tiller. This table turns the cockpit into a generous dining area for up-to-four people, but its use is restricted to dockside or secure anchorages because the tiller is inaccessible so long as the table is set up. The table stows with the drop boards.

The cockpit sole drains through eight cut-outs into a self-bailing subdeck hold located a foot below the sole. This subdeck hold, used for stowing portable fuel tanks, is located well above the waterline and is sealed from the interior hull. It drains and vents via four scuppers through the hull topsides and also via the huge centerboard trunk whose top is open to the subdeck. This arrangement provides good ventilation for the fuel tanks and exceptionally rapid self bailing for the cockpit. Even if the cockpit is filled to the brim by a wave (yes, it has happened to Searunners but not to SCRIMSHAW), there is every chance to purge the vessel of excess weight before the next big wave arrives. The fuel line, with squeeze ball and see-thru filter, leads from the portable plastic tanks to the motor without entering the cabins. (Portable tanks are indicated for hauling fluids with the dinghy.) The cockpit sole itself hinges up-outboard in two pieces to reveal the fuel hold located at subdeck level; the open sole halves stand securely against the seat-fronts for working in the hold. Up to six, 6-gallon tanks total are accommodated, either fresh water or fuel.

The fillpipe and vent for the belowdecks water tank (only 20 gallons) is also located in this compartment, where water jugs placed on the cockpit seats will siphon quickly into the tank and spills will self bail.

This compartment also contains the steering box which has a see-through window for viewing the quadrant and steering cables. The outboard motor's control cables and conductors are also accessible from the fuel hold. In addition, the centerboard and its control lines are easily reached in the trunk from here.

With the vessel lying afloat, the centerboard pivot pin can be pulled from the forward cabin's stowage hold (only a quart of water is taken before the centerboard gland can be closed). Now the board itself can be pushed down and slid aft to emerge at the open trunk in the fuel hold. Using the main halyard and its winch on the mast, the centerboard can now be lifted up through the cockpit and lowered onto the wingdeck for service. This is done without hauling out the vessel, and so makes beach haulouts possible; no crane, railway or TraveLift are required, but they do make things easier.


INTERNAL FEATURES

SCRIMSHAW'S belowdecks layout features two cabins separated by the cockpit. To save the best till last, let's start at the bow:

Forepeak…

A large bin in the eyes of the hull serves to stow the staysail, the garden sprayer shower, and miscellaneous items.

Head-and-Shower…

This generous bay lies directly beneath the foredeck hatch. Its bilge is not scuppered but instead is fiberglassed to serve as a sump for the shower and any rain or spray entering the hatch. The head bucket is secured beneath a hinged toilet seat. The bucket head is preferred for its light weight, simplicity and ease of cleaning; best of all it cannot be plugged up! To overcome the usual objection of carrying a smelly bucket through the cabin to empty from the cockpit, this bucket can be emptied without going on deck by standing on the toilet seat with one's upper body extending from the hatch far enough to dump the bucket over one side of the foredeck and rinse over the other. When emptying would be indiscrete, a shot of bleach may be added until nightfall, however the bucket must not be left un-emptied in rough weather; for that rarity it is wise to turn the boat briefly downwind to empty.

Showering is done with a garden sprayer while seated on the head's seat cover. In chilly weather the sprayer can be filled with warm water from the kettle. The adjustable nozzle atomizes fresh water so economically that four people can soap up and scrub down with a freshwater spray, dive overboard to get rid of the soap, and then rinse off with fresh water… All on one gallon of fresh! Also, one person can wash long hair on one gallon by the same method. This head/shower compartment is sealed with epoxy and is easy to clean with the shower nozzle. The sump is pumped out by hand with the bilge pump. Sunbrella shower curtains guard the forepeak and the "dressing room" giving privacy to the head/shower.

Dressing Room…

Note that there are no bunks in the bow, which makes this space possible. There is standing headroom here, a vanity counter with lavatory sink and foot pump, and ample stowage bins for all linens, towels, a hanging wardrobe bag and vanity items. The large, translucent cabin-front window brings ample light to this pleasant space.

The sole in this compartment lifts out to reveal a deep bilge capable of holding a 5-gallon water jug and a large supply of canned and bottled stores contained on a palette isolated from the bilge itself. The scuttle plug and retractable speed transducer are accessed from here.

The dressing room serves together with the head compartment in this way: After swimming or sailing in a gale, a crew member may drop down through the forward hatch, strip and rinse in the head, and then step aft into the dressing room to dry off and don dry clothing, all without passing through the cabin while dripping wet. One can indeed keep clean and non-salty with a minimum of fresh water. This feature has proven invaluable for a small boat with a large crew on a long cruise.

Sleeping Cabin…

Taking two steps up going aft from the dressing room, one enters the forward sleeping cabin where two narrow quarter berths are tucked part way under the cockpit seats. These bunks have stowage for clothing beneath, are located at the boat's minimal-motion point, are high and quiet above the waterline, are easy to enter and hard to fall out of. There is no standing headroom here but there is sitting headroom in the bunks, and sole level is correct for sitting on the bunks with one's feet on the sole. Large windows are at eye level when sitting in the bunks. These windows can be darkened for sleeping; like all the boat's windows, removable Sunbrella shades are snapped-on from outside, and the shades for these bunk windows are double-thick to really darken them for daylight sleeping. The bunks are further secluded by thick Pullman curtains. They make a dark, quiet place to rest even when the boat is romping and the galley (in the aft cabin) is being used. Navigation discussions and radio communication also occur apart from this sleeping cabin. Even further seclusion is achieved by inserting the companion drop boards or closing the hatch flap, whereupon the entire forward cabin, dressing room and head become a separate world from the cockpit and after cabin.

The centerpiece in this forward sleeping cabin is the mast step support, a redwood column which delivers the downward thrust on the mast step (the greatest single stress in the vessel) down to the centerboard trunk; yes, the trunk extends forward from the cockpit under this cabin, too). The column interrupts passage through this cabin but is very handy as a grab post in heavy weather. The mast light switches are at the top of this column and can be reached from the cockpit. There is also a fan and reading lights for the bunks.

The sole in this cabin swings open in two parts, secured open with turnpegs, to give access to two levels of storage holds each .side of the centerboard trunk. The trunk cap can be removed for access to the electric ground and the centerboard controls. (The mast and all rigging chainplates are grounded here with separate conductors, and the masthead has a sharpened spike to dissipate the static charge that could otherwise attract a lightening strike; SCRIMSHAW has never yet been struck by lightening but she has hit a power line, when the thorough grounding was critical for throwing the breaker on the line.)

The very simple electric panel (only six fused circuits) is located in the portside bunk front. The entire panel is easily removed for access to the wiring. The wiring harness has never perceptibly leaked current and never blown a fuse! The panel is directly adjacent to the batteries.

The boat's only batteries, two, 6-volt golf cart batteries wired in series, are located here in the upper level of the main stowage hold. Charged by a single small solar panel on the cabin top and by a 10-amp dynamo on the outboard motor, they are adequate for coastal cruising and for running about 24 hours under tiller pilot steering in dark weather. Designed to be completely discharged without damage, these batteries are easily accessed for maintenance and are known to last at least ten years in this service. If completely discharged, the motor can be pull-started to recharge.

Other items like the toolbox, bosun's box and cockpit screen are also stowed here for easy access, but these items must be removed for reaching the lower level stowage hold. In this deep space, an abundance of heavy spares stores and emergency fresh water in 5-gallon jugs are kept for infrequent access when cruising foreign waters; their weight is advantageously located deep amidships. The centerboard gland is in this hold, best reached by a tall person standing in the dressing room.

Aft Cabin

By taking one step up from the forward sleeping cabin, through the companion hatch, and two steps aft through the cockpit, one then steps down through the aft companion hatch into the galley - but that last step is a doozer! Actually it is about three steps down, but we have found that a legitimate companion ladder here is more nuisance than assistance. Instead we simply hop down or place a foot into the open storage bins in the galley counter fronts; they are strong enough to use as steps. The hatch coamings have robust hand holds for assisting in this maneuver. The hatchway is large enough to allow two persons to pass in the companionway, and it provides exceptional ventilation in the galley below.

Galley…

This compartment, the most important space in the boat, has counters on both sides of the hull. The stove is to port and sink is to starboard. For a boat of her size, there is a very large area of counter space adjacent to both the stove and the sink. The stove is just a two-burner propane, recessed to counter level, with a portable stove-top oven that has done a lot of baking. The sink is a deep single with fresh water coming from a two-phase foot pump, and seawater coming through a 1" diameter spigot supplied by a diaphragm pump reached through an opening directly under the spigot. This powerful seawater pump is handy for "blast-rinsing" crusty pots and pans, and the sink drain will swallow anything up to the size of a Mexican lime without plugging up.

Counter tops are Formica, well sealed around their edges and sloped very slightly to drain inboard. Above the counters are copious storage shelves and bins, two generous spice racks, and hangers for a teak cutting board (that fits into the sink opening) and for the hot water kettle (which locks snugly against the bulkhead even when filled with hot water). There is a window over each galley counter, with lights and a fan overhead.

Beneath the counters are two small drawers and more storage bins; there are four long shelves with high fiddles.

Beneath the galley sole is a shallow bilge containing the bladder for collecting melt water from the built-in (but removable) ice box.

Underneath the cockpit's fuel hold and accessible from the galley are two really large, deep holds for long-term galley stores. Each hold will accommodate a large Igloo (normally used to organize dry stores in bags and boxes), and there is additional space for bulk grains held in 3-gallon plastic buckets with snap-down lids. The boat's waterproof strongbox is secured by locked chain in the port hold.

Sterncastle…

We're there! This is the juiciest space belowdecks, a compartment so livable that one understands why so many classic sailing ships have the "great cabin" in the stern.

SCRIMSHAW'S sterncastle features a convertible dinette with seats for two cozy diners on each side (one per side more comfortably). A slide-out, cantilevered (no legs) redwood dining table between them is strong enough to fall on.
There are three windows at eye level while seated, one either side and one facing aft. This aft-facing window is full width and opens by swinging out from hinges at its top. It reveals the sterndeck and looks directly at the wake. It can be left open in rain and even in flying spray to make dining, socializing and navigating at the table a delightful experience.

Beneath the aft window at the end of the table there is a deep, full-width shelf that accommodates the radios, navigation instruments, books and do-dads. Flat chart stowage is overhead, and much of the galley is reachable while seated here. Large stowage bins for clothing and personal items are located behind the seat backs, and beneath the sole are more bins and the 5-day ice box. (When coastal cruising we have almost always been able to keep fresh food, even in the tropics.)

This space also converts for sleeping; the table slides back, the seats fold up and the mattress (with bedding) pulls out to make a tight double bunk or a luxurious single. (Jo Anna and I slept here for two years, quite secluded from our young sons in the forward cabin.)

Dinghy…

SCRIMSHAW'S original dinghy is a rigid fiberglass "JESTER" class skiff having a very Herrishoffian shape; vertical stem, full bilges,and wineglass transom. SCRIMSHANKER is only 7' 1" long for reasons explained below. She has rugged washdecks, a longitudinal thwart with centerboard trunk under (currently plugged but available for sailing) a sternseat, built-in buoyancy, and two sets of rowlocks with one set of custom ash-shank oars having cupped fiberglass blades. With one person aboard, using the aft rowlocks) she rows like a dream, carrying well and straight between strokes. Her long-since worn out sailing rig and rudder made her a hot boat for our boys to learn on. With two adults aboard (using the forward rowlocks) she trims well but boggs down in a chop. In dead flat water she has barely managed with two adults, two kids, a block of ice and a bag of laundry. She sometimes tolerates a 38-pound outboard motor and two adults, but she is nothing like a "deflatable" for commuting around the harbor, diving or exploring; these are purposes for which we often use the mother ship.

The reasons for having such a small-but-rigid dinghy are as follows; it cannot go pssssst. It has lasted heavy use and kid-abuse for almost 40 years (I built her way before SCRIMSHAW). It can be dragged aboard the mother ship with one hand and so is never towed or left dangling by its painter overnight to tempt thieves. It stows on the side deck without blocking access to the float hatch. For seagoing, it stows lashed to the stern railings on top of the sterncastle. I'd love to keep this beautiful little boat for my grandson Noah, but I'll let her stay with SCRIMSHAW because they would really miss each other.

RETROSPECTIVE

Looking back on forty years of Searunning in SCRIMSHAW, there are many indelible memories of our seafaring and gunkholing in her, stories which I'm reliving as I write about the boat. I'm working on a biographical history of modern (and some ancient) multihulls, and SCRIMSHAW keeps intruding on the story. No doubt this boat comprises a huge portion of my maritime recollections.

One thing that amazes me is how long many of the Searunners, including mine, have lasted. Considering that they were built by the hundreds in back yards all over the world, often with economy materials by neophyte builders - and, yes, designed by a neophyte designer - it is almost unreasonable that there are apparently still hundreds of these boats in active service. Bob Wilson currently has over 100 boats on his Searunner Owner's List website and it's growing all the time. He has launched a newsletter at; http://www.trimariner.com/searunner/newsletter.html My first submission is a Searunner Retrospective, and I plan to participate regularly.

If there's one thing that explains the longevity of some of these craft but not others it is ventilation. And if there's another, its prompt, meticulous mending - even band aid style - of any violation of the fiberglass membrane that protects the wood from changes in moisture content. A full explanation of how to ventilate and how to make the mends and band aids on a plywood multihull appears on line at the Searunner Newsletter.

Meanwhile, SCRIMSHAW is doing well, but my eyesight has declined to the point that I can no longer trust myself to maintain or operate her safely. I can't spot the dings and hairline cracks, and I can't read the compass or the charts. Worst of all, I ran over a neighbor last fall. While anchored in his little skiff, he was meditating on the end of a fishing pole. Being partly deaf, he couldn't hear me coming, and being legally blind I didn't see him sitting. SCRIMSHAW dragged him and his skiff through the starboard tunnel and it scared the hell out of both of us. No blood and no damage, but it was a close thing.

My number one son Steven helped me spiff the boat in October 2004, and as far as we can tell there is not one spot of rot in her. She is probably stable for the next ten years, and she's ready to go anywhere. However, I must confront the prospect of someone else taking charge someday soon.

No remorse! We've said our goodbyes more than once, and whoever gets this boat is removing a kindly monkey from my back. I've come to love the critter for where and how she's ridden me for all these years. I suspect there is a certain someone somewhere who could come to feel the same about this oldie-but-goodie woodie, and I hope she comes to feel the same about her new master-and-servant.

Fair Winds

Jim
(804) 725-3167
outrig@crosslink.net