cangarda yacht launch

The “Cangarda” Story

There is, probably, no steam yacht on the St. Lawrence River that brought more delight to passengers, or spectators, than the Cangarda, from the early 1900s to the summer of 2011! So, we are pleased to reprint another history of this very special vessel.  Kim Lunman of Brockville, and the writer and publisher of the print magazine  Island Life, wrote three articles for TI Life about Cangarda , (also remembered as the Magedoma ), once owned by the Canadian Fulford family in Brockville: Fulford's Steam Yacht Afloat Again , Sequel: The Cangarda's 'Faithful Guardian' and Fulford Yacht's Historical Homecoming . Following Kim’s article about the vessel’s return to the Thousand Islands in June of 2011, Charles Maclean Cauchand wrote Charlie and The Magedoma… Romance and Tragedy on the River telling the (romantic) story of how his grandmother and grandfather met on the Magedoma and were given a wedding present from the steam yacht’s crew. We thank Dick Sherwood for sharing the full Cangarda story with our readers.  Dr. Robert McNeil is responsible for its restoration to its former grandeur and its visit to Brockville. It is a beautiful ship and he is to be applauded for his efforts to preserve a piece of history.

The Gilded Age of the Thousand Islands brought its share of luxury yachts to the St. Lawrence River and northern New York. This is the story of one of those yachts – one with an unusual connection to the Finger Lakes Region. Cangarda spent nearly three decades docked on Rochester’s Genesee River (generally unnoticed), was nearly lost but ultimately survived in a beautiful restoration.

It was May 2010, and four members of the Sherwood family had met in Portland, ME for a spring trip to the Canadian Maritimes via the Maine coastline. The preseason harbor at Camden, ME had only a few boats docked and one of them was a most unusual-looking craft. It was over one hundred feet long with a rather narrow beam, had two separate cabins on its main deck, and carried a long bowsprit reminiscent of the old clipper ships.

Not to be discouraged by a small sign next to the boarding ladder which read PLEASE DO NOT BOARD, I got the attention of Steve Cobb who had been working in the engine room. He turned out to be the boat’s chief engineer and part-time skipper. After establishing my interest in old boats, he invited me aboard and outlined the history of the boat. That’s when I realized that I had seen this boat docked on the west bank of the Genesee River in Charlotte, NY, a suburb of Rochester. It had been there for years, and for years I had looked down on it as I crossed the old Stutson Street Bridge en route to and from rounds of golf on a nearby course. But for one reason or another, I had never stopped to learn more about the boat or why it was there.

This is the belated story of Cangarda.

__________________________

The year was 1901, and Charles Canfield had been very successful in the Michigan lumber business. To celebrate that success, he and his wife, Belle Gardner , had a luxurious clipper-bowed yacht built named Cangarda , derived from portions of their two last names. In remarkably short order (five months), the steel-hulled yacht was built and outfitted. On the main deck it had a dining salon forward and a drawing room aft. A flying bridge was located atop the forward cabin. Below decks it had two single staterooms, a double stateroom and an owner’s stateroom, the latter featuring a Tiffany skylight and an adjoining “head” with shower. A second Tiffany skylight was located below the aft deck.

However, during Mr. Canfield’s first and only cruise on the brand new yacht, he was caught in a rather indiscreet situation with a young married woman onboard as a guest. The resulting Canfield divorce caused the yacht to be put up for sale as part of the settlement.

Second Owner

George Taylor Fulford of Brockville, ONT, Canada bought the boat in 1904, for $100,000.

Appointed a Canadian Senator in 1900, Fulford made his fortune selling “Dr. Williams’ Pink Pills for Pale People” in 87 countries around the world. His secret was pervasive advertising which promoted the curative powers of his pills. They contained mostly sugar and iron, but because anemia was a common undiagnosed ailment among many populations of that era, the pills may have actually made some people feel better.

Sen. Fulford changed the name of the yacht to Magedoma , using the first two letters of his wife’s name (MAry), and the first two letters of his three children’s names (GEorge, DOrothy and MArtha). Fulford Place, his family’s 20,000 sq. ft. Victorian home in Brockville, ONT, became Magedoma ’s homeport. Tragically, the Senator was killed in a 1905 automobile accident in Newton, MA when his chauffeur-driven limousine was sideswiped by a trolley. Nevertheless, Magedoma remained in the Fulford family estate until 1913, when ownership was transferred to Mary Fulford . She retained possession until 1941, and the start of World War II.

In those intervening years, Mrs. Fulford frequently used the yacht for a variety of occasions including one notable dinner cruise from Brockville to Kingston, Ontario on August 5, 1927. Dignitaries onboard included Prince Edward of Wales (later to become King Edward VIII of England in 1936, only to abdicate later in the same year to marry Wallis Simpson ), the future Duke of Kent, Prince George,   British Prime Minister Stanley Baldwin , former Canadian Prime Minister Wilfrid Laurier and the Canadian Prime Minister Mackenzie King.

In 1941, Magedoma , was loaned to the Royal Canadian Naval Volunteer Reserve, Kingston Division, for cadet navigation training for the Royal Canadian Navy during World War II. After the war, it was returned to the Fulfords along with a check for $13,000. (in 1947 dollars) as compensation for the wear and tear incurred during its time in the naval service. However, $13,000. wasn’t anywhere near enough to cover the cost of repairs, and as a result, the Fulfords put the yacht up for sale.

Third Owner

  D. Cameron Peck , of Chicago, an avid collector of vintage automobiles and yachts, bought the boat in 1951 (price not identified), with W . Gordon Edington of Toronto acting as his agent for the acquisition. With the yacht berthed in Toronto, Peck also gave Edington direction to do whatever was necessary to fully restore the yacht, including the conversion from coal to an oil-fired boiler.

However, in 1952, Mr. Peck became convinced that he was suffering from terminal cancer and his remarkable collection went up for sale. (Although certain of his immediate mortality, Mr. Peck moved to Arizona and lived for another 30 years!)

Fourth Owner

Frederick Burtis Smith of New York City, Miami, FL and Rochester, NY bought the boat in 1954, changing its name back to Cangarda . The son of a wealthy Minneapolis attorney, Mr. Smith was a New York City architect who socialized with the Rockefellers, John Barrymore, et al, in the 1920s. He was a life-long bachelor and was characterized as a “retiring, very proper Edwardian gentleman.” He was fascinated with steam yachts and lived aboard boats for 60 years.

When Mr. Smith bought Cangarda in 1954 (price not available), it was still lying in Toronto, and Canadian authorities pressed him to have the vessel removed from Canadian waters immediately after the purchase. So, Smith had the boat towed across Lake Ontario to Rochester, NY, “…simply because it was a place to dock the boat,” he said. And that place was the west bank of the Genesee River in front of the New York Central freight terminal on River St. in Charlotte, about a quarter of a mile from the mouth of the Genesee where it flows into Lake Ontario.

Smith lived aboard Cangarda for the next 29 years, always intending to restore it. Although that restoration never did occur under his watch, he did do routine maintenance and is credited with keeping the boat in fairly good shape for nearly three decades.

Finally in 1983, Smith put the yacht up for sale for $150,000. plus a commitment that $750,000. would also be spent on its restoration. Nearly 40 inquiries were received in the first month after its availability was announced, and the boat was sold within the year. With that transaction completed, Mr. Smith moved to Rochester’s University Club in the city. He died in 1987 at the age of 86 – the same age as the boat he had lived in for so many years.

_________________________

Fifth Owner

Richard Reedy of Gloucester, MA became the yacht’s next owner. After acquiring it in 1983, he had it towed to Boston Harbor (“wearing” a swimming pool liner to keep it afloat) for an intended restoration. He had the boat disassembled and the joinery stored in the Boston area. The main and auxiliary engines were restored at the Kew Bridge Steam Museum in London, England. However, after spending $850,000. on the restoration, poor health halted the project, and in 1999, the gutted hull sank in Boston Harbor!

Sixth Owner

J Class Management, Elizabeth Meyer , President. Founded in 1988, J Class Management provides engineering, design work, publicity, charter and sales brokerage and management of classic yachts – mostly classic sea-going sailing craft.

In 2000, Ms. Meyer, known as the “Savior of Classic Yachts,” accepted Cangarda as a donation just as the Massachusetts Port Authority was set to scrap the sunken hull. She raised the hull, collected the scattered parts of the boat in Fairhaven, MA, and began looking for a buyer who would undertake the yacht’s restoration. Asking price was $500,000.

_ _________________________

Seventh Owner

In 2002, Dr. Robert McNeil, a venture capitalist from Marin County, CA, (just north of San Francisco) purchased Cangarda , retaining J Class Management as consultants.

Dr. McNeil earned his Ph.D. in the fields of molecular biology, biochemistry and genetics in 1972. In 1979, he founded Sanderling Ventures, a successful biomedical investment firm, and has been the company’s Managing Director ever since.

Early on it became clear that the original hull could not be salvaged. So, using the latest in laser measurement equipment and techniques, the lines were carefully taken off the old hull in Fairhaven, MA, corrected for distortions, and a new hull was designed. The top two strakes, rudderpost, bulkheads, stem, machinery, deck houses, skylights, hatches, cowling vents, davits, fittings and interior joinery from the original hull were shipped to Rutherford’s Boatshop, Inc. in Richmond, CA on five flatbed trucks. (The remains of the original hull were scrapped.) In 2004, Jeff Rutherford and his crew, restorers of classic yachts and specialists in marine woodworking, and Steve Cobb, project manager and engineer began a six year, $12 million restoration project.

Instead of fastening the steel hull plates with rivets as in the original construction, the new hull was welded throughout and included four water-tight bulkheads.

The plated hull was primed and painted using modern paints, and a modern high efficiency prop was installed. The Cuban mahogany joinery, including the two main-deck cabins and interior, was refurbished and reinstalled. New teak decks were laid and new wooden masts and a new bowsprit were turned.

In the engine room an oil-fired boiler replaced the coal-fired unit for cleaner operation and simplified fuel handling. The rebuilt original Sullivan engine was reinstalled along with the six auxiliary steam engines and all the necessary interconnecting piping.

Electrically, the original 32-VDC slate electrical panel was retained with its wire fuses for display, but a modern panel now takes the load for safety. And all new wiring was run throughout the vessel. To meet federal maritime laws, the yacht has been equipped with a modern navigation system, radio and autopilot. Also, a computerized boiler monitoring and control system has been installed to eliminate the need for a full time “fireman” in the engine room while underway.

On Aug. 24th, 2007, Cangarda was taken by trailer to a launch ramp in Richmond's Marina Bay as the first step in returning the completed boat to the east coast and Camden, ME via the Panama Canal. After stepping the two masts, it was backed down the ramp in the time-tested manner of launching many a boat. However, with the stern section afloat and the bow section still on the trailer, Cangarda rolled heavily over on its starboard side without warning. Quickly, the launch crew backed the trailer further down the ramp so the bow could float free and the ship righted itself, fully afloat in the water. The heart-stopping event was captured on video and can be seen on You Tube at SY Cangarda Launching.

Immediately after getting its Certificate of Inspection from the US Coast Guard, Cangarda left San Francisco Bay on April 24 th , 2010, and steamed south down California’s west coast to San Pedro and the Port of Los Angles. En route, boiler problems surfaced and are described in a blog at www.tallshipdesigner,blogspot,com/

The plan had been to continue down the west coast, through the Panama Canal, through the Caribbean, and up the east coast to Camden, ME, Dr. NcNeil’s summer home. But the inshore nature of the yacht, the lateness of the season, the desire to minimize wear and tear on operating systems and avoid several hundred miles of fuel consumption, convinced the skipper that it would be best to transport the yacht by YachtPath, a transport service which moves boats – big and small -- all over the world by sea-going carriers. So, reservations were made for Cangarda to be loaded aboard one of Beluga Shipping's heavy lift ships at Ensenada, Mexico for its trip to Port Everglades.

However, the transport ship was running three weeks late, so Cangarda made a stop at San Diego where it competed in a friendly but colorful race with Medea , owned by the San Diego Maritime Museum. Medea is a 137-ft. luxury steam yacht built in Scotland in 1904. The third remaining Edwardian steam yacht, Ena , is home-ported in Australia.

The big race took place on May 15 th , 2010, over a ten-mile course on San Diego Bay and took one and a half hours to run. Medea won the test, although Cangarda can produce steam at 250 psi. vs. Medea ’s capability of only 100 psi. That difference directly effects engine power output and gave Cangarda a distinct speed advantage. Dr. McNeil allowed that as a guest, he was being polite and let the other boat win.

Finally, Cangarda was loaded aboard the Beluga ferry and reached Port Everglades, Florida two weeks later. There, it was off-loaded and immediately got underway, steaming north for six days, using the Intracoastal Waterway only briefly near the Florida-Georgia border due to heavy seas in the Gulf Stream. The yacht made its way to Camden, ME and that’s where, on May 8 th , I unexpectedly came upon Cangarda , just as related at the start of this story.

While in Camden, the yacht was hauled to repair damage incurred during the launch back at Marina Bay and to address a series of cracks in the paint caused by the dark green hull color. Work was also done on the new boiler and its control system, addressing the problems encountered while steaming down the west coast from San Francisco.

One of the first objectives after returning to the east coast had been to return to Fulford Place on the St. Lawrence for a memorable homecoming. So, on May 24 th, 2011, Cangarda left Camden, stopping briefly at Portland, ME, Gloucester, MA and New York City, then up the Hudson River to Albany and a stop at Scarano Boat Builders to unstep the masts. It entered the eastern end of the Erie Canal at Waterford, NY for passage to Three Rivers (near Liverpool) where it entered the Oswego Canal taking it north to Lake Ontario. The next port of call was the Antique Boat Museum at Clayton, NY on the St. Lawrence. After just a few days at the ABM waiting for a weather front to pass, the yacht headed down-river to Brockville, ON.

At Fulford Place, Cangarda docked alongside the former Fulford boathouse, now a private residence owned by Isabel Young and husband, Michael Bottigoni . The Toronto couple bought the residence in 2006, and have maintained an interest in its unique history ever since. They opened their home and historic dock to the yacht and its crew for several days during the vessel's visit, hosting a private reception on June 3 rd . Dr. McNeil told the crowd of about 80 people that the $12 million restoration had not been an easy task after several years of delays. He paid tribute to a team of restoration experts led by Jeff Rutherford, one of a large crew of family and friends who accompanied the Cangarda on the voyage home to the Thousand Islands. Later, the yacht moved to the city’s Blockhouse Island for several days where the visiting public enjoyed tours of the yacht for a nominal fee as a fund-raiser for Fulford Place Museum.

After Brockville, the yacht visited Montreal, QUE and then returned by the same route stopping briefly at the Fulford boathouse and the ABM at Clayton before running for four days on the Oswego and Erie Canals to Waterford and Scarano’s to step the masts. Then, down the Hudson into Long Island Sound, a stop in Newport, RI, and home to Maine with Dr. McNeil’s classic sail boat, Joyant (a 1911 P-Class Nathaniel Herreshoff classic racing yacht), in tow.

In the summers ahead, Dr. McNeil plans to use the yacht for cruising and appearances at various marine events. For winters, an arrangement has been struck for the yacht to winter-over at the Mystic Seaport Museum in Mystic, CT where visitors will be able to see it from the wharf.

By Dick Sherwood, former Editor,  Finger Lakes Chapter’s (ACBS) newsletter Brightwork .

Dick Sherwood is a retired Eastman Kodak Co. Engineering Manager who has been active in the Antique and Classic Boat Society since 1985. As the Finger Lakes Chapter’s (ACBS) former newsletter editor, he has written extensively about vintage boats and boating primarily in the Finger Lakes Region over the last 20 years. He lives on the south shore of Lake Ontario near Rochester with his wife, Cynthia. This is his first article to appear in Thousand Islands Life . [Photographs courtesy Tri-Costal Marine]

  In 2004, Jeff Rutherford and his crew of restorers of classic yachts and specialists in marine woodworking, and Steve Cobb , project manager and engineer, began a six year, $12 million restoration project for Dr. Robert McNeil. The architectural firm responsible for the structural engineering, production drawings, specifications and supervision of the fabrication was Tri-Coastal Marine (TCM) located just 50 yards from the Rutherford Boatshop, Inc . in Richmond California.   Both the Rutherford Boat Shop Inc. and Tri-Coastal Marine have additional photographs of this very important restoration work on their websites. 

Aft Plating

Bow Plating

Bow of the "Cangarda"

The painting process

Joinery, Skylights

Joinery, rebuilding aft deck house

Joinery, forward deck house

Main engine & condenser

Cangarda's main engine

The restored Cangarda. Photo courtesy R. McNeil

Photo courtesy R. McNeil

ULTIMATE RESTORATIONS: Cangarda: The Last American Steam Yacht (Series Premiere)

Airs Monday, February 16, 2015 at 10 p.m. on KPBS TV

KQED presents a new eight-part series, ULTIMATE RESTORATIONS , featuring the spellbinding restorations of irreplaceable masterpieces. ULTIMATE RESTORATIONS showcases the rescue and restoration of some of the most valuable mechanical icons of the Golden Age (1880-1940), a high point in innovation and craftsmanship. The series, hosted by Bob McNeil, tells the spellbinding stories behind eight of American history’s greatest historical and engineering treasures — the world’s largest pipe organ ; a surviving 1920s fire engine ; a “fish car” designed to transport live fish by train ; a priceless carouse l; a World War II spy plane ; one of the first U.S. yachts to round Cape Horn and a famous steam locomotive . The passionate restorers and committed craftspeople discuss the challenges associated with reviving these massive icons to their original glory: moving huge pieces of equipment, salvaging from sea-floor beds, searching for rare parts, and dealing with complicated mechanical systems.

"Cangarda: The Last American Steam Yacht" - The last existing American stream yacht was nothing more than an eyesore stuck in the mud of the Boston harbor until Bob McNeil came to its rescue. His four-year restoration of the 136-foot vessel revives old construction techniques alongside new technologies with the help of the colorful crew of Rutherford’s Boat Shop in San Francisco. After 112 years and more than a few setbacks, the Cangarda finally sails again.

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CANGARDA, a 42.06 m Motor Yacht built in the United States of America and delivered in 1901, is the flagship of Pusey & Jones .

Her top speed is 18.0 kn and her cruising speed is 15.0 kn and her power comes from a Sullivan steam reciprocating engine. She can accommodate up to 8 guests, with 8 crew members waiting on their every need. She has a gross tonnage of 116.0 GT and a 5.43 m beam.

She was designed by Henry C. Wintringham , who also completed the naval architecture. Henry C. Wintringham has designed 1 yacht and created the naval architecture for 1 yacht for yachts above 24 metres.

CANGARDA is in the top 30% by LOA in the world. She is one of 618 motor yachts in the 40-45m size range.

Specifications

• Name: CANGARDA
• Previous Names: MAGEDOMA
• Yacht Type: Motor Yacht
• Yacht Subtype: Classic Yacht
• Builder: Pusey & Jones
• Naval Architect: Henry C. Wintringham
• Exterior Designer: Henry C. Wintringham
• Refits: 1993

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These details are provisional and may be amended

BROKER'S COMMENTS

CANGARDA may be unique: an obviously gorgeous, fully functioning Edwardian era private pleasure steam yacht of significant size and undoubted provenance. Her rebuild and restoration led by Bob McNeil and executed by Jeffrey Rutherford, completed in 2009, was painstaking in its combination of authenticity with practicality and capability. Apart from all those superlatives, CANGARDA is an easily and economically driven steam yacht, powered by her original steam engine and its associated auxiliaries. That so much of her original carpentry could be re-used in the entirely faithfully rebuilt hull ensures that 21st Century owners can very comfortably, safely and practically live and cruise in this most amazing and admired, beautiful time machine.

Interested in CANGARDA in more detail.

Enquire About CANGARDA Download PDF Specification

RESTORER’S COMMENTS

“Sometimes it is not that people find boats but rather that the boat finds an owner. Most of this is not particularly rational. All the above applies here. Originally shown as a proposed project in the summer of 2002, it was not until the Herreshoff Rendezvous of that year that the “bug” bit. For some reason the idea of restoring CANGARDA really sunk in.” Robert G. McNeil, 2006

REBUILD/ RESTORATION

The rebuild and restoration of CANGARDA was informed by two principal sources of information, and, as in all the best such undertakings, a clear and ambitious vision for how the vessel would be used post restoration, including open sea passage making. The sources were: 1. The existing Pusey & Jones plans preserved at the Hagley Museum, Wilmington, Delaware These records are very fragmentary, containing many small scale plans. Scans of these drawings formed the basis for new drawings prepared by Andrew Davis’s Tri-Coastal Marine to satisfy Coast Guard and ABS requirements. 2. The plethora of photographs from the Fulford Museum, Brockville, Canada And pictures taken and provided by earlier owner/ restorer/ preserver Richard Reedley, and others. Significant effort was made to keep the restored CANGARDA like original by using every part from the original vessel found in storage while mindful of the open sea requirement and subject to all the elements that implies. To make the vessel safely operable, while the steam engines and many of the original valves, sight gages and pressure sensors were restored for re-use, a new oil (rather than coal) fired boiler was constructed, and the operation is automated so that no human is required to be constantly in the engine room during operations. Other than this, the design and outfitting of the engine room is as close to the original as possible. The original electric panel and gauges were installed. The engine room telegraph system and the steam anchor windlass – and the anchor itself - are the originals. Much of the vessel’s original woodwork and fittings, having been carefully stored under earlier ownerships could be re-used, involving often a fascinating process something akin to assembling a complicated jigsaw puzzle without the box’s cover picture. The project’s key carpenter was able to find panels that fitted the exact structure of the cabins, even to the extent he was able to show how one tree was used in sequential pieces placed in the after cabin. Studiously determining how each piece, a panel or a small part of the mouldings, was utilized has added to the authenticity of the restoration. The accommodations were constructed in the original configuration. Sinks in the cabins as well as the water valves are original. Lock sets, hinges, pin rails, handrail parts, bulwarks, bunk faces and drawers and a long list of other items are all original. Of course there are always compromises in such work – for example, CANGARDA has full modern navigational and communication aids (all of which can be concealed when she is dockside). However, if Charles Canfield or George Fulford walked the decks they would not see many apparent changes to the vessel they enjoyed so much.

CANGARDA was originally built in 1901 by Pusey and Jones of Wilmington, Delaware (in the amazing time of five months or less) for Michigan ‘lumber baron’ Charles Canfield - named as a combination of his last name, and that of his wife, Belle Gardner. After a short first ownership, CANGARDA was sold to George Fulford of Brockfield, Ontario, a wealthy businessman and member of the Senate of Canada. The Fulfords renamed the boat MAGEDOMA, a combination of syllables from the names of his wife and children (MAry, GEorge, DOrothy, MArtha). The boat was docked at Fulford Place, the Fulfords’ mansion nestled on the banks of the St. Lawrence River in Brockville, Ontario. The house exists today as the Fulford Museum. Even though George Fulford was killed in an automobile accident in 1905 (the first Canadian to die by such a means) the family cruised MAGEDOMA for twenty years in the Thousand Island area of Lake Ontario. She was a well-known and majestic yacht in these waters. In 1927, Mary Fulford hosted on board the then Prince of Wales, his brother Prince George (later Duke of Kent), and the prime ministers of Britain and Canada, Stanley Baldwin and William Lyon Mackenzie King respectively. At the time of World War II the Fulfords donated the vessel to the Canadian Navy. In 1951 MAGEDOMA was sold to Cameron Peck, who used the vessel until 1954 when she was sold to Frederick Smith. It was Smith who restored the original name of the vessel, CANGARDA. In 1983 CANGARDA was sold to Richard Reedley, who began a major restoration. She was disassembled, the engines sent to England for restoration, and the wood panelling including all the parts put in storage. Unfortunately, after making repairs to the hull, Mr. Reedley was unable to complete the restoration. The hull was placed back in the water and left for some ten years after which time she sank in 1999. A rescue was undertaken by Elizabeth Meyer of J Class Management and the hull then lay on the hard at Fairhaven, Massachusetts with the engine and woodwork in store. This was CANGARDA’s status in 2002 when she found her eventual saviour, the late Bob McNeil. The rebuild/ restoration detailed above by Rutherford’s Boat Shop, Richmond, California, began in 2004 and was completed in 2009.

CONSTRUCTION

- Welded steel hull on steel frames (new at launching 2009) - All work inspected by USCG and classed by ABS - Teak laid deck on plywood substrate over steel deck beams (new at launching 2009) - Cuban mahogany deck houses and carpentry (mostly original, restored)

MECHANICAL, ELECTRICAL AND TANKAGE

PROPULSION Engine - Sullivan triple-expansion steam engine (the original, rebuilt) Boiler - RENTECH Boiler Systems Inc. automated diesel fired, water tube boiler - New at rebuild - Normal operating pressure 250 lbs/# - Built to 500 lbs/# specification for robustness and long life - Periodic tests to 750 lbs/# - USCG inspection certificate pending - USCG Annual safety inspection pending Condenser - Original reconditioned Propeller - 5-Bladed bronze STEAM AUXILIARIES - 6 x Steam auxiliary engines (the originals, rebuilt) for: - Engine water circulation, bilge pumping and anchor windlass - Steam anchor windlass (original reconditioned at rebuild) DIESEL GENERATORS - Mastervolt whisper 20 kW (Serial #UN0A0009) - Mastervolt whisper 30 kW (Serial #UN06A0005) ELECTRICAL AC - 240V 3-phase shore power socket (will accept other inputs) - AC Panel: Labelled switches & breakers - Wire Type: Jacketed, multi-strand copper DC - 24 V System - 10 x 100 Ah Lead acid batteries (2015) - Victron Energy 24V 100 A charger - DC Panel: Labelled switches & breakers - Wire Type: jacketed, multistrand copper TANKAGE - Diesel: 5,256 US Gallons / 19896 L - Potable water: 349 US Gallons / 1321 L - Boiler feed water: 540 US Gallons / 2044 L - ‘Hot Well’ tank for recycling water from condenser - Black water: 257 US Gallons / 973 L - Grey water: 279 US Gallons / 1056 L OTHER - Trim and stabilizer tabs (new at rebuild)

DECK LAYOUT, EQUIPMENT AND GROUND TACKLE

Aft Deck - Lazarette hatch - 1 x Skylight Aft deckhouse - Deck saloon [originally designated “smoking lounge”] - Companionway to lower accommodation - 1 x Skylight Mid deck - Funnel - 2 x Large cowl engine room ventilators - Boat davits/ chocks - Engine room companionway/ skylights Forward Deck Forward deckhouse - Companionway lobby/ navigation area - Dining saloon - 1 x Table - 8 x Chairs Open bridge over - Traditional ship’s wheel - Binnacle - Engine room telegraph - Spotlight - Fo’c’sle companionway hatch - Steam windlass - Forepeak hatch

ACCOMMODATION AND DOMESTIC EQUIPMENT

Aft lower accommodation - 2 x Double staterooms - 1 x Queen stateroom - 1 x Double berth + single berth stateroom - 1 x WC/ Shower in master cabin - 1 x WC/ Shower in corridor Forward lower accommodation Galley with stove, refrigerator and freezer - 2 x Refrigerators - 1 x Freezer - 1 x 4-Burner gas stove - 2 x Electric ovens Captain’s cabin - Double berth Crew quarters - 1 x WC - 1 x Shower compartment - 8 x Crew bunks - All bedding (pillows, sheets, quilts) included with vessel

RIG, SAILS AND CANVASWORK

Rig ‘Schooner rigged steam yacht’ - Hollow Sitka spruce mainmast with gaff - Hollow Sitka spruce foremast with gaff - Hollow Sitka spruce bowsprit Sails - Gaff loose-footed mainsail - Gaff loose-footed foresail Canvaswork - White canvas deck awning with frame

NAVIGATION, COMMUNICATIONS AND ELECTRONICS

Bilge Pumping - Via steam auxiliary or electrical back-up Liferafts - 2 x 8-Person USCG approved Lifeboats: 2 x Whitehalls 1 x Motorized launch

OTHER EQUIPMENT

- Accommodation ladder

Image credits

Main image: Benjamin Mendlowitz - Other colour images: John Williams unless stated otherwise - Fitting out 1901: Courtesy of the Hagley Museum and Library

Contact us to discuss CANGARDA in more detail.

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

Sandeman Yacht Company

Brokerage of classic & vintage yachts.

Millionaire’s yacht nearly capsizes

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The 63-year old venture capitalist from Marin watched helplessly as his $10 million restored steam-powered yacht slipped from underwater supports and began rolling on its side as a semi-truck backed it into the water.

The 126-foot boat, built in 1901 and named the Cangarda, looked like it would sink in 10 feet of water and take one of the docks with it. All the painstaking work and pile of money that went into restoring the boat the past three years seemed, for 10 seconds, to be sinking.

A crowd of about 150 people who had gathered to watch the launch collectively gasped.

Then the boat rolled back.

“She came back, that was the most impressive thing,” McNeil said after the boat was checked for damage and properly placed in the water. “She came back.”

McNeil’s 91-year old mother, who had a front-row seat on the dock to watch the launch, said the project to restore the boat, salvaged from the bottom of Boston Harbor about seven years ago, was beyond her comprehension.

“It was an outrageous and awesome project beyond understanding,” the elderMcNeil said. “Why would anyone want to restore a 126-foot steam yacht? I guess he just loves boats.”

McNeil always loved the water and the 40-foot sailboat the family had when he was a kid, she said.

The name Cangarda comes from the names of the original owners, Charles Canfield and his wife Belle Gardner, according to Tri-Coastal Marine, a naval architecture and marine engineering company in Richmond involved in the restoration. The boat was built at the Pusey and Jones Shipyard in Wilmington, Del.

Over the years while the boat sat in Boston, parts were taken and ended up in the hands of collectors all over the East Coast. All that was left of her in 2000 was the hull.

McNeil said that when he bought the boat from a group on the East Coast, you could kick holes in the rusted hull. He bought it after most of the boat’s scattered parts, including the seven original steam engines, were rounded up from the collectors and various owners.

“The reason for the restoration is she is the last Edwardian American steam yacht and the oldest,” said McNeil as he gave a tour of the boat. “This is all Cuban mahogany in the cabin here, and it’s all original wood.”

McNeil said after he tests the boat for seaworthiness, he’ll sail it through the Panama Canal in January, cruise around the Caribbean for the winter and take it up to the East Coast where he spends the summers.

Someone on the boat taking a tour Friday asked him whether he deserves such a life.

“No, ” McNeil said, “but I’ll take it.”

Jeff Rutherford, owner of Rutherford’s Boat Shop in Richmond, who oversaw the reconstruction of the boat, said it was by far the biggest project he has ever undertaken.

“The best part is the big picture,” Rutherford said. “This is a gorgeous boat and there were 20 of us working on it for three years. There’s a tremendous sense of satisfaction here. It was very hard work, but I loved it.”

When asked to reflect on what he made of his boat almost sinking in a few feet of water, McNeil said it proved the boat is seaworthy.

“I now know if I go out on the Bay or in the ocean, everything will be OK,” McNeil said. “She came back from a very steep roll and that’s all that counts.”

E-mail Doug Oakley at [email protected] .

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Measuring 38.40m (126') luxury yacht CANGARDA is a beautiful classic vessel built tin 1901 by Pusey & Jones and restored to a luxurious charter yacht in 2020, offering modern amenities and a professional crew of 2. Accommodation on board is in 4 cabins for up to 9 charter guests.

NOTABLE FEATURES OF CANGARDA: ~Refitted in 2020 ~Up to 29 guests while cruising ~Elegant century-old steam yacht ~Last American-built steam yacht in the US ~Only one of three surviving Edwardian steam yachts ~Draft of only 2.1m/7ft to navigate shallow waterways ~Air conditioning ~Wi-Fi

The main deck offers an abundance of space for alfresco dining and lounging, sunbathing and exercise such as yoga or Tai Chi. While cruising and at anchor, she can host up to 29 guests on board for a memorable celebration.

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The lower deck hosts the guest and crew accommodation along with the engine room. Above deck, the helm station is forward and contains a lounge, and a second lounge with dining area is placed aft.

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The accommodation sleeps a maximum of 9 guests across 4 cabins: 1 Master suite, 1 VIP stateroom and 2 double cabins The expert crew of 2 will ensure that all guests are well taken care of throughout the cruise.

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CANGARDA YACHT CHARTER

38.4m  /  126'   pusey & jones   1901 / 2015.

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The 42.06m/138' 'Cangarda' motor yacht built by shipyard Pusey & Jones is available for charter for up to 9 guests in 4 cabins.

Built in 1901, Cangarda offers beautifully proportioned decks for exquisite indoor/outdoor living during a luxury yacht charter .

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Cangarda offers guest accommodation for up to 9 guests in 4 suites. She is also capable of carrying up to 2 crew onboard to ensure a relaxed luxury yacht charter experience.

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Cangarda is built with a steel hull and wood superstructure.

Cangarda is available upon request for charter this summer. She is already accepting bookings this winter.

Showcasing meticulous craftsmanship coupled with high-end luxurious finishes, motor yacht Cangarda certainly has the "wow" factor, along with state-of-the-art amenities and array of water toys, promising truly unforgettable yacht charters for even the most discerning guests.

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The Marine Electronics Hub

• Electrical & Engines

Cangarda, the touchscreen steam yacht

by Ben Ellison · Published December 1, 2010 · Updated May 29, 2024

In fact, when I wrote about Cangarda in 2003 , largely with Cobb’s help, she was just an empty worn-out hull, a warehouse of dusty parts, and a gleam in his eye.  But the story sort of worked out as hoped, as you can read in part at Wikipedia .  Bob McNeil bought the “kit,” shipped it all to Rutherford’s Boatshop (lots of good photos), and for years Cobb spent long periods in California helping to execute what might be called a hybrid restoration.  Because McNeil wanted to actually cruise Cangarda is a semi-practical manner, he switched her coal-fired boiler to an automated diesel-fired system.  Which is why you see the incredible juxaposition below of a 1901 triple expansion steam engine — that runs now like it did then — alongside an elaborate touchscreen boiler control system.  And no worries about that scary-looking slate and knife-switch electrical panel; it’s purely decorative as the yacht now has up-to-code wiring and two diesel generators (tucked in where the coal bins used to be)…

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Ben Ellison

Panbo editor, publisher & chief bottlewasher from 4/2005 until 8/2018, and now pleased to have Ben Stein as a very able publisher, webmaster, and editing colleague. Please don't regard him as an "expert"; he's getting quite old and thinks that "fadiddling fumble-putz" is a more accurate description.

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wow! what a beauty! -mo

There is at least one other steam yacht, “Mascot” built by William Holland of D’Iberville Mississippi for private owners in Louisiana. It was heavily damaged in Katrina and has been restored to beautiful condition. It similarly has computerized systems to run an antique steam engine drive. The owners are steam fans and have a Navy Admirals launch they plan to restore next. Will

When Steve D. of Passagemaker fame surveyed our boat he recommended to me the book The Sand Pebbles, which combines detailed passages about the care and feeding of a 1930s marine steam power plant with China-on-the-verge-of-revolution adventure. It was great fun.

What fun Ben, I am truly envious. I would love to see another view from you while the vessel is underway in the spring.

Wow…this is just about the coolest thing ever. How long is the boat in Camden? At Wayfarer or Yachting Solutions?

Cangarda will spend the winter inside a big shed at Wayfarer Marine, and I’ll surely be lobbying for a ride next Spring 😉 By the way, this is not only classic yacht that Bob McNeil has restored. Check out the 1911, 58′ Herreshoff P-Class racing sloop Joyant, also overhauled (to say the least) at Rutherford’s in California. She has no engine, which is brave, and now races in New England, sometimes with Cangarda as mother ship: http://rutherfordsboatshop.com/completed.html McNeil and Rutherford are also involved in restoring the 1885, 133′ schooner yacht Coronet on the IYRS campus in Newport, RI: http://www.iyrs.org/AboutUs/Projects/CoronetRestoration/tabid/522/Default.aspx Thanks for keeping these boats alive, Bob!

Thanks, Adam. Since I’m also inclined to take advice from Steve D’Antonio, I checked out The Sand Pebbles at Amazon and found a nice surprise. For some reason the Kindle edition (which can also be read fine on an iPad, iPhone, or Android device) is only $4. No brainer! http://www.amazon.com/Sand-Pebbles-Bluejacket-Books/dp/1557504466/ref=sr_1_1?s=books&ie=UTF8&qid=1291292138&sr=1-1

There’s some interesting Cangarda material — including Bob McNeil’s log of the first long ocean leg — on a great blog written by Andy Davis, who served as naval architect for the restoration: http://www.tallshipdesigner.blogspot.com/ McNeil, incidentally, calls her “the last American Edwardian steam yacht” as opposed to Wikipedia’s “last surviving US-built steam yacht in the US, and one of only three left in the world.”

Wow, just realized that Andy Davis’s company, Tri-Coastal Marine, has a superb section on Cangarda, both history and restoration: http://www.tricoastal.com/Cangarda/Cangarda.html

Ben, I think it’s out of copyright. I’m sure you’ll like it. While some of the technical bits escaped me, it’s well-written and I understood the key “fix” (you’ll see). Definitely more accessible than the Patrick O’Brian books. I’ve read all 21 of them thrice and I still don’t know what cross-catharpins, Bentinck shrouds, or a dumb-chalder is.

Hi Bill, Have a look at this website, it has some great shots of Cangarda in a race with Medea, another steamyacht. http://www.printroom.com/ViewGallery.asp?userid=limeydal&gallery_id=2066331

If you are interested in following such things, some discussion of the Cangarda restoration was also reported in the Classic Yacht Symposium proceedings published by the Herreshoff Museum in Bristol, RI.

Ben. Thanks for a fine article. It seems that every rare or historic vessel has some sort of superlative attached to it: oldest, most original, last etc. Cangarda is no exception. Here’s an explanation. Of the 600 (perhaps twice that) steam yachts built in America and Great Britain during the ‘Gilded Age’ (1880-1914), only a precious few (3) still exist. Cangarda is the only remaining American built example. Cangarda, Medea and Ena are of a type: steam powered, tall stack, clipper bow, long counter stern and narrow beam with a vestigial sailing rig. There are a few others of that type in existence but they were built later and are much larger: Nahlin, Savarona, and Haida come to mind but all are diesel. Delphine is still steam but looks nothing like the others; a much more “modern” design. It has been said (by them what knows) that the classic steam yachts were the ultimate reach of marine design and engineering; the perfect combination of art and science and the most beautiful power yachts ever built. spc

Humorous aside: Where Steve and I live, we get to share the Bays with not only the “the oldest active commercial schooner in the United States”: http://schoonerfrench.com/ but also “the oldest documented sailing vessel in continuous service in the United States”: http://www.stephentaber.com/history.html Both were built in 1871, and both are great operations today.

Nice yacht – well done Steve. But like the first post says, there are more than 3 steam yachts left. Carola in Scotland: http://www.nationalhistoricships.org.uk/ships_register.php?action=ship&id=9

It is worth looking up http://www.steamyachtthordis.co.uk/ She was built by Camper and Nicholson in 1909 as a steam yacht, then converted. She is being painstakingly restored in Sharpness, England She has the most beautiful straight stem and counter stern

Ben, I was a deckhand on the Vernon Langille with Katy Green and Steve Bailey on your first voyage as skipper. I was a volunteer at the Apprenticeshop in summer of 1982, the kid from California! I left and went Oyster Dredging with Ed Farley and Gino Scalzo. In the spring of 2009 I got a service call to help start up the oil burners on Cangarda. They were built by a former employer and the model was my specialty. Steve was and Bob were glad I showed up because I was the first person to really make the burners operate with a clear stack and no flame outs. I helped them straighten out quite a few combustion related problems, set up the burners so the touch screen could control them, made the fist sea trails, took the boat to LA and helped race against Madea. Lots of good memories of it all. Glad to see you involved and have the opportunity to connect. Eugene Porter, Tiburon, CA

Small world, Eugene, and so glad you came by! Steve Cobb is no longer on Cangarda, and I’ve heard the vessel has been laid up with mechanical issues quite a bit, but Steve is now running the beautiful Atlantide: http://www.charterworld.com/news/newly-refitted-122-classic-motor-yacht-atlantide-leaves-front-street-shipyard Of course he wishes she were steam but he’s excited about possible voyages of exploration, perhaps as far as the Med. Meanwhile, the Vernon Langille is back in the area and was using my mooring float when we went cruising in July. She has an engine now but here are recent photos showing how she still sails: http://forum.woodenboat.com/showthread.php?152219-A-nice-bit-of-sailing-in-a-Pinky-Schooner For the unfamiliar the Langille is fine-ended 35-foot Tancook Schooner that is almost entirely open and was originally built without an engine but with amazing Egyptian Cotton sails, including a killer club-footed fore topsail. When I started running her with Eugene and other Apprentices the seamanship training program was to sail/row about a cord and half of firewood that we’d piled into the midships area from Bath to Monhegan. That meant dealing either with the capricious winds and whirling currents of the Kennebec River OR the even more capricious winds and whirling tides the Sasanoa/Sheepscot shortcut. I think we charged about $150 for the firewood hand delivered up onto the pier, though the round trip sometimes took four days or so. It was one of the most ridiculous and challenging things I’ve ever done in a boat, and most of the time it was wicked fun. The Vernon Langille could sometimes pass similar size modern sailboats, even on the wind, and could maneuver almost as well as a spade rudder boat, though four strong people on big oars could only make about 3 knots max in a calm. I ran the boat for several seasons, and she’s what got me involved in WoodenBoat School as they leased her after the A-Shop went through some hard times. She’s been sunk twice, the first time rather famously (there was a damn photo boat right behind her), but she’s kept on keepin on: http://news.google.com/newspapers?nid=1499&dat=19810709&id=RAgqAAAAIBAJ&sjid=xCkEAAAAIBAJ&pg=5223,4240866

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Cangarda 1901 by KeithAug - Scale 1:24 - Steam Yacht

• steam yacht

By KeithAug April 20, 2023 in - Build logs for subjects built 1901 - Present Day

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8 hours ago, Rick310 said: unable to get back on board Cangarda per the new owners.

Rick - thank you for the extra photos. I have a magnificent selection due to your efforts so the new owners restriction won't matter a lot. I think he / she will find that the horse has bolted if they ever find this build log! 😀

• FriedClams and Keith Black

Current Build:-

Cangarda (Steam Yacht) - Scale 1:24

Previous Builds:-

Schooner Germania (Nova) - Scale 1:36

https://modelshipworld.com/topic/19848-schooner-germania-nova-by-keithaug-scale-136-1908-2011/

Schooner Altair by KeithAug - Scale 1:32 - 1931

http://modelshipworld.com/index.php/topic/12515-schooner-altair-by-keithaug-scale-132-1931/?p=378702

J Class Endeavour by KeithAug - Amati - Scale 1:35 - 1989 after restoration.

http://modelshipworld.com/index.php/topic/10752-j-class-endeavour-by-keithaug-amati-scale-135-1989-after-restoration/?p=325029

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Nautical Adventures

http://modelshipworld.com/index.php/topic/13727-nautical-adventures/?p=422846

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Roel / Keith - thank you both for your insights and support.

Thanks to everyone for the likes.

• Keith Black and FriedClams

I have started work on the prop and rather than wait until it is finished I thought I would post a step by step description of the work. I won't be working on it daily due to family commitments (grandsons 1st and granddaughters 5th birthday coming up). It seems unbelievable that Ben first appeared on page 4 of this log almost exactly a year ago.

Anyway moving on here is the start.

You will probably recall the sketch from the last post.

I estimated the shape of the blade from the best available photo.

The blade is wider than appears in this stern view and as such I had to further estimate its width and shape. The image with the two red arrows above is the best I could come up with for the blade shape. 

The red arrows are pointing at sacrificial tabs that I thought I might need for location during the fabrication process. At present I think I may be able to get away without these. We shall see.

The first part of my fabrication plan is to part machine the brass hub. The hub will be .472" (12mm) diameter by .551"(14mm) long. The blade angle at the hub is 45 deg  and of course the blade angular spacing is 72 deg (5 blades).

I want to machine the hub to accept the blades and this involves cutting 5 slots at the 45 degree angle. After some head scratching this is how the slots were cut.

Step 1 was to mount the correct diameter of brass bar horizontally in a rotary table centred below the spindle of the mill. A scriber was then mounted in the mill chuck and this was used in conjunction with the rotary table to scribe 5 axial lines along the exposed end of the bar.

Step 2 then involved making a location feature for the subsequent machining operation. I cut and squared up a 1" x 1" by 3/4" piece of aluminium bar. This was set up with the narrow edge centred below the mill and a line was scribed on the bar (green arrow below).

Step 3 was then to bore a .437" hole .375" from one end.

In step 4 the location feature was reamed out to .472" to take the round brass bar stock. The scribed reference lines on the bar stock and on the location feature allow me to accurately index the hub round to the desired 5 positions.

Step 5 was to drill and tap the location feature to take a clamping bolt (red arrow in next photo). This done the location feature was mounted in a tilting vice set at 45 deg.

Step 6 was to create a tool to cut the slots. I had decided on a slot width of .040" and I ground a single point milling tool and machined a tool holder to facilitate the cutting of this width.

Step 7 - Because I didn't want to practice setting up the slot cutting on the brass bar I then machined up a wooden dowel to the exact same dimensions of the brass bar. On to the wooden bar I marked 3 lines. The blue line is .551" from the end and represents the length of the finished hub. The two pink lines are .080" from the finished hub ends respectively and these indicate the start and end positions for the 45 deg angled slots. The green line is pointing at one of the 5 scribed reference lines on the brass bar.

Step 8 - The tilting vice was bolted to the milling table and the Z axis was adjusted until the single point cutting tool (white arrow below) was centred between the two lines indicated by the yellow arrows. With this done the Y axis was adjusted until the slot length touched both the yellow arrows lines at the extremity of the cut. These adjustments being done while testing the results on the wooden dowel while cutting using only the X axis traverse. Once I was satisfied with the results the Z and Y axis was locked.

Step 9 was then a simple case of mounting the brass rod and traversing the x axis to cut the slot before indexing round by 72 deg and then traversing the x axis to cut the next slot etc, etc, etc.

The slot cutting took about 5 minutes. The rest of the procedure took the best part of half a day. 

I should have explained earlier the the protrusion of the bar was always the same because it was bearing on the bed of the vice during each cut.

More to come.

• gsdpic , dvm27 , BANYAN and 8 others

• Keith Black

 Brilliant machine work, Keith. 

 Just yesterday I was going through your log and came across Ben's little face. It doesn't seem possible that a year has passed already.......Happy Birthday, Ben.

Current Builds:  1880s Floating Steam Donkey Pile Driver 

                              Wood Hull Screw Frigate USS Tennessee

                              Decorative Carrack Warship Restoration, the Amelia

Completed: Early Swift 1805 Model Restoration

7 minutes ago, Keith Black said: Happy Birthday, Ben.

Thank you Keith, I’ll pass on your good wishes on Sunday and maybe even post his birthday photo.

8 hours ago, KeithAug said: I’ll pass on your good wishes on Sunday and maybe even post his birthday photo.

 Please post Ben's Birthday photos.  

A very neat solution, clearly illustrated and described, Keith. Thank you for the tutorial!

Have a great weekend, Grandpa.

Be sure to sign up for an epic Nelson/Trafalgar project if you would like to see it made into a TV series    http://trafalgar.tv

I don't know if the attached drawing will be of any help, but I was getting ready to post it on my USS Cape MSI-2 thread. The MSIs had five-bladed propellers. From the photo you posted I think the shape may not be exactly the same, but the drawing does have information about the pitch and thickness of the proportional thrust blades. If you need higher resolution I can probably supply that. Send me a PM.

The prop in your photo looks to me to be a more modern design with a bit of curvature to the blades (as seen along the prop shaft axis. The Cangarda may have had straighter blades when she was originally built.

Your technique is very clever and it let you use all sorts of the tools in your shop. I am totally green with envy! I will 3D print the prop for the MSI (not nearly as much fun as what you are doing).

Current build: https://modelshipworld.com/index.php?/topic/19611-albatros-by-dr-pr-mantua-scale-140-about-1815/&tab=comments#comment-601276

Previous build: https://modelshipworld.com/index.php?/topic/19321-uss-oklahoma-city-clg-5-1971-3d-cad-model/

Very interesting procedure for the hub slots - I bet that did take some head- scratching.  Such nice work, Keith.

Yea, the pipe vents are about as elegant as a mud fence, but in their favor, they are compact where the arc of a gooseneck might be prone to finding things to hook onto. 

Current Build    Pelican Eastern-Rig Dragger    

Completed Scratch Builds

Rangeley Guide Boat     New England Stonington Dragger     1940 Auto Repair Shop     Mack FK Shadowbox     

" Step 6 was to create a tool to cut the slots. I had decided on a slot width of .040" and I ground a single point milling tool and machined a tool holder to facilitate the cutting of this width."

I was wondering, why you didn't use just a slitting saw? Maybe you didn't have one of the right thickness and diametre?

panta rhei - Everything is in flux

On 8/27/2024 at 9:53 AM, KeithAug said: I'm not that clever Andy.

Yeah, right!!

Should have known you'd come up with a cunning plan. Lovely work. Ben's one? Blimey. Enjoy the jelly!

• Knocklouder and Keith Black

'You're gonna need a bigger boat!'

Completed Build: Orca from the film 'Jaws '.

Current Build:  Sailing Trawler  Vigilance BM76

1 hour ago, wefalck said: I was wondering, why you didn't use just a slitting saw?

Eberhard - correct I didn't have one. However I would probably have still gone for the single point tool. I find It hard to get slitting saws to run truly flat and they seem to inevitably produce a slot that is slightly wider at the mouth than at the throat. I find I don't have the same problem with single point tools.

1 hour ago, FlyingFish said: Enjoy the jelly!

Thank you Andy - It is already in the fridge. 

15 hours ago, Dr PR said: From the photo you posted I think the shape may not be exactly the same,

Thanks Phil. Yes that is a nice traditional propellor - probably very similar to the one originally fitted to Cangarda. The current Cangarda prop is a much more modern shape and probably a little more efficient. I don't think I need to worry too much about the bade profile as it won't affect the look very much and I don't have to worry about efficiency on a static model.

3 hours ago, FriedClams said: but in their favor, they are compact where the arc of a gooseneck might be prone to finding things to hook onto. 

Gary, my sailing experience is that a flailing sheet always finds something to lasso, rip off and dump in the sea, irrespective of the shape. 🙂

19 hours ago, druxey said: Have a great weekend, Grandpa.

Druxey - thank you. Grandpa (and Grandma) is the other half of the grand parenting team. We were allocated Grandi and Nani by the granddaughter and it stuck. I think she thinks we are less serious.  😬

20 hours ago, Keith Black said: Please post Ben's Birthday photos.

Keith - will do.

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