 Several people have asked and so here's an account of the work done in the last 8+ years. In August 2012 I bought her and had the bow fitting recast, the main hatch rebuilt and the main hatch Turtle replaced. I replaced the head at that time also. In 2013 we focused in on her floors and interior. My father and my oldest son did a mountain of work to remove tankage and get at the main floors, nine in the center of the boat which are steel. A lot of effort went in to removing all the rust and Carlos Campos and his crew ground out what we could not. Each was treated with osphoic acid, primed and the whole space finished off with two coats of bilgecote. At this time the aluminum mast step and the chain plates were treated as well.
The deck had been replaced in 2000 with marin plywood and was in great shape but baldly needed repainting. The converting board was also in good shape except for water damage in way of the chainplates so that was removed and graving pieces ("dutchmen") were put in to seal the openings in way of the chainplates coming through the deck. We then we turned our attention to the cabin top and the cockpit. The after part of c/p coaming at the bend had split and was showing iron damage at the drifts, so we had Jody Boyle now with the NW School of Boatbuilding fabricate a replacement, beautifully scarfed in. Meantime every surface in the interior was washed and repainted or revarnish during that happy summer of grandfather and grandson working together. By this time I took her out for a couple of sailing outings but was awfully uncomfortable with the performance of the BMW engine which was on its very last legs and even at full power could barely stem a strong ebb off yellow bluff - not great in the light airs of wintertime.. so the decision was made to reposer her and List Marine got the project and began in January 2014. These guys are wonderful. Hans and Bill are perfectionists and managed to build new engine beds from the original,, as today's engines mount higher to accommodate the typically spoon-shaped sterns in current designs. At any rate two months later and with the entire engine room repainted and three cracked frames under the engine beds braced, the project was finished and I could take her out with equanimity. 2014 was a busy year of restoration and replacement as I was keen to have her out sailing as much and as soon as possible. By this time her deck was really in need of repainting and her brightwork which was already tired when I got her was by now done screaming for attention and it was clear it would have to be taken down to bare wood. Carlos was given both projects and removed all deck fittings and lifelines, prepped and premiered the surfaces, then tented the boat and sprayed her deck. (My crew and I were anxious to race in the Master Mariners that year, but at the race the deck had only been sealed and premiered.. the foredeck was an ice rink; suffice it to say there were no headsail changes were made that day.) When that was done we proceeded to take the cabin sides cockpit coaming and well and the toe rails down to bare wood, stain them back to their original Honduran Mahogany color, and used 8 coats of Pratt & Lambert varnish to bring them up. Also in 2014 we replaced a worn down teak veneer on the cabin top with a product called Ameriteak which we've been very pleased with, and replaced the primary winches and added a snubbing winch for the Main. I hauled her again in 2015, this time at Bay Marine, and painted the bottom and had Jeff Rutherford repair two cracked frames just forward of the cockpit, under the pilot cabin, where the turn of the bilge is extreme and due to her long cabin the boat's narrow hull is loaded up at that location. He braced those frames and we also strengthen the cabin after bulkhead, where large holes had been cut out to take the original knotmeter and depth sounder instruments but had weakened the bulkhead as a result, this doubler is as thick as the original bulkhead. Since then the boat has been sailed in typical bay summer conditions and there are no cracks or evidence of weakness in the pilot cabin area. Also during this haulout I replaced the set screws that attach the rudder post to the rudder - a stainless steel post had been installed at some point during the boat's career and set screws bored into the post from the rudder itself. The theory is sound and we bored a little deeper and tapped a little wide diameter to take a slightly larger size set screw. I replaced the cutlass bearing at that time. 2016-2018 were spent putting her to work sailing veterans aboard, and happily showing her at the Wooden Boat show and I even lived aboard her during 2017 and got to the know the boat and her ways really well. She is the most well balanced sailer you can find, a real performer upwind but loves every point of sail equally, except perhaps the beam reach. Having a tiller on a boat of her size is really terrific, and the boat will talk to you through the tiller instantly. Her main is mighty powerful and at 705 square feet of sail she will demand your attention but she will also be merciful and round up like an intelligent thoroughbred. Olin Stephens was a remarkable man. In October 2018 I decided I had put it off long enough and needed to paint her hull. I hauled her at San Rafael boatyard and turned again to Carlos Campos who did a wonderful job on the project. He also replaced the through hull fitting for the discharge to the head at that time. During 2018 I have rechromed or re-plated just about every metal fitting, bow chocks, fairleads, the capstan, the companionway ladder fittings, it was coming close to a fetish but I made good friends with Lynne at Pilgrim Plating in San Rafael. As the Clover Project ramped up in 2019 we switched to doing mainly upkeep on Valiant. I have installed a new VHF radio and pump assembly for the head, and bought new jib sheets. We went through a LOT of varnish in her time. She was wonderful to care for, and she always took care of us.
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What a year it has been. The global pandemic has given rise to feelings of isolation and fear among all of us. In our lifetimes it has never been more difficult, nor more important for keeping our humanity, to remain connected to our families and friends and continue to serve our communities. We have been blessed with beautiful expressions of kindness and generosity in action throughout the year.
We began the year with taking veterans from the Veteran Justice Court program sailing off shore on VALIANT to Monterey, experiencing the sheer pleasure of a sunrise at sea and learning coastal navigation and arriving at a new port. Next we relocated CLOVER from Svensen's Bay Marine Boatyard to her new home in Glen Cove Marina. Veterans were at the helm again. Then the pandemic hit and we were on lockdown. It wasn't until June when we resumed work on CLOVER, and we began in earnest, setting as a goal a Re-christening event on Veteran's Day. Each weekend, veterans and their families gathered to strip, scrape, sand, paint and varnish everything on deck, and install hatches, lifelines, cockpit seats, and new upholstery down below. Boy Scout Troop 10 from Vallejo deserves special mention for all the hard work to reef out and recaulk the main cabintop, resulting in a beautiful watertight cabin! Finally the day came, and on Veterans Day over 30 friends and supporters came out to re-christen CLOVER and dedicate her to her new mission of serving veterans. We have a full plate of work to get ready for CLOVER's first sail in 2021, but we will get there! We are so grateful to our friends and supporters which include: - The Shalvey Family - The Merrill Family - The Stern Family - The DeSimone Family - The Johnson Family - The Mulcahy Family - Boy Scout Troop 10 - Rutherford's Boat Shop - Omega Air Group - Foss Maritime Company - Samson Rope - Jamestown Distributors - Jotun Paints  (Editor's Note: This was written by my late father on the occasion of visiting my great-grandfather's resting place in the village where he was killed in WWI during the battle of the Somme. On the eve of Veteran's Day, which was known originally as Armistice Day and marked the end of the War to End all Wars, it seems fitting to share this little remembrance of the day we walked the ground and visited the monument to a place where a half million soldiers were killed, including one LCPL Terence P. Moran) The road to the Somme was trim and green in the April air. I sat in the back, a place I rarely visit, and having had no real breakfast, chewed on Rory and Terry, who was driving, The incessant chatter and airy disregard of place and direction made me curmudgeonly. Still, nothing could actually sour the freshness of the morning and after one or two more “Right! Here, turn right for crissakes ”. Terry, in a fine state of total contentment, sailed on unperturbed and I decided to leave it be and trust to blind faith. After which, strangely enough, there were no more lapses of attention. We skirted to the north of Amiens and stopped at Albert, not sure where we were exactly in relation to the battlefield but somehow knowing we were very close. The church, the town square, the very ambience of the place had a timeless quality completely at odds with the fact that 84 years ago everything in view was raised to the ground and even that was reduced to a porridge of muddy craters. We had a cheesy toasty thing – certainly not what you would call breakfast – and some good coffee and pushed on, heading for Thiepval. The Memorial is huge. It towers over the trees and dominates the landscape. The landscape is serene and laid open to view. One can see across the downward sloping Hills, across the entire battlefield in fact from a vantage point by the Ulster regiments’ memorial which stands at the top of the ridge. There the enemy machine gunners were dug-in along a line, maybe 70 feet apart and paralleling the railway line. Although the gunners were unable to see the railroad track away below them what with the ground mist and the dark on that November morning it hardly mattered as all the guns had been sighted-in so thoroughly that ‘not a single blade of grass could escape the murderous fire’. It all looked very placid and bucolic now, but on Friday morning, the 13th November 1916 , it must have been a scene from hell. A featureless expanse of tree stumps, barbed wire and shell holes; and because of the incessant rains, the entire area a gluey quagmire of mud and lifeless body parts No place certainly for a living being and no way out alive for my Grandfather. A man finding himself here on that early day would be terror-stricken with the sure and certain knowledge that death was just a few quick breaths away. We walked along the bottom by the railway track, tracing the line of advance towards the little station of Buvaise-Hamel, which had been the objective on that day, just a few hundred yards ahead. We saw again the trench that had been furrowed out between the railway line and the wee river and knew we were looking at the killing ground where our Grandfather had given his life to a promise that was never kept. With all of the trenches ladderbacking the hills and the close proximity of the thousands of desperate men who had been facing one another, what struck me most was that the scale of things was so much smaller than one would have supposed. The ‘kill area’ was actually a long gully with the little river running through the length of it and the railway line to Buvaise-Hamel snuggled in beside the river. The land sloped down on both sides forming the vee of the gully and from their entrenched positions on the slopes the enemy could pour a wall of enfilade fire with little or no risk. We stared, silent, at the ruined little red-bricked box of a station. It looked utterly inconsequential and very, very sad. Just a couple of hundred yards back from the station we came to the small walled-in cemetery where all 900 who fell that day lie together with others killed earlier and still others who were to be killed the following day. In all 2478 headstones stand inside the enclosure. We walked the rows of white markers so neat so well kept; knowing already that his body had not been identified except by the uniform and was ‘known only to God’. In many cases it was the same, sometimes the name of the regiment was given, sometimes not. At times not even that much could be identified from the shredded cloth. Out of all those markers there was one, just one, which said: Lance Corporal, 10th Battalion, Royal Dublin Fusiliers -Friday 13th November 1916 ……. and so we took that to our own. Back at the Memorial we read his name in the book and found it again on the wall of remembrance –Block 16C. Rore took the photo, while Ter clung to the wall with me holding him and we got a tracing:-“Terence P. Moran “ Yes…and that was it. Terence Fergus -- April ‘03 (Postscript: the visit was made on the occasion of my and Dad's leaving Iraq on leave - me on mobilization and he on a tour as a project manager to make operational again the Port of Umm Qasr; another great story.)  A dedicated group of volunteers and veterans have been working since last year to restore this 81 year old classic sailing yacht Clover back to life. Since her wartime service from Dunkirk to Brest as a minesweeper, then on to the Jamaica and the Caribbean, and now the Bay Area this grand little ship has had a colorful history.
On Veteran's Day we will re-christen her into the service of veterans and their families. The crew of volunteers has completed a ton of work in readiness:
What a Great Team!! The Re- Christening is going to be great! We hope you will join us at Glen Cove Marina in Vallejo CA this Veteran's Day to celebrate this important achievement in restoring this fine historic boat to the service of veterans. If you can't join us please consider donating - we really appreciate all the help! Wooden Boats for Veterans (EIN 46-4194065) a nonprofit private foundation, was founded by combat veterans and sailors dedicated to enriching veterans’ lives. We have served and we have a passion for restoring and sailing boats. Our long-term strategy to deliver a prolonged impact to veterans includes building community in the Bay and Delta regions through wooden boat restoration projects and sail training, ultimately leading to a capstone voyage to Hawaii. To find out how you can be involved, visit us at www.vetsboats.org or on Facebook at https://www.facebook.com/vetsboats.org/  As Veteran's Day is approaching I'd like to share one particular story about my favorite servicemember, a Marine who happens to also be my son. This was written in May 2014 on the occasion of his becoming a Marine, and given his EGA - the Eagle Globe & Anchor emblem of the U.S. Marine Corps. the memory is as vivid today as it was then... Last Thursday morning, I was at Camp Pendleton. As a member of the military I was granted the special privilege of witnessing my son achieve something truly remarkable; earn the title of United States Marine. Over the final hilltop, in a long ridge line of undulating peaks and valleys - known as The Grim Reaper - 150 young men of Alpha Company from The Recruit Training Battalion crested the final height at precisely 0600. They had been up since 0330 to begin the 9 mile hike, with full battle gear, helmet and rifle, to complete the final part of the Crucible; three days and two nights of constant exercises and training that is the culmination of Marine Basic Training. Recruits perform team-building exercises reinforcing the warrior ethos. Teamwork is stressed, as the majority of tasks are impossible without it; each group must succeed or fail as a whole, requiring them to aid their fellow recruit(s) if they struggle in the accomplishment of the given mission. Recruits are lucky to get a total of 4 hours sleep a night, and are given just 2 meals-ready-to-eat (MREs) to ration out over the three days. In this particular week, Alpha Co. experienced temperatures reaching 100 degrees over most of the daylight hours. Even for a fit 18 year old, it’s easy for him to sweat out all the electrolytes in his body if he doesn't stay hydrated; it’s a supreme physical, mental and moral challenge that few ever attempt, and it furnishes the a rock-bottom sense of the capacity to endure and overcome the challenges a Marine will face in serving his country. At the end of those three days awaits the final assault of the Grim Reaper; at the last summit, waiting for each recruit is the prize: a piece of metal the size of a silver dollar, that is the emblem of their new profession; the eagle, globe and anchor, or EGA. When each recruit receives it, they have entered the brotherhood that demanded total focus, commitment, and dedication to achieve over 12 weeks of basic training; each man has become and is henceforward always known as a Marine. There were no bedraggled bodies or bowed heads on this morning. As they appeared upon that summit in three columns of silently intent young men, each platoon stopped at their assigned spot, stowed their gear at the edge of the clearing behind their ranks, and lined up in exact order; in complete, electric silence. The senior Drill Instructor presented the company to the battalion commander, who had been chatting with me a few minutes before, and the ceremony began. It was simple, and it was brief. At one point the Sr. Drill Instructor had the company fall out and form a semicircle around him. Without a word, the ranks melded into a closely formed body of young men kneeling and looking up expectedly at the man whose word had been the law governing every action for three months. Even now, in their exhaustion and triumph, every face registered total focus and discipline. One of those faces was my son. I had seen him in the second row of Platoon 1013; had he seen me? I wasn’t sure. He looked well. There was no lack of focus on that lean face, belonging to an incredibly unique and gifted person that was also an interchangeable member of a fighting unit. The Sr. DI told them they had completed their training, and told them “Well Done” He asked them if they were ready to become Marines. “Yes sir” came the reply, with no false enthusiasm or any hint of tiredness; it was steady and even and true. “Very carefully, return to your ranks”, he said. Even now he and all of his staff were looking after the recruits; knowing that these young men were at their physical limit. Without a word the semicircle dissolved back into exact ordered ranks. The staff DI’s stepped forward, and began to go down the first row of each platoon, placing the prized emblem in each Marine’s hand, shaking a hand, gripping a shoulder, saying a few well chosen words that were meant for that man alone, and conveying the authentic respect that can only be earned. The young captain from battalion headquarters that had assigned himself to my care now said, 'Ok sir, now let’s go see your son get his EGA'. We stepped toward the platoon in silence, as though in a cathedral. He was the fourth man in the second row. His DI, SGT Smith, shook his hand. I didn’t catch what was said, but whatever it was made it even tougher for him to maintain his composure. His hand came out, and the EGA was put in it. Job’s done, I thought; everything is now changed. The young captain again: ‘Go tell your son how proud you are of him'. I stepped forward, between the ranks, stopped and turned in front of him. I will never forget looking at my son’s face and feeling the complete and mutual joy, pride, and love that passed between us. My son had fully realized his potential, and broken wide open his expectations of himself and of the world around him, and I had been given the privilege of witnessing the ultimate moment. I shook his hand - the one with the EGA clasped within it - and did what the young captain had suggested. “Thank you sir”, came the correct reply. This was not a time for scooping my boy up in my arms, as much as I wanted to. I was not about to disturb what was happening around or within us. I told him I would see him again soon, and congratulated him, and then moved on. I was content, and my son understood. Later my son moved off with his platoon to receive a briefing, and soon after take up his pack and hike out another three miles to the Chow Hall before breaking his fast… what a sense of humor the Marines have. I wasn’t about to disturb the proceedings, so I took my leave with a last look over my shoulder to see that young Marine standing with his new brothers. Later that week he formally graduated from basic training, but the day he got his EGA will live in my memory forever. Wooden Boats for Veterans (EIN 46-4194065) a nonprofit private foundation, was founded by combat veterans and sailors dedicated to enriching veterans’ lives. We have served and we have a passion for restoring and sailing boats. Our long-term strategy to deliver a prolonged impact to veterans includes building community in the Bay and Delta regions through wooden boat restoration projects and sail training, ultimately leading to a capstone voyage to Hawaii. To find out how you can be involved, visit us at www.vetsboats.org or on Facebook at https://www.facebook.com/vetsboats.org/ 
VALIANT, a 1962 Sparkman Stephens sloop, Design #708 from Olin Stephen. Originally known as the Rascal Class, she was built in Buenos Aires of extraordinary craftsmanship - vivaro planking copper revised onto steam bent frames of white oak. Honduras mahogany on deck and below, she is gorgeous. With 705 sq.ft. of sail area she is very fast. With a tiller instead of a wheel she is well balanced, although she WILL require your attention! Her lines are similar to the New York 32 class built in the 1930's.
Her designer, Olin James Stephens II (April 13, 1908 – September 13, 2008) was one of the most successful American yacht designers of the 20th century. Stephens' name had a long history in connection with America's Cup. He assisted W. Starling Burgess with the design of the J-Class Ranger, which won the America's Cup in 1937, defeating the Royal Yacht Squadron's Endeavour II in four races. He was the original designer of six out of seven successful 12 Metre defenders of the America's Cup between 1958 and 1980, with the exception of Weatherly in 1962. Other than Ranger, the most remarkable of his defenders was the Intrepid. She had a rudder separate from her keel to reduce wetted surface and improve steering. Stephens had previously designed separate rudders on a number of increasingly large ocean racers of the 1960s, most notably Thomas Watson's state of the art Palawan III, before using it successfully on the Intrepid in 1967. After alterations by Britton Chance, Jr., she won the America's Cup again in 1970. Stephens also designed many off-shore and stock boats, including the Dark Harbor 20, which he designed in 1934. His brother, Roderick Stephens, was also a partner in the yacht-designing and yacht brokerage firm Sparkman & Stephens, specializing in supervision and testing of yachts designed by the firm. Olin was working in the Nevins shipyard in 1928 as a draftsman when he first met yacht broker Drake Sparkman. They together set up an office next door to Nevins in 1929.[1] Since retiring from the company he lived in Hanover, New Hampshire, where he spent his final years writing computer programs for designing yachts. He was awarded the Herreshoff Award by the North American Yacht Racing Union in 1965 for his contributions to sailing. Stephens was also involved in ocean-going sailboats. His yawl designs Dorade (1929) and Stormy Weather (1934), his favorite design, each won the Newport Bermuda Race and the Fastnet race several times. Both brothers were accomplished yachtsmen. They were members of the winning crews of Dorade and Ranger. Olin served as tactician and navigator, while Rod trimmed the rig and sails. In the 1960s and 1970s, Olin contributed to the luxury yacht builders Nautor Swan of Finland and Hallberg-Rassy of Sweden. Wooden Boats for Veterans (EIN 46-4194065) a nonprofit private foundation, was founded by combat veterans and sailors dedicated to enriching veterans’ lives. We have served and we have a passion for restoring and sailing boats. Our long-term strategy to deliver a prolonged impact to veterans includes building community in the Bay and Delta regions through wooden boat restoration projects and sail training, ultimately leading to a capstone voyage to Hawaii. To find out how you can be involved, visit us at www.vetsboats.org or on Facebook at https://www.facebook.com/vetsboats.org/ Clover was built in 1938 at A.r. Luke Bros. Yard in Hamble, Southampton England for Eric Thompson, a member of the Royal Cruising Club and a Royal Navy Reserve officer. During the war Eric was involved in developing rubber dive suits. After the war he owned Faith and Sante, a 30’ fiberglass motorboat, and in the 1960's a young teenager Michael Cohen sailed as crew for him.
Michael writes “I never saw Clover, only a couple of pictures that Eric Thompson had in his home. Regarding her rigging, I remember him describing her as a gaff-rigged, tops'l schooner. He once told me he closely supervised her construction, to the point of checking with a magnet for any ferrous fasteners, a big no-no. Eric was a member of the Royal Cruising Club in England. Perhaps they have some useful information about her. I would like to know about het wartime history. Eric was always evasive about his own contribution. I am fairly confident it involved the coastal waters of western France. That is where we sailed together and he clearly had a history with those parts. I remember another person who crewed for Eric before me, probably in the 1960s, was one Robert Fraise. “When I knew him, Eric was living alone in Poole, Dorset. I don't think he ever married or had children. He talked of a brother. He also told me, for what it's worth, of the time he had been involved in testing the earliest rubber diving suits. I think perhaps he was in the navy then, but I'm not sure. He proudly retold the story when he was sailing her in the English Channel and was hailed by a passing ship to convey their admiration of Clover. It turned out to be the royal yacht, Britannica, and the compliment was from Prince Philip. “Here's another little story Eric told me about Clover's build. He said he would go the the yard from time to time to check on their progress. He would take with him a small compass and check for any iron fasteners. He was surely not Luke Bros favorite customer when he made them replace any he found. “Eric used to tell me stories about him working with early seaplanes. In. particular, he told of the difficulty in mooring them due to their shallow draft and high windage. He also told me his working with the early rubber frogsuits. I don't know if these two yarns of his were related.” Coming soon - more yarns from Clover's former crew! Wooden Boats for Veterans (EIN 46-4194065) a nonprofit private foundation, was founded by combat veterans and sailors dedicated to enriching veterans’ lives. We have served and we have a passion for restoring and sailing boats. Our long-term strategy to deliver a prolonged impact to veterans includes building community in the Bay and Delta regions through wooden boat restoration projects and sail training, ultimately leading to a capstone voyage to Hawaii. To find out how you can be involved, visit us at www.vetsboats.org or on Facebook at https://www.facebook.com/vetsboats.org/  Hi there! I'm Terry and I restore historic wooden sailboats for veterans in the San Francisco Bay Area. I sail veterans aboard VALIANT, a 45' Sparkman Stephens sloop built in Buenos Aires in 1962, and CLOVER, a 68' Luke Bros.' gaff-rigged cutter built in Southampton in 1938. CLOVER is a veteran herself, having served during World War II at Dunkirk and as a minesweeper. I founded WBFV as a platform to teach sailing and restoration skills and keep wooden boats alive, and in so doing bring the same sense of satisfaction and peace to veterans that I've been fortunate to experience. We are restoring CLOVER to her original configuration and rig and intend to sail her with an all-veteran crew in the Pacific Cup race. What is the CLOVER and Why do we restore her? Well she was Built in 1938 in Southampton, England by Luke Brothers as a yacht for a wealthy diplomat but when war broke out the following year she was commandeered by the Royal Navy and used as a Channel Coastal Defense Boat. In May 1940 she took part in the Dunkirk evacuation. She still has aboard the sonar equipment for hunting of German U-boats! Restoring CLOVER provides great training in the skills required on traditionally built wooden boats. She is Carvel-Planked using pitch pine planking with double sawn oak frames and bronze spike fastenings. She is rigged as a gaff-rigged cutter originally, which we shall return her to. Her dimensions are: Length overall 68 ft, Beam 14 ft 3”, Draft 9ft and Vessel Weight: 100,000lbs! Her history is colorful. After the war she sailed privately in the English Channel. In the 1950’s: Brought across to the Caribbean by an English Family and began voyaging in the South Seas; 1970’s: Brought to the San Franciso Bay where she began a career as a charter boat.CLOVER was generously donated to Wooden Boats for Veterans in 2016 by the Deckard family and we have accomplished the work you see to date. It's an amazing project and we’d be very happy to get you involved with it, and we’d also be very grateful for a donation however small. We’ll be posting videos on FB and YouTube on our progress. Thank you! Wooden Boats for Veterans (EIN 46-4194065) a nonprofit private foundation, was founded by combat veterans and sailors dedicated to enriching veterans’ lives. We have served and we have a passion for restoring and sailing boats. Our long-term strategy to deliver a prolonged impact to veterans includes building community in the Bay and Delta regions through wooden boat restoration projects and sail training, ultimately leading to a capstone voyage to Hawaii. To find out how you can be involved, visit us at www.vetsboats.org or on Facebook at https://www.facebook.com/vetsboats.org/ |
Terry MoranTerry founded WBFV in 2014 to build a community of veterans and their families around wooden boats. ARchives
January 2021
Service, Sailing, & Community |
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