Rob Jarman, Editor for Offshore Gaffer's Association, had an amazing chat with Mr. Brian Turner in Poole - who at 92 still remembers sailing in Clover with her owner Eric Thompson.  We will shortly post the video he recorded in the conversation... lots of good quality info about Clover and Eric and Hamble and the yards and wartime and post-war activities - he's 92 but has a memory full of fascinating facts!
a few nuggets:
- Eric offered Clover to the Admiralty even before the declaration of war in 1939, but on condition that his skipper Fred Matthews was retained as the sole full time skipper during her use by the Admiralty.
- she was assigned to Coastal Command and based in Falmouth, and used as an inspection vessel for the expert assessment of convoy ships coming across the Atlantic as soon as they entered 'safe' water in the Western Approaches. Many of those convoy ships were damaged and the assessor decided where they should be taken for first safest landing so the cargoes could be salvaged. They took off valuable documents and money. Clover was adapted for this work by:

1. Removal of all standing and running rigging, mast and spars. A 'stump' mast was installed with a derrick crane attached, for lifting heavy objects aboard, such as a ship's safe.
2. A wide thick fender was installed all around the hull, almost to the waterline. This was removed at the end of the war and the hull was completely unscathed
3. All the interior arrangements, joinery, equipment etc was kept untouched from the original as fitted by Lukes.
4. All her passages were made under motor, using the original National oil engine.
5. She was not used for any heavy work, salvage, detection, diving etc - she was a 'floating office' as Brian called it. She never saw any action.

She seems to have covered a wide area of sea around Britain, from the SW to the NE and through the English Channel. She was used all year round.
In 1945, Eric took her back and had all the rigging and original mast and sails re-fitted - Brian did not know which yard did the job - could have been in Hamble or IoW or Poole. Clover was kept on the Hamble mostly and looked after by Moody's yard, even though Eric sailed her also from Poole.
Brian joined as crew to support Eric and Fred when they started cruising again, from 1945. He was recommended by Luke's yard, as he had been working on the Hamble all during the war servicing and fueling the motor patrol launches and landing craft operated by the Solent Patrol - incredibly, whilst still at school... he was contracted by the local RN people to work for them, to free up the Navy for other work.
Brian was aboard Clover when the above photo was taken - definitely in the Solent, in 1947. Brian had several more photos from that shoot.
Eric liked to cruise down the Atlantic seaboard of France and to N Spain - they were the first cruising yacht after 1945 to sail down there, even though the waters will still mined!! to Arcachon and Santander, etc. Frank was the man who knew how to sail and handle a large yacht, Eric liked to work the helm... the 3rd hand worked on the sail handling and equipment, all made very easy by the mechanical gear that Eric had had fitted. Clover was a very kindly yacht to sail.
from about 1947 or '48, Brian joined the Merchant Navy as AB and travelled to Africa, Australia, NZ, Med etc for the next 40 years... Eric used to correspond with Brian's mother and tell her of his cruising plans, so that Brian could join the cruises sometimes. I asked whether any of that correspondence might survive and Brian said no, sadly... Eric did not keep a ship's log, which is quite surprising...

​Watch this space for the full video.

Clover's Original Sail Plan vs. Current Dimensions

True to our vision for her restoration, Clover is returning to a gaff-rig.  In the 1970's she was converted to a Marconi masthead rig; 14 feet of Douglas fir was added to her mast, and 3 feet was taken off her boom.  

Her original sail plan as shown in a 1938 issue of Britain's Yachting magazine looked like this: 

Her resultant plan today, given that we have shortened the mast and retained the boom as altered in the 1970's, would look like this:

A number of issues present themselves.  First, the resultant sail area is 100 s.f. less in the mainsail.  This has the combined effect of driving the lateral Center of Effort farther forward and slowing the boat down, giving her a large amount of weather helm; how much is difficult to project.  The boat has a 50 ton displacement, which requires the sail area to drive her.  On the other hand, she has a long full keel to counteract a large amount of lead in the Center of Lateral Effort, and may do just fine with a reduced sail area.

Also of interest is the difference in the staysail stay, which results in a loose footed staysail with an offset between the tack and the forward end of the staysail boom.  Clover's samson post came later in her life, which accounts for the shift in the position of the staysail.

What to do? It will be interesting as we look into this further to decide whether to take the current dimensions of the boat or to make further adjustments to get her closer to her original configuration.

The following are excerpts from interview with Mike Thomas, of Dorset, United Kingdom.  As a young man Mr. Thomas sailed in CLOVER with her original owner, Eric Thompson, and had several reminiscences to share.

​__________________________________________________________________________________________

I was pleased to discover that Clover is still “alive”and is doing a good job for the Vets.
She was originally built to the order of my friend Eric Thompson at, I believe, Luke Bros. yard on the Hamble River,Hampshire in 1937. For many years her home port was Poole, Dorset which is my home town. At the age of 17 and at something of a loose end while awaiting my call-up for military service I met Eric on the Quay when standing and admiring Clover. He invited me aboard to show me around and discovering that I had worked on a well known ocean racer and looking for an extra pair of hands to prepare the boat for a voyage down the West coast of France offered me a job. I lived aboard for several months before joining the Army.

On my return I met him by chance. By that time he and his colleague were beginning to find the work of handling her heavy canvas and gear a bit too much and regretfully had sold her. She was replaced by motor vessel of about the same tonnage as Clover and he was about to take Faith on a trip down the West coast of France. I was invited along as a working guest and enjoyed my demobilisation leave in an unexpected manner.

I have often wondered what happened to Clover.Eric would never discuss her wartime activities but this would be due to our Official Secrets Acts.

She may have been laid up ashore at the time of Dunkirk but I think she may have been used by Eric and Fred Matthews his colleague as a floating base for marine salvage at some time during the war. It is a pity that this period is a closed book but, like you I would love to what did happen during those and subsequent years.

Exploring the internet I have found some references to ownership by a William Pringle. In letters to the magazine Latitude 38 he has written about being in Grenada having had damage to her rig near Martinique.  In the same letter he reports the loss of a friend in a hurricane. Another letter describes the near death of his son while in Sausalito Harbor and living aboard Clover.

Eric Thompson was a businessman with connections to the Brewing Industry and may have been the founding member of The Crown Cork Company who made the closures for beer and other bottles. He had been a pilot in WWI but told me little about that. Fred Mathews came from a family of local fishermen (11 brothers!) and had, I think been a Hired Hand. When I knew him he was both a representative for Eric’s Company and his sailing companion. I have been trying to get information about Eric’s family hoping that I might glean more from them but no luck so far.

Concerning the location of the photos - I don’t think the Bekens did other than take them beyond the Solent. They had all the subjects they could wish for within a couple of miles of their base at Cowes. I think that the coastline is that of the north side of The Solent which is low lying and wooded.

The binnacle is sited in a convenient position for taking bearings. If you look at the cockpit/deckhouse structure there is not really room for that operation and a separate compass was used for general navigation.

I am still of the opinion that she was not used for operations. I think that that the level of German air and seaborne activity in the Channel would have given any small vessel a  short life. If you have found evidence of ASDIC as against  sounding equipment I can only assume that some sort of experimentation at some stage had taken place. I think I have mentioned in previous correspondence that there was a mention of her use as accommodation on a salvage job. I know that Eric Thompson had some sort of interest in diving but to what purpose and when I don’t know. Both Eric and Fred were Royal Naval Volunteer Members throughout the War but their role was never discussed. This, as you will be aware, is not unusual. We all are bound by the Official Secrets Act and this has prevented a lot of knowledge being put into the public domain.

                                                                                                                               Mike Thomas
                                                                                                                               Dorset, England
                                                                                                                               ​August 31, 2021

Statement of ConditionPlanking 
Plank seams overall were tight with Portland cement adhering well.  There were no overly wet seams except for the upper edge of the ballast seam being damp.  Seven plugs were pulled during survey to reveal the original bronze fastenings. The putty was removed and the area re-faired with epoxy.  During the haulout in 2019 she was re-caulked at and below the waterline.
 
Overall the planking tapped hard (a quick hammer bounce back and minimal vibration of planks).  In March 2016 five planks were replaced; two planks below the waterline at the port bow,
Propeller and Cutlass BearinGThe Propeller is two bladed and showed without damage from impact. The blade tips were found true when tested, and the propeller is held in place with a single thick nut with a safety cotter key aft of it.
 
The engine shaft cutlass bearing showed a minor amount of wear; set screws are provided to contain the bearing in its housing.  The cutlass bearing was replaced in 2019 as a prudent measure.  The engine shaft was found centered in the bearing and easily turned by hand.  In 2019 the shaft was pulled and cleaned; a graphite sleeve for the shaft log installed, and the shaft reinstalled.
 
Stem Tap-testing the stem found all surfaces to be hard; the upper forwardmost section at the bow may be a replacement due its length, and was found with ferrous staining from through bolts and deep cracks at the top and aft surface.  There was deterioration on its aft face which penetrated 2”.  These areas were treated and fiberglassed in early 2021. 
 
Samson Post
The Samson posts had deep cracks on its aft face with rot at deck level and penetration about 2”.  Its top was checked and dried out, and copper covering plate was loose.  This was addressed after laying the new deck, where the checks were paid with System3 epoxy and micro-filler; and wrapped in fiberglass.
 
Decks and Deck Beams The decks are teak planked with 3” wide x ~ 1 5/8” think planks of Burmese teak.  The outer covering boards are 6 ½” wide.  The deck planking was dado’ed to accept the hatches which give the planks ends when viewed inside the appearance of being thinner.  Deck beams are white oak 3 ½” wide x 3” thick on 16” centers or 12” between the beams.  The deck planking appears to be fastened by bronze spikes. The main deck house carlin is 4” wide and ~3 ½” thick.  The shear plank is pitch pine ~ 7 1/8” x 3 ¼” thick.  The shear clamp is notched to accept the deck beams which are through-bolted with single ½” diameter bronze bolts.
 
On survey, evidence of deck and cabin leakage was found in the full length of the vessel at many areas.  Deck planking had loosened from the deck beams with many areas showing a gap of at 1/8” or more.  There were a moderate amount of deck beams that tapped with a distinct hollow sound as is typical of beams that are degrading from the top surface downward into the beam’s core.  This condition minimizes the holding power of fastenings, hence the vibration discovered during tap-testing. 
 
Many of the deck beam to carlin joints showed gaps from prior movement and are dry and checked and show water staining.  Carlins under the starboard side of the pilothouse were fully deterioration and leakage had deteriorated portions of the framework below the pilothouse cockpit and caused excessive corrosion deposits on the steel knees.
 
Overall, the deck was in such a weakened condition that in order to be viable as a sailing vessel, dramatic repair and re-structuring would be necessary.  WBFV had a steep mountain to climb, if it was to move beyond this essential part of the project.

During the early phase of the restoration all that could be done was to stop further damage by covering the existing deck with a mixture of fiberglass cloth and aerobol, to provide a protective barrier from rainwater.  This was not put on the cabintop however, which continued to leak if not ocvered over with a tarp.  In October 2020 work began to reef our the seams and caulking of the cabintop, sand the deck planking smooth and caulk the seams with cotton and pay with teak sealant.
 
Still the decision on addressing the main deck loomed.  As the project progressed, there was much discussion over the practical approaches to addressing the surveyor’s ominous pronouncement.  The first was an outright replacement, which would involve removing the cabins and hatches, and remove the deck planking carefully to reuse, and finally replace all of the deck framing structure underneath.  This was judged beyond WBFV’s capabilities to raise the necessary funding to make this happen.  WBFV consulted with many experts on an alternate approach to build a new deck and attach it to the existing structure; this was the path adopted.
 
Finally, in January 2021 WBFV pitched a tent across the entire vessel and
The protective fiberglass covering was ground off and the original deck prepared, with all deck fittings – light prisms, bronze padeyes, the two wooden hatches up forward as well as the steel bitts, and the Bomar hatch on the fantail – removed and restored.  Two layers of 3/8” okoume marine plywood were cut to shape using patterns and successively glued down and screwed into the existing deck framework. System3 with epoxy and micro-filler was used to fill all of the voids between the original and new deck material.
On top two layers of fiber multidirectional reinforced cloth were laid, adding significant strength to the overall structure.  At the edges fiberglass cloth was brought up two inches around every cabin and hatch, and up the first strake of the bulwarks (and around their top timbers).  The bulwarks were stripped, repaired and restored as well.

The result is a new main deck on top of the existing deck that altogether doubles the thickness of the deck and restores the structural integrity of the boat. 

Hatches and CabinsDuring and after the deck was repaired, many problems with the hatches and cabins were attended to. 
 
The forward hatch with a 21” x 20” opening was removed from the boat and the glue joints epoxied; it was then faired and remounted atop the new deck and secured with drift screws.
 
The hatch forward of the mast has a 36” x 53” footprint and three hinged lids, fitted with glass tops and bronze rod deflectors.  There was widespread glue failure which was repaired, and it was also adjusted to sit flush on the new deck, and glassed and screwed into place.
 
The hatch aft of the mast has a 40” x 41” footprint and two hinged lids, similarly fitted with glass panels and bronze rod deflectors.  There are further repairs needed that are described further on in the report. 

The companionway hatch and its adjacent storage lockers on the cabin top have a 72” x 50” footprint.  The port side is a sliding bronze plate hatch, teak framed which slides on stainless steel flat bar attached to teak cleats.
 
The aft bridge deck hatch has a 39” x 37” footprint and four hinged lids with glass tops with rod deflectors.  The hinges for all four hatches were refastened and the lids tightened, and the glue joints were renewed.
 
The pilothouse cabin is a large structure measuring about 7’ x 7 ½’.  It is a solid teak framed construction with a fixed bronze framed window forward and two downward-sliding plate grass windows on each side.  There is a central sliding companionway hatch on top.  The glue seams have been renewed with epoxy.  The pilot house was removed and reinstalled in 2019 and glued onto the original deck.  In 2021 when the additional deck material went on, the pilothouse was not disturbed but rather the marine plywood was fitted around it and glassed in.  The carlin underneath the port and starboard side of the pilot house, and the adjacent deck framing was removed, new framing scarfed in, and the new structures sistered with white oak.  There is much remaining to strengthen the structure, described later in this report.

Aft of the helm is a deck mounted “Freeman” or “Bomar” hatch.  The hatch ring was removed sand-blasted and hot-dipped.  The deck framework under the hatch was repaired by removing the deteriorated sections, and the new sections scarfed in and sistered. 
 
Steel Floors Luke Brothers used steel strap floors through the hull, except for three wooden floors in way of the bilge section immediately forward of the engine compartment.  Some floors in the waist of the vessel were provided with a transverse beam at the upper level which joins at the opposite sides.  The floors are bolted through the keep and extend upwards about five plank widths and are through-bolted to a single frame with bronze bolts. 
 
The surveyor warned that many floors needed to be removed and replaced so that their contribution to the vessel’s structural framing system would be realized.
After the haulout of 2016, the floors under the main saloon the were chipped free of rust and repainted.  It wasn’t until the haulout of 2019 that we were able to go to serious work on the floors.  Removing the aft cabin, the engine, and fuel tank, we could finally see how bad the deterioration extended.  Six floors under the engine and fuel tank were removed and replaced with steel plate that was painted and installed.  Three wooden frames forward of the engine compartment were replaced. 

Hull FramesThe white oak frames are double sawn with staggered joints.  Most of the frames tap hard with no vibration or cracks noted.  Many of the bulwark frames (aka top timbers) fitted loosely to the inside plank surface of the bulwarks and tapped with vibration; these were addressed during the deck repair phase in 2021. 
 
Keel BoltsThe keel bolts are 1 ¼” bronze securing the cast lead external ballast.  The keel bolt nuts viewed in the forward section of the main salon bilges showed without significant deterioration.  Washer plates are small in size and show a slight amount of compression in the wood keelson. 
 
Main SalonThe frame structure underneath the cabin sole was supplemented with new beams sometime before WBFV received the vessel.  The aft most cabin sole beam beneath the doorway was significantly deteriorated from water damage.  In 2016 it was replaced with a new beam.  The paneling and upholstery were fully restored.
 
Steering and Rudder Steering is via a varnished woo spoke wheel attached to a traditional worm drive atop a bronze rudder shaft.  The wheel was repaired in 2016.  Steering is generally smooth and tight without sloppiness.  Components of the worm drive move easily, and pivot points show without significant wear.  The rudder was found without deterioration.  Gudgeon and straps are secure without evidence of movement or significant wear.
 
Sea Connections The following table lists the initial condition of all through-hull valves; each has been replaced.

Engine ShaftThe engine shaft is a flanged base type lag bolted to the keel.  Above it long term leakage caused corrosion of steel floor timbers and the resultant ferrous deposits drained forward, coating the timber and the stern gland.  The entire area was cleaned by Carlos and re-examined by Jeff. 
 
Engine Compartment The engine’s statement of condition will be provided in a separate report, as at the time of this writing we are waiting for the outcome of the decision on the Carl Moyer Grant WBFV is pursuing from the May Area air Quality Management District.  The engine bed logs and rails were removed, and new material fabricated and installed in 2019.
 
Spars and Rigging CLOVER was converted from a gaff topsail cutter to a Marconi rig sometime in the 1960’s in the Caribbean, with an extension scarfed onto her original mast.  In 2021 her spars were moved to Rutherford’s Boat Shop where work began in earnest to repair deterioration, remove all fittings, and cut the mast back to her original dimensions.
 
This was a painted wooden mast stepped on the keel, masthead rigged and equipped with double inner forestays and a baby stay.  The mast was removed in 2018 and stored.  It’s components were removed and given a thorough inspection.  In 2021 fittings to be reused were sand-blasted, hot-dipped, neutralized, primed and repainted.  The new bowsprit was installed during the 2019 haulout.  The boom and staysail boom are original and were likewise stripped of old paint, and varnished bright.  The mast showed evidence of having been extended and changed to a Marconi rig.  The standing and running rigging was badly corroded and except for the bronze turnbuckles were unusable.
 
A primary goal of this restoration project was to return the vessel to her original gaff topsail cutter configuration.  Using photos provided by a former shipmate of the original owner, Mr. Michael Thomas of Devon, we have cut back to scale the existing mast and completed repairs on the mast and boom; many areas needed graving pieces and splines to repair previous damage.  The spreader fittings for the intermediate spreader were re-installed in their previous location to become the single set of spreaders.  These sketches provide an idea of the new scheme for the running and standing rigging. A detailed sail planning is next to provide the rigger with the necessary dimensions to make up the rigging.

​The 2018 Crane Lift 

In February 2018, CLOVER’s mast and rig were removed, as well as her aft cabin and engine. The full extent of the deterioration in the aft section was then realized; all her floors underneath the engine, and the engine bed rails and logs needed replacement before any further restoration work on the deck or machinery could commence.  The rig was stored, the engine sent for repainting, and the focus turned to raising funds to haul the boat – asap!

The 2019 Haulout 

Up to this point work progressed slowly as WBFV got up and running and recruited volunteers.  By 2018 CLOVER’s pilothouse, mast and rig, her engine, and tankage had been removed for repair. Her stem and knightheads repaired, and down below her cabin sole beam structure replaced.  All of her gear and fittings were removed, carefully catalogued, and stored. 
 
But now it was time to tackle the more serious elements of the restoration.  CLOVER was hauled again in 2019, with these objectives: replace 7 floors and install new engine bed rails in the aft section of the vessel; re-caulk her planking below the waterline; reinstall the engine, pilothouse, and tankage. In addition the propeller shaft was removed and refurbished; her shaft log and cutlass bearing were removed and replaced.
 
In March 2020 moved from Pt. Richmond to her new home in Glen Cove Marina.  Later in the year, work began in earnest to repair the deck, hatches, and samson post, forward and aft mooring bitts.  Work continued into the early part of 2021 with a completely new deck laid on top of the original laid deck, and all hatches and fittings strengthened and made watertight.
 
What follows is the story of CLOVER herself and detailed account of the work completed; there is also a description of the remaining phases in the project to return her to sailing condition.

The SurveyPrior to deciding whether to accept CLOVER, WBFV commissioned a marine surveyor to ascertain her condition.  She was in an advanced state of decay with bilge pumps running around the clock. She was taken from Alameda to Richmond and hauled at Bay Marine Boatyard to be hauled out for the first time in a decade.  We weren’t sure what we’d find.
In June 2015, CLOVER was surveyed by renowned marine surveyor Kent Parker.  Kent spent three days tap-testing, probing, and visually inspecting all the accessible structural areas from the keel to the deck, from the stems to the horn timbers of the stern; all deck beams and carlins, hull frames and steel floors; the cabins hatches and internal partitions; and the mast and spars on deck, rigging end fittings, turnbuckles and chain plates. It was a thorough examination of the vessel’s condition and guides the restoration project.
​
The 2016 Haulout
In March 2016 CLOVER returned to Bay Marine Boatyard, and begin the first phase of her restoration, focusing on making her hull and deck watertight and addressing the immediate structural issues.  In all portions of 5 planks were removed and replaced; a fiberglass covering put on the deck; 7 through-hull fittings and valves were replaced, and the hull topsides and bottom painted.  It was a start.
 
After the haulout, CLOVER was moved across from Bay Marine to Sugar Dock, where her  deck was covered, and work continued below decks to treat the corrosion in the bilges, repaint the floors, remove all electrical wiring and plumbing, remove and catalog all the equipment, and prepare the engine and rig for removal. Still leaking, she was sealed up while preparations and funding were raised.

CLOVER was designed by Albert Luke in 1938 in Hamble, Southampton, England for Eric Thompson, a Royal Navy Reserve officer.  She was built in Hamble, Southampton, England by the Luke Brothers Boat Yard. A renowned yard for decades, sadly she was targeted for destruction by the German Luftwaffe for building seaplanes and landing craft, and bombed out of existence in 1940. 
 
Principle dimensions are 68’ overall, 50’ on the waterline, 14’3” beam and 9’ draft.  Her displacement is approximately 100,000 lb.  CLOVER is traditionally carvel planked using Long Pine planking and double sawn oak frames with staggered joints.  She was fastened with what appear to be bronze spikes and is externally ballasted with a cast lead keel estimated to weigh 11,000 lb., fastened with 1 ¼” bronze bolts.  The topsides have been refastened with stainless steel screws.  Floors are steel straps bolted through the keel and extended upwards five plank widths and through-bolted to a single frame with bronze bolts.
 
We understand from the Royal Cruising Club that she and Thompson were members, and that Clover was sold circa 1960 to a British couple that took her to Jamaica and lived aboard with their young family.  From there she passed into several charter owners and transited the Panama Canal in the 1970's, arriving in the Bay Area.  She was donated to us in 2016 after laying dormant and uncared for for ten or more years; sinking, damaged and close to being destroyed.
 
CLOVER’s ASDIC Gear from World War II
Note in the picture of her on the hard the presence of oval metal plates measuring about 27” x 18” at the port and starboard hull sides just forward of the forward edge of the ballast keel.  These plates are associated with 12” diameter internally mounted vertical cylinders with seal tops.  There are junction boxes on the tops of the cylinders.  This is believed to be CLOVER’s wartime gear – her “ASDIC”, developed by the British Admiralty’s Anti-Submarine Division between the World Wars.
 
Another interesting coincidence is the presence of what appears to be a compass binnacle mounted on top of the main cabin, a curious spot to place a ship’s compass, but in fact is located very close to the ASDIC equipment below decks.
The equipment that remains today is watertight and sound; it presents dramatic evidence that she served her country during its darkest hour, presumably in the English Channel and off the coast of Western France, to detect metal objects in the water such as mines and U-boats.  When the equipment was installed is an open question and raises the possibility that her owner, being involved in the Royal Navy’s diving department, may have had this equipment installed during construction to perform some manner of testing. 

Length overall: 59'3"
Length on the waterline: 48'0"
Length on deck (I presume, not sure what "T.M." means): 52'6"
Beam 14'5"
Draft 9'0"

The Document number which is under the entry number 1279; The Registration number appears to be 166902?

"Oil Engine".  The manufacturer is listed as National and when I looked them up I found they built diesel powered tractor engines and were based in Ashton-under-Lyne, Manchester, England.  https://tractors.fandom.com/wiki/National_Gas_Engine_Co.

We believe the original owner Eric Thompson wanted to name the boat Sea Lover but was overruled by Luke Bros!

Her sonar gear is aboard and consists of two massive broze plates each about 2' x 4' affixed to each side of the hull; inside there is a transducer mounted inside the hull in way of each plate.. see the pictures of it in this link; https://www.vetsboats.org/clover.html

We understand from the Royal Cruising Club that she and Thompson were members, and that Clover was sold circa 1960 to a British couple that took her to Jamaica and lived aboard with their young family.  From there she passed into several charter owners and transited the Panama Canal in the 1970's, arriving in the Bay Area.  She was donated to us in 2016 after laying dormant and uncared for for ten or more years; sinking, damaged and close to being destroyed.

On June 6th, 2021 we celebrated the milestone of putting a new deck on her, and we are headed next toward stepping her mast and rig this summer.  

Helping our foundation understand this grand lady's history is a wonderfully kind gesture.  We love her and and she is our obsession!  And grateful for any information about her.

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:

• Main cabin top reefed out, and re-caulked with cotton and LifeCaulk
• Lifelines stanchions polished and re-fitted, and new lifelines spliced in
• Awning pole reclaimed from the deep
• Butterfly hatches restored, hatch bars polished and refitted, and hatch boards remounted
• Aft cabin, main cabin, cap rails and hatches sanded, oiled, 6 coats of varnish
• Main deck repainted
• Cockpit well sanded primed and painted
• Main cabin overhead sanded and painted
• Main salon cushions newly upholstered and fitted
• Main salon's original heater restored
• Aft cabin completely restored and furnished
• New custom engine exhaust system delivered 

​
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/