​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.
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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. 

On July 17th at 7:49am a crew of six departed Pier 39 marina in San Francisco for a trip around the South Farallon Islands.  Months of boat preparation, safety infrastructure, and crew training had been completed prior to the 65+  mile trip.  ‘Rascal’ and her crew were ready for big winds, large ocean swells, and open ocean navigation using dead reckoning as a backup to GPS.  Little did the they know,  the day unfolded very differently than forecast or expected . . .

​WBFV longer term goals include sailing Clover, the historic 68’  gaff rigged topsail cutter,  to Hawaii and back with an all vet crew.  Question is, how to you build a deep reservoir of experience with WBFV volunteers to be prepared for such a voyage?   Most WBFV sail training  to date has remained within the bay and occasionally up to 5nm off the California coast including a trip to Monterey in early 2020.  But there’s a big difference between coastal and blue water sailing.  The Farallons provides a necessary stepping stone for future WBFV blue water excursions.
 
The intrepid crew included Navy veterans as and a well established veteran of SF bay tug and pilot operations, WBFV board member, Patrick Mulcahy.  A common thread among these volunteers was the number of hours dedicated to our wooden boats restoration program (primarily Clover) in past twelve months.  Future Farallon roundings and other WBFV blue water sail training will give priority to those vets who have completed multiple wooden boat restoration and sail training days.
 
So, how did the crew and boat fare amongst the challenges of the day? 
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Eventually the winds filled in after the crew navigated a large feet of chartered fishing boats and losing sight of the California coastline.  And then something amazing happened . . . whale sightings.  Not one, two or five whales – but at least ten whales of different types spotted beyond 15nm from the Golden Gate.  It was an epic experience for the crew to be greeted by such a host of these amazing creatures.  Whale water spouts, whales dramatically breaching and then crashing back into the sea,  and even a mother escorting her calf were observed.   This phenomenal show of nature was a wonderful prelude to the South Farallon Islands, which also exceeded crew expectations.

​I’m James Johnson, a member of the VetsBoats committee in support of the WBFV mission.  Our committee’s goal is to provide opportunities for Vets to connect, learn some sailing skills, and experience how time on a boat with salt water can replentish the soul.  (See our video)
 
The inspiration for this new Memorial Day tradition came from two sources –
 
1. A close colleague from the semi-conductor industry in the early 2000’s experienced the tragedy his 21-year-old son being killed in action during the Gulf War.  We were a close-knit community in our department, and this loss hit many of us very hard and his son’s memorial service was very emotional.  Each Memorial Day those emotions return for the loss of Adam Estep and many, many other servicemen and women who gave all to help ensure our freedom.
 
2.When my father, a 30-year veteran from the Navy sub community, passed away in 2009 he was afforded full honors with a ceremony at Point Loma, CA.  The beautiful setting, meaningful words spoken by friends and relatives, and the 21-gun salute was very impactful.  After the ceremony our family made it down to the waterfront of the naval base at Point Loma where he had served two tours of duty.  As our family walked around mulling over the poignant ceremony, my brother had the spontaneous idea to take the large flower wreath leftover in the back of  the minivan and place it in the water so that it may be offered to my father and others whose soul is still at sea.  This was a very heartfelt idea, but my thought was that this wreath would quickly find its way back to shore.  (what is referred to in today’s vernacular as a ‘fail’)  We watched as the  wreath went towards the shore, then back out, then in again and out.  Not quite sure of it’s path . . . but more than 30 minutes after it was placed in the water the wreath slowly but surely began to make it’s way out of San Diego bay and into the Pacific.
 
This idea of the wreath floating out to sea and the Memorial Day emotions came together with the idea of a special VetsBoats mission, to sail with Adam Estep’s father and other Vets who served and were forward deployed to serve their country.   June 19th we set sail with six souls onboard including four vets that served in the era of Desert Storm. 
 
The fine yacht Rascal, a Catalina 36’ that’s been helping support WBFV sailing outreach, encountered Force 6 wind and sea conditions near Alcatraz around noon with taller waves, fog, and whitecaps looming as we looked toward the Golden Gate.  Yet, the mostly rookie crew was stalwart in their dedication to the day’s mission – to sail out well beyond the Golden Gate and lay a wreath with red, white, and blue flowers out in the Pacific to honor the lives of the sailors and soldiers who’ve lost their lives at sea while defending our freedom.
 
The pictures tell the rest of the story better than any blog narrative can.  .  .

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.

1. Be Brave and AggressiveBe direct • Grab all opportunities • Use varying methods of attack • Be versatile and agile • Attack one target at a time • Don’t plan everything in detail • Use top quality weapons

2. Be PreparedKeep weapons in good condition • Keep in shape • Find good battle comrades • Agree on important points • Choose one chief

3. Be a Good MerchantFind out what the market needs • Don’t make promises that you can’t keep • Don’t demand overpayment • Arrange things so that you can return

4. Keep the Camp In OrderKeep things tidy and organized • Arrange enjoyable activities which strengthen the group • Make sure everyone does useful work • Consult all members of the group for advice

​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.

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
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