Club and Fleet Histories

INDEX

• Editor's Comments
• OHCC History
• 470 History
• Albacore
• CL 14/16
• International Fourteen
• Laser
• Mirror
• Wayfarer

Editor's Comment

The idea for those histories originally came from the Commodore who gave me some copy from the Albacore Association. That material was somehow mislaid and, in casting around for more, it seemed smart to go for broke and try to produce articles on all the classes in our club. Because the CLs were, and still are, one of the most popular and versatile, they were the first of the list for research and writing. To begin with, I asked around the club, then inquired locally and finally wrote to the Class Association. The result was nothing, or at least nothing usable that could be worked into a blow-by-blow history of who, when, where, why and how. All that appeared was just the usual run-around of promotional material that didn't tell anyone anything they didn't know already.

Our resident investigative reporter, himself a CL sailor, who has produced many excellent stories for Flotilla, was asked to get into the act. And even he drew a blank, finding that the builders, Croce and Lofthouse, seemed reluctant for some reason to avail themselves of a bit of free publicity.

Perhaps members who don't sail a CL will wonder what all this is about. Perhaps some of those who do sail the dinghy are a bit mystified. Before I give a personal and no doubt slanted view, I'd like to get the true, unprejudiced version to present to the readership. Is there anyone out there who is prepared to provide well-substantiated information on this subject?
August 1990.

OHCC History

The Outer Harbour Centreboard Club began as a result of several happy factors occurring at about the same time. In the late nineteen-sixties, dinghy sailing for the "little" sailor was an increasing need waiting to be filled. Pleasure craft in greater numbers were being imported into, or were being designed and built, in Canada, then sold or rented to a growing surge of ex-Europeans who had sailed Over There and were trying to do the same over here.

Earlier, in the late nineteen-fifties, the Toronto Harbour Commission had started building an off-shore weather wall south from Leslie Street. This was to protect a stretch of water at the derelict lakeside property east of Toronto Islands. The idea was for a deep-water container port that was not feasible in the already crowded and undredgeable Inner Harbour. Thus, the now famous Leslie Street Spit started growing with material from demolition sites, subway construction and high-rise excavation.

In the early seventies, the container port was no longer viable and the THC found that they controlled an area of protected water of some 200-plus hectares with very little happening in or around it: it was a place that was absolutely ideal for little boats, and with an off-shore park in the side! The THC then made it known that this stretch of water and some property on the north side of it would be offered to responsible sailing groups, rent free.

Some dinghies in the established clubs were feeling the pressure of keel boat fees, and other groups with no home were looking for something more permanent. This offer, even though only a temporary basis, was taken up quickly. Public meetings in late 1972 were attended by, not only Mirror Dinghy, Albacore and Wayfarer sailors but by other burgeoning groups with no place to call their own: multihulls, Sail Ontario, community clubs and catamarans.

Out of public meetings between THC and sailors, together with private meetings of one-design enthusiasts, evolved the Outer Harbour Sailing Federation - seven unpretentious clubs with meagre finances but with lots of guts. Each group had its specialty: communally-owned dinghies; a sailing school; catamarans; handbuilt multihulls (to swing on moorings) and our very own Centreboard Club.

OHCC, limited to dinghies of 16 feet or less, grew out of the endeavours of several public spirited sailors and the Mirror Dinghy Association ‹ an enterprising group that sailed from Cherry Beach every week, trailing or car-topping their craft. One of their members hustled around to find owners of CLs, Flippers, Wayfarers, etc. - people who kept their dinghies in driveways or who were being squeezed out of pricey keelboat clubs. The result of all this effort was that the THC was presented with a paid up membership and a constitution. In short, we had a club ready to go. During the first full year of operation, 1973, the OHCC membership was 55 and was comprised, like today, of experts, tyros, families and racing hawks. Aside from making fools of themselves on, in and sometimes under the water, this gung-ho crew scraped, dug, planted, built, landscaped and even sailed themselves into a lively and nationally known do-it-yourself organization that today is solvent, pays rent to the new landlord City of Toronto (and pays taxes, too) and looks back with some satisfaction on what it has achieved.

One of the first requirements was to keep the club inexpensive, and so it remains. This was partly due to its tenuous relationship with first landlord THC and also due to the members' needs. The club acquired a clubhouse, committee and crash boats, and kept them, with the site, in good condition. As today, it had neither running water nor hydro nor public transit and it could depend on its dusty road to turn to mud at the least provocation. (Hydro has been installed since this was written, and the road is tar-sealed - JPO). But, again like today, it had a happy, enthusiastic membership

OHCC membership in 1992, including associates, now stands at 173 with several classes of dinghies: CLs, Wayfarers, 470s, Albacores, Tasers, Lasers and Miscellaneous, with International Fourteens rising fast. The club has membership in the Ontario Sailing Association and in Canadian Yachting Association, which, with certain commercial companies, provide some funding, equipment or technical expertise and equipment when necessary.

Like most sail clubs world wide, OHCC centres around racing: twice-a-week during the evening and sometimes local or national regattas at weekends. This schedule extends from May to October with non-sailing activities during the winter months. The annually-elected executive meets frequently and has separate committees for contact with the other clubs in the Federation, and with local government and in planning for the future.

That future has always contained elements of uncertainty. The basin once designed for us on the Spit now seems closed to all but the birds. But our new landlord, the City, looks on us favourably. Whether we stay where we are, or are shunted to a different site, it looks as if we can look forward with increasing confidence to a spot somewhere on our Harbour. We shall have to learn to live with public parks, light industry and perhaps even a public walkway between our grounds and the water¹s edge. But with all that, we'll continue to enjoy our protected, if reduced, waters of the Outer Harbour.
The Ed.

470 History

This sloop-for-two measures fifteen foot six or FOUR SEVENTY centimetres. It was designed in the 1960s when dinghy sailing was all the rage. André Cornu had been a champion 505 sailor and, feeling on-coming old age yet not wanting to give up his favourite sport, designed a smaller version of that exciting craft. As his home port was Bordeaux, which lies on the lee side of the Bay of Biscay and on the receiving end of Atlantic gales, he gave his new design a moderately-sized sailplan. Like the 505, it had a wide planing hull, a trapeze and a spinnaker, which, though small, nevertheless doubled the sail area.

The design proved extremely popular and was quickly recognized by the Fédération des Voiliers de France as a national class. Soon after, the International Yacht Racing Union accepted it world-wide. As with all things French, the 470 was adopted by numerous Quebec sailors who wouldn't sail anything anglo like an Albacore or Fireball. With lots of support from La Belle Province and the media, the dinghy club at Lake of Two Mountains near Montreal bid for and was awarded the right to hold the World Championships in 1972.

At that time I was looking for a new boat. I had taken a real beating in the extremely windy Finn Gold Cup that had been held in Toronto the previous fall. Impulsively I set off for Montreal with the Finn on trailer to be traded in for a new 470. Gas was less than 50 cents a gallon in those days so my crew and I were able to travel far and wide to practise and race: New England, Michigan and even Florida.

Many of the sailors at that first Worlds have since become well known in related areas: Pete and Olaf Harken own Vanguard boatbuilding and the company that makes those famous ball-bearing blocks; David Ullman became an Olympic sailor and also launched his sailmaking company; Bill Abbott Jr. of Sarnia, with his father, builds the best Solings; Bob Johnstone designed the J24. The talent showed and you felt that you were sailing with the best. Even more startling was the winners' list at that regatta, which brings me back to one of those reasons I mentioned above: Van Essen, twin brothers from Holland; Follenfant twins from France; Vollebrecht brothers of Holland; de Martial brothers from France; and so on. That demonstrates what it takes to become a winner :- teamwork of twins, siblings or close relatives; and lots of practice as Jill and Peter Dalton (who have sailed together since university) continue to show us.

The 470 has fulfilled its purpose and has become world-famous as an Olympic class with a separate division for women. At the same time, it is an excellent club racer. It comes alive when the wind velocity increases... which is why in a calm, you may see it at the back of the fleet! I've never regretted that impulsive purchase 18 years ago and I still thoroughly enjoy racing it. What's just as important, I enjoy the competition with the other skilled and enthusiastic sailors who are brought together by their 470s. Isn't that what it's all about?
John Oliver Jan 1 1990

Albacore History

The need was felt for a craft that was slightly larger than the Firefly. Members of south coast dinghy clubs together with Fairey Marine engineers tried to develop a 15' dinghy, one that could withstand the strong winds and steep seas experienced in the English Channel, and was light-weight, rugged and stable with a planing hull. Uffa Fox's 15' Swordfish, using Fairey technology, was near to these specifications and gave rise to more developments. That craft was re-designed frequently: the freeboard was increased and the aft section strengthened and decked in. By 1954, all these sea changes made it quite a different hull and so a new name was called for. Since the Albacore had been an aircraft that had come off the assembly lines just after the Swordfish, and had a nice salty sound, it seemed appropriate to use its name for the new dinghy.

The early boats, even after cold-moulding techniques were introduced, were all built by Fairey Marine. They had the same appearance as today except for the afterdecks, and with aluminum centreboards and rotating masts, the top sections of which were of spruce. The class grew quickly and steadily. Thirty were sold in Britain during the first year of manufacture, and several were introduced into the U.S. in 1956. A year later, Hyannis Port Y.C. ordered a whole fleet for training and racing, and in 1958 the RCYC chose the Albacore as replacement for its aging Junior Club boats. In 1960 there were eighteen fleets in Ontario alone and the Canadian Albacore Association was formed.

Shortly after, Whitby Boatworks took a mould from an original wooden hull and marketed the resulting fibreglas products under the carefully chosen name of Albatross. Though not strictly official for competition purposes, these dinghies kept up enthusiasm for a class that was other wise dependent on imports; until five years later when a licence was granted for building the GRP version in Canada.

The first World Championships were hosted by Toronto in 1971 and they've been held every two years since, either here, the United Kingdom or in the United States. And the third Albacore Worlds in New York State saw the birth of the World Albacore Association. Some 8,500 Albacores are now owned world-wide with 5.500 of them in this country. Ontario is the centre of greatest activity for the class which is a recognized trainer in junior clubs, sailing schools, summer camps and in the uniquely Canadian community clubs. It is also the chosen dinghy of the Royal Canadian Sea Cadets and Armed Forces Sailing Associations. On our waterfront, OHCC has a fleet of 36 Albacores, most of them still sailing. Our neighbours the community clubs have nearly twice as many. All these add up to a very strong local class. Check it out on Friday nights during the season - fifty Albacores on the starting line!
Ross King June 1990

CL 14/16 - What Are They Hiding?

I called C & L in Pickering, identified myself as both enthusiastic owner and occasional journalist of great prominence, and put the question to them: would they like to provide the backgound for an in-depth article on their product, with photos? (By that time I was envisioning an expanded story for GAM or whatever.) Their enthusiasm was underwhelming. The ownership of the company had just changed and the historian was not available. And no, he wouldn't be available on Saturdays either, even if I were to appear with camera and tape recorder. After much persuasion they suggested that he might call me back. Many days of waiting later, I went through the whole routine again, all to no avail. Eventually my name came to be recognized on their switchboard and I got the distinct feeling that they were trying to avoid me. Decidedly discouraging.

The project, still awaits a resource that tells all. So far, nobody's saying nothin'. Is this the Canadian version of Watergate still waiting an exposé? Why aren't they talking?
Mike Goldstein August 1990

International Fourteen History

The beginning of racing in open centreboard craft are not clear but it is certain that racing in 14 foot dinghies was taking place in many parts of the world by the turn of the century. Prior to this, there are records of small boat racing in the U.K. It was largely confined to yacht tenders, centreboard Navy whalers and other open boats, sometimes with lug sails of up to 330 square feet. Their size was around 18 feet overall and they carried inside ballast as well as steel centred. There was no buoyancy. This probably explains the open boat theme of the International Fourteen, for in those days the ability to sail such an open craft well was a true measure of seamanship: the penalty for the skipper who failed was dramatic - he sank!

The originator of the Fourteen in Canada is believed to be a Mr. I. Wilton Morse. In 1897 he designed and built a 12-foot dinghy, and then a 14-foot version which proved very popular. The Lake Sailing Skiff Association (L.S.S.A.) soon adopted it as an official class and drew up class rules. A number of people then designed and built boats to these rules: George Akroyd, Bing Benson and George Corneil, The LSSA Fourteens were raced most enthusiastically in Toronto and Hamilton and proved very seaworthy little boats.

Most important Canadian dinghy trophies date from the turn of the century and the first recorded international competition between 14 foot dinghies took place on Lake Ontario in 1914. This was for the Douglas Cup which Canada won and held until 1921 when the Americans built, challenged and won with Gloriette. She was cat-rigged but with a Bermudian rather than a gaff main. This sail proved markedly superior and started a gradual swing, as in the UK, away from gaff sails.

In October 1928 the British applied to the IYRU for international status with their version of the I 14, This was approved and the rules of the class remained basically unchanged until the 1970s. Their soundness was demonstrated by the wonderful boats that were produced: they were pleasant on the eye and able to perform well, both in sheltered inland conditions and in fresh weather on the open sea.

By 1928, over 170 LSSA Fourteens were recorded in the Toronto-Hamilton area and they fitted the International Fourteen rules except for decks and lightness. It was relatively easy to adapt to the new rule changes. But it was not until 1959 under the urging from the Canadian Dinghy Association that Canadian Fourteens fully matched international regulations. The LSSA continues with its own rules and in 1963 boats were still being built and raced under them. The late 1940s saw the advent of moulded hulls and the first Fourteen "One Design" was built by that method. Uffa Fox, a British designer, heavily influenced the plans and he produces a very successful model called Alarm. Some of the US owners were unhappy with the quality of existing American-built Fourteens and they had a mould built to Alarm's lines. A hundred and fifty hulls were made from this mould. Based on this seccess, the original mould was sold to another builder and eight hundred more Alarm hulls were built but rigged with the popular American Snipe sail plan and sold as the Jet 14. Thus the alarm lines of the 1940s musy be the most common hull af any Fourteen.

Shortly after the first One Designs were built, international competitive pressure started to break down the one-design concept of American boats as owners modified their craft to keep pace with the Canadian and British models. While it was an excellent idea at the time, the one-design concept demonstrated another problem that is still with us today. This is the need of a development class to reduce the speed of change thus enabling professional builders to have reasonably sized production runs to allow them to recover their set-up costs. The result is that this sometimes tends to turn the class temporarily into a One-Design.

By 1963 the tendency was for more and more boats to be made of glass fibre and the two most popular Canadian builders were Kirby and Buller. Boats themselves were becoming simpler in layout; Proctor masts and centre mainsheets were commonly used; centreboards were becoming wider with blunt leading edges, and flat jibs and full mains were the order of the day. 1964-1970 marked the years if international discussions with the forming of a World Association to handle any disputed points. There was a good deal of argument from the Canadians on simplifying the rules to help glass fibre production of hulls, whereas the British were tending to resist change by being concerned with loopholes in any new regulations. Yet by 1975 and new, simplified set of rules was in place.

1980-1989 were the years of change. A twin trapeze was added in 1984 in response to the extra sail area that was allowed ten years previously. In 1982 the total weight was cut to 215 lbs and in 1983 it was further reduced to 200 lbs. Asymmetrical spinnakers and fully battened mainsails were approved in 1988 thus leading to the current design of the I 14. September 1989 marked the first time in Fourteen history that similar Australian dinghies raced on the same waters as the I 14s. The lessons learned in both hemispheres are sparking another round of moderately paced changes. In spite of intense competition from other dinghy classes, the I 14 continues to fill a need for those of an inventive frame of mind, and for those who ask for top flight competition, free from the high-powered dramatics of the Olympic circus and the strict controls of purely one-design classes. No other restricted class in the world has withstood so well the test of time and critisism as have the Fourteens. The soundness of their rules is proven: scope for re-design and improvement is ever present. This room for experiment makes possible the acquisition of knowledge which is useful to all who sail and build boats, whether for one-design or development.
Stewart Martin August 1990

Laser History

The camping equipment client eventually discarded the idea of a dinghy, and the basic designs (that Kirby had produced in record time) lay dormant for months in a filing cabinet. Had it not been for an unusual regatta, they might have stayed there indefinitely. That regatta, promoted by One Design and Offshore Yachtsman Magazine, for craft costing less than $1000, was called the "America¹s Teacup", and Kirby thought his little monosail cartopper with take-apart mast, might just be suitable. He and Bruce decided to manufacture a couple of hulls for the Teacup races that were to be held in Wisconsin in late fall 1970.

They incorporated a foam-core deck and glass-fibre hull welded together in the now-famous "rollover" joint that makes the craft so strong. It¹s length of 13 feet 10 inches was long enough to permit it to become a high performance boat. While the simple shape helped the boat speed, it also added to the hull's strength. Many tests were made during development to establish the best mast position and rake, which was critical because it is moulded into the deck and cannot be altered. For the design and construction of the sail, they managed to rope in another top-notch Canadian racer, Hans Fogh, who agreed also to skipper the finished product in the October race meetings.

Those races and the subsequent testing on what they then called the Weekender, resulted in a production model, completed in time for the New York Boat Show the following January. This model attracted a lot of interest and nearly 150 orders were taken. While Bruce concentrated on production at the plant in Montreal, Kirby turned his attention to promoting the concept, looking for dealers and writing advertising copy for it. It was decided that all sails were to be cut and seam-welded by Fogh, then shipped off to sail lofts world-wide, where they were finished by stitching and reinforcing. This policy contributed to the uniformity of the product throughout the world.

To date, some 115,000 Lasers have been sold world-wide. Production has run as high as 12,000 per year. It was impractical to build all those in Canada, so subsidiaries were established and licences sold by the boat¹s original manufacturer: Performance Sailcraft International. That company built the moulds from which hulls are now made in Australia, Brazil, Canada, Ireland, Japan, New Zealand, Poland, South Africa and the UK. This was another factor in the craft¹s standardization.

The name 'Laser' was no small part of the craft¹s popularity. Like many good ideas it came from inspiration rather than a thesaurus. For the New York Boat Show the designers wanted something more catchy than 'Weekender'. A McGill student suggested a modern, scientific name and Laser was it. Kirby's ten-year-old daughter, involved with school science, confirmed the then unknown appellation. It took a few months to realize how good a name it really was. That, together with Kirby¹s design, Bruce's manufacture and Fogh's sails, made the popularity soar. It turned out to be one of the slickest, sleekest little craft anywhere!

The Laser is ideal for training: the Ontario Sailing Association uses it exclusively for its Learn-To-Sail and Race-Training programs. Barb and I have taken these courses and have enjoyed them very much. After a week at Geneva Park, where the programs are held, you find your skills very much improved regardless or the type of boat you normally sail. It does wonders for your self-confidence. We also enjoyed racing the Laser at the OHCC where we, instead of being the usual skipper/crew couple, could battle out our differences on the water by just trying to outsail each other. We both had our time in an Albacores and were ready for some rugged individualism. And rugged it can get: imagine the thrill of riding a wave, while planing on a broad reach, your daggerboard quivering with that characteristic Hummmmm, wondering whether you can make it to the next mark before a gust throws you off balance. Yet, you can't let go, with the competition so close, and they ain't giving up either. And there's no crew to blame if you miss. The Laser is also great in light winds. While I hate drifters, I have found that you can still make it move with very little wind. And if all else fails, you can stand on the foredeck and pump your sail to get home or paddle with the daggerboard.

The class does not allow any changes so you don't have to fiddle with the cleats and other gadgets. The rigging is simple and takes little time to set up or tear down. This is a definite advantage if you go travelling. We have taken a couple of them on one trailer all the way to the Mid-Winter Regatta in Tampa, Florida. It's a really great experience to leave Toronto in snow and ice, to arrive in 20C weather for a match with nearly two hundred other Lasers on the starting line.

The Laser is definitely a boat for the "young at heart" and is most popular with teenagers and young adults. This is because of its flexibility and price. It's especially good because you can learn in it and can carry on with it into racing and travelling from regatta to regatta. Because of it's popularity, you can find Lasers anywhere and the Ontario race circuit has a busy schedule. That doesn't mean that is not popular with the older generation. There are many of us who have done away with the trials of getting a crew, lifting heavy boats with their mishmash of lines and cleats. All we wanted was to get on with the job. There is even a Laser Masters class.

We certainly recommend that you try sailing this craft. You will be amazed and taken in by the freedom and versatility of the Laser. You may learn to love it as we did, and even get one of your own.
Duke Duyck. April 1991.

Mirror History

The finished craft was seen by a friend on the staff of the Daily Mirror (like the Toronto Sun but older) . At that time, the newspaper's publicity department was looking for bright ideas to keep the paper's name in front of the public. A little gadget like a sail-boat would seem to do the trick since the News Chronicle had been successful in sponsoring the Enterprise and the Sunday Times had created the SigneT. The Mirror Group, from tabloids to glossy magazines, from sailors to land-lubbers, writers to publicity to marketing, were all roped in to launch, in the promotional sense of the word, this simple-to-build, simple-to-move and simple-to-sail pram dinghy.

Even the famous yacht designer Jack Holt was asked to get involved too, because the directors of the Mirror Group wanted to be absolutely sure that this little boat not only worked but was also very safe. In fact it's unlikely that any craft before or since (except the Americas Cup contenders), has had lavished on it such expertise of brain and brawn. Two of the most well-known ideas were implemented by the land-locked art department: the famous red sails and the jaunty logo.

With all this interest from press and sailing community, Bucknell found himself spending a lot time in his workshop, turning out more prototypes, always bearing in mind that the end-product was to be build-it-yourself kits. His main concern was not only with the appearance and handling qualities of the finished craft and the ease with which it could be constructed by the average handyman, but how it could be stowed and transported, preferably on a car roof. The then popular gaff-rig was made more efficient by converting it to gunter: the spar, when hoisted gave a much higher peak on the necessarily short mast thus making the rig Bermudian.

At the London Boat Show in 1963, the first three Mirror Dinghies were displayed. The public's reaction varied, yet there was enough enthusiasm to kick-start the kit manufacture. Within a few months there were enough owners in Britain to form an Association and to hold the first National Championships. That year also saw the introduction of the first Mirror into Canada and it was registered as M460. The highest number now listed in this country is 68098. World wide, the numbers are over 69000. These sail numbers, though not precise as to the real numbers of active dinghies, give a resounding report on their popularity. The Ontario and Québec Associations were formed in 1970 and a year later the first National Championships were held at Lake of Two Mountains, coinciding with the organization of the National Association. The following two years saw local fleets starting up in places as far apart as B.C. and the Maritimes, thus making the class truly national.

It's ironic that our club's Mirrors are now no longer a designated fleet for the Outer Harbour Centreboard Club came into existence largely because of them and their public-spirited owners. In the early 1970s, the local fleet was organizing Thursday evenings races with the skippers trailing or car-topping their dinghies down to Cherry Beach. The race committees set buoys and superintended activities with Mirrors powered by paddles or teeny-weeny oars. At that time the stretch of protected water we know so well was, in fact, a Mirror lake. So great was the enthusiasm of those skippers that pressure was exerted to establish a real club site. Several Mirror owners (some of whom are still members of OHCC) together with sailors of other classes, and with encouragement from the Toronto Harbour Commission, hustled around and formed the Federation of which our club now has the largest membership.
The editor. April 1990

Wayfarer History

Small Craft Boats of Southampton were prepared to build such a dinghy with specifications appropriate to the standard manufactured size of ply mahogany. In 1956 came the drawings and prototype of the first Wayfarer. The initial trials suggested, among other modifications, that the freeboard should be increased a bit (which is why some trouble is experienced in rowing) and the subsequent models resulted in the familiar hull in wood or fibreglas that we know today.

Proctor incorporated leak-proof buoyancy/stowage fore and aft, and precisely designed aft side-benches that could be transferred to thwartships in order to accommodate children overnight. This dinghy turned out to be not only an excellent day-sailer but a lively race craft and a long-distance cruiser as well.

This most kindly of dinghies made her debut in Canada in 1958 and was subsequently built here under licence by Croce and Lofthouse of Toronto, then Whitby Boatworks, Windbourne, Voiliers de Québec and now Abbott of Sarnia.

During the nineteen-seventies and eighties, further modifications made in the fibreglas models resulted in the Mks. II and III: solid buoyancy forward with open shelf stowage, and a double-hull configuration in the cockpit. The extraordinary feats performed by this dinghy in different parts of the world have been dealt with at great length elsewhere. Enough to say she is the most popular and versatile craft of her size to be found anywhere, whether for picnics, racing or long-distance voyages.

There are nearly 9,000 Wayfarers throughout the world with 1,200 in Canada and 400 in the United States. In the United Kingdom alone there are over 6,000 because nearly all the national sailing schools and private boat clubs use it for training purposes. There are others in Europe, Australia, New Zealand and the Far East.
The ed. March 1990