PROVISIONAL SPECIFICATIONS 

These specifications are provisional and subject to amendment 

BROKERS COMMENTS 

MARIGOLD has the straight stem and long counter stern so typical of Victorian cutters and no doubt it was her fundamental beauty and provenance that inspired Greg Powlesland to rescue her. That he in turn was able to inspire others, notably her present owner to put in the resources to complete the project is testament also to her worth as one of the premier classic yachts afloat today. It is the attention to the period detail combined with the skilful application of the most traditional materials that has regenerated this magnificent yacht – and by the way - provided enormous pleasure both to him and his guests over the 25 years of his ownership.  

HISTORY 

Launched on 21st April 1892 MARIGOLD was one of Charles Nicholson’s first major designs – only 22 at the time, he had already worked 5 years at the family firm. Built to Lloyds Al at Camper & Nicholson, MARIGOLD 1892 has been registered as a designated vessel on the National Register of Historic Vessels Core Collection and Designated Vessel List since its inception in 1999. Prior to this she has had an eventful history chronicled in some detail by one of her former owners there is too much to be included here. From her salad days, notably racing prior to the 1st World War, through her prime years in the sociable 1930s, she was to decline markedly thereafter, to be rescued – and then in the late 20th Century restored to her former glory by her present owner

Fast forward to the summer of 1994; MARIGOLD joined in the sailing rally at Salcombe, took part in Plymouth, Fowey and Falmouth traditional boat events and then sailed for the Solent to take part in the second Hermes - Mumm trophy for classic yachts. At Falmouth, with hardly a breath of wind, she set her balloon tops’l and spinnaker ghosted through the doldrums sea at two knots but at Cowes, in a near-gale Force 7, she had a lively time of it. Marigold was matched against Eric Tabarly’s PEN DUICK and the 1898 gentleman’s yawl SAMPHIRE, logging 12 knots with storm jib and three reefs down. It was an exceptionally exciting sail, thoroughly enjoyed by all 12 crew, especially as she won both races. More recently her many racing successes include 1st overall in Marseilles 2008 and Poquerolles 2011 with a 2nd in her very competitive class in St Tropez. 

CONSTRUCTION AND RECONSTRUCTION 

Carvel paduk planking on oak frames, teak deck, hatches, lights and rail

MARIGOLD has been restored as faithfully as possible to her original specification as a Victorian yacht, the hull reconstruction undertaken by Canal & Marine Services and completed, bar the counter, to Lloyd’s A1 by 1992.

Originally iron straps 2 ½ x ¼ in were laid on the inner face of the planking and diagonally let into the frames, forming a cross on each side of the hull which stretched from keel to beam-shelf. She also featured double 3 ¾ x 2 ¾ in) tapering oak frames, but with a 3 in gap between each pair of frames. The aim was to spread the loading more evenly around the hull and to prevent rot in what would otherwise be an inaccessible space. In fact it was the iron cross pins holding the pairs together that had caused the deterioration of the oak in later years, thereby speeding the vessel’s decline.

Unlike the heavy old working boats, MARIGOLD had no lodging on deck, thus saving weight above the waterline and her relatively narrow beam – a width to length ratio of 1:5 – and swept deck on an elegant framework of deck-beams were to give her sufficient stiffness.

Her keel arrangement was minimal and crisply engineered. Keelson and oak floors were discarded in favour of a wide, flat elm keel – strapped to the frames with heavy, wrought iron floors and through bolted to carry the 12 ton lead keel beneath. Though apparently sound, the original keel was condemned by Lloyds when the inspector found soft patches. Due to Dutch elm disease, elm trees of this size are now almost extinct, so oak was chosen instead. A huge 38 x 6 ft oak butt was purchased from Barchards, who sawed it into suitable timber for the keel – a single length 2 ft l in x 5 ½ thick as well as beam shelves and bilge stringers.

In order to meet the Lloyds stringent standards for AI classification, all the frames had to be replaced. The hull was shored up and every second plank removed thus creating a ‘basket’ to cradle each new green oak frame, band sawn out with its correct bevels and temporarily bolted to the remaining planking. New 9 x 2 ½ in beam shelves were worked into place after several hours in the steam box.

The remnant of the original deck structure was in dire need of replacement. Several of the 4 x 4 in deck beams still held the correct camber, however, and the teak king planks forward were sound, showing the rebates for the swept deck as well as the original positions of the bitts, ventilator, chimney, and capstan. Most of the original wrought iron floors and hanging knees were heavily corroded and it was decided to sand cast them in bronze from wooden patterns.

After months of exacting work, the tangled web of grey, mildewed wood had vanished to be replaced by fresh new oak deck beams, carlings and stanchions, all liberally coated with raw linseed oil. The original 1 ¾ in planking was pitch pine below the waterline and teak above, however, due to the difficulty of obtaining sufficient quantities of the original materials at a sensible price, it was decided that paduk would provide a suitable alternative. Though very difficult to work, long lengths were available, allowing planking to Lloyd’s rule with a minimum of butts.

The entire deck, however, was planked in teak for its longevity, beginning with the covering boards that were meticulously morticed and fitted over the stanchions using templates. Meanwhile, the owner had designed and built all the teak hatches with Francis Browne to be screwed and bolted down on the deck beams, followed by the laying of the swept deck in 2 ¼ x 1 ¾ in teak, with a ¼ in bead beneath each run of plank as originally.

Composite plywood and teak decks are very popular on many traditional boat restorations today but, besides being unnecessarily stiff on a planked hull, it is often impossible to locate leaks, resulting in rapidly rotting decks if the caulking fails – as has often been the case where modern compounds are applied to traditional decks. There have also been successes, however, and though anxious to maintain traditional materials, Life caulk, modern polysulphide mastic, was used to pay the deck seams, which had been caulked beneath with cotton. In order to meet Lloyd’s updated requirements, it was necessary to compromise the strict authenticity of the original in other areas too – such as the inclusion of a watertight bulkhead and extra knees. A small engine, with twin hydraulically driven propellers, was also installed. In so doing however every effort was made to ensure none of this should be evident to the onlooker.

In July 1992, with only a few details to finish, Canal & Marine Services completed their work after 2 ½ years of work. The standard of workmanship they maintained on the hull was excellent: the hull hardly leaked a drop once MARIGOLD was in commission.
 

ACCOMMODATION AND DOMESTIC EQUIPMENT 

2 main cabins for owner and guests and forward for 2 crew, luxuriously restored with meticulous attention to detail down to the horsehair sofas. The traditional demarcations have been respected, and whilst the owner's accommodation is lavishly panelled in mahogany, the crew quarters are comparatively Spartan with only pine fittings. MARIGOLD’s MCA category allows for 15 day sailors in recognition of the enormous amount of space on deck

Owner’s Stateroom
The Owners cabin with porcelain hand basin and paraffin lamps throughout.

Quarter berth

Main Saloon
The mahogany panelled saloon with fine central table and button leather seating suitable for formal dining is finished in authentic Victorian style. The saloon is bright by day with light from the large skylight and atmospheric by night in the light of the paraffin lamps. There is one pipe cot berth.

Galley / Crew Quarters
The pitch pine galley and crew quarters, as was traditional at the time, are positioned before the mast. Cooker fitted - with a butler pantry sink to port and a slab of marble to starboard.
 

RIG, SPARS AND SAILS 

- Pine and Spruce spars; 43 ft / 13.11 m boom.
- All standing rigging is 7 by 7 or 7 by 19 galvanised steel wire rope
- All necessary running rigging in hemp and manila
- Blocks and other fittings are of varying ages.
- Complete wardrobe of 10 cotton sails by James Lawrence 1992 Sail area 2,690 sq ft (250 sq m) consisting of
Main
Jib
Flying Jib
Spinnaker,
Topsail
Stay sail
Trysail
Storm jib 

MECHANICAL ELECTRICAL AND TANKAGE 

1 x Auxiliary Volvo D2 55 h/p 2.4 litre Diesel 2012
2 x feathering hydraulically driven auto propellers
 

NAVIGATION COMMUNICATIONS AND ELECTRONICS 

VHF radio, depth-sounder 

SAFETY 

Zodiac 16 man solas B pack life raft, and all safety equipment in accordance with MCA cat.2 

CATEGORY 

Compliant: MCA (SCV)2
Restored and maintained to Lloyds 100A1
Registered with YDSA 

DISCLAIMER

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