L.O.A. 16’ 3” L.W.L 15’ 4” Beam 6’ 5” Draft 9” and 4’ 0” M’sail 92.5 sq.ft. Jib 72 sq.ft. Displ. at L.W.L. 1000 lb approx

On studying drawings of this new (1964) design by John Westell, one might say that here is a fairly sophisticated craft that would be a challenge to build and exciting to sail. The lines of the round-bilge hull with topsides flare are no doubt of 505 origin and they seem completely unspoiled by the height of both freeboard and cambered foredeck, and the cuddy seems to fit in with everything else as a good drawing should.

The provision of buoyancy tanks that also serve as bunks and lockers large enough for stowing either fractious day-sailing toddlers or the usual cruising gear are immensely practical. Overnight shelter is provided by unrolling the tent cover from the cuddy and pulling over two metal hoops that slide along the decks from the cuddy. The aft end of the cover is secured on the quarter decks.

I was very keen to be afloat again after the enforced ‘putting-down’ of my first boat and, after much thought on the matter, I decided to build rather than buy second-hand. My reasons for building were simply that I would have something brand new that would not need replacement for several years and that costs would be spread over the building period, which I estimated would be about two years. I must mention here that I was greatly encouraged by the sight of Rick Harden’s beautifully varnished Rover which I saw at Kings Lynn in February 1966.

During the summer of 1966 I purchased a set of drawings and began work on 30th September. A sailable craft matured some 1334 hours and 22 months later on 27th July 1968. During this time 6.5 months were spent away from building on account of sub-zero temperatures, illness and annual holidays away from home. Some assistance was given over 225 hours.

The shell is cold moulded in three skins of 3mm veneers and the stem, coaming, skeg and bilge keels are laminated in the same material. Marine plywood forms transom, decks, centre-plate case, tanks, lockers, cuddy and sole. Hog, keel, stern cap, spine, thwart and rudder were fashioned in mahogany. Deck beams and framing to tanks, lockers and cuddy are in spruce and the rubbing band in oak. Special tools bought for the job were jigsaw, spiral screwdriver, spokeshave and Stanley knife for cutting veneers. Borrowed tools included 1/8” and 1½” chisels, some cramps, brace and bits and the very occasional use of a power drill.

Most fittings were bought, as were mast and boom. A second-hand suit of racing Enterprise sails was also purchased in place of the class suit, and slides fitted to the main. The thick steel centreplate weighs about 130 lbs. and is raised and lowered by two triple tackle blocks housed in a removable case top.

I should record here something about the nature of the assistance given during building because, although most of the working hours were logged by myself, the help given by others was invaluable. I had to write to the designer once or twice for clarification of parts of his drawing and I also made use of some of Rick Harden’s experience on Rover 1, which was most helpful. Although mould and shell were built single-handed, the fitting of long stringers (where cramps could not be used, viz. freeboard framing of tanks) required two and sometimes three pairs of hands. Some plumbing and marking out also required assistance: the most evident example of this was the build-up of framing of the cuddy and the cutting and fitting of the foredeck.

Due to the fact that some aspects of the layout drawing were rather vague and I had neither previous experience of this sort of work nor the inclination to burden the designer with seemingly elementary queries, I spent some time avoiding making possible mistakes by discussing construction methods with my chief assistant (now crew!). It is in this respect that a second opinion is most valuable and I would recommend it to any prospective builder before committing saw to timber on any doubtful construction. Hardboard or veneer templates were made for transom, bow, tank top, foredeck, cuddy sides and centreplate.

Sailing trials took place during August 1968 on Loch Sween, West Argyll. We had towed there to camp at Tayvallich, near Crinan, where we knew there was reasonably easy access to the shore. A grass verge separates road and shore and there is a gravel incline of sorts near the Post Office. Unfortunately the verge rises slightly from the road and thereby results a rather steep drop for a few yards towards the gravel on the other side. However, we managed to ease boat and trailer over the hump and onto the gravel with the help of the local farm tractor.

Although most of the foreshore here is quite rocky, the bottom is sand and this gave us excellent holding for our gear, which we made up in the form of a trip line. A number of smaller dinghies were similarly secured and several larger craft were moored in deeper water.

Throughout the west of Scotland this summer the weather was so consistently equatorial with light easterly winds that an outboard motor would have served better than sail. Occasional puffs of force 3 to 4 made Rover sail very well despite the small jib and we were pleased that she showed no bad habits.

She must, of course, be sailed dinghy fashion and although we had not fitted toestraps, these may well be necessary on a cruise. Some form of deck padding will also be required to ease the discomfort of calves pressing on coaming.

We did not try to right from a deliberate capsize but took two precautions during building to assist righting and retain buoyancy if any of the tanks are pierced. The bilge rubbers were widened and lengthened to give additional leverage and hand holds; twelve laminations were built up from the hull before painting, shaped, and then capped with brass strip.

Before the tank tops were screwed down, polystyrene foam slabs were secured to the interiors. The slabs are two inches thick and occupy the full length of the side tanks. Nylon webbing and base plates secure them to the tank framing. Bungs and bushes are fitted at the lowest points of all tanks to provide air circulation and drainage.

I should like to keep Rover at moorings next year and so confine hauling in and out, mast stepping, etc., to twice only (including holiday periods when she would be trailed). However, there are a few problems to be solved if this is to be done and the first of these is the provision of a stout securing bit on the foredeck for the mooring.

I should have thought about this whilst building, since to provide one now means removing the bow tank top, piercing this and the foredeck and notching the hog to receive the foot of the Sampson post.

I have an 8” cleat on the foredeck but consider it most unsuitable for a permanent mooring.

Secondly, several factors combine to produce a fairly unsafe manoeuvre when passing between sole and foredeck:

(1) As the cuddy is too high to be stepped over (unless a step is made to fit below) it must be side-stepped.

(2) Heeling (though not excessive) takes place when standing on decks.

(3) The only place to hold onto is the mast.

(4) The foredeck camber increases the angle of slide-off when heeling takes place.

(5) Even with no swell on the sea, the foredeck is too cambered for standing and working on with safety.

During our trials, the complete manoeuvre was carried out by doing a quite delicate pirouette round the cuddy, and frequently ended either with the splits on the foredeck or head-first over the side with feet tangled in the shrouds. All this was experienced in two fathoms and less on very calm and warm days. What happens in a bit of a chop is anyone’s guess!

I now realise that the designer’s use of a luff spar is meant to avoid all the acrobatics, but one still has to use the foredeck for mooring and anchor work.

Instead of the Sampson post, I have decided to fit two metal tangs through the foredeck (where it joins the cuddy) onto each side of the vertical post that connects hog, bow tank end, and aft deck beam. This post is 2.5”square spruce and I believe would be a most suitable substitute for the Sampson post. The tangs would be bored to receive a securing pin or bolt for the eye of the wire rope mooring.

In regard to the foredeck and cuddy, I shall make no alterations except perhaps to provide a small step on the mast support below the top of the cuddy and certainly replace the varnished foredeck with a non-slip surface. These changes should go a long way towards eliminating the hasty and unsafe acrobatics mentioned previously, and perhaps even encourage my crew to take a more active part in running the ship!

There is no doubt that further improvements and additions will have to be made during the next few years, but this must be accepted no matter what sort of craft one has. I must say that I am delighted with Rover and look forward to many years sailing in her.