Ted Winter’s kind words of appreciation and article on the Kestrel dinghy has provided me with the final incentive to add my pennyworth to this continuous and interesting discussion ‘Which Boat?’

I have read all the articles since joining the DCA many years ago and none(?) consider what to me is the most critical question. “Do I want to sleep on board, or pull up and camp for the night?” This has a profound effect on the choice of boat.

If sleeping aboard is desired, then level space is required to lay bedding, width for shoulders, height under thwarts for turning over, getting in and getting out etc. All this means that certain sizes and structural conditions become mandatory. The ability to put a tent over the boat and still be able to sit, cook, eat and converse in comfort, especially when raining becomes important. The weight of the boat becomes less important as the number of launchings and beachings becomes less.

In my case I wanted to race in Southampton Water and be able to venture out, often single handed and explore including the Solent. Racing does improve one’s boat handling and knowledge of the boat and your own limitations in various weathers and can improve one’s cruising.

I had sailed a double chined boat for some time and preferred to experience a round bilge boat. I had two children and so wanted space for three aboard. A pattern of movement with three up was soon established and worked very well.

My searches led me to choose a Kestrel in December ‘71 — length 15’ 7”, beam 5’ 6”, weight ready to sail 365 lbs. This includes a 55 lbs ¼” galvanised centreplate. I believe some full-time cruisers have a 3/8” centreplate which at 75 lbs probably makes the boat self-righting.

As bought it had mainsail of 85 sq.ft. and a 30 sq.ft. jib. Soon a 51 sq.ft. genoa was added for racing and fair weather sailing. A 150 sq. ft. pulling spinnaker was purchased much later but only used in light airs when cruising with two up.

A smaller main when sailing solo in heavier winds was needed and I found that Ian Proctor, the boat’s designer, had anticipated this need and the new main was cut flatter, of heavier material with three battens, of the same size as the mainsail and with a line of reefing points. When reefed the head of the sail was about level with the jib head and the boat was then well balanced.

The three separate buoyancy tanks could support 1,500 lbs with a completely flooded boat.

My boat had a full width mainsheet track fitted to the transom for end boom sheeting. In strong winds this enabled the mainsail to be flattened and the boom end held over the end of the transom. With the boat came a book written by Ian Proctor on advice about setting up the boat, tuning it and more important, how to sail it, in different wind and water conditions.

The volume of storage space above the front tank and under the deck was enormous. A strong elastic cord was fixed across the mast tray. Under it was shipped the paddles and to it were tied boxes, bags and other bits and pieces. Jib furling was introduced with the spinnaker and this has been a great benefit when launching and coming ashore.

The boat had transom flaps and by edging the circular openings with draught excluder strips, leaks through the stern were cured. These plus the self-bailers emptied the boat in about 400 yards of reaching with the plate 1/3 up.

The deck is fixed to the hull at the gunnel by curving over to form an inverted U shape. This gave a soft edge when sitting out; a useful hand hold anywhere for lifting and space amidships to fit an oak block into which the rowlock sockets were bolted. The oars lay in the bottom of the boat held by looped straps fixed by the centreplate bolt and so don’t roll about or get in the way. A pair of capsize ropes were fitted to the underside of the blocks and were tucked under this lip and across the transom to the pintle backing block. Easily got at and released, pulled across the boat and with figure of eight knots at 12” intervals enables wet and cold hands to grip easily and pull oneself aboard. Because one does not use the jib sheet, all sails are left flying and the boat does not pendulum over. These lips caught much of the splash when cutting through waves and consequently I found the boat a dry one to sail.

The rudder is the original unusual shape which I found gave good but light steering. Except when planing I soon learnt that if I needed to grip the tiller extremely tightly then I was not sailing the boat correctly.

Although mention is made of capsizing this has only happened 18 times, 14 when racing. In all the 22 years I have had the boat these have been the only minor modifications and except for renewing running rigging, everything else including the sails is the original.

There are some racing dinghies which would never make a good cruising boat and the one reason is lack of comfort. Racing around the buoys for two hours with a rescue boat in attendance is one thing but with 7-9 hours afloat one wants to be able to sit in comfort at a relaxed angle and not be stretching out all the time. It is useful to heave to while eating lunch but so is it to move fast to get to places or out of trouble and a boat that can ghost is marvellous.

Racing the Kestrel showed me the limits of its performance. The round bilge was more forgiving than the chine. Once I learnt to use the waves — about two years — planing was exhilarating. I learnt the power of the genoa. I once raced with only the genoa in f5 and found she pointed 60 degrees from the wind, would tack on a triangular course kept up with GPI4s with full sail and two adult crew.

So for me racing explored the abilities of the boat, sail and myself in all winds and waves, something that cruising alone would not have taught me.

With this growing confidence we had no qualms in joining club cruises up to Eling; up the Hamble or over to the Isle of Wight. Reading the weather and seamanship became important and led to solo cruises. Some were pleasant, some exciting and some were only memorable when one looked back after drying off.

The logs of some of these cruises were offered to DCA who published them many years ago.

I have left Southampton Water and have to learn what Weymouth and beyond(?) has to offer but I have no doubt of the boat’s ability to look after me as long as I treat her with the respect due to an old lady. On reflection I am more proud of my prizes for the long distance cruise logs than any of the racing prizes.

So for newcomers I suggest: a) Decide whether it be a sleep aboard boat or day cruiser you want. b) Whatever boat you get joining in racing helps to learn about the boat and your handling of it in all conditions. By comparing yourself with others one can watch the improvement and the points of sailing which need improving, all while others and the rescue boat are about if and when mistakes are made. c) Join in any club cruises and learn the need for comfort and relaxation over much longer periods in company with probably more experienced helmsmen who can shepherd you if difficulties arise. d) Learn to read the weather and the tides. I am not sure which is worse, a flat calm with 10 miles to row or 10 miles against a NE f5 against the tide.

Whichever you choose, good cruising and the best of weather.

P.S. Two of my club members sailed their Kestrel from Netley around the Isle of Wight via the Needles in some 28 hours without landing, only dropping anchor off Bembridge when the wind died at 3 am for 2 hours. Says a lot for the sailing ability of the boat and its comfort otherwise fatigue would have set in early. Also a fine example of seamanship.