1965, lovely Classic by Seacraft of Leigh on Sea, Essex to the designs of Frank Parsons, carvel 1" Iroko on CRE or Oak frames, alloy mast & wooden boom, recently re-decked, good sails, Volvo 28hp 2030B diesel, comfortable interior with 4 berths and facilities including hot water and fridge!
2019 - After being covered for the winter ashore she will be painted, antifouled and launched for the 2019 season.
1964. Carvel wooden construction of 1" Iroko planking on CRE or Oak. Long keel with keel hung rudder. White hull, varnished bulwarks and toe rail, varnished coachroof with grey/blue painted deck and coachroof. The deck is of high grade Sapele marine ply. Aft cockpit with tiller steering. Bermudan sloop rig.
Designed and built by Frank Parsons, the owner of Seacraft Ltd, Leigh on Sea. Part 1 British Registered in 1965.
Displacement (in commission) around 7.5 tons
Slab or roller reefing mainsail (2014, Doug Seaden), 2 reefs. Genoa roller reefing system by Sailspar (1992) with furling No 1 Genoa 150% (2014, Doug Seaden) with foam luff. Cruising Chute (Jeckells, 2007) with snuffer by Gowen (2008). Spinnaker (1964, Jeckells). Storm jib in cotton (1965, Jeckells). Also original mainsail and further jib available. Second suit of sails by Valliant of Heybridge (1992) also available.
Alloy mast and Spruce boom. Boom vang. Stainless steel standing rigging. Standing Rigging has been replaced by rotation: sides in 2010, backstays in 2008 and forestay in 2017. Note that every year the mast is lowered and so the standing rigging is relaxed and carefully stored.
Volvo Penta 2030 B, 3 cylinder 28hp inboard diesel engine (1995) with indirect cooling. 31 gallon (130L approx) fuel tank with a consumption per hour of around 1.5 litres at a cruising speed of about 5 knots. Alternator charging to 12v battery system. Shaft drive to fixed propeller. Engine hours around 1200.
The major components are:
Two x 110 ampere hr batteries, located to starboard of the engine.
A 1-2-both battery switch
A switch panel comprises contact breakers and two battery meters
A distribution panel, and
2 solar panels and one solar controller.
Standard Engine alternator
Battery Charger – dual 30A
The switch panel was made in 1992 but since then, navigation instruments were changed. This means that the labelling is now dated (e.g. marked ‘Decca’ now services the Furuno GPS). Accordingly a full description is provided (and the labelling is simply explained) and a full wiring diagram is available.
Stainless steel pushpit, pulpit and guardwires, sprayhood, dodgers, cockpit cover, winter cover, cockpit cushions, boarding ladder, tiller with extension, wooden spinnaker pole, 2 self tailing sheet winches, halyard winch, 35lb CQR main anchor with 156' of 3/8" chain. Simpson Lawrence Hy-Speed double action manual anchor windlass, Fisherman 15lb kedge anchor with 12' of 3/8 chain and a length of warp, 6 fenders.
Raymarine ST50 Compass, Raymarine ST 60 windspeed, wind direction, echo sounder and log. Standard Horizon DSC VHF radio, windvane at masthead, tiller pilot, Furuno NX300 Navtex, Furuno GP31 GPS, radar reflector, clock and barometer, chart table, DGPS aerial, anchor ball, navigation lights, steaming light, tri-colour masthead light, anchor light.
Lifebuoy, 3 manual fire extinguishers, fire blanket, manual bilge pump, electric bilge pump.
Her galley has a Plastimo gas cooker with 2 burners, oven and grill, sink with filtered water supply, hot and cold water and seawater, hot water is via engine calorifier or 240v immersion heater. Waeco top loading refrigerator, 60 litre with 2 access lids. 18.45 gallon stainless steel water tank, 22 litre calorifier. Gas locker to cockpit vents overboard, regulator new 2018.
4 berths in 2 cabins.
‘Tiller Girl’ is a 32ft Bermudan sloop built by Seacraft of Leigh-on-Sea, built in 1964, registered in 1965. She is a ‘one-off’ unique design, designed and built by Frank Parsons, the owner of Seacraft Ltd who had a credible reputation. The 1985 survey by George Reohorn of Dyfed describes ‘Tiller Girl’ “by the well-respected yard, to the designs of Frank Parsons and very similar to the designs of Laurent Giles”. Seacraft are mentioned in several places in Maurice Griffiths’ book ‘Sixty Years a Yacht Designer’ as builders of the Tringa class and variations of the Cockler design. Both designs are described as “somewhat vaguely the lines of the older cockle bawleys built at Leigh-on-Sea”. She might be unique but her builder has significant experience.
The yacht built before Tiller Girl was a Vertue. The commissioning owner of TG wanted certain elements of a Vertue – the moulding of the bow, the dog-house and the Laurent Giles’ knuckle, but all other elements are more common to Maurice Griffiths or a Leigh Bawley – larger and beamier than a Vertue, shallow draft and perhaps heavier scantlings.
The first owner lived at Leigh-on-Sea and then she was sold to the Merseyside, then South Wales and South Devon. TG has been in back on the East Coast for 27 years since 1991. She is set up for comfortable use with up to four people but is also particularly set up for single handing. That has no special equipment, just everything arrangement to facilitate single handling.
The most recent survey was on 25th October, 2015 on lay-up by Mr J. Kershaw. All issues were addressed.
Previously, two surveys were undertaken for the current owner by J. C. Winters on 3rd July, 1998 and 3rd July 1991. In prior ownership, two surveys were by Mr G. Reohorn on 1st September 1988 and 1st September, 1985. All these previous surveys are available.
Re-engined in 1995
Re-decked in 1997
New sails in 1992 and 2014
Bilge Keels removed in 2016: return to original specification.
When the current owner purchased Tiller Girl in 1991 she was fitted with bilge keels. For many years she was sailed in that configuration but with experience and research over the years, the current owner became less happy with the bilge keels. The main drawback from sailing experience was the drag from the bilge keels which slowed her. The research during ownership made it clear that the bilge keels were an experiment; in 1985 the survey indicates there were no bilge keels, in 1988 they were in position. Anecdotal information suggested the then owner thought she would sail better yet the original design had, by then, been in use for 20 years. As the current owner had in more recent years left a half tide mooring for a 24/7 mooring, bilge keels were no longer required to dry her out. Having received positive advice on the potential of her sailing ability and the strength of the fabric of the vessel, the bilge keels were removed in 2016. The owner’s opinion is:
She points higher,
In low wind speeds, she is quicker,
She has never suffered any problems with tacking, stability or heeling.
The keel bolts were said to have been X-rayed in 1983 and the 1985 survey inspected the images and reported “no wasting of metal in their vulnerable areas between the main keel and the ballast keel”.
A keel bolt was drawn in 1991 and was satisfactory. Given that the bolts are mild steel with threaded heads and matching nuts, the cost of the bolts is relatively insignificant and so a new bolt was installed (and on future inspections the bolts were replaced irrespective of need).
In 1995 the keel bolt under the engine was drawn during the process of re-engining. The bolt was satisfactory but replaced anyway.
In 2005 all bolts were withdrawn in turn and replaced following the owner’s usual practice.
In 2009 as some evidence of dampness in the region of No 1 had been found, the bolt was drawn and replaced. Upon replacement, the dampness was eliminated.
All bolts are 1” mild steel, No 1 is 16.5” in length, Nos 2 to 8 are 20”. The nut below of each is recessed into the ballast keel and the recess area is filled with polysuphide mastic. After cured the bottom is smoothed to match the bottom of the keel.
In the winter of 2008/09 two bronze deadwood bolts aft were withdrawn for inspection. Both were in perfect condition.
A wonderful cruising yacht, well built and maintained regardless of expense, in commission and ready to sail!
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.