Baltic Trader. UK Regd Lying Cornwall £185,000
Built in Sweden in 1914 as a commercial sailing cargo vessel typical of many such working in Scandinavian waters.
The design follows the usual pattern with a long keel, bluff bows and transom stern with the rudder hung outboard on the transom.
The vessel was in Danish family ownership for many years having been first refitted by the family when she came out of commercial service in 1964.
In the early 1984 the vessel was damaged by fire and subsequently rebuilt. The deck, deck structures, interior and rig all date from this 1984 post-fire rebuild. She changed hand again in Denmark in 1992 before she was bought by present English owner in 2004 and brought under UK MCA legislation for charter vessels.
She has a current MCA Category 2 Certificate, valid to 2010 with intermediate 5 year survey issued Oct 2009.
The ex RN owner has many years experience operating and skippering large sailing ships and the vessel is an RYA Approved Sea School.
Certified VAT exempt within the EC.
Registered UK flag Part 1.
Length on deck 19.93 m (65’)
LwL 18m (59.4’)
Beam 5.9m (19.5’)
Draft aft 2.2m (7.2’)
Planked in 2.25” oak fastened with iron boat nails to 5” x 5” oak frames at 14” centres on an oak back-bone. Oak floors.
The hull was refastened and copper sheathed approx 1974.
Ballast: 24 tons internal in steel bars.
Deck: New deck laid in 1974 in solid straight-laid iroko, caulked and seams payed with Marineflex butyl rubber compound .Slightly raised coverboards.. All seams repayed in Feb 2008.
Prism deck lights down the side decks.
Bulwarks: Bulwarks all round carried on close-spaced through deck oak stanchions, the inside face finished bright with massive oak capping rail, also finished bright and a 9” upstand above with capping finished bright.
Guard-rope carried on metal stanchion posts through the capping brings the height up to MCA spec.
Belay pins through the capping inside the upstand in the midships area.
2 pairs of massive oak belay posts through the capping at the quarters.
Belay posts through the capping each side forward.
Massive sampson post on the fore deck takes the heel of the bowsprit.
Traditional oak cats each side on the fore deck tenoned into the Sampson post spread the bowsprit guys and allow the anchors to be catted. Small manual winch on each cat to haul up the anchor.
Steel davits over the stern, typical of these vessels, carry the dinghy.
Traditional davits midships stbd.
3 separate deck houses built in massive sold pine.
The aftermost house over the aft cabin and engine room is stepped up aft and protects the helm.
Fixed boom crutch over.
The traditional teak spoked wheel is mounted on a steering mangle with chains and turning blocks to the iron tiller which penetrates the transom at deck level. Boards over the chains give the helmsman clear view over the top of the deck-house raised part.
The forward part of the after house is over the engine room with a separate entrance hatch in the fwd stbd corner.
Life-rafts carried on this deck.
The midships house over the galley, deck storage lockers each side. The mizzen mast penetrates this house.
Steel main sheet horse across the roof.
Narrow gap to the forward deck house, dropping to seat level forward close to the main mast.
Massive bronze rectangular ports in the seat part and one in the vertical forward face.
The narrow gap protects the cabin entrance hatch to stbd. Sliding hatch top, double folding door and high step.
These houses allow ease of handling the mainsail on the main boom.
Forward of the main mast is the forward entrance, a modern Lewmar glazed aluminium hatch mounted on a raised coaming.
The massive windlass in mounted forward again against the Sampson post.
Wide, clear fore deck allows easier handling of the headsails.
Gaff ketch rig. This rig is usually described as a Galeas where the mizzen is larger than usual in a ketch. Gaff topsails are carried on both masts, 4 headsails.
Solid pine masts date from the 1974 refit and are stepped through the deck onto the keel.
Both mainmast and mizzen carry fidded topmasts on trestle-trees and spreaders.
Galvanised wire standing rigging set up to external iron chain plates with galvanised rigging screws.
3 lowers each side to the main mast set well aft.
Running back-stays on tackles.
Cap shroud to the main mast topmast.
Twin lowers and cap shroud to the mizzen.
Triatic stays between the doublings and between the mast caps.
Ratlines up each side on both masts.
Solid pine, slab-reefed main boom on twin mast bands sheets to a traveller on a steel bar horse across the mid-ships deck-house. Traveller control tackles. Tufnol sheet blocks in a 4-part tackle to a bail on the boom.
Solid, slab-reef mizzen boom sheets to a horse on the transom with tufnol blocks in a 4-part tackle to a bail on the boom.
Both gaffs have wooden jaws.
Traditional wooden blocks to throat and peak halyards.
All falls lead to belay pins in the capping rail each side.
Fixed timber bowsprit heeled into the Sampson post with fixed guys each side to the catheads.
Chain bob-stays round a dolphin striker split and lead back to the bulwarks.
Inner bob-stay from the dolphin striker to the stem at the water-line.
Bowsprit net and foot ropes.
Mainsail with wooden hoops round the mast
Mizzen with wooden hoops round the mast
Staysail on stemhead fore stay.
Inner jib on stay from the top of the doublings to the dolphin striker fitting.
Outer jib from the top of the doublings to the outer end of the bowsprit.
Flying jib from the masthead to the outer end of the bowsprit.
All sails in red Clipper Canvas by Patrick Selman Sails, Falmouth 2006 except mizzen topsail and flying jib which are older in Duradon.
BMC Sealord 5.1 litre 6-cylinder naturally aspirated 100hp diesel engine in dedicated, walk-in engine room.
This engine was installed new in 1974.
Rebuilt in present ownership 2006.
Borg Warner Velvetdrive AC27 2.93:1 hydraulic gear-box with single lever controls.
Centre-line 3-blade fixed prop.
6.5knts at approx 7lph.
New 2006 shaft with plumber block and new prop.
4 x 180amp/hr 12v batteries.
12v engines start.
24v domestic and lighting circuits.
Engine alternator charging.
New 2009 6.5Kva diesel generator.
2.5Kva invertor runs everything except the electric kettle.
Emergency engine starter pack.
Fuel: 3200 litres fuel in total in 2 x 1000 litre tanks and 1 x 1200 litre day tank.
Twin berth cabin either side of the main mast.
Twin berth cabin forward to port.
Centre-line door to the fore peak chain locker, paint store and work bench.
Saloon cabin, large table to stbd with L-shaped seating around.
Water tank and freezer to port.
Port double berth cabin.
Centre-line steps to the galley in the deck-house. Sunken floor level, batteries under.
Stbd passageway aft.
Small single berth under the side deck to stbd of the passageway, curtain doorway.
Athwartships lobby with heads and shower compartments on the centre-line fwd, 2 single berth cabins in line under the port side deck. 12v toilet.
Stbd door in the lobby after bulkhead into the engine room.
Separate deck entrance to the Captain’s cabin aft with 3 berths and chart desk.
The galley is under the midships house with the floor level at half-height below. Full size commercial stainless steel 4-burner and oven gas cooker. Twin stainless steel sinks. Ample locker space.
Good head-room throughout.
The vessel carries a full inventory in compliance with MCA Cat 2.
Steering compass Hummingbird fish finder sounder
Silver electronic log XM DSC VHF radio
Koden colour radar (2007) interfaced with GPS and VHF
2 x 8-man life rafts (hired) 1 x 25man life raft.
20 life jackets with lights. Horse-shoe life buoys
2 x 220lb Fisherman anchors
1 x 65lb CQR anchor with 10 meters chain + 70m warp
Traditional windlass with 240v motor on 8:1 reduction operated from the inverter with the engine running.
140m chain on port anchor . 100meter chain on stbd anchor.
Susmar 3.5m inflatable dinghy in aft davits. 5hp Yamaha outboard engine.
Mooring warps and fenders.
These particulars have been prepared in good faith from information provided by the Vendors and are intended as a guide, Wooden Ships cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. The Purchaser should instruct his agent or surveyor to validate all details as necessary and satisfy himself with the condition of the vessel and its equipment.