- View Full Specifications
- Engine/Fuel Type:
- Single / diesel
- Located In:
- Hampshire, United Kingdom
- Hull Material:
- Current Price:
- £ 38,000 (US$ 57,270)
Laurent Giles Channel Class built by Moody's in 1938. Planked in pitch pine all copper fastened to oak frames. Beta 28hp diesel. Bermudan cutter rig on a varnished spruce mast with some recent sails. 4 berth interior layout with a small galley and separate heads compartment. The Channel class is a very manageable and quite fast yacht, this particular boat has a rich and documented history and has benefited from some significant investment by her owners over the years so that she is still in good sound condition.
Contact: Richard Gregson 01803 833899/07886 081657
Please contact Richard Gregson at +44 (0)1803 833899
Additional Specs, Equipment and Information:
Triune of Troy
Builder: B. Moody @ Son, Hamble
Designer: Jack Laurent Giles
Beam: 8 ft 9 in
Length on Deck: 37 ft 9 in
Minimum Draft: 6 ft 0 in
Maximum Draft: 6 ft 0 in
Headroom: 6 ft 0 in
Total Power: 28 HP
Engine Brand: Beta Marine
Year Built: 1997
Engine Model: BD1005
Engine Type: Inboard
Engine/Fuel Type: Diesel
Propeller: Folding propeller
Drive Type: Direct Drive
Engine Power: 28 HP
Fresh Water Tanks: 1 Plastic (12)
Fuel Tanks: 1 Plastic (25)
Number of single berths: 4
Number of cabins: 2
Number of heads: 1
Manual bilge pump
Electrical Circuit: 12V
Total Liferaft Capacity: 4
Triune of Troy.
Channel Class cutter.
Length on deck 37’9”
Tonnage approx 8 tons displacement
10 Tons Thames ( a volumetric measurement)
Designed by Jack Laurent Giles.
Built 1938 by A.H. Moody & Son, Hamble.
Built for Edward Russell CBE MC. 2nd Baron Russell of Liverpool, a prominent lawyer who was on the post-war War Crimes Commission and wrote “ The Scourge of the Swastika”. He kept Triune of Troy in Fowey.
At that time the author Sir Arthur Quiller Coucha lived in Fowey and was Commodore of the Fowey Yacht Club. Fowey featured in his novels as his fictional town, Troy and gave the name to the local class of racing dinghies, the Troys.
It appears very likely that this was the origin of Lord Russell’s name for the yacht.
The Verity design followed closely on the success of the better-known and somewhat revolutionary 48’ Maid of Malham but smaller and designed as a cruiser racer. Verity was the first of the class followed by English Lass then Triune of Troy.
Indeed, in her first few seasons out after the war racing in Class 111, Triune took part in the 1947 Harwich-Hook Race and to Cork with her new owner Cmdr Johnson RNVR, the 1948 Kristiansand Race, Harwich Hook again in 1954 for the Lloyds YC and the Dartmouth Benodet Race in 1954. Uffa Fow commented on her in his book “According to Uffa” .
She had a succession of owners through the 1960’s and 70’s – Brig Fitzgerald, Dr R.C. Evans - who introduced oxygen for the successful ascent of Everest -when she was kept in Port Dinorwic and Dr Lloyd Jones from Cheshire. She was bought in Cheshire by Captain Chris Elliot (1972 – 1980 ownership), one time captain of the Antartic supply vessel James Clark Ross, sister to the Endurance after the farmer in whose barn she was stored wanted to burn her but her best known owner was the author Hammond Innes.
He bought her in Blythe as his first cruising yacht and sailed out of the East Coast berthed with Whistocks on the Deben, cruising to Brittany and the Biscay most years.
His comments are relevant, quoting an article he wrote for Yachting World in 1959 –
“she was as pretty a boat as I have ever seen, sea kindly, responsive to the lightest touch of the helm. She taught me most of all I know about sailing for I bought her when I had no real business outside of an estuary, when I did not know how to reef let alone navigate. She was above all a lucky boat – the sort of boat you knew instinctively would never kill you.”
She was quite a yacht for a rank beginner with little sea-going experience to take on but patently an inspiration and an ideal tutor since he kept her for 7 years. In his preface he dedicated his best-known novel The Wreck of the Mary Deare to the crew of Triune of Troy. When he attended the yacht’s 50th birthday party he reported how he had sailed from Dartmouth in the Channel Race and going below he found he could see through her seams – she had been hit at anchor by the passenger launch!
In his article in Practical Boat Owner September 2015, Peter Poland says, “ In the 2013 Classic Channel Regatta I watched her power through a heavy swell off the Isle de Brehat - a sight to behold. A typical pre-war Giles ocean racer, graceful sheer, balanced over-hangs and powerful bermudian cutter rig”. She came 1st in class.
When the present owner bought her through Wooden Ships in 1991 his purchase survey sadly failed to mention some significant faults. During his ownership he has done or had done extensive work so that she is now as sound as any period yacht will ever be and although perhaps not cosmetically in pristine she is undoubtedly the boat you want to be sailing cross Channel on a dark and stormy November night – as confirmed all those years ago by Hammond Innes.
In present ownership the following work has been done amongst other things:
The deck was replaced using 2 x ¼” marine plywood bonded in a flexible mastic and epoxy/glass sheathed to give a stronger, lighter and totally water-tight deck. In the process the toe-rails were lifted and refastened and all deck fittings rebedded.
The strap floors under the mast-step were replaced in cast silicon bronze.
The silicon bronze keel bolts were drawn, found to be in perfect condition and replaced. Checked again in 2010.
All hood end and garboard screws were replaced in silicon bronze. Most of the other floors were replaced in galvanised steel.
Winches, instruments, electrics, cooker, sea toilet etc replaced.
Mast fittings replaced.
New deck cleats
New Lofrans 12v windlass.
Self stowing anchor system designed and fitted to stem-head.
New silicon bronze rudder stock.
New engine bearers
New running back-stay arrangements make for easier use.
Removeable stub bowsprit designed with fittings to allow tacking the cruising chute or spinnaker.
Redesigned staysail wishbone.
Wind vane self steering built to a design from Belcher’s book on the subject.
The interior joinery replaced entirely in a redesigned and much improved lay-out, including wider berths and improved cabin entrance steps.
Planked in 7/8” pitch-pine on 3” x 2” sawn oak frames at approx 3’ centres with 3 x steam bent oak timbers between. Copper and bronze fastenings.
Oak back-bone with long external lead ballast keel, approx 3 tons secured with aluminium bronze keel bolts.
Very heavy bronze strap floors under the mast step, new in present ownership..
Most of the other strap floors were replaced new in fabricated galvanised steel.
The whole hull was recaulked in 1992/3
1992/3 deck rebuild as above.
Wrought iron hanging knees each side in way of the mast and other gusset hangings knees in the ends all makes for a very rigid deck structure.
Deep toe rail all round.
Teak capping replaced in present ownership.( Burma teak donated from a doorway in the RN Hospital Plymouth, built c.1800)
Bow mooring lines pass through bronze panamas in the toe rail thus avoiding damage to the capping rail.
Stainless steel stanchions, pulpit and pushpit. Note – the top rail of the pulpit scalloped to make easier access to the spinnaker.
The fore deck area immediately aft of the stem is laid with non-slip Trackmark.
Stainless steel stem-head fitting has been redesigned to make the anchor self-stowing and to take the stub bowsprit – see Rig.
The forestay anchor point is on the deck just aft of the stemhead fitting.
Twin chain rollers.
Aft deck with twin bronze/teak mooring cleats, chromed bronze mush-room vent to the lazarette and varnished frame to mount the self-steering gear.
A substantial aluminium post to starboard carries the radar, perhaps not pretty but very practical and clear of all obstructions.
Tiller steering with varnished tiller onto the new silicon bronze stock which emerges through the aft deck. The original design had the tiller emerging into the cock-pit at low level under the deck through the back of the cockpit rendering the cock-pit unnecessarily cramped, now closed with a drop-down locker lid, giving good access and ventilation to the lazarette.
The coach-roof and dog-house are combined in one unit, the coamings in mahogany, varnished on the inside but epoxy/glass sheathed and painted white externally for ease of maintenance.
This structure is relatively narrow leaving a good width of side deck allowing very free and clear access forward.
The dog-house has a substantial varnished grab rail each side and the lower coach-roof has a uniquely sensible grab rail down the centre-line.
The original opening lights on the coach-roof were sealed down at the same time as the sheathing mods and new glass fitted in stainless steel frames all making the unit leak-proof.
The fore hatch lid mounted on high coamings has been sealed down and fitted with a modern, water-tight opening sky-light
The cabin entrance hatch in the dog-house from the cock-pit is off-set to starboard to accommodate the port off-set engine below. Sliding hatch and varnished wash-boards close the entrance.
The cock-pit was rebuilt in 1992/3 andis an adequate size for 4 crew with side locker/seats and a very wide bridge deck laid with scrubbed teak and deep varnished teak coamings.
The locker lids laid with Trackmark for non-slip are carried on sensible, substantial bronze strap hinges with deep drains round to stop water flooding into the lockers - few seat locker drains are as adequate as these.
A manual bilge pump set into the forward end of the seat port side allows easy operation while seated.
Dodgers each side with pockets give excellent protection. The owner says that she will even sail on her dodgers!
A sealed down but removeable panel in the cock-pit sole gives maintenance access to that area.
The cock-pit is self draining. With the sole is below the water-line, drains each side feed and water into a “collecting bucket” in the deepest part of the bilge. A 12v pump on a float switch automatically removes any water drained into it.
Owner says that in his 25 years cruising experience it is rare to get any water in the cock-pit and this arrangement largely serves for rain water on the mooring when not covered.
Bermudian cutter on varnished spruce mast.
Heavy gauge stainless steel rigging with bronze rigging screws to internal stainless steel chain plates, replaced in present ownership.
Single standing back-stay.
Runners to the upper spreaders on tackles with tricing lines to pull the lazy runner forward avoiding chafe on the mainsail.
Masthead fore stay with continuous line roller furler. Lazy inner fore stay stem-head to upper spreaders with the Laurent Giles release lever and staysail fore stay from an anchor point further inboard to the upper spreaders making her cutter rigged and carrying the staysail on a self-tacking wishbone, back-stayed by the runners.
Varnished slab reef boom carried on new galvanised twin mast bands to spread the loads.
Mainsheet to a horse over the rudder head, sheeted to an anchor point and self-tailing winch on the bridge deck.
Proctor aluminium spinnaker/booming-out pole stows up the fwd face of the mast with usual lift control lines.
A very ingenious, removeable varnished spruce stub bowsprit can be located to port of the stem-head fitting thus allowing the cruising chute or spinnaker to be rigged outside the fore stay and thereby tacked easily.
Lewmar 2-speed self tailing main sheet winch on the bridge deck
Pair of self tailing Lewmar halyard winches with cluthes.
Reefing lines led to a single speed reefing winch under the boom.
Pair of Barient 2-speed self-tailing sheet winches on the cockpit coamings.
Self-tacking, varnished laminated wishbone on the staysail with sheet running aft.
With the No 1 staysail set in addition to the headsail the rig becomes a “slutter”
Mainsail by Sanders 2009 320sq’
Yankee by Sanders on furling gear 2009 268sq’
Staysail by Sanders 2010 110sq’
No 1 staysail on the wishbone, 1968
Asymmetric spinnaker on roller furling gear 2011 IRC 76.3sqm
The owner recommends that the best rig for heavy weather is the 2 smaller headsails and double reefed main.
Betamarine BD1005 28hp 3-cyl diesel engine installed new in 1997 on new engine beds.
Just off-centre installation with conventional shaft drive to a port off-set prop.
Single lever controls.
Max speed 7 knts cruises comfortably under power at 6 knts.
Prop shaft and stern bearing replaced in 2014.
Fuel: approx 50 litre plastic tank sited in the lazarette to starboard, so designed that it can be removed through the cock-pit aft locker door.
Primary filter/water trap sited in the starboard cock-pit locker for easy access.
- The yacht has been rewired in present ownership.
12v domestic battery
12v engine start battery
12v windlass battery.
New electrical switch panel above quarter berth
- 4 berths.
The lay-out and the joinery are all new in present ownership incorporating some simple but practical design detail.
Fore cabin fitted with full length berth port side and sail stowage to starboard.
Head-room under the fore hatch.
Anchor chain bin centre forward allows the chain to self-stow.
Next aft, hanging locker space each side.
Next aft to port, hand basin set in a surface, mirror locker door above, open stowage below. Manual fresh water pump. Basin contents tipped into the sea toilet opposite!
Opp to starboard a Jabsco sea toilet.
Port offset bulkhead doorway aft to the saloon cabin to allow passage past the mast.
Saloon cabin with port and stbd settee berths. The backs of both settees hinge and suspend up to allow a wider sleeping berth. Stowage behind.
Good stowage in lockers under the settees with top access under the cushions.
Provisional chart desk over the forward end of the starboard berth is “work in progress” and potentially unnecessary.
Twin lockers each side with varnished doors + multiple cave lockers each side above the settees.
Half bulkheads each side.
Quarter berth to stbd. Tool locker and batteries under.
Chart board stows up against the deck head, drops down over the quarter berth when in use and need not disturb a sleeper in the berth.
Designed to take the Leisure Charts size with a Yeoman Plotter.
Can be used kneeling on the floor in any weather.
Electrical control panel above.
Galley to port with gimballed Origo 3000 2-burner spirit stove. Good crockery stowage under the side deck.
Sink aft of the stove. Bronze Patay fresh water pump.
Engine box lid alongside the galley makes a generous work surface with high fiddle rail round.
Steps down from the cock-pit between the engine box and the quarter berth.
Head-room. Saloon cabin 6’+
In way of heads 5’6”
Fore cabin 6’+ under the fore hatch.
Fresh water Rigid plastic tank by Tektanks in the saloon cabin bilge holds approx 100 litres.
Filled from below the cabin sole to avoid sea water contamination through the usual on-deck filler arrangement.
Varnished mahogany coamings. White painted bulkheads. Mahogany trim to the joinery
Hardwood cabin sole boards.
Ritchie porthole steering compass sited in the bulkhead to std of the entrance hatch.
Raymarine ST40 Bidata sounder and log
Nasa SX35 VHF
Furuno 1623 radar
Autohelm 2000+ST 12v autopilot
Windvane auto-pilot. Servo pendulum type as per Belcher’s dsign.
Garmin 451 GPS
Furuno GP31 GPS
Yeaoman Sport chart plotter
Nasa AIS receiver.
Seasava 4-man life raft service date 14.5.14
I throwing ring
Coastal flare pack in date
2 x fire extinguishers
15kg Bruce anchor
5kg Bruce anchor
25fthms 8mm chain
12v Lofrans windlass
8’ Avon Redcrest inflatable dinghy with pump and oars
Summer cock-pit cover
Winter cock-pit cover
2 large fenders, 6 medium fenders. 1 step fender.
Winter cradle in yard storage.
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.
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