Maringret came to us with in-mast furling sails. Her rigging was of unknown age, possibly the original (i.e. 30 years of age).
We had never looked into furling sails other than foresails. Previous owners of Maringret had fitted Bamar in-mast furling on both the main and mizzen masts. Being an aftermarket installation it was attached to the aft edge of the mast.When we first saw Maringret we noticed the furling sails and commented to the surveyor that we would not be keeping them. His response was “everyone says that” and 7 years later they are still on the boat.
As with any 30 year old boat there were things to be tended to with the rigging and sails.
Maringret came with a self-tacking jib. This has operating flawlessly during our period of ownership. Our jib is our heavy weather working sail and so needed to heave to. In order to heave to the jib must be tied off at the appropriate end of the track, otherwise the sail tacks the boat comes out of heaving to.
Re-cut Furling Sails
We found the 2 furling sails hard to furl, especially the main as it was bigger. It was the final third of the sail which was hardest to furl, even though that by that time you have less fabric exposed to catch the wind. We weren’t sure why it was happening.
As we were new to furling sails we contacted the dealer to have them checked over in case there were periodic maintenance issues we should be aware of. We were lucky enough to have John Channon of Channon Sails come to the boat. He ran over the maintenance and design issues of the Bamar furling gear. He pointed out that vertically furling sails should have a tapered foot, if not then the multiple thickness stitching on the foot will “stack up” when it is furled and be likely to jam against the inside of the enclosure. The foot on both main and mizzen sails was cut to have a rise of 1 in 12 and this cured the furling problem we had been experiencing. Also this gave more head clearance in the cockpit without sacrificing a lot of sail.
Maringret came with a rigid kick which was adjusted by a large threaded portion in the center – it was adjustable but only just. We had John Channon (who sadly passed away in 2018) supply a Bamar adjustable kick. The internal spring is compressed by tightening rope running end to end which can then be lead back to the cockpit or any other location.
The rigging was of unknown age, our insurance policy required that the rigging be replaced before the policy would cover rig failure. Maringret was re-rigged by Tubby Lee (who sadly passed away in 2015). He increased the diameter of the main cap shrouds, the mizzen cap shrouds and the main backstays due to the weight of the furling sails always being on the mast rather than on the boom when furled. All other shrouds were replaced with like cables. Maringret now has 10 mm main cap shrouds and main backstays, the mizzen cap shrouds are now 8 mm. All shrouds and stays now have toggles.
The port main backstay had two insulators swaged into it so it can serve as an antenna for the SSB radio.
On-Mast Pole Storage
Maringret came with 3 poles for the foresails, 2 rigid and 1 extendable. It had always been a problem where to store them and not have them get in the way. Our sister boat Bodil (#101) had a pole stored on the mast and we decided to investigate this for ourselves. We had 2 pieces of track on the forward face of the main mast, each piece was 2.4m long and they were mounted side-by-side. They served well for adjusting the height of the pole while poling out the foresails but did nothing for the storage. Initially we thought we would just order 2 more pieces, rivet them above the 2 existing pieces and relocate the end pieces. Nothing could be that simple. It seemed that Selden who manufactured the tracks had changed the dimensions of its track and no longer had any stock of the old track. Not only was the track different but also the cars as the track width had been changed. Selden had even found a reason to change the spacing of the holes for the mounting rivets so we were going to end up with numerous surplus holes no matter what we did.
We had very little luck getting riggers or chandleries to look at the problem. Selden UK was absolutely useless, Selden HQ in Sweden was quite helpful but were not allowed to supply us with parts as we were located in the UK and were supposed to go through the Selden UK. In the end we had to do all the traveling ourselves, decide which parts to order and then present that list to a rigger who brought it in for us. We took off one of the existing tracks and mounted it above the other track. Then we ordered 2 pieces of the new specification track to be placed one above the other beside the old track pieces. We then had two tracks which although they are not identical, function equally.
One of the fixed length poles had a Harken bell on it so we fitted one onto the other pole and put bell-sockets onto the 2 cars on the tracks. There were cleats fitted for the operating line on each side so we restrung these and everything was operational. For the bottom support we had a brace made out of 10 mm stainless rod which was mounted on the coachouse roof. The poles were able to slide from side to side and so we had a couple of washers welded on to keep each pole on its own side.
Swan Neck for Cables
Maringret came with a plate at the base of each mast which had water tight connections for all the mast wiring. Of indeterminate age, the sockets were mostly looking for either refurbishment or replacement as over the years the rubber gaskets had perished and either become cracked or rigid. We were unable to find replacement gaskets or material to fabricate from so we decided to go with swan necks for the cables, the advantages were:
- the cable connections would be located below decks
- myriad of plug connectors could be removed
- the plates holding the connectors could be done away with
- the cables could be cable-tied together and be neater on deck (i.e. less likely to snag on things)
Swan necks were yet another item that proved to be hard to find through chandleries, we ended up having ours fabricated and it turned out that the cost was about half of what a chandlery would have charged. We bundled the cables to determine the required tube diameter and then had a half-circle welded onto a standing piece of the same diameter of the half-circle radius. The base was an 80mm on an edge square plate with an M6 hole for fitting in each corner. We had the swan neck for the main fabricated at 45 degrees from the base to better fit the location.
Swan neck for main mast fabricated from 40mm stainless pipe.
Swan neck for mizzen mast fabricated from 50mm stainless pipe.
The mizzen swan neck carries the radar and wind generator cables which are heavier than the cables on the main mast – consequently it is a larger diameter than the main mast swan neck.
Mainsheet Traveler Horse
There was no proper mainsheet fitted on the HR 41. We spent a lot of time deciding what to do and actually solved the problem twice. There is enough detail to the solution that it is detailed on another page (click here for details).
- rigging, like engine installation, is one area where we bring in skilled people to do the work for us
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