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This hatch was fiberglass with a teak overlay , the water took out the teak , and the glass turned to mush .
The crew sat on hard wood benches, wore the old fashioned cork life jackets which cannot have helped rowing and to judge by the old photos a woolly hat was the dress of the day.
This example has survived in remarkable condition largely due to the fact that with the exception of the 2nd World War years when she was laid up she has been in constant service either with the RNLI or as a private boat doing tourist trips.
The design is a long keeled boat with a fairly sharp stem, well flared above the water-line to throw the spray clear, a full mid-ships section for buoyancy and stability and a pointed stern to break the following seas with the rudder hung on the stern post.
This is an open boat so to achieve the buoyancy required for an unsinkable life boat a cuddy is built at either end of the same construction as the hull but lighter and completely sealed and water-tight. The Henry Finlay has a Harbour Master’s Licence to operate as a passenger carrying vessel including hours of darkness. Typical of all life boats from the turn of the century to the last wooden boats of the 1960’s she is built of double diagonal mahogany. The hull is built effectively as 2 separate sides and fastened to the long oak back-bone with oak “floors” (structural cross members) across the centre-line. The varnished mahogany coaming on the inner face of the stout gunnel creates a girder effect giving the whole gunnel the strength required to resist side impact if coming hard alongside. The forward “cuddy” contains a Portaloo chemical toile, warps and fender stowage  and can be used as a shelter in bad weather for perhaps 2 or 3 people. These pulling and sailing life boats carried a 2-masted rig on light pole masts stepped on the keel against the forward and after bulkheads and setting a gaff sail on the fore or main mast and a small lugsail on the mizzen.


The craft was built without an engine, the first engine being installed after she came out of service in Teignmouth in 1945. Now fitted with a Yanmar 3J2HE 3-cylinder diesel engine installed in 2013, flexibly mounted on massive engine bed. Yanmar single lever controlled gear-box with conventional centre-line shaft drive swinging a 10” 3-bladed prop. Of the several butterfly skylights I've had and the many I've known, the only type I've known not to leak in any level of driving rain is the Alden design. The hinges are incredibly interesting, mounted on the insides of the forward and after flats and basicly a bronze plate with a raised arc attached to the flats, and a sort of hook on the flaps. I had a construction thread on this topic once upon a time, but that miserable mob, SONY, killed it when they closed Imagestation (which is why I don't buy SONY products). Very detailed drawing of Concordia's Butterfly hatches are available through the Mystic Seaport Archives. This one off design by N Warrington Smyth is a classic sailing yacht, and has featured in numerous publications including "Wooden Boats" by John Scarlet, and "A panorama of Gaff cutters" by John Leather. She is a member of National Historic Ships, and has full British registration Dreva is a sturdy cruising vessel and is easy to handle.
Instruments:Standard horizon dsc radio, Standard horizon chart plotter 300, GPS repeater, Echo sounder, Log, Autopilot. All particulars given on this website are intended as a guide only and form no part of any contract. Buyers are strongly advised to check all details personally and to employ a qualified marine surveyor to perform a survey prior to purchase.


The photographs and details on this site are provided on the understanding that all negotiations will be conducted by Western Horizon Yachts acting as broker for the vendor. All photography and virtual tours remain copyright of Western Horizon Yachts Ltd 2006 - 2016. To get WoodenBoat delivered to your door or computer, mobile device of choice, etc, click WB Subscriptions. It is amazing to us now that these boats were launched off a beach on a wooden wheeled “cart” then rowed to the casualty.
This involves laying boards of mahogany approx 6” x ?” thick diagonally to the waterline, the outer skin diagonally over-lapping the inner skin and all through fastened with  hundreds of copper nails and roves.
The original operating mechanism of a steel yoke on the rudder-head with tiller lines to the helmsman is still in place and rigged but a modern low pressure hydraulic mechanism is now fitted with a ram on the port side of the rudder head operated by a traditional spoked teak wheel mounted on a pedestal in the middle of the boat. Assuming that many “shouts” were as a result of bad weather rowing a boat like this off a beach and into a bad sea does not bear thinking about.
Most important do not use epoxy on the bottom of the ply , use varnish , or enamel , so the wood can breath . Many such hulls had 3 or even 4 layers resulting in a very strong, slightly flexible and totally water-tight hull yet surprisingly light due to the absence of the usual heavy oak frames.



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