1929

TECTONA was built at Calicut, Southern India, to a Colin Archer 'rescue ship' design. She was commissioned by a Major in the Indian Medical Corps, and he chose this location because of the range of exotic hardwoods then freely available. He had her 'beautifully fitted out with Indian woods' and she was shipped back to England as deck cargo - quite an undertaking for a vessel weighing some 65 tons.

1930s

TECTONA was sailed as a yacht by her original owner. She was cutter rigged originally. Later she was briefly a yawl, and the original step for the mizzen mast can still be seen in the aft cabin today.

1939-45

She was laid up during the war and then used reputedly to ferry materials and people in the West of Scotland.

1950s

After WW2 she had a new owner and according to Allan Villiers who chartered her in the early 1960s, was 'all but ruined, with oak planks added outside her copper (sheathing) and iron fastened… (his emphasis) Gutted to go fishing but never went… Ill-handled by a couple of scrap iron merchants who proposed to sail in her to NZ but didn't go…" The rig was converted to gaff ketch in 1953.

1960s

Her fortunes improved markedly when she was bought by Cdr Tom Blackwell who had a sympathetic eye for traditional craft and invested in refitting her back to some of her former glory. Villiers described her as "Still rough… and missing her original teak deck-house…" but "…a good ship and the gear good." He cruised from Cowes to Cornwall and wrote about it for National Geographic Magazine (August 1961 Vol 120, pp 149-202) - some excellent shots of Tectona and an insight into how very different the world was then. The following year she was also chartered for a cruising holiday by the Mickley family, again skippered by her owner Tom Blackwell seen here at the helm.

1964

TECTONA is acquired by Plymouth City Council to be used as the sail training vessel for The School of Navigation. In 1968 she was pictured, dressed overall while anchored off Fisher's Nose when Prince Phillip was visiting the seamanship centre. Both deck and engineer cadets were able to spend up to a week cruising in the English Channel. Alston Kennerley recalls that "The seamanlike conduct of cadets involved in the annual race to Fowey, at the time of the disastrous Fastnet Race of 1971, earned a commendation from the Navy." This time was not without incident however, and in 1978 she fell away from the wall when moored alongside in Roscoff. There was some damage to her planking and frames on the port side amidships where the repair work inside the hull (carried out at Mashfords, Cremyll) can still be clearly seen today.

1980

TECTONA is sold by Plymouth City Council, and is registered to a charter company in Guernsey.

1987

TECTONA is bought by Verein Plus, a Swiss charity devoted to helping dis-advantaged young people through centres ashore - one a very remote mountain chalet - and wishing to extend their operation into sail training. This begins another busy period for the vessel, and she is cruised widely in the Mediterranean and eastern Atlantic staying in commission for up to 11 months each year. Their success with sail training results in ever more challenging youngsters being brought aboard but TECTONA proves an excellent hands-on sailing vessel for this kind of work. Her accommodation is re-designed to give a large social space forward of the main mast, with a separate crew cabin opposite the galley. The Gardner diesel is replaced by a more powerful and compact V6 Baudouin engine in 1991, and she is equipped with basic but adequate electronics and a 4KVa generator.

2003

Intrinsic problems inside the program of Verein Plus lead to recurring problems and finally to the decision to give up the activities, TECTONA is sailed into Port Napoleon marina at Port St Louis du Rhone near Marseilles and laid up afloat. She is put on the market and remains alongside until 2006 when a prospective buyer has her hauled out for survey by Tommi Nielsen, the well known expert on traditional craft from Gloucester. For various reasons the sale does not go ahead and she remains back afloat for a further year, being kept an eye on by her former skipper Martin Wenger.

2007

TECTONA is by now starting to deteriorate due to the strong Mediterranean sun and lack of use. Her deck is now so poor that she is hardly seaworthy, and all her systems need a thorough overhaul.

2008

After considerable debate and numerous re-calculations on the back of an envelope, she is bought by Dr Roger Crabtree, an early-retired West Country GP and lifelong sailor. He plans to refit her and sail her back to Plymouth to resume sail training with Cremyll Sailing, with the final aim of offering the sail training experience to victims of mental health and drug dependence problems. TECTONA is well known in Devon and this is a great opportunity to bring her back to serve the community with her special, robust and seamanlike personality.

On 5th May she arrives back in Plymouth after an 1800 mile voyage skippered by Martin Wenger and crewed by Roger and 8 friends - all volunteers.

They encounter a complete range of conditions from flat calm to full gale. Despite her lack of paint and varnish she performed excellently and showed herself still to be a strong and capable sea boat.

On 16th May Roger takes over as skipper for the final leg of her voyage to Polruan where she will have her main deck replaced at Toms Boatyard.

April 2008

TECTONA soon to set sail for UK waters.

Tectona, built in 1928 and the former sail training vessel for the Institute of Maritime Studies in Plymouth, has been with a Swiss youth training charity since 1987. When they recently ceased having a use for the 64-ft 15-berth Colin Archer sailing vessel, she was bought by Roger Crabtree a Somerset GP who intends to return her to Plymouth again for service in sail training.

She needs a major refit to get her up to scratch - especially given the ever more stringent regulations - but it has been good to find that her teak hull is basically sound, and recent work in France is paying off in terms of her gear and equipment. She is now nearing readiness for the 1900-mile voyage from near Marseilles to Devon via Gibraltar and Finisterre. She is due to sail on 12th April and should arrive back in Plymouth in early May, maybe coinciding with Transat week where her rugged gaffer looks may be a meaningful contrast.

The plan then is to get her ready for work again, when she will be used by Cremyll Sailing based at Mashfords to expand their very successful cruises with teenagers and dis-advantaged young people. Dr Roger's longer term aim is for her also to offer sail training experience to the victims of mental health and drug mis-use problems.

For the voyage back she will be crewed by a group of Roger's sailing friends and the skipper will be Martin Wenger who has had the post of Tectona's captain for many years in here previous ownership. "We're delighted to be skippered by Martin as most of us have a bit to learn about gaff rig," says Roger. Also on board will be Richard Williams, today a Yachtmaster Instructor, who was himself a cadet on board Tectona in the late 1970s.

The Tectona Project includes setting up a Charitable Trust to raise money for the boat to be used in this way, and Trust status is being applied for - rather slowly Roger admits, because recently the priorities have been splicing in new halyards, sourcing a serviceable 10 man life-raft and checking the bilge pumps!

Bringing Tectona back to Devon - Setting off from South of France

Wednesday.

After 0430 start, arrived at Marseille Airport via Gatwick with Dave and Andy. Long queue for Passports made punctual flight meaningless. Met by Joe and Chris, just arrived himself from Liverpool.

On board Joe had done many important jobs, and I had brought the spares for the generator. I fitted the new parts to the main engine with no problems. The galley had been painted and I was delighted that Andy had no qualms about what he was faced with, as Tectona is sometimes a bit of surprise to people! Meal at the marina's excellent Lighthouse bistro.

Thursday.

Grey day with some rain. Martin on board at 0800. Jobs continuing, then B arrives with Richard and Emily from Nice, in hire car.

Rain clears in the afternoon, Dave and Andy progress with massive shop for food. Generator work completed by J & R. Fuelled ship (1700L = E 2,300). Excellent first meal on board in the evening for all 9 of us.

Friday.

Discussion of weather. M suggests a Sunday departure when there is a window in the Mistral. Jobs continue. Major food shopping still, all stowed easily in T's 42 lockers. "Final" meal out at the Lighthouse with all of us around the table.

Saturday.

0800 M on board for sail drills and safety talks etc. Emergency evacuation through the forehatch seemed to take forever - pause for thought! All tired by evening: excellent meal by Andy.

Sunday.

0630

All up. Dry cool near-windless morning as the sun comes up.

0730

Slipped from Port Napoleon. Dave & Joe in the RIB, with warps across to the pontoons to windward. Go out slowly astern under full control.

0830

Motoring practice & MoB drill. Tectona turns in a wide circle (about 4 boats' lengths) and it is easy to just miss the 'victim'. Joe explores the full use of Tectona's engine power. Andy has best success - for heaven's sake he's here as cook and didn't tell us about his boat-handling skills!

1000

Made sail and set course for Cap Sebastian. Watches get under way. Light // moderate breeze gives a good sail initially, but by about 2300 it is time to reef. I have been in my bunk preparing for my watch listening to the hull creaking in the rising sea, exactly the same sound as on a BBC sound-effects record I used to have, "Sailing Ship At Sea". As the seas build, she seems to shudder from stem to stern with the impact of the waves. All hands are called to reef the main. She is hit by a squall in an existing rough sea, and there are some problems lowering the gaff. A tense hour follows. Tec behaves extremely well, in conditions needing all her engine power to keep her just off the wind while the work on deck takes place.

Monday.

Cold sector, NW 6-7 with a big sea on the S beam / quarter. Tanking along under single reefed main and forestays'l. Moderating by mid afternoon, but still an exhilarating sail.

Tuesday.

Motoring all day under full main to steady her; warm and sunny. After 48 hours out of touch with the world, cell phone signals achieved off Majorca.

Wednesday.

Ibiza slips astern. Cloudy almost windless day with rolly swell from E. Motoring under bare poles. Swell increased at nightfall, but still making 6 kn towards the SW. Later in night, wind piped up from W / SW, probably no more than F4/5 but enough to raise a steep Mediterranean chop which causes notable slamming. Punching into increasing swell - nearly airborne in bunk….

Thursday.

0400 My watch with Richard and Jim. In view of forecast south-westerlies, now piping up here, progress will be slow and difficult. Skipper suggests opt for Cartagena, 25 miles to the north, as a stop-over. All agreed! 0845 alongside Cartagenia marina.

The following few days saw some very strong winds with violent squalls in the harbour and we all agreed that the decision to stop had been very timely. Cartagena is a delightful place and when not exploring ashore there was plenty to do on board Tectona. Emily's sea-sickness had kept her in her bunk for the first two days, but she now sprang into action, including becoming Tectona's splicer in chief making dozens of short "gaskets" with an eye in one end to be used as sail ties.

Friday 18th April.

Cartagena to Vigo

We have now spent 24 hours holed up in Cartagena - a delightful and active port at the eastern end of the Alboran Sea. We came in yesterday morning after a night punching an increasingly steep and heavy swell from the west which reduced progress to a mere 3 knots. Since then the barometer here in the chart house has continued to plummet and currently shows 993mB, while outside the harbour is whipped into sheets of spray by the fierce west wind.

The decision to stop for a breather was welcomed by everyone.

By Thursday we had experienced a complete spectrum of weather. On Sunday we had a sunny warm morning for man overboard drills (Andy was the only one to get it first time round), and we then set all working canvas and reached for the first 25 miles of our course through the Golf du Lyon in fairly gentle conditions. This seemed like the essence of gaff sailing and got us off to an excellent start.

However the evil reputation of the gulf was not so easily placated, and by midnight of our first night on passage the seas and wind were building though the wind was still fair. At about midnight the wind quickly increased to about force 7 causing a tumbling, steep and extremely uncomfortable sea. This was augmented shortly after by a squall which caught the mains'l aback before we could get a reef in it, and the preventer block broke under the strain. Typically, we had thought we had replaced all the vital pieces of gear and this was one of a very few that got overlooked. Order was restored on deck but not before Martin had had to go aloft to sort out the throat halyard. This was both dangerous and highly courageous and as the alternative was that the main would probably have ripped, we were extremely grateful to him.

The night continued very boisterous, and at this early stage in the voyage we all later admitted to feeling some misgivings. Most people were either seasick or at least extremely queasy. Tectona never faltered and showed a mastery of the conditions which we felt was a great tribute to her designer and builders. As anticipated after 4 years in the heat, she was making a bit of water but the pumps were coping with this and there was no undue cause for concern.

After a brilliant clear morning, our second day at sea gradually brought calmer conditions until by nightfall we were motoring with only steadying sail. We had finally escaped the clutches of the dreaded Golf du Lyon.

The following 2 days brought a much more settled feel to the ship, and as watch followed watch we got into the swing of life on board without any anxious moments. We realised just how lucky we are to have Andy on board as cook (he takes no watches but is one of the first to volunteer for work on deck). A variety of solid old-fashioned hot food makes a huge difference both to people's stomachs and to the demands of wakefulness and muscular strength we were having to supply - mostly fairly unaccustomed.

On the final morning of this leg, the change in the weather had been expected but came earlier and in a more sinister way. We started to be met by a steep head-sea and the options of beating into it for several days were unappealing. Catagena was only a few miles to the north and Martin's decision to make for the port was greeted with relief and the feeling that we will all perform better after a break at this point. Of course it is turning into a longer break than hoped, with a slow moving depression across the area, but the few days has given us a chance to make and mend in every sense of the phrase.

Tuesday 22nd April.

The forecast was good as we left the quay on Tuesday morning, warping the boat round in the light airs of morning. Our objective was Portimao in the Arlgave, some 350M distant, and once clear of the harbour, we set all plain sail and once again began the round of sailing / motorsailing / motoring we seems to characterise all of the passages I have ever made.

Wednesday

Light head winds through the Alboran Sea. Motoring with the main up to steady her. I'm relieved that Tectona's Baudouin V6 diesel is turning out to be reliable. It was something of an unknown quantity, but it is running sweetly with no smoke and little oil consumption. We are motoring whenever the speed falls below about 5 knots, in order to keep up to schedule. The 7L per hour consumption is costing a lot, but it is worth it for everyone's comfort and to avoid any further re-arrangements.

Thursday.

0630 - On my watch, Gibraltar comes out of the dawn mist to starboard. This is the first time I have seen Gib in the flesh, and I am aware that the last member of my family to experience this was my dad in 1942 when he was returning from some very dangerous naval operations in Sicily.

Friday

Choppy conditions and a moderate sail "round the corner". Portimao reached at 1600. Handed sail in harbour entrannce and lower RIB. Soon found harbour was extremely windy, needing 900 rpm to keep her stationary stern-to-weather. Barbara Emily & Jim ribbed ashore by Dave. A wet ride back fro Ed and Colin who were welcomed on board as we reclaimed the dinghy and hoisted the reefed main in the entrance. Quieter conditions at sea but still F5-6. Ed & Colin's gear soaked but happy to be on board and soon joining in wholeheartedly.

Saturday.

Motor sailing up towards Lisbon. Watch succeeds watch with an agreeable regularity. Good food, good company and good humour.

Sunday.

My 0400 watch should have been quiet after the previous watch had come through the shipping lanes, but one singleton and two ?pair trawlers caused over 2 hrs of dodging around in the dark! Radar is a great asset in this.

Later in the day, Lisbon comes abeam. Choppy head-sea and N3-4. Motoring into it.

Weather discussions. Now getting BBC4 forecast (Fitzroy). Giving NW 3-4 (now) backing W 5-7. Decided to make for Vigo as an excellent port with the right facilities until the fronts have gone through. c70M so 14 hrs at 5 kn; ETA 1030 tomorrow.

Monday 28th April.

1100 All on deck to hand the mainsail and forestays'l. We then motor alongside Vigo's Bouzas marina fuel pontoon, before moving to a berth where we can stay for a day or so. Cost of fuel - I cannot bring myself to type it…

R is at the helm for these manoeuvres, closely guided by skipper Martin. Tectona has interesting characteristics under power - more practice needed!

Vigo to Plymouth

Tuesday 29th April. Vigo.

At 1130 six days and two hours out from Cartagena, we come alongside a Vigo fuel pontoon to the usual friendly Spanish welcome.

Vigo's Marina Bouzas has neither boozers nor to be honest a completed marina. The showers are shared with the workers in a large marine hangar and are both filthy and inadequate. The staff are charming and charge for everything - but then this is a marina.

Vigo is a large city with shops and night life, and Tectona's crew celebrate in sailorly style.

In between trips ashore I spend some time observing, just looking at Tectona. I am now getting fewer spasms of bitten-off-more-than-you-can-chew-ism but renewed communication with the outside world brings a reminder that jobs remain to be done at home.

Certainly the plans for the days between arrival and taking her to the boatyard at Polruan are sketchy. I can't quote a day for arrival and yet I'm aware of the differing needs of individual people on board - some to get ashore and away as soon as possible, others needing their bunk (and ideally the ability to come and go easily) for a day or two longer.

I idealise this time as a few days of respite from wind, waves and planning; a party on board with people coming to renew their acquaintance with an old ship. A chance to revive memories of an unforgettable experience in their teenage years when they discovered much about themselves, about relationships with the world and other people. Maybe they discovered, as we have, the unique way a ship can bond different people together as an effective and happy team.

Having completed 1500 miles of her 1950 mile delivery trip, Tectona herself has certainly changed. The dust of Port Napoleon has long since washed off, and though still tatty she looks clean and active. Her sails are stowed neatly on their spars, halyards and sheets at the ready. She has also acquired some of the subtle marks of a long distance sailing boat - rust streaks around the chain plates, loose paint washed off the topsides, everything on deck lashed down, patches of salt crystals on the deckhouse roof.

For 48 hours we relax and restock the ship for the final leg. The weather is now forecast via various sources on-line. A mid-Atlantic depression is prophesied to travel north-west, with pressure building through the English Channel and into Biscay. The resulting moderate / fresh SE breeze would be ideal for us, but how much can we trust this forecast? It predicts that the weather will act in a very unusual way - after all, Atlantic depressions generally travel from left to right… I'm looking at Martin, he's looking at me and we know what is going on in each other's head - the classic sailor's 'go or stay' dilemma.

Early on Wednesday and after a late night ashore, the forecasts are the same; we can't decide. By lunchtime we conclude that the met men know their job, and we'll go for it. Plans to go ashore to sight-see are rapidly replaced by last minute shopping for spare engine oil and fresh fruit. At 1530 with 550 miles to go across Biscay, we slip from alongside and motor down the ria toward the open sea between the islands of the Canal del Norte.

The conditions outside confirm the tail end of the bad weather is still about. A swell of perhaps 5m gives us a bouncy ride but nothing to compare with the heavy motion of cargo vessels we pass. As night comes on it is still stugeron weather but, now with little wind, we are making good progress under power.

Thursday 1st May

0200 we pass Cape Finisterre 30 miles to starboard.

Even out here the conditions are bouncy given the light wind.

By dawn we are clearing the land and are now committed to the passage - no turning back!

A day at sea passes. I come off watch at 0800 after my first night free of the dreaded fishing fleets.

After a slice of wonderful bread freshly baked by Dave and some fruit along with a hot cup of tea, I turn in for a couple of hours. The 'trainee' accommodation on Tectona has proved to be much better than it looked. The bunk cushions are firm but adequate, stowage for personal items is reasonable and the strong high lee cloth not only gives you security against being thrown out, but also creates a real sense of personal space when the reality is 6 individuals sharing a floor space about 6ft by 12. I think we all snore a bit but no-one complains, and my anxieties about irritating queues for the single heads were unfounded - the watch system means there is rarely more than one person needing to use it at any one time.

Friday 2nd May

By noon we are half way across the Bay of Biscay. The nearest land is 180M astern, or two miles beneath as we cross the Abyssal Plain.

The forecasters had it right and a force 4-5 breeze is filling in from the SE.

At last Tectona is once more under full sail, the noise of the engine is replaced by the swish of the waves outside the hull and the creaking of the joints within. A sense of peace and satisfaction is palpable. The ship's speed improves to 7.5 knots or more during Dave's watch. His assertion that this is due to his watch's skill at sail trimming is countered with arguments about luck with the wind and the fact that everyone was sleeping on the windward side…

Watch follows watch in a familiar and comfortable rhythm. During the night a family (or maybe just a bunch of mates) of dolphins stay with the ship for 6 or 7 hours. It is moonless and the phosphorescence makes bright patterns in the water as they cross and re-cross their tracks around the bows. Tectona tramps along under full working canvas and I stand up for'ard and watch the bow wave. Time seems not to exist as I think of all the other dolphins and other sailors who have experienced this magic.

Saturday 3rd May

By late afternoon the wind is falling away and we have to restart the engine. Hands are called on deck to trim the sails for perhaps our final night at sea. By 2200 we are 20M west of Ushant.

Sunday 4th May.

I find myself thinking, "Better finish off the marmalade" as I come off watch on our final morning. Under a grey sky the English Channel is in a gentle mood. We motor onward, main and stays'l to steady her. The fishing boats now behave predictably.

The atmosphere on board is changing. People's preoccupation and concern is shifting from preparing themselves for their watch, keeping up to date with the navigation or looking around to see if anything needs doing.

The present may be on board Tectona but the future is now ashore. Mobile phones are watched anxiously for the first blip of a signal.

At 1300 the Eddystone appears out of the mist about 2 miles ahead. By tea-time Plymouth Breakwater approaches and remains stubbornly out of sight in the 1 mile visibility.

As we approach two vessels need a careful watch - the Pont Aven car ferry sticking to its schedule at 15 knots through the harbour entrance and a Westerly Storm surging up on our starboard side with a crew member waving a bottle of Champagne. It's Barbara with Richard in Storm Dragon.

Soon Plymouth Sound surrounds us with its familiar security - but I must not forget that Tectona draws 10 feet and must be handled like a big ship and not a yacht.

By 1600 we have picked up the T1 mooring kindly loaned by Tim Charlesworth. Barbara, Richard, Jim and Tom come aboard from Storm Dragon.

Along the other rail another group of unfamiliar faces appears, soon identified as Pete Brown former Bosun on Tectona in 1978. Deja vu hardly does justice to his expression as he steps on board after a gap of nearly 30 years. He is a goldmine of information.

Glasses are raised - here's to us!

But perhaps even more well deserved, a toast to Tectona who has really come good and repaid the faith that we had in her during those weeks in Port Napoleon.

What a vessel!

Tectona arrives in Polruan for the refit to start

The weather was benign when we sailed her round the final leg from Plymouth to Toms Yard in Polruan.

A mid morning start meant we kept the tide under us with the idea of arriving at slack water to negotiate the closely moored yachts at our destination.

Dave, Barbara, Steve, Pete, Dominic and Kit provided the expertise on deck and we mostly relied on the Baudouin and the tide to get us there. Some of the ship's company were able to take their ease.

It felt marvellous to be under way again and all too soon Udder Rock buoy was coming up and it was time to get the main stowed and prepare for a mooring operation.

Perhaps because of the state of the tide, the alertness of the crew or just luck, but getting her onto the Toms mooring buoys was no problem at all, and after a celebratory cup of tea we soon found ourselves looking at things which needed disconnecting or taking ashore for the forthcoming deck removal.

Over the next few days Tectona had more visits from friends including Badger's very first trip afloat which seemed to go down well but may not have been up there with chasing rabbits - it's hard to tell.

July 2008 - Marine Surveyor's inspection completed.

There was always going to be more to this than a simple condition report - we have to get Tectona re-coded under the MCA code of practice for use as a sail training vessel, and this requires a Surveyor to pass the vessel in terms of not just her equipment (often the most expensive items) but her structural soundness and stability - potentially even more bank-breaking. Typical was a need for re-caulking the few butt joints in her planking.

Going round the boat with David Cox the Surveyor, the MCA was never far from our thoughts and perhaps especially the disastrous outcomes for the Marques, Pride of Baltimore and other tall ships where arguably insufficient was known about their condition and stability. He had the advantage of seeing Tectona with most of the deck removed, and my early nervousness (a bit like having the car MoT'd) was soon allayed as he commented favourably on the soundness of vulnerable points like the end-grain of the frames under the now absent deck.

The first hurdle has been overcome and the relief was tangible when his report arrived, concluding in general terms that despite her age, Tectona is a very able seagoing craft, in very sound structural condition. He pointed out along the way that Tectona is mostly "planked though" - in other words nearly all her hull planks run from stem to stern without a join. When you consider the widest of these is a baulk of teak about 16 inches wide, 2 inches thick and nearly 70 feet long, the cost of building her today truly makes your head spin.

There are of course jobs to be done, but none of these is unreasonable and most of them were already known about. The main decisions are about what should be done now and what is best left for a future occasion. David Cox has been very helpful in giving us his very experienced advice about these issues.

An interesting event before we leave Toms yard is for Tectona to have an inclining experiment - a very careful and detailed survey of her stability using heavy weights and pendulums marked in degrees. This will be reported in due course.