The Scorpion dinghy – the first fifty years

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The Scorpion dinghy – the first fifty years

Introduction

The Scorpion is a lightweight, high performance, non-trapeze two person racing dinghy. Its adjustable rig enables sailing in nearly all weathers by crews of all weights, ages and experiences. The Scorpion was originally designed for launch and recovery through Cornish surf. It is 14ft long with a hard chine and planing hull and a symmetric spinnaker. It is built to strict class rules whilst rig controls and cockpit layout are left to personal choice. The ability to adjust the rig whilst sailing means that the Scorpion can be raced in most conditions. Its lightweight hull (81kg) gives it good performance and easy handling ashore.

The ‘Scorpion’ was designed by Taprell Dorling in 1959. The prototype was launched at Porthpean Sailing Club in St Austell Bay in 1960. Its popularity was immediate and by its 50th anniversary over 2000, mostly wooden ‘Scorpions’, had been built. This is the history of the ‘Scorpion’ over that period.

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Origins

Taprell John Dorling was the proprietor of a small chandlery business, Collins Marine Equipment, which he ran from an office in the house of a friend, a Mr Churchouse in Barnes, West London. He had no intention of building them himself but instead granted licences to existing reputable boat builders, initially to Moores of Wroxham and Aln Boatyard at Alnmouth in Northumberland.

In order to maintain standards, Dorling founded the Scorpion Class Association and incorporated into its constitution the requirement that professional boat builders should be licensed to build Scorpions on payment of a designer’s royalty to Taprell. Kits could also be machined by competent firms and ‘amateurs’ were able buy a copy of the plans from the Association for a small sum of money, enabling them to construct a Scorpion totally from scratch. It was arranged that a company called Kitboats Ltd should make the kits of a ‘second edition’ of the Scorpion to be known as ‘Mark II’. Very soon, Taprell Dorling added another builder, Colonel Timothy Honnor, the proprietor of Honnor Marine Ltd at Ivybridge in Devon to build Scorpions and Scorpion construction kits. Prices were competitive so as not to discourage anyone interested in owning a Scorpion. Moores of Wroxham priced their finished boats at £165 and

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Honnor Marine priced theirs at £150. However, Kitboats soon gave up making kits and another firm in Richmond proved to be unsatisfactory so the franchise was given to Honnor Marine who obtained the materials from a firm of timber merchants, Reeves, Fox and Elliott Ltd of Totnes. The retail price of the kit was £47.10.0.

The Scorpion was shown at the 1960 Boat Show in Earls Court but because the exhibition’s rules did not permit a boat to be shown by a class association, Taprell had to show it under his firm’s name of Collins Marine Equipment. It was a great success, so much so that Colonel Honnor decided to extend his premises and Taprell, who had lived on a Thames barge moored at Barnes, moved to the West Country and Mr Churchouse, who gave up his job, also moved there to work with him. (According to a friend, Taprell attempted to sail the Thames barge from Barnes to Truro but was shipwrecked.)

In anticipation of many new orders, Honnor Marine Ltd was formed in July 1960 to take over Colonel Honnor’s original business. Mr Churchouse and a Mr Tweed both put money into the venture but not Taprell who decided to set up his own boat building business, Trinity Boats Ltd. This created tension between Taprell and Honnor Marine and by the time of the January 1961 Boat Show, there was conflict, when

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both proposed to advertise and display Scorpions. Taprell obtained a legal injunction restraining them from making or selling boats or parts of boats and infringing his copyright. Honnor Marine was forced to give such an undertaking. Dorling also took Colonel Honnor to court for copyright infringement. In the first place he lost, but won on appeal. Honnor Marine never again made or sold Scorpions.1

1 Honnor Marine of Totnes became famous as builders of the Drascombe Lugger. When Honnor Marine encountered financial difficulties, Churchouse Boats acquired the licence to build the Drascombe Lugger and, although having moved to Whitchurch, Hampshire, do so until this day.

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Taprell Dorling

Taprell Dorling was born in 1920. His father was Captain H. Taprell Dorling, D.S.O., R.N., a soldier. Nicknamed 'Taffrail',

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Captain Dorling was an acknowledged expert on various military matters and the author of many books beginning with ‘Ribbons and Medals’ first published in 1916.2

Taprell Dorling settled in Feock, near Truro. He met Peggy Strickland, an antique dealer, and eventually joined her to run an antique business, Strickland and Dorling, from their home. His book The Silver Ship of Truro was published by the City of Truro Chamber of Commerce in March 1982. It is an account of his research into the Town Mark of Truro which held the Royal Mint briefly during the Civil War before it was moved to Exeter. It was later published in an

Taprell wanted to follow a similar career to that of his father in the navy but was prevented by his poor eyesight. Instead, he joined Napier & Sons, engineers, as a designer but soon his maritime interest prevailed and he formed Collins Marine Equipment.

2 Others included Blue Star Line at War 1939-45 (1973), Blue Star Line: a record of service 1939-45 (1973),Mystery Cruise (1939), Swept channels: being an account of the work of the minesweepers in the great war (1938),Arctic Convoy (1956),Shetland Plan (1974), Dover-Ostend (1973),Chenies (1973), The Jade Lizard (1951),and The Battle for the Atlantic (1946).

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enlarged format by Strickland and Dorling (his antique business) in 1983.

Taprell Dorling maintained an interest in the development of the Scorpion. He was the owner of Sc 1 and 2, ‘Bluejacket’ and ‘Scylla’, which he regularly sailed. He was third in the 1961 Nationals at Canvey Island sailing Scylla. In his later years, he was still seen regularly sailing a more modern Scorpion in Carrick Roads, off Falmouth, often experimenting with alternative rigs. In 1995, Dorling proposed an option involving a choice of rigs (and handicaps), including the options of a fully battened main, genoa and single trapeze. The option was not adopted by the Association because of fears of rigging a trapeze on a deck-stepped mast and because there was deep concern at the time over the future viability of the class and it was felt essential to retain its one design. Inventiveness foundered on pragmatism.

Taprell Dorling died on Monday December 5th 2006, aged 86. Peggy died four days later aged 81. The two were buried in St Mylor’s churchyard overlooking Carrick Roads.

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Fig. 2

Fig. 3

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Some of the original plans

The First Ten Scorpions

No Name Owner Club 1 Bluejacket Taprell Dorling** Royal Plymouth

Corinthian YC 2* Scylla Taprell Dorling** Royal Plymouth

Corinthian YC 3* Scorpion M.G. Barnard** Decca SC 4* Mad

Margaret N. Hartley**

5 Sheena N. Horne** Dartmouth SC 6 Cobra J. Davies, ** B.

Clarke Strangford Lough

7* Pip Lt H.B.F. Marshall R.N. **

RNSA

8 Candour S.E. Hobson 9* Bakktakka P. Mepham 10 Zodiac I J.C. Whitelock * indicates measured boat, ** indicates member of the scorpion Class Association

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The Early Years

Despite the disagreements between Taprell Dorling and Colonel Honnor, the class grew rapidly. More than one hundred boats were constructed every year – in one way or another - throughout the 1960s. By 1964 there were 510 in Great Britain and 556 in the world, of which 350 were racing. A few ended up in Canada, Switzerland and the USA, but most of those were in Great Britain were in Ireland. By the end of the decade Sc 1077 had been built.

An insight into its immediate popularity is given in the 1960 Dinghy Yearbook.

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The idea behind the Scorpion was to produce – in the most popular 14 ft category – a hard-chine boat comparable to or better in performance than the most costly round-bilged classes, but of a price nearer to the less expensive knockabout boats. A most important point was that, in spite of high performance, the boat should not be an extreme type or difficult to sail. For easy building, hard-chine construction still cannot be beaten and all along the designer had felt that it was possible to produce a hard-chine boat with the necessary performance, but without the vices usually associated with the breed and with a hull form arrangement every bit as attractive as the more expensive round-bilged racing classes.

The boat has an exceptionally good windward performance for a hard-chine design, planing very early indeed as well on a close reach. She is unusually stable on the plane, slices well to windward in a chop, and is a thoroughly good and dry sea boat. Notwithstanding this, she shows up unusually well in more sheltered conditions, the Broads, for instance, being a place where she has raced with considerable success.

The Scorpion’s popularity was also due to its cheapness and availability to home construction. The winner of the 1962

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Nationals had been made from a kit and it was claimed that another had been built from scratch by two 15 year old boys.

One club that was particularly enthusiastic at the outset was Porthpean Sailing Club which sails in St Austell Bay. Here are some extracts from Porthpean Sailing Club’s history:

1959 ... there was a new boat, not yet launched, that was causing quite a bit of interest amongst Club members, the Scorpion. The Club was urged by members not to vote on a new class until the Scorpion had been inspected.

1960 In many ways this was the start of the modern Porthpean Sailing Club that we have today. The year started with an EGM called in late January to discuss the merits of the Scorpion. Although not really mentioned in the minutes it is obvious that quite a few of the influential members were intrigued and interested in the yet to be marketed Scorpion. The prototype, Scorpion No1, had been at the club for inspection, and due to bad weather conditions was not launched until the last weekend in January. The boat was first sailed by Stuart Hore and Philip Chesterfield in a brisk south easterly wind ... The performance and stability was such that several members declared that they would buy one within two years. The Scorpion had the added attraction that it could be built at

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home from a kit.... The Scorpion was immediately adopted as the Club boat, and 4 were bought that year. Scorpion No 48 was owned by John Morgan, the Whetters owned No 49, Dennis Mitchell No 50 and Peter Milne bought No 82...

One of its members, Phillip Chesterfield, was so enthusiastic that he wrote an article in Christmas 1960 entitled ‘Messing about in boats’ most of which appears below:

The Porthpean Sailing Club were considering the adoption of a dinghy to replace the West Country “Redwing” as the club class and a “Scorpion” was brought to Porthpean for trials on the 24th January, 1960. Mr Stuart Hore, a joiner employed by John Williams & Co. (Cornwall) Ltd. and myself put to sea in conditions so bad that, shortly after our return, all further trials were cancelled. That Sunday morning was the first time any member of the Club had ever seen a “Scorpion” fully rigged. In a south-easterly breeze and a fast running sea with a nasty swell, we beat out past the Black Head, went about, planed halfway across the bay and ran back to Porthpean. A triangular course of some two and half to three miles in distance which was completed in under 20 minutes. The “Scorpion” behaved perfectly, she was very sure and safe in handling and proved to be much faster than was

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anticipated. The “Scorpion” was adopted as the Club boat, and the Porthpean Club was the first to race them as a class.

During the summer the club has sailed “Scorpions” in all conditions and they have been acclaimed up and down the country and abroad as a first class dinghy. Members of the Porthpean Club (myself among them) are building “Scorpions” from kits this winter and anyone wishing to know more about this is invited to get in touch with me.

.... It is this ‘Scorpion’ design that has changed the whole conception of the method of construction of sailing dinghies. All temporary frames and setting up has been dispensed with and only three temporary battens are used in construction.

She has been designed with the aim of being an easily constructed, easily transported, easily sailed and easily and cheaply maintained racing dinghy. Her method of construction is revolutionary, in that when building from the kit only one measurement requires to be taken from the plans and its construction follows a very simple system. The parts shown in figure 1 come in the kit in the form illustrated. The stem, fore and aft bulkheads and skin are mounted on the centre plate hog assembly in pre

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located slots. The thwart (seat) is positioned on the centre plate case and the side tanks are joined to the bulkheads and thwart all, again, in pre located slots. Next the chine stringers and then the top sided (which are in four parts, two either side) are fitted. The bottom panels again are in four pieces and require bending.

This is made easy by soaking with boiling water before they are applied. The most difficult part of the whole construction, a scarf joint, is required along the join between the bottom panels and top sides for about 18 inches back from the bow on both sides. Deck beams are now fitted and then the decking (in five pieces), and lastly rubbing strakes.

The loose equipment, rudder, centre plate, mast, boom, etc., require only finishing from kit form, all shaping being done. Painting and varnishing are a matter of experience, plenty of light, a dust free atmosphere and good surface and materials to work with. The fittings on the boat go on last. One of the features of the Scorpion is that two people can manage her in all conditions, on shore and in the water. This is an important consideration, especially if you wish to trail your boat from place to place. Her safety on the water is ensured by the built in buoyancy which, in

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the event of a capsize, keeps her floating high in the water and she is easily righted and sailed on’.

The launch of the first Scorpion at Porthpean SC. Taprell Dorling is on the left with the dog.

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Abersoch - probably the 1964 Nationals

Early days at Portpean SC.

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Technical developments

Time Line

1960 First launched – complete with stern tank, full height bow tank, carrying handles, plus wooden spars, double ended spinnaker poles and traditional stern main.

1962 Stern tanks and carrying handles phased out.

1964 First attempts at GRP and, later, composite (wooden decks) hulls, although largely unsuccessful.

1967 Centre mainsheets introduced.

1967 RYA national class status.

1968 Alloy spars introduced.

1970 Spinnaker chutes and subsequently jib tack moved from bow to behind chute.

1972 Split bow tank (half height) introduced.

1976 Twin pole systems introduced. First serious attempt at a competitive GRP boat

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1977 ‘Stitch and Glue’ hulls introduced.

1977 Shroud levers.

1979 First raking rig using ratchet levers.

1980 Raking rig using rope purchase and jib tack moved forward again to prow.

1985 Hydraulic raking rig introduced but dropped in the interests of cost and simplicity.

1989 Split line stern mains introduced.

1992 Foam sandwich hull introduced.

1999 ‘Bag boats’ and ‘stuff luff’ introduced.

2006 First GRP boat to win the Nationals. (Technically FRP, see Footnote 1)

2008 Laminate sails allowed.

2010 The latest boats typically have split bow tank, stuff luff bow tacked jibs, spinnaker chutes, double ended single spinnaker -poles, split line stern mains, single rope raking rig systems. Many have laminate mainsails, carbon rudders. There is currently an even split between wooden or foam sandwich construction and a number of ‘bag boats’ are also being built.

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Adverts in the 1971 Scorpion Yearbook

Although the basic boat has remained the same and there have been some minor alterations to the hull, the main changes have been to the rig control systems.

Early boats (up to approximately Sc 700) had a full-height bow tank, a stern tank, and no spinnaker chute (similar to the modern ‘bag’ boats). The rig was fixed; boats had twin spinnaker poles; and they were almost exclusively wooden, although many builders experimented with GRP either for

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the entire boat, or for just the hull with wooden decks. Many of the early boats were home-made, either totally or from kit.

The stern tank was soon found to be unnecessary and discarded, this facilitating a ‘dished’ transom to replace the ‘square’ transom.

The hull shape has changed a little over the 50 years. It was improved by Stewart and Turner who raised the standards of the building of Scorpions enormously. Trevor Stewart, a builder in Ireland, produced three successful designs between Sc 1601 and 1888. Sc 1812 ‘New Wave’ was the first boat to be built by Jon Turner and in several respects it introduced profound changes. The latitude in the build tolerances, originally provided by Dorling to allow home-building, enabled Turner to produce a flatter hull behind the bow, which planes more quickly than the more usual ‘V’-shape, and which sails better upwind in waves, whereas the older shape does better in flat water. The quality of Turner’s boats challenged other builders. Although this produced boats which are very attractive to look at as well as to sail, prices were raised. More recently, other boat builders, notably Nigel Potter at Paintcraft, have flattened the hull even further.

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Most of the changers over the years have, however, related to the rig. The original spinnaker system involved a single spinnaker pole which lay loose in the boat. This was replaced by twin poles which were carried either side of the boom. But twin poles require a lot of extra rope and in the early 1980s, these were replaced by a single pole which was also located on the boom but could be carried on either side. Some use self-launching single poles for convenience.

A side chute was introduced (about Sc 1300 onwards) to store the spinnaker in a tube running to the centre of the boat. In the early 1970s (about Sc 1500/1600), a front chute was developed. This allowed the tube to be dispensed with and the full-height bow tank to be replaced by a ‘split’ or half height bow tank providing an area for the spinnaker to be stored. At first, the forestay and jib were located behind the chute but later in front, as is the case with most boats today. Much later (Sc 1958 in 1999 and onwards), some boats were built with a full full-height bow tank which made the bow lighter in order to promote early planning, the spinnaker being stored in bags behind the tank and a stuff-luff jib fitted.

The first Scorpions had an aft mainsheet system in which the sheet was fed from the transom on a track with a slider. Later, a centre mainsheet was adopted running to a pulley

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on a round-topped ‘Loveday’ hoop in the centre of the boat near the centreboard casing to carry an extra centre-main purchase. The round-topped hoop was later replaced by a square-topped one; there was a mini-traveller on the top of the square hoop and this allowed the boom to pulled more to windward to increase the width of the slot between the sails. Some boats had earlier experimented with travellers or tracks across the thwarts. In the early 1990s ‘hoops’ were discarded and the centre main system was replaced by a ‘Split line’ main system involving a split end mainsheet leading from the transom to the boom end by means of a ‘pyramid’.

It was not possible to adjust the rake on the early boats. However, the introduction of Highfield shroud levers to adjust the total shroud length allowed this. In the late 1970s, various systems were experimented with to enable the rake to be adjusted whilst afloat. Sc 1880 “Shockwave” employed a ‘hydraulic’ system but was found to be outside class rules and the system was banned. Nevertheless, a combination of rope and pulleys emerged and achieved the same result and is almost universally adopted. Many of the most recent boats (2010 onwards) have adopted a ‘one string system’ perfected by Tom Jeffcoate, in which the rake and other controls are located on the centreboard casing as opposed

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to both sides on the thwart, and the rig tension is maintained automatically as the mast is raked backwards and forwards in different wind strengths.

The latest developments (Sc 1973 onwards) relate to the latest attempt by boat builders to produce a FRP3

boat which is cheaper than, yet with a hull as rigid as, the traditional wooden boat. The moulds for the design being most used were taken from 1938 ‘Harry the Halibut’ built by Kevin Gosling.

Boats, builders and gear

Boats and hulls

At the end of the 1960s there were still many firms building fully fitted out wooden and GRP boats. Those offering wooden boats included: Westerly, Stewart, Ronald Churcher Marine and Plycraft and those selling glass reinforced plastic (GRP) included Trinity Boats (Dorling’s firm), Monachorum, Frank Turley and S.W.A.L.E. Ltd of Sheerness, Kent offered the ‘Standard boat’ at £230, alternatively hulls £51, alloy masts from £23 and wooden parts to complete £50.

3 Fibre reinforced plastic.

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The award of of RYA national status on 1st January 1967 and the creation of the ‘National Scorpion Association’ was an important development. From that point on, all boats needed to be measured and the regulations rigorously enforced. As a result, standards were raised, there were far fewer ‘home made’ boats and Westerly dominated the market for professional construction and finish. In 1976, the first Stewart (Sc 1637) and later (Sc 1812 in 1980) Turner boats emerged. Standards were further raised, but so did prices.

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The last Turner was Sc 1942 in 1992 and the last Stewart was Sc 1888 in 1985. Although some individuals (such as Stuart Turnbull in the Midlands, and Chris Clapp of CPC Boatworks) continued to make small numbers of boats, a new generation of boat builders emerged, led by Kevin Gosling (who had worked with Jon Turner) and Nigel Potter (who adapted car spraying techniques he had used in his earlier business to finish hulls made by initially Alistair Duffin and later James Jarvey) and Chris Turner. Current suppliers of wooden and fibreglass boats include Nigel Potter at Paintcraft, Kevin Gosling at Gosling Dinghy Craft, Chris Clapp at CPC Boatworks, and Pinnell and Bax.

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South East Boat Builders in 1975 were the sole suppliers of ‘stitch and glue’ kits. Essentially, this involved joining plywood panels by fibreglass tape and resin. The technique was popularised by the first TV DIY expert, Barry Bucknell, around 1964 and made famous by its adoption for the construction of the Mirror dinghy. The first was Sc 1575, Nu Form, which achieved 7th in the 1977 Nationals and won various open meetings.

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Sails

Again, by the end of the 1960s and early 1970s, many firms were offering Scorpion sails. These included: Anderson Aerosails, Jeckells, Bruce Banks, Gayle Heard, J.P. Clements and Windward Sails. They cost about £25 for a main, £10 for a jib and £15 for a spinnaker.

The main suppliers in the 1980s and 1990s included Keith Atkinson in Lancashire, Kevan Bloor (Alverbank) in Derby, multiple Championship winner Pete Harper, Tim Rush, Number One, Hyde Sails, and Adam Bowers (Rellings). The main current suppliers are Speed Sails, Pinnell & Bax, North Sails (Tim Rush) and Alverbank.

Cost, economies of scale and an increasing awareness of those used by the most successful sailors has gradually reduced the number. No doubt, the publication in ‘Scorpion News’ of the gear used by the top sailors had an effect - not only raising standards but also reducing choice. A recent (2008) list is typical and shown below. Its influence is obvious.

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Nationals Top Ten Boats and Gear – 2008 (from Scorpion News, Autumn, 2008)

Sail No

Builder Hull Built Sails Sail material

Foils Spars

1 2010 P & B G 2006 Speed L Milanes/ Winder

S

2 1936 Gosling W 1991 P & B L Rollo Piper SS 3 1994 Specialised G 2003 P & B L Specialised S 4 2008 P & B G 2007 P & B L Milanes/

Winder S

5 1947 Rowsell & Morrison

W 1993 P & B D Specialised S

6 2001 Specialised G 2006 P & B L Milanes/ Specialised

S

7 1995 Gosling W 2004 P & B D Gosling S 8 1962 Duffin/

Paintcraft W 1999 P & B L Specialised S

9 1843 Turner W 1982 Rush L

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Sail No

Builder Hull Built Sails Sail material

Foils Spars

10 1954 Jarvey/ Paintcraft

W 2002 P & B D Milanes/ Winder

SS

G = Glass, W = Wood; L = laminate, D = Dacron; SS = Super Spar, S = Selden, P & B = Pinnell and Bax

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Meetings and competitions

From the very beginning, Scorpion sailors enjoyed a full repertoire of club racing (often fleet), a programme of open meetings and competitions, a National Championship, various regional championships and, later, a European Championship.

The National Championships are the highlight of the year, always at sea, one week duration and annual. Open meetings have always been a regular occurrence throughout the country, mainly at clubs that have a Scorpion fleet. The leading performers at Open meetings are awarded, what has usually been called the ‘Silver Scorpion’, or the ‘Travellers Trophy’. This is awarded to the helm with the best open meetings’ results. The rules governing eligibility both in terms of how many events a helm is required to have sailed to qualify and which open and other meetings qualified for inclusion have changed over the years. The ‘Bronze Scorpion’ is awarded to the best placed teenage helm on the open circuit. In some years when there has been no qualifying helm, the trophy has been awarded to the best placed crew instead.

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Nationals in the mid-1960s

There have always been many other competitions. Because the Scorpion is sailed both at sea and inland, there has usually been a ‘Freshwater Trophy’, or ‘Inlands’, a weekend or longer inland event to balance the fact that the most prestigious event, the National Championships, is at sea.

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Although there have not been World Championships, there have been European Championships. The European Championships have always been held in Ireland but not every year. The first was in 1970 when it also doubled as the Nationals. The first two were week-long events, later over four days at August bank holiday and later, from 1993 onwards, combined with the Irish Championships and spread over an October weekend. The last Europeans were in 1997.

There have always been regional championships such as the ‘Southerns’, the ‘Northerns’, Scottish, Welsh, Midlands, Ulster and Irish National championships depending on the strength of the fleets in those regions which, over a history of fifty years, this has fluctuated. In addition to all of this, the fleet ran a family holiday sailing week at Beer S.C. during the 1970s and, more recently, a ‘Regional Challenge’.

A feature of the social aspects of the Nationals nowadays is the ‘ Pecker’, a rubber chicken awarded each day to the helm and/or crew to have committed the silliest deed and which has to be worn for 24 hours and displayed on their boat during the following day’s sailing. The Pecker was preceded by the ‘Gosling Gusset introduced in circa.1991, a very large underpants to be worn ‘Superman style’ outside your kit for the following day’s race. When the gusset was lost, "Kate's Cups" were used as a substitute.

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The ‘Inlands’ at Notts County, 2009

John Whitfield and Roger Finbow sailing Sc 1911 Slippery when Wet at the Welsh Nationals, Bala, 2009

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National Championship Winners (Blanks indicate not known)

Venue Boat name 1st helm 1st crew Sailing Club Entries 1960 70 Greenfly Len Roberts Worthing 1961 Canvey Island 16 Candour Brian Jones Rusheymead 1962 Stokes Bay 229 Wildfire Richard Parrot Restronguet 48 1963 Royal

Plymouth Corinthian Y.C.

356 Shere Khan

Jimmy Donne Royal Plymouth Corinthian Y.C.

1964 Abersoch 555 Allegro G.J. Bottomley South Cerney 64 1965 Hayling

Island 321 Tin Tacks Joe Knight Castle Cove

60 1966 Royal


452 Scorn H. Ennis Killyleagh

1967 Royal Torbay

Y.C. 800 Overdrive

K. Robertson Rock

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1968 River Towy Y.C., Ferryside

845 Miss Behave

Trevor Stewart W. Stewart North Belfast

94 1969 Royal


1028 Wot-a-Larf

Richard Lake Pauline Lake Sussex Motor

117 1970 Strangford

Lough 1195 Bloodhunter

Derek Franks Nick Turley Wakefield, Leeds 70

1971 Whistable 1028 Wot-a-Larf

Richard Lake Sussex Motor 108

1972 Falmouth 1094 Janola Ian Dunlop Trevor Edwards

Antrim 120

1973 North Berwick

1329 Oozoo Brian Curran Alan Curran Elton 112

1974 Saundersfoot 1329 Oozoo Brian Curran Alan Curran Elton 161 1975 Hythe &

Saltwood 1538 Witch Craft

Trevor Stewart North Belfast 126

1976 East Lothian 1580 El Desdichado

Mike Hicks Patrick Hicks Worthing 89

1977 Royal 1679 Tony John Turley Beaver 123

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Substitute Wetherell

1978 Hythe & Saltwood

1679 Substitute

Tony Wetherell

Steve Hanby Beaver 123

1979 Porthpean 1689 Take Me I’m Yours

Mike Adams Tim Carlisle Bexhill 131

1980 Felixtowe Ferry S.C.

1810 Gobstopper

Tony Wetherell

Andy Barker Castle Cove 98

1981 Tenby 1829 Odin’s Raven

Tony Wetherell

Alan Robinson Castle Cove 130

1982 Felpham 1852 Popsy Jon Turner Nick Keast Sidmouth 98 1983 Sidmouth 1852 Popsy Jon Turner Nick Keast Sidmouth 101 1984 Llandudno 1867 Bavasiri

IV Stuart Teasdale

Simon Dodds Hythe & Saltwood 84

1985 Porthpean 1880 Shock Wave

Mike Lennon K. Driver Conniston 97

1986 Hythe & Saltwood

1880 Shock Wave

Jon Turner R. Parslowe Sidmouth 88

1987 Paignton 1880 Shock Wave

Mike Lennon K. Driver Conniston 92

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1988 Royal Plymouth Corinthian Y.C.

1865 Up Yours

Richard Parslow

Adam Goodchild

Hampton

85 1989 Porthpean 1880 Shock

Wave Mike Lennon K. Driver Conniston

93 1990 Weymouth 1931 The

Business Pete Harper Sidmouth

102 1991 Tenby 1938 Harry

the Halibut Steve Lovegrove

Andy Smith Castle Cove 81

1992 Paignton 1937 The Bees Knees

Pete Harper Chris Turner Sidmouth 82

1993 Parkstone Y.C.

1947 Angel Dust

Pete Harper Chris Turner Sidmouth 53

1994 Looe 1936 Bottyburp the Barbarian

John Mursell Ian Cadwallader

Castle Cove

54 1995 Sidmouth 1936

Bottyburp the Barbarian

John Mursell Nick Keast Castle Cove

48 1996 Castle Cove 1936 John Mursell Nick Keast Castle Cove 50

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1997 Porthpean 1947 Angel Dust

Dave Woodhead

Jerry Hannabuss

Elton 43

1998 Pwllheli 1936 Bottyburp the Barbarian


Castle Cove

58 1999 Looe 1936



Castle Cove

53 2000 Brixham 1936



Castle Cove

61 2001 Pwllheli 1936



61 2002 Castle Cove 1947 Angel

Dust Dave Woodhead

Jerry Hannabuss

Elton 62

2003 Tenby 1936 Bottyburp the Barbarian


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2004 Sidmouth 1991 Finished bBox

Dave Wade Rob Gardener Northampton

66 2005 Looe 1936



63 2006 Paignton 2001 Zephyr Chris Turner Simon Maguire Lyme Regis 63 2007 Bridlington 2008 Box

Fresh Dave Wade Ben Rayner Northampton

56 2008 Abersoch 2010 Bender Tom Jeffcoate Andy Davis Notts County 52 2009 Lyme Regis 2010 Bender Tom Jeffcoate Andy Davis Notts County 51

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Silver Scorpion (Blanks indicate not known)

Year Boat name 1st helm 1st crew SailingClub Boats 1966 525 Boat Richard Lake Sussex Motor 1967 525 Boat Richard Lake Sussex Motor 1968 525 Boat Mike

Hattermore R. Bowman Worthing

1970 Marabu Joe Knight Castle Cove 1971 Marabu Joe Knight Castle Cove 1972 981 Hot Pot Mike Lingwood Adrian

Lingwood Hythe & Saltwood

1973 1314 Michaelmas Daisy

Mike Adams Bexhill

1974 1314

Michaelmas Daisy

Mike Adams Bexhill

1979 1685 Hallmark Barry Vigus Porthpean

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1980 1835 And out came Willie

John Mursell Castle Cove

1983 1857 Hooray Henry

Rob Cage Rob Pettit Felpham 24

1985 1880 Shock Wave

Mike Lennon K. Driver Conniston

1986 1842 Brian Curran Simon Fentem

Elton 23

1987 1831 Eggspurt & 1908 Crescendo

Pete Harper Liz Mower Sidmouth

32 1988 1861

Stormtrooper Keith Atkinson Chris

Muxworthy, Jon Grandage

Elton

33 1989 1919 Polycrooz Brian Curran Bill Kilner Elton 1990 1812 New

Wave Julian Hannabuss

Jerry Hannabuss

Elton 20

1991 1929 L’esprit Graeme Elton 72

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de Turnip Brislow 1993 1919 Perooz Brian Curran Bill Kilner Elton 1994 1936



Castle Cove

58 1995 1936



Castle Cove

11 1996 1936



12 1997 1947 Angel

Dust Dave Woodhead

Jerry Hannabuss

Elton 17

1998 1947 Angel Dust

Dave Woodhead

Jerry Hannabuss

Elton 21

1999 1936 Bottyburp the Barbarian


Castle Cove

19

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Castle Cove

2001 1947 Angel

Dust Dave Woodhead

Jerry Hannabuss

Elton 17


Dave Woodhead

Jerry Hannabuss

Elton 34


Dave Woodhead

Jerry Hannabuss

Elton 25



Castle Cove

2005 1947 Angel

Dust Dave Woodhead

Jerry Hannabuss

Elton 20

2006 1986 Secret Squirrel

Tom Jeffcoate Andy Smith Notts County

2007 1997 Red Dragon

Richard Mason Sarah Mason Notts County

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2008 1995 Silverlode Peter Rose Andrew Rose Chew Valley 2009 1951

Sidewinder Andy McKee Tarren Jones Dovestone

Bronze Trophy

Year Bronze Trophy winner

Club Top U20 Crew

Club

1998 Tom Jeffcoate Notts County 1999 awarded to crew John Rose Chew Valley 2000

awarded to crew Penny

Jeffcoate Notts County

2001 Andrew Crossley Elton John Rose Chew Valley 2002 Andrew Crossley Elton John Rose Chew Valley 2003

John Rose Chew Valley Richard

Jones Shotwick Lake

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2004 John Rose

Chew Valley Luke Bradley

Pennine

2005 John Rose

Chew Valley Andrew Rose

Chew Valley

2006 John Rose


Chew Valley

2007 Martin Moore

Lyme Regis Thomas Rose

Chew Valley

2008 John Rose


Chew Valley

2009 Martin Moore

Lyme Regis Thomas Rose

Chew Valley

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European Championships winners (Blanks indicate not known)

Year Venue Boat name 1st helm 1st crew Sailing Club Entries

1970 Strangford Lough Y.C.

1195 Bloodhunter

Derek Franks Nick Turley Wakefield & Leeds 70

1977 Sligo Y.C. 1685 Hallmark Trevor Stewart

Will Stewart

Antrim Bay B.C. 45

1980 Sligo Y.C. 1718 Heatwave

Trevor Stewart

Shaun MacGeagh

Antrim Bay B.C.

1986 Ballyholme Y.C.

1895 Simon Relph Andy Service

Bolton 28

1988 County Antrim Y.C.

1905 Syruptitious

John Keast Nick Keast Sidmouth 40

1991 Ballyholme Y.C.

1937 The Bees Knees

Pete Harper Chris Turner

Sidmouth 21

1993 Antrim Bay B.C.

1947 Angel Dust

Pete Harper Sidmouth

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1995 Carlingford Lough Y.C.

1943 Blue Moon

Kevin Gosling

Jeremy Vigus

Sidmouth 39

1997 Antrim Bay B.C

1936 Bottyburp the Barbarian

John Mursell Richard Bowers

Castle Cove

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An open meeting in the early 1970s

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Clubs

Clubs that currently sail Scorpions (2010)

Bartley Oban Salcombe YC Bristol Corinthian

Medway Shotwick Lake

Cam Mengeham Rythe

Shropshire

Castle Cove Mumbles YC Sidmouth Chew Valley Lake

Netley Spinnaker Club

Chipstead North Lincs Staunton Harold Dittisham Northampton Sully Dovestone Notts County Sutton Bingham Elton Pennine Tamar River Fishers Green

Pevensey Bay Tankerton Bay

Glossop Port Dinorwic Welton SC Hythe & Saltwood

Port Edgar Wimbleball

Island Barn Porthpean Killington Pwllheli Leigh & Lowton

Redesmere

Lough Foyle Redoubt Lyme Regis Roadford Lake Lymington Rye Harbour

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With more than a hundred new Scorpions being built each year during the 1960s, the number of clubs at which they were sailed grew fast. By 1966, Scorpions were at 139 clubs, including 13 clubs in Northern Ireland. Lymington had the largest fleet in the country with 32 boats. By the early 1970s, there were over 400 members of the Scorpion Association and in 1975 it was calculated that it was sailed at 71 clubs and at 36 it had fleet status.

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Clubs at which Open Meeting have been held and/or with Scorpion fleets.

1960s 1970s

1980s 1990s 2000s

Axe U* * Beaver O* U* U* Beer O* U* O* Bexhill O* U* O* Brighton O Burton U* Castle Cove O* U* U* U* U Charlton O* O Chelmarsh O* Chew Valley O* U* U Chipstead O* U* U* U* U Clevedon * O*

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Conniston O* U* Dee * U* Dell Quay O Delph U* O* Derwent O* U* O* Dovestone O East Lothian O * * Elton O* U* U* U U Errwood O* O* Felixtowe Ferry U* O* Felpham * O* O* Filey O* O* O U Fishguard Bay O Glasson O O* O* Glossop U* U* U* O Grafham * O O Green Withens U* * Grenock O

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Haversham O* O Hythe & Saltwood U* O* U* O Island Barn/Walton on Thames

U* U* U* U

Kirkubbin O* Leeds U* Littleton U* O Llandegfedd O Llandudno O O O Lyme Regis O* O U Lymington O O Milton Keynes O* Morecambe O Netley U U* U Newhaven & Seaford

O* O*

New Quay (Wales) O Notts. County * O* U* U

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Pagham O Papercourt U* Pennine U* U Port Dinorwic U O Porthpean O* U* U* Redoubt O Red Wharf Bay O Retford Argonauts4 O* U* U* U* Rossendale O* O U* Royal Plymouth Corinthian

O* U* O

Rye Harbour O U* Scaling Dam O * Scammonden U O Severn O* U* O* Sheppey O* U* O*

4 Later to change name to Newark Argonauts, transferred to Notts County in 1995.

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Shotwick Lake/ Shotton5

O O U

Sibley Lake O* * Sidmouth U* U* O U* Skegness O* South Cerney O* U* U* Staunton Harold U U Steel Company of Wales6

O*

* O*

Stewartby O O Sutton in Ashfield O Tankerton Bay U* O Turks Head O* Tees SC, Hartlepool O* O* *

5 Also known as Corus Colours in 1990s. 6 Port Talbot. Additionally, at Shotwick Lake/ Shotton. See their entry.

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Wakefield O* U* Wembury O West Oxford O* O* U* Worthing O* U* O* Yealm O Ynys Mon (Anglesey)

O

Northern Ireland Antrim U* U* U* Balleyholme U U U Balleyronan O Carlingford Lough * U* U* U* Carrickfergus * O* U* U* Coleraine U* U* Killyleagh U* O Lough Neagh O* O* Moville O*

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Newtownards * U* Portrush * U* O* Quoile O R.N.I.Y.C. O Strangford Lough * U* U* U* Southern Ireland Royal St Georges, Dublin

O

* = Also having fleet status or having a significant number of Scorpions.

U = Usually or regularly, O = Occasionally/regularly and then ceased /started during decade and then regularly

The following clubs had fleet status or had a significant number of Scorpions but did not hold open meetings

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1960s

1970s

1980s

1990s

2000s

Carsington X Coleraine X Cushendall X Esso X Exe X Hunts X Killyleagh X Liverpool X Lockheed X Newtownards

X

New University of Ulster

X

Norfolk Punt Club, Barton broad

X

Pevensey Bay

X

Plym X Port Dinorwic

X

Portrush X Queens X

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University, Belfast Redoubt X Restronguet X Tonbridge Town

X

St Catherine’s, Jersey

Stamford X Stone X Vauxhall Motors, Bala

X

Whitehead Iron & Steel, Newport

X

Wuyboston X

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Les Pritchard, second from right, who has raced Scorpions since a young man until almost 90 years old.

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A good indication of the strength of a Club’s fleet is the number of entries it has at the Nationals and, since 1996, Paintcraft has awarded a trophy for the highest club turnout (excluding the host club). The trophy was won in 1996 Notts County SC, as it was in most of the following years, although it was closely challenged by Chipstead, who won it in 1997 with nine boats. The two clubs drew the following year with nine boats apiece and again in 1998 and in 1999 when Chipstead won it. During the 2000s, Notts County won the trophy every year with the exception of 2004 when Pennine won with nine boats and in 2005 Pennine, Sidmouth and Notts County drew with ten boats.

Before 1996, no single club dominated with the most entries. For the first part of the decade, Hythe & Saltwood, Netley, Castle Cove and Chipstead all had large entries. During the 1980s, Elton dominated the Nationals, sometimes taking as many as eleven boats, as in 1984. Other clubs with a high number of entries were Sidmouth, Castle Cove, Felpham and Burton. The important point about the 1980s and earlier decades was that there were many clubs with large numbers of entries, although, perhaps Elton usually had the most. Other strong clubs included Antrim (Northern Ireland), Felixtowe Ferry, and Walton on Thames.

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Northern Ireland had a flourishing fleet. It had its own association, championships and during the 1970s other events such as team racing. It regularly took 20 boats to the Nationals but declined in the late 1990s. As the Irish fleet declined in the 1980s and early 1990s, Northern Ireland was adopted as the venue for what was called the European Championships. Not surprisingly, the Europeans were famous for the craic as much as the sailing.

Some of the Winners

The most successful National winning helms

Helm Times John Mursell 9 Tony Wetherell 4 Jon Turner 3 Mike Lennon 3 Pete Harper 3 Richard Lake 2 Trevor Stewart 2 Brian Curran 2 Dave Woodhead 2 Dave Wade 2 Tom Jeffcoate 2

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The most successful National winning crews

Crew Times Nick Keast 7 Ian Cadwallader 4 Alan Curran 2 Chris Turner 2 Jerry Hannabuss 2

Richard Lake won opens and regional championships, finishing in the top three at the Nationals for several years but not quite getting it together sufficiently to win. Then he stopped being so competitive and sailed in the 1969 Nationals with his wife for fun – and won! He was a hugely popular winner.

Tony Wetherell, from Beaver SC, was another ‘pondy’ who sailed with a range of crews from other classes. A sailmaker, he moved on to Olympic classes for some years. He is still involved in sailing.

Derek Frank was a ‘pondy’ from Leeds and Wakefield sailing clubs who sailed very fast in light shifty winds and won the Europeans at Strangford in 1970 after Trevor Stewart’s boat was ruled out of class on a measurement. His crew was Nick Turley, son of the class president Frank Turley. Derek owned

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a jeweller’s shop in Leeds and supplied high quality prizes to the class for a number of years.

The boat builder from Port Rush in Northern Ireland, Trevor Stewart, had a huge impact on the development of the boat both as a builder and as a sailor, winning the Nationals in 1968 in Sc 845, ‘Miss Behave’ and in 1975 in Sc 1538, ‘Witch Craft’. He produced three successful designs between Sc 1571 and Sc 1888, ‘Encore’, which was built in 1985.

The 1969 NSA Yearbook produced a short biography:

‘Trevor Stewart’s first real interest in sailing began at the age of 14 when he decided to find a less energetic way of propelling his canoe than by paddling. He rigged a single lug sail and fitted lee boards and makeshift rudder to it, and began to learn the first rudiments of seamanship.

However, it was in the Sea Cadets at Cadet Regattas where he learned his first competitive sailing. This made him decide to buy his own boat, so by devious means he contrived to save up £35 and decided to put it towards materials to build himself a Scorpion. At this time, he was an apprentice joiner and so started to build his boat in the builder’s yard where he was working. After many months

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of work ‘Rovert’ was finished and it was a proud day for Trevor when to his surprise she was found to measure.

The next boat Trevor owned was Sc 638, [‘Bucephalus’], in Trevor’s opinion, the fastest he had ever built. By this time he was an established joiner and decided he could afford to build himself a really good boat. After spending the winter months building secretly in a friend’s garage, one chilly February morning he triumphantly wheeled his boat out to be measured. Imagine the measurer’s expression of horror when he was confronted with a considerably modified version of a Scorpion. However after 18 months of many letters to and from the R.Y.A. and some reconstruction the boat was accepted.

In 1965 Trevor was offered a job building for Morton’s Yacht Supplies where he built Scorpions, 505’s, Enterprises and a large variety of other racing dinghies. It was while he was with Billy Morton that he built 845, ‘Miss Behave’.

The success and popularity of these boats built in Morton’s encouraged Trevor to start his own boat building business in 1968 and specialise in Scorpions and other high performance dinghies. Trevor’s greatest joy is designing, building and sailing boats and although a quiet

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and unassuming person, his ultimate aim is to own and Olympic Class boat and sail for Britain’.

Trevor Stewart died on 12th September 1986. He had been the undisputed Irish Champion for 15 consecutive years.

Jon Turner built his first Scorpion (Sc 1812, ‘New Wave’, see earlier) in 1980. He was not only a boat builder with a great record of success sailing Scorpions, he also won National or World Championships in International 14 and Merlin Rockets. Jon was originally apprenticed to Peter Rowsell, the boat builder with whom he won the Merlin Rocket Championships in 1978. He then crewed for Phil Morrison to win the Fireball World Championships in 1981.

Alan and Brian, the Curran twins, joined the fleet in 1972 with Sc 1329 Oozoo, winning the Nationals in 1973 and 1974. They gained fame and a reputation for their rigging innovations and the 'Ooz' series of boats which continued into Sc 1616 Scrooz, Sc 1726 Curooz, Sc 1793 Oocroozoo, Sc 1887 Snoozy, and Sc 1919 Polycrooz. Brian Curran sadly died in a glider accident on 24 May 1999.

Dave Woodhead and Jerry Hannabus are both RYA Class Racing Coaches for the Scorpion Fleet and Dave has also been heavily involved with the RYA in various other coaching

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roles with a number of Youth Squads. Jerry has been an inspiration to many dinghy sailors new to the Scorpion fleet running training sessions throughout the Midlands and the North.

Dave Woodhead and Jerry Hannabus sailing Sc 1947 Angel

Dust Jerry started sailing Scorpions with his brother Julian at Turks Head SC near Stockport when they were about 12 years old. When Turks Head closed, they moved to Elton and bought Sc 1812 New Wave, which they sailed together until about 1987 when Julian moved to Fireballs and Jerry sailed for a

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year with Richard Haines (son of Carol and Jon). Dave Woodhead first sailed Graduates at Elton and then left for a few years before returning to Elton. He sailed the 1986 Scorpion Nationals at Paignton with his son Peter. Shortly after this, Jerry and Dave started sailing together, eventually winning the 1997 and 2002 Nationals in Sc 1947 Angel Dust. They have also won the Silver Scorpion 6 times. Pete Harper was a professional sailmaker until the early 2000s. For many years, his sails were regarded by many Scorpion sailors as ‘The Bees Knees’. Not only was he a three time winner of the Nationals, but he also won the Europeans and the Silver Scorpion trophy.

Dave Wade is professional with Pinnell and Bax, who has also had considerable success with Fireballs, Dave has won their National Championships and was a recent runner up at their World and European Championships.

John Mursell is not a professional dinghy sailor but a property professional. John stands head and shoulders above the other winners of the Nationals, winning it nine times with either Nick Keast (who, incidentally, was also a Nationals winning crew for Jon Turner) or Ian Cadwallader as crew, and every time in Sc 1936 Bottyburp the Barbarian, not a new boat but clearly the most successful.

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John Mursell and Nick Keast sailing Sc 1936 Bottyburp the Barbarian

Tom Jeffcoate is also not a professional dinghy sailor, although he was with Speed Sails for a few years after university. Tom was introduced to Scorpions by sailing with his parents from a very early age. Since then, in addition to Scorpion trophies, he has won the 1999 405 Nationals, the 2007 Fireball Nationals and the 2008 Fireball Europeans. Ominously for his competitors, Tom has won the Scorpion Nationals the last two years.

In many ways the epitome of Scorpion sailing, Carol and Jon Haines have sailed together for over 40 years. Carol started sailing Scorpions in 1962 when she crewed for Tony Brown

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in Sc 172. Jon and Carol started sailing together in 1964 but ‘not seriously’ until 1966. They bought their first boat in 1967, Sc 759, The Cart, built by Westerly, which cost just under £250, with sails and fully fitted out. They also married that year and their first Nationals were immediately after their wedding. Carol remembers (Scorpion News January 2007):

‘We got married on July 22nd, left the reception early and got as far as Bristol by midnight. We got away about 8.a.m. and arrived in Torquay just after midday for the Marlow Rope trophy race scheduled for 2 p.m. We’d managed to hide our car the day before so it hadn’t been booby trapped and we’d congratulated ourselves. As we hoisted the main, the contents of a dozen boxes of confetti exploded across the dinghy park. So much for keeping our heads down’.

In his summary of the 1967 Nationals, Allan Butler in Scorpion Newsletter, 3/1967 reports that the 1967 Marlow Rope trophy race had been won by ‘a first attender at a Scorpion National, Mrs Carol Haines, being crewed by her husband (geeze) which was a fine achievement and, I feel, calculated to put the male helmsmen on best performance for the rest of the week’.

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Although Carol and Jon have never won the Nationals, they have been ‘there or there abouts’ winning many open meetings and regional events. Their best Nationals was Falmouth in 1972 when they finished 2nd out of 120!

Carol and Jon Haines sailing Sc 1952 Carte Blanche

Finally

It took less than ten years for the first 1000 Scorpions to be built. It took nearly another forty years for the next 1000. To some extent, this was due to the cheapness and availability of the Scorpion to anyone who wanted to sail and race - even build - a small dinghy that was exciting to sail. In order to keep its price down, not only were there kits but from very early on, builders were experimenting with FRP hulls. At the 1965 Nationals, 20 out of the 60 boats were GRP.

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Until relatively recently, these attempts were largely unsuccessful: a second hand GRP boat being cheap because it was not fast! However, a new mould has now been developed, which, together with improved building materials, has apparently produced what was so long sought after and, since 2006 when Chris Turner and Simon Maguire won in Sc 2001 Zephyr, the Nationals have been won by a FRP boat. It is significant that in his attempt to win the Nationals for the tenth time, John Mursell has decided to buy a new FRP boat. We shall see.

Tom Jeffcoate and Andy Davis sailing Sc 2010 Bender at Grafham Water

Paul Barnes, July 2010.

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Thanks and acknowledgements:

Peter Rose, Carol and Jon Haines, Sue Barnes, Kaye Ecclestone, Geoff Trebilcock, Nadina Lincoln, William Jeffcoate, Tom Jeffcoate, David Stevens, John Whitfield, Colin Keogh, David Parry, Nigel Mallett, John Mursell, John Wells, Rosemary Joy at the Classic Boat Museum, Barry Rawlins, Fotoboat and Chunkypics.

Documents

The Scorpion dinghy – the first fifty years