Here is some news from Scandinavia! SWE68 "Hvid" is about to be sold to Norway and Fred Olsen, and will be named "Huttetu III" . Urban Ristorp, Lars, Thordis Berntsson, Urban Zachrisson and Pär then need a new boat! We now need to speed up finishing SWE71:) One of the things missing is a keel, but we now found one... it came with a hull!! Take a look!! This is N4, it was picked up in Norway yesterday, near Fredrikstad...under a big tree! Unfortunately it's past rescuing!!
The final race was sailed in typical Fishers Island light air, as the race began, Charlie Van Voorhis of Fishers Island led the championship by 5 points over Widnall/Lindblad. Van Voorhis started at the boat, and Widnall/Lindblad started just to leeward of them. Both immediately tacked onto port, and sailed slowly up the course (boats speeds only reached 3.5-4.5 knots on the first beat). To their left, Peter McCausland of Nantucket had the best of the racing in the early going. On the right, slowly, Van Voorhis extended to the right and eventually was able to tack across Bill. McCausland rounded the weather mark first, John Henry led a group from the middle of the course to round second. Van Voorhis was third, and Widnall/Lindblad rounding in seventh position. Not the opening beat Widnall/Lindblad wanted, not by a long shot.
On the first run, Widnall/Lindblad sailed with the fleet for the first half of the run, then gybed to port and sailed with their air clear for the last part of the leg. Coming into the mark fast, late and on starboard helped them climb up to fifth place. Two places ahead of them, Van Voorhis, rounding third, seemed to misjudge the current at the mark and brushed against it. By the time he had done his turn to exonerate himself, he had fallen to sixth place, with the boats in seventh through ninth place nipping at his heels.
On the second beat, the breeze eased slightly and all the competitors tacked to find clear air to sail a long port tack up the course. Widnall/Lindblad sailed up the racecourse in fourth place, directly above Van Voorhis, who eventually tacked to starboard, crossing behind Widnall/Van Voorhis to tryThe shifting light air, plus the current, made it possible to almost sail the entire weather leg on port tack. At the mark Windnall remained in fourth, but Van Voorhis fell back to eighth.
At this point, beginning the second run, and in these positions, Van Voorhis still held a one point advantage -- and, in the case of a tie, Van Voorhis would hold the tie-breaker. And in the dying breeze, all the competitors would be thinking that this run could be the final leg of the course. Team Marblehead would need to pass a boat, and Van Voorhis would have to lose a position for Widnall/Lindblad to end up the World Champion. Marblehead's target was John Henry of Northeast Harbor. In the light air, could Marblehead get on John Henry's air, and get past him? Marblehead followed about five boatlengths behind John Henry on starboard. But when John Henry gybed to port, Marblehead gybed immediately, and then slowly, floating their spinnaker, worked to sail a slightly lower course closing the distance to Henry. Eventually, with about 750 meters remaining in the leg, Windnall/Linblad had John Henry's air, forcing John Henry to gybe away. Widnall had secured the pass, now, but would he be able to hold his position?
Behind them, Van Voorhis was looking forward, focussing on passing boats on this light air run. One third of the way down the run, Van Voorhis gybed to port, crossing behind their group, sailing toward the center of the race course. And with 600 yards to go, still in eighth place, Van Voorhis gybed back to starboard. Ahead of Van Voorhis, Jim Bishop was holding his position, but behind him, David Schoeder (also of Northeast Harbor) was closing the gap.
As the boats approached the finish, Widnall/Lindblad had maintained their third, gliding across the line comfortable ahead of John Henry. But David Schoeder, bringing pressure down to the finish and sailing two knots faster than Van Voorhis, closed the distance and edged his bow over the line just ahead of Van Voorhis, claiming eight place, and relegating Charlie to ninth.. It is hard to believe, but after that long, nail-biting run, that little bit of breeze in David Schoeder's sails, and those few feet difference at the line changed the results of the event.
The final scores - Widnall/Lindblad 34 points, Van Voorhis 35 points and Penny Simmons (Bermuda) 37 points.
Congratulations Bill Widnall on your tenth World Championship. Congratulations Matt Lindblad, on your first!! It is an amazing accomplishment for both of you!
The Chester (Nova Scotia) IOD fleet is thriving and was a buzz with visitors from Bermuda during Chester Race Week last month. Patrick Cooper and Ray DeSilva made the journey and Ray was kind enough to submit the following report. Also, please check out the Chester Fleet's beautiful website for a digest by Rick Thompson on the Mahone Bay Regatta in August
Chester 2013 was an interesting mix of fog and breeze this year. The locals story was that the summer prior to the week was fog free. I was skeptical given my extended stay last year at the Halifax airport due to mother nature's shrouding curse. And sure enough as night follows day on the first day of this year's even we awoke to fog in the bay and no breeze. Despite being unable to see more than 10 boat lengths we were sent out to the boats where we sat at our moorings for about 2 hours. Finally mid afternoon it cleared enough for us to give it a go but we had no breeze. Finally what little breeze did come in only lasted about 20 mins so late in the day racing was called off for the day. Thursday, Friday were an entirely different story with fine weather. The breeze varied from light and flukey to begin with but always filling in nicely. Courses were long and challenging. The competition was healthy with mixed fortunes particularly on the Fridaywhen most of our fleet missed a mark that made little sense in the overall layout. But the Saturday made up for any shortcomings with a shorter exciting game to cap off the week.
In terms of the social side of things Chester was her usual charming self and the club had live entertainment each evening. It was refreshing to see the mix of young party goers with the sailors thoroughly enjoying themselves on and off the club dance floor.
A high five to the club and organizing committee for another successful year.
The Nantucket International One Design Fleet lost a longtime member and leader on July 2nd
2013 with the passing of Burges Green.
Burges had been an active sailor his whole life, competing
in many off-shore and inshore one design races. He had represented the
Nantucket IOD Fleet in numerous off- Island events over the past several years.
On Nantucket he had been a very active member of the
Nantucket International One Design Fleet Association serving on the Board of
Directors from 2004 – 2013, and as Fleet Captain 2006 – 2010. During his tenure as Fleet Captain, Burges
did a stellar job in leading our fleet through its first hosting of a World championship in 2007. In 2009 Burges
was presented the Dick Sykes Memorial Award in Recognition of his long-time
service to our fleet.
The fleet honored Burges this past Sunday by forming a
single line of IODs that sailed to the Brant Point Lighthouse where each boat
went head to wind in front of many of Burges’ friends ashore. As they bore off each boat tossed flowers off
the weather rail. The final tribute was
paid by the Juliett Team that Burges led for so many years.
Burges Green, the gentleman and competitor will be deeply
missed by all.
Nantucket IOD Fleet Captain
July 8th 2013
Island Yacht Club and its associated International One Design fleet are honored
to be host for the 2013 IOD World Championships. The regatta will be held at Fishers Island,
NY from September 15 through September 20, 2013. The Notice of Race is posted
and registration forms will be available online.
champion, Penny Simmons will participate in an attempt to win his eighth
championship. Penny won his first World
Championship in 1985 at San Francisco and is always a competitor to be taken
seriously. Three time World Champion,
Charlie Van Voorhis from the host fleet will make every attempt to prevent
Penny for taking the Bjarne Aas Trophy back to Bermuda.
The Saga of the International One-Design: A Celebration of 75 Years, by Alessandro Vitelli, Herbert Motley, Jr., and Dana Jinkins. Published jointly by the IOD World Class Association and Concepts Publishing, P.O. Box 1066, Watisfield, VT 05673; www.conceptspublishinginc.com. 208 pp., illus., index. $65 plus shipping.
Reviewed by Matthew P. Murphy This review originally appeared in WoodenBoat magazine No. 231 (March/April 2013)
The authors and editors of the history of the International One-Design class took up a daunting task in telling the story of this legendary design. It’s a rich story, spanning eight decades, six countries, and two continents; it’s populated by some of the most luminous competitive sailors of the last century. The class’s conception and 75 years of success are driven by a globe-girdling social and economic history, and it includes experiments (and failures) in construction technology, design, and sailmaking. Weaving all of this into 208 generously illustrated pages written by numerous contributors is an orchestration of redaction and book design. With so many elements in play, the potential for both lost and repeated notes from that orchestra is great.
At the center of the tale is one of the most thoughtfully conceived, and most enduring, one-design-class sailboats. The first IOD appeared on Long Island Sound in 1936—in winter—when during Christmas week Cornelius “Corny” Shields, Sr. sailed his AILEEN, recently shipped with three sisters from Norway, from City Island to the Larchmont Yacht Club. Shields had spearheaded the creation of the design upon realizing that the then-in-vogue Sound Interclub class—a Charles Mower–designed, Nevins-built 28-footer—was reaching its middle years after a decade of racing. The Sound Interclubs had gathered a great and competitive group of sailors, and Shields anticipated a waning of interest in the fleet, and a dissolving of the group, with the aging of the boats. A fresh design would halt this demise, the logic went. It was also clear that the spiraling cost of international competition was not sustainable in the 1930s economy.
Racing among sailors from different countries was then held in open-class boats—particularly Six- and Eight-Meters and the 22- and 30-Square-Meter classes. In open-class racing, boats are developed within a set of parameters—a rule. Because design innovation plays a role in boat speed, the results on the racecourse are not a pure matter of sailing skill. To be competitive, a sailor must build to a fresh design every few years, and that was a tough sell in the financially challenged world of the 1930s. Plus, Shields was a firm believer in the principle that the most meaningful measure of a racing sailor’s skill was a contest sailed among identical boats, or so-called “one-designs.”
A visit to Bermuda and a sail aboard the new Bjarne Aas–designed and –built Six-Meter SAGA led Shields to request a proposal from the Norwegian. Aas responded with a drawing, to be tweaked by Shields, which would become the IOD. The Long Island initiative was infectious: Fleets were established in Bermuda, Marblehead, San Francisco, Maine, and Norway. The most recent one, formed in 2005, is in Chester, Nova Scotia, and it includes AILEEN—the first IOD—as well as ENIGMA—the latest in wood. Aas’s business was in dire financial straits at the time of the IOD commission; the IOD not only saved the shop, but it caused it to flourish for years. With the new design came a move from Oslo to Frederikstad, where Aas set up an assembly line to build the new identical boats. The shop cranked out an impressive average of 35 IODs per year from 1936-39—or one every ten days.
I’d have like to known more about the competition and politics surrounding the commission of the new design. In his autobiography All This and Sailing, Too (Mystic Seaport, 1999), Olin Stephens recalled the 34' Sparkman & Stephens–designed GIMCRACK, which his firm built on speculation in collaboration with Nevins. With GIMCRACK, writes Stephens, S & S lost to Bjarne Aas its bid to design the new Long Island Sound onedesign. Were there measures beyond hard dollars that favored the Norwegians over such local luminaries as S & S and Nevins? How did GIMCRACK and the IOD compare? Our only glimpse of the final IOD sail plan is in a one-sixth-page reproduction of insufficient file size; it’s rendered in jagged lines and its transom is lopped off by the scanner. I know well the challenges of sourcing archival material in digital form, and so I feel a measure of empathy with the book’s creators; but let it be said that this iconic drawing deserves a full page and clean reproduction. (To be fair: a stunning fullpage Rosenfeld image on the following page, of three hard-charging IODs, mitigates the offense.)
The authors (Alessandro Vitelli, Herbert Motely, Jr., and Dana Jinkins) spare no accolades for the IOD, but not everyone shared their enthusiasm: We learn in the book that Bermudian sailor Eldon Trimmingham, SAGA’s owner, reportedly sailed an IOD only once. He did not like the boat, and never sailed one again. So strong an opinion from such an informed critic begs for exploration and interpretation.
The Saga of the International One-Design opens with a “chronological history” of the class. It begins with the Shields initiative, the construction of the initial fleet, a thumbnail profile of Aas, a walk through the class’s early years, and a discussion of the postwar years of IOD sailing. Essays follow on the evolution of the class, and a discussion of the boats today. Following this are short profiles of each of the IOD fleets, and then discussions of construction, rig modification, and repair. The fleet profiles are contributed either in whole or in part by outside authors, with little purging of redundant information from chapter to chapter. Thus we learn on several occasions, for example, that Herman “Swede” Whiton was the first World Champion.
Certain aspects of the rig discussion are illuminating. One in particular was Marblehead sailor Jon Wales’s jumper-shroud arrangement that could be adjusted from deck level. Jumpers are typically preset by turnbuckles before the mast is stepped; they’re fixed for the season, save for rough adjustment from a bosun’s chair, prerace. The modified jumpers allowed unlimited adjustment during the race, for critical fine-tuning of the mainsail draft.
The peccadillo that led to the adoption of aluminum masts by the Long Island Sound fleet is spicy. The class president, Bill John, demonstrated an aluminum mast in a season’s racing, agreeing to not be scored in case the spar had a clear and overwhelming advantage. He finished in the middle of the pack that season, and aluminum was duly adopted by the rest of the fleet—who later learned that John had been “sandbagging his performance”; aluminum was, indeed, much faster.
To a student of boat structure, there are some challenging construction details. I’d like to know more, for example, of the mechanics of Bjarne Aas’s assembly line, rather than being told in a photo caption that it’s self-evident in the image. And I found this passage particularly difficult: “As originally built, all the IODs were planked with full-length boards of Oregon pine over oak frames. The planks were cut, shaped and spiled over jigs, while the same set of molds was used to form and install the frames. The system guaranteed a series of truly one-design hulls; so one-design, in fact, that all the keels were slightly curved to the left! This was due to the windows along one side of the shop, which caused the oak to warp.” This construction system, as briefly described, doesn’t seem to differ from standard carvel construction. And if the boats were indeed asymmetrical, laying blame on the shop windows seems specious to me, for several reasons: First, the Aas-built IODs were turned out on average of one boat every 10 days, so they didn’t languish for long in front of those windows. Second, in most of the boatshops I’ve visited, natural light is de rigueur. Third, a competent crew such as Aas’s should notice, especially over the
course of several boats, that a keel is off its marks. Also—presumably some or many of these boats were built over the Norwegian winter, whose days are lit for only a handful of hours. If the keels were consistently bent, wouldn't the likely culprit be a tooling error?
The IOD is one of the great classic one-design survival stories. Cornelius Shields and his colleagues put considerable thought into it, laying the groundwork for a noble structure. We can gain
more insight into that history and the culture that gave rise to it in Shields’s book, Cornelius Shields on Sailing Prentice-Hall, 1964). It’s out of print, but readily available
online from antiquarian booksellers. There’s more IOD foundation material in the story of the Sound Interclubs, the most complete profile on which is William W. Swan’s essay in Edwin Schoettle’s classic compendium Sailing Craft (MacMillan, 1945). The IOD’s continued survival is also partially due to the thoughtful adoption of fiberglass: Careful attention was paid to overall weight and its distribution, so that ’glass boats could compete on an equal footing with wooden ones.
The book includes a detailed, annotated 16-page Register of IODs; the research required to compile this list deserves special mention. There are also albums of World Championship and Gold Cup photographs. The Gold Cup Album is a showcase of exciting action images of logo-emblazoned, Bermuda-based fiberglass IODs match-racing in a contemporary running of an event first sailed in 1907; it’s a stirring reminder of what the boat was, and what it has become.
Matthew P. Murphy is editor of WoodenBoat.
In the March issue of the Norwegian sailing magazine"Seilas", Mikel Thommessen recounted the history of the IOD class in Norway in his review of the 75th Anniversary Book. Be sure to click on the link and check out the stunning photograps that he included -- even if your Norwegian is rusty. Thanks to Asbjorn for the following translation:
IOD is in good standing.
IOD recently turned 75, but is still going strong. The Anniversary book
tells the exciting story, here unveiled in a short version.
1937 was a good year for Norwegian boat design. Not
only was this the year the Oslo-Dingy was launched; the most important
recruiting boat until the A-Dingy, conceived by Erling Kristoffersen, entered
the stage in the 1950’s. 1937 was also the year in which IOD was introduced to
albeit technically speaking, the first boat was delivered to the US the latter
days of 1936.
The 75 year old lady holds her own, in our opinion,
because it is one of the most beautiful boats ever built.
It was the well known American sailor Cornelius
“Corny” Shields who first conceived the idea and who came to the Norwegian boat
builder with the task of building a more affordable and slightly smaller
6-metre, in a one-design format. One would imagine there would be a plethora of
American designers who could take on such an endeavor, but Shields had been
sailing in Bermuda and fallen in love with the
sleek and beautiful lines of the Trimmingham brothers’ “Saga”, designed by Bjarne
Aas. Consequently, he approached the Norwegian in order to have drawings made
for the new Interclub boat intended for the Long Island Sound. In the magnificent
anniversary book “The Saga of The International One Design”, which came out
last year, written by Alessandro Vitelli, Herbet J. Motley jr. and Dana Jinkins,
Shields describes his enthusiasm of
sailing the first delivered boat in drifting snow outside Larchmont, during the
Christmas holiday of 1936.
Bjarne Aas had himself thought of launching a
one-design boat when the difficult 30’s caused fewer orders of one-off boats to
the recently established boat building yard at Isegran, near Fredrikstad.
Something had to be done in order to secure the continued employment of his
workers. The Norwegian sailor Magnus Konow visited the US in conjunction with
his participation in the race for the Seawanhaka prize for 6-metres. Corny Shields was at the helm for the
American team in the regatta. The two of them found common ground in their
mutual interest in bringing about a type of one-design as an alternative to the
increasingly more expensive 6-metre. The snowball had started rolling. Aas had
already the first preliminary drawings ready in the fall of 1935, and Shields
liked what he saw. Together with his brother Paul and four other friends, which
included Magnus Konow, they founded a consortium which placed an order for the
first 25 boats. Aas could now start his production. IOD became the first serial
produced large-scale sailboat, and at its peak, Aas delivered about 50 boats
annually to customers in the USA,
Bermuda, United Kingdom and Norway. The
boats were delivered free of shipping charge, ready to sail in the US, at a
price of $2,670, with a set exchange rate of
7.15; equaling NOK 19.090 at the current time.
Made it a hit.
“Seilas” (the KNS magazine) was the first to publish the drawings for the
IOD in 1936, and in the spring of 1937, the 60 boat builders employed by Aas,
built not only the 25 boats bound for the US, but also delivered six boats to
Bermuda, and an additional 9 boats to
Norwegian buyers. Concurrently, orders came in from the UK and from
sailors in Maine
who wanted to pick up the competition against Long Island Sound. Later, the Class was also established in San Francisco, and in
1960, eight boats were delivered to Marseille,
Aas had ensured, through the Class Rules, in an effort
to end up with as similar boats as possible, that all boats were required to be
built at his shipyard.
Class Rules also called for all the sails utilized to
be manufactured by the same sail maker, ordered at the same time, and
distributed among the boat owners by a randomized draw.
Already by the summer of 1937, the IOD became the
leading keelboat in the Long Island Sound, and later, all along the north east
coast of the US, north of New York. All the leading keelboat sailors at that
time, besides Corny Shields himself, and including such names as Arthur Knapp
jr, George O’Day, Bus Mosbacher, Herman F. Whiton, Bob Bavier, Don MacNamara,
Ted Hood and others got to try out the IOD at one point or another. Whiton got
so excited about the boat that through his own Sailboat Training Facility,
ordered 10 boats with the intent to rent them out to young, promising sailors
at the symbolic annual rate of $1. Whiton, who became the Olympic champion in
the 6-metre class, both in 1948 and 1952, trained using the IOD, and was the
first to hold the title of World Champion in the class in 1959.
IOD also made a hit in Norway. By 1939, 21 boats were
already delivered to Norwegian owners. By 1950, 41 boats were registered. With
more than 30 IOD boats at the starting line, the Hankoe regatta was a beautiful
sight to behold, and this event got to mark the annual peak for the sailors
here at home. As in the US,
the best keelboat sailors here at home also sought out the IOD. Sailors like Finn Chr. Ferner, Peder Lunde,
Calle Mortensen and others who had their earlier training in the junior boat “Drake”,
subsequently went on to the IOD, and quickly made an impression on the class. However,
the war lessened the sailing activity here in Norway. Dr. Henrich Nissen-Lie, the
grandfather of editor Ole Henrik, had secured himself boat number eight of the
IOD boats from an American who cancelled his order. However, he did not get to
enjoy his boat for very long. The German commandant in Kirkenes requisitioned
his boat and installed salute cannons on the deck as well as fitting it with an
inboard motor, and when the commandant saw how the war was turning out in 1944,
he loaded it on to a freight ship bound for Germany. The freight ship however,
was sunk somewhere along the Norwegian coast, and Nissen-Lie’s IOD went down with
Also a handy recreational- and family boat
there weren’t too many large touring boats after wartime. To some, the IOD became the multipurpose spare time boat, father
sailing regatta in weekends, and the family using the boat for touring.
The families Ferner and Mortensen were among those who
spent summer holidays in their IODs. According to later generations, they had a
lot of good memories in connection with those summers.
As we all know, these boats do not have a rail and the
Mortensen family had an agreed drill if one of the daughters should fall
overboard. The mother, Ingjerd, was to jump in after the child while father maneuver
the boat in position to pick up the two. It so happened that one of the girls
fell overboard, and by instinct the father jumped in after her. Then it was up
to mother to take care of the boat.
Everything went quite well.
Popular Team Racing.
Team Racing between teams from Outer- and Inner Oslo Fjord
and teams from USA, Bermuda and England were frequent and
became popular. So also for young people recruited as crew for some of the
foreign teams coming to Hankoe to race.
The Brits and Bermudians where particularly famous for
their parties and the “Diamond King”, Stanhope Joel stands out. He
invited all the sailors and those staying at Hankoe with friends, to a gigantic
party at the Hankoe Hotel. Tales are still being told about it.
At this time Fred. Olsen, Kalle Nergaard, Teddy
Sommerschield and others had joined the class. Fred. Olsen came to be the first Norwegian to become
World Champion. He won twice, in 1960 at Hankoe and 1961 at Oyster
The next world Champion from Norway was Dag
Usterud in 2001.
Fred. Olsen comments that during a visit to Norway,
Corny Shield was invited to go sailing on Olsen’s 12 meter “Figaro” and then
decided to take an initiative to have Americas Cup reemerge sailing 12 meter
This also happened in 1957, with Corny Shields as co owner
of the winning boat “Columbia”.
Finished building wooden boats.
The period from 1960 onwards saw the end of building
wooden IODs, and by that the exclusivity as boat builder came to an end for
Bjarne Aas. The last wooden IOD was build in 1967. Up till then the yard at
Isegran had produced some 250 IODs.
Bjarne Aas was now getting old and complained about
his eyesight. He had left his son Henrik in charge of the yard. Henrik started
developing building IODs in glass, and when Bjarne died in 1969, 83 years old,
Henrik had done some to achieve this.
The boat yard was bankrupt in 1969.
With the fiberglass boat building a new time in the history
of the IOD began. If the IOD had not taken the step to glass, certainly the
Class would have died out. But it was not without complications to produce in
large enough series to develop expensive molds. A wooden IOD was used as a plug
for the new mold. Henrik Aas brought his IOD forms to USA and
eventually sold them to investors there. He remained in the US the rest of
Later on boats have been built in Scotland and to
day in Sweden.
On the Worldcup map.
With growth of glass built IODs, the class expanded in
with new fleets in Nantucket and Fishers Island. Bermuda
saw an increase in numbers, also because the boat was used in the King Edward VII Gold Cup
professional match racing, taking place there every year.
the Class was reduced. Not much interest for fiberglass IODs, wooden boats
expensive to maintain, and tough competition from the “Soling” and a growing “Drake”
Jan Petter Roed arrives at the arena.
To the rescue for the class in Norway came Jan Petter Roed,
a Norwegian born ship-owner. He got interested in IOD sailing and bought, not
one, but several IODs. He was accompanied by enthusiastic sailors like Tore
Groenvold, Ulf Ulriksen, Knut Tenvig, Oestein Aasgaarden, Asbjoern Johnsen, Martin
Rygh and Paul Rynning. Roed also participated internationally and became a
popular ambassador for the class. He generously lent boats to others and by
that helped maintaining activity in Norway.
In recent years several boats have been bought by
Fredrikstad based sailors, and the well known
sailor Ludvig Daae have bought a part in one of the boats, mainly to be
able to participate at Hankoe Race Week and abroad at world championships,
where it is customary to lend boats. This year’s world championship is arranged
the same week as the NORC Norwegian Championship. This puts Ludvig in a dilemma,
which to choose?
But next year the world championship takes place in Norway, and
then the 2012
Norwegian Class Champion most certainly will
participate, if he qualifies.
A translation by Asbjorn Johnsen.
The San Francisco International One Design Association and the Sausalito Yacht Club are proud to announce that the 2013 North American Invitational will be held in San Francisco on October 10th through 13th. The Notice of Race has been posted and you can read more about the event at 2013 North Americans. We expect that many of the North American Fleets will send their best teams, and we expect it will be just as competitive as the event which was held here in 2010
Tom Allen, sailor, judge, raconteur, died on Friday December
14. In his mid-eighties, and in good health, he passed away peacefully at home
in Mill Valley, CA. Tom, long of the San Francisco International One Design Fleet and the St. Francis
Yacht Club, began racing in his beloved varnish-hulled Whitecap in the mid-60’s
with a crew that remained with him as friends during most of his life. Often at
the top of the local race results, Tom competed internationally and when he
retired from the water, went on to establish a considerable reputation as an
YRA and US Sailing judge, and rules expert.
He was long the backbone of the San Francisco IOD Fleet,
together with his lovely companion and racing enthusiast Nanna Lea Fox. The
local yachting community benefited considerably during his incumbency as
Commodore of the St. Francis YC. He also served as the local IOD Fleet Chairman.
Tom’s more permanent contributions were in ensuring that the
mechanics and politics of racing worked for the benefit of the local and world
IOD Fleets, the other local wood boat fleets, and racing in general. Until the
last several years steadily at the helm of No. 91, Tom provided inspiration to
his fellow sailors, young people entering the IOD world, Fleet leaders, and
those seeking his considered judgment on maritime matters. A wonderful friend,
he will be sorely missed in San
Francisco and on the international scene.
Tribute by Clay Jackson longtime friend and member of the SF IOD Fleet