Website created on January 6th, 2024
Introducing s/y Vesterviking.
S/Y Vesterviking is a Finnish mahogany ketch that has been widely presented in both international and domestic yachting magazines, like Die Yacht and Classic Boat Magazine, Vene, Puuvene, Puupaatti and Tekniikan Historia
https://www.classicboat.co.uk/articles/design/vesterviking-wooden-hull-aluminium-deck-and-cabin/
The yacht was built in 1953-1957 by the foremost Finnish boatbuilder, Henry Orrman, whose nickname "Stradivarius from Emsalö" tells everything of the quality of his work. Vesterviking is the first Finnish pleasure yacht that has been built under Lloyd's supervision to +100 A1 offshore class.
As a rare speciality of the yacht are absolute watertight deck, cabin and cockpit originally built of aluminium.
Constructor was shipbuilding engineer Karl Heldt. He was a sailor throughout his life and at the age of 80 years, when designing the yacht, could put a lifetime sailing experience in the design. It was his son, businessman Joachim Heldt, who had the yacht built. Vesterviking was in the ownership of Heldt family until year 1993, when Jaakko and Inkeri Toiviainen bought it. In 2024 they sold her to Arkadius Brezek.
In the ownership of the Heldt family Vesterviking participated Kiel regatta in 1958 and 1969. The family also sailed her to Scotland. The present owners sailed in 2009 - 2 010 from Helsinki, to Barcelona via Gibraltar and have sailed on the Danish and Norweigian waters on the 2010's.
Vesterviking has been given K-mark, which means that it has Finnish culture historical value. The yacht is structurally still in original shape, not a single plank or structural element has needed replacing. Only best materials were used in the build, for instance the keel, stem and stern have been made of Brazilian peroba, better than teak ship-building wood. The interior has been kept in original shape, though many updates have been made to improve navigation and comfortability of living on board, but always with the aim to retain the original atmosphere. The yacht does not need any kind of restoring, only annual upkeep.
Vestervikng has been nominated the most beautiful yacht of wooden boat regatta "Viaporin Tuoppi" in Helsinki, with some 150 participants.
Construction materials in detail, deck, interiors, and equipment purchases are presented after the photo gallery.
Data.: length of hull 11,95 m, total length including pulpit and windvane 13,0 m
waterline length 8,6 m
beam 3,0 m
draft 1,8 m
construction displacement 7,6 tons, fully equipped for long-distance sailing 9 tons.
lead ballast 2,5 tons, internal ballast in keel 0,3 ton
diesel tank 170 litres
two water tanks with combined volume 160 litres
engine Nanni Kubota N4.38 37,5 hp new 2017, 670 hours, three-bladed fixed screw
Vesterviking photo gallery:
Vesterviking aluminium deck and superstructure.
Cockpit seen from behind. At the stern Hydrovane wind vane and Duogen wind/water generator.
A drawing by Peter Bange showing the lay-out of the yacht, published in Finnish "History of Technology" magazine.
Compact pentry with seat.
Port pilot berth. Pantry seat can also be used as a seat for the pull-out chart table above. Floors 20 mm thick teak.
Stb pilot berth and stairs to the cockpit. Stairs can be lifted aside. Cockpit table seen at the back.
Navigation instruments and the pull-out chart table.
Compressor - refridgerator box in the bilge under doghouse floor.
Electronics panel above stb pilot berth in doghouse.
Radar screen located by doghouse stb wall. Can be drawn out along the rail on the ceiling and turned so it is visible from the cockpit. On the left wet clothes locker. Compressor for refridgerator is located at the bottom of the locker.
Bulkhead with door between salon and doghouse
View to salon from doghouse door. Gargo Light Great Britain 1939
Backrests turn to wide berths with lee cloths. Water-proof storage boxes hanging under the shelf. More storage space under the berths.
Gimbaled salon table can also be locked stationary.
There are some 60 kg of lead blocks making the table gimbaled.
Lots of space for maps in the table structure.
Bulkhead between salon and doghouse with door seen from the salon.
Eberspächer diesel heating switch/thermostat on the salon bulkhead.
Forepeak. Behind doors in the front is storage space and chain locker.
Some structural elements:
Wooden floor timbers and floor timber wings of Yogoslavian oak on top of 39 cm thick peroba wood keel. Bronze strapping on top of bent frames.
Built frames (futtocks) and bent frames. Planking fastened to frames with silicone bronze screws. At the back of the picture is the third battery box behind the backrest.
Strong hanging knee of Yogoslavian ash.
There is a one meter long 5 mm thick bronze plate between the planking and the frames where chainplates are located. Stainless steel chainplates are fastened with stainless steel bolts through planking, the bronze plate and through the peroba wood blocks on top of the bronze plate. Above strong sheer clamp and beam shelf.
Aluminium bronze keel bolt in perfect condition. Drawn out in 2018 for inspection.
Wooden blocks being serviced.
And a couple of final photos....
Some speed....
Arriving to Spain over Biscay
Construction materials, deck, interiors, equipment
Inside, the floors are 20 mm teak, the bulkheads are mahogany/aluminum, ceiling of the salon
and doghouse is aluminum sheet condensation insulation, the forepeak is cellular plastic
insulation.
The boat is 99% in original condition, not a single board has had to be replaced. Also inside the
original arrangement and appearance has been preserved. Hull taken to bare wood in 2007, stained, oiled and varnished 8 layers. After that all varnished surfaces, including masts have been given new layer of Epifanes oil varnish every spring.
Owners: Joachim Heldt and his family 1957 - 1993, Inkeri and Jaakko Toiviainen 1993 – 2024, Arkadius Brezek 2024 -
The boat has a set of original drawings.
Interiors:
- From doghouse entrance: On the right side of it, on stb quarter berth, a wet clothes locker and an electricity main panel. Half bulkhead under the stairs with boxes for foodstuffs. Behind it is a Vetus diesel tank 170 liters and storage space. On the sides of engine hood battery boxes. On the port side quarter berth, a pull-out chart table, navigation equipment and pentry with a 2-burner gas cooker. A seat for cooking is supported from the side of the engine hood. Under the floor, top-opening refrigerator with a separate compressor placed in a wet clothes locker.
- The doghouse and salon are separated by a bulkhead with a lockable door. In the salon, a gimbaled table, backrests of the settees turn into wide berths. Storage space behind the backrests and under the settees. Box for second house battery behind the backrest. Eberspächer diesel heater panel on salaon bulkhead. Delivery of warm air can be regulated between salon and forepeak. Under floor two fresh water tanks with a combined volume of 160 liters.
- When going towards the bow, a bulkhead with door and behind it, at a distance of approx. 80 cm, another bulkhead with a sliding door to the forepeak. Next to the forepeak bulkhead is the mainmast standing on the maststep on top of the keel. In between the bulkheads is the head. The salon bulkhead door turns against the main mast separating the toilet space but leaving the gangway from salon to forepeak open. Both the bulkheads’ doors can also be closed making a spacious head from port side to stb side. Baby Blake toilet on port. Washbasin turns out from under shelf for tap water on the bulkhead. Locker and drawers on the stb side.
- In front of the mainmast, a steel tie rod that connects the cabin roof to the mast-step and prevents the roof from changing shape when the shrouds are being tightened.
- Forward from the forepeak bulkhead is a with a full-length v-berth and a separate board in between giving additional sleeping space. Below the port berth is a 50 liters stainless steel septic tank. Original mesh shelves, mahogany trim against the sides. Space for the anchor chain etc. in the bow.
On deck:
- Stern pulpit made in 2019 of acid-resistant steel, with a teak seat and Duogen wind/water generator stand. At the stern of the boat is Hydrovane wind vane. On the aft deck a Danforth anchor on a stand and two strong mooring posts of peroba. A stand for Autohelm 2000 tiller pilot. Solar panels are hanging from the lifelines on both sides of the cockpit.
- Tiller steering in cockpit. Behind the aluminium cockpit is a hatch on the aft deck and storage space below. Storage space under the seats in the cockpit is not connected to the interior of the boat. On the coamings 2 Lewmar winches and one Enkes winch for running backstays. Traveller of the mainsail sheet is fixed to the mizzen mast. All main blocks in the boat are original, oak and with roller bearings. There is a dining table to be used in the cockpit.
- Plotter, wind speed meter and echo sounder on the back wall of the doghouse. On the front wall of the cockpit the engine dashboard and wire log display. Sestrel compass and sprayhood on the roof of the doghouse. In the rear wall of the doghouse a window of laminated glass. All windows in the yacht are laminated glass except window of the hatch on the bow deck, which is polycarbonate.
- On cabinhouse roof there is grating made of mahogany planks, on top of which is a life raft and a two-part mahogany/stainless steel swimming ladder. On the wide side decks are L-shaped stainless steel bars for genoa sheeting blocks. (Genoa adjustment by barber haulers). A boom brake that prevents damage of an accidental gybe hangs on the boom. Stb next to the reeling a spinnaker boom on a stand.
- On deck in front of the cabin a hatch to p forepeak, a manually operated anchor winch. and strong mooring posts of peroba. A 25 kg CQR anchor on a stand on the stem pulpit with 52 meters chain in the chain locker. Another anchor, kedge type, in the chain locker.
Rigging
- Sitka spruce masts, varnished. Mast steps made of acid-resistant steel. A radar antenna on the mizzen mast. Shrouds and stays of stainless steel wire, original, spliced. The yacht has double running backstays, the runners of the original fractional rig and the mast-top runners installed for the new roller genoa in 1989. Dyneema rope connecting main mast top and mizzen mast. All turnbuckles are bronze. Two stays in the bow, one for the jib on the boom, the other for the original genoa.
- Hoisting sails takes place at the masts. Mainmast has a separate track for storm sail.
Sails, purchased new:
- mainsail in 1999
- roller genoa in 2002 (new UV protection 2016)
- jib 1996 (slightly used)
- gennaker 2003 (slightly used)
- mizzen 2016
- storm mainsail(made by the undersigned on a course)
Older, original sails:
- Genoa with piston hanks
- mizzen genoa
- spinnaker
- storm jib
Ropes:
- without further detailing, a complete set of ropes in good condition needed for long-distance sailing, anchoring, mooring and docking.
Electronics and other purchases and installations made since 2002:
2023
- new led tricolor at the top of the main mast. New wind shields for the cockpit.
2018
- bilge pump, 1600 gallons
2017
- a system of two diesel pre-filters changeable while motor is running
- electrical system of the engine made "floating"
- new stern tube with new bearing and gasket
- new Nanni Kubota 4.38 engine
- new motor shaft and Vetus Bullflex flexible coupling
- renewed engine cooling, fuel and electrical systems
- new 170 liter Vetus fuel tank
- new main fuse and galvanic isolator
- new muffler and exhaust pipe
- new three-bladed 16"/12"propeller
- new sprayhood
2016
- new Victron shore power charger
- new house batteries 2 x 110 Ah
2014
- new 4 pers. liferaft Seago
- new starter battery 70 Ah
2013
- Eberspächer diesel heater control system was renewed after a nearby lightning strike destroyed the
original
2012
- backup pump Rule 250 l/min
2011
- roller genoa cutter bearings replaced by the manufacturer in Germany
2010
- Tacktick wind meter sensor at the top of the mast replaced
2009
- Epirb
- selective call VHF
- portable VHF Enhel
- Raymarine A70 plotter
- easy AIS, easySplit, easy DVB-T
- Glomex antenna
- renewed battery electrical installations
- new charge/discharge/voltage meter
- 2 Solara 45 W solar panels and a special controller
- Furuno NX-30 Navtex
- Hydrovane wind rudder
- Duogen wind/water generator
- TackTick wind meter
2008
- chart plotter Raymarine RC435
2007
- new air pressure-operated bilge pump switch
2004
- y-valve for the septic tank pump, can be used as bilge pump in emergency
- Eberspächer heater
2002
- compressor refidgerator installed under doghouse floor
Vesterviking story 1958
Written by Joachim Heldt in 1958, translated by Jaakko Toiviainen in 2023. Published first time in the annual book of Finnish sailing club ”Merenkävijät” in 1958. When reading this story, one must take into account that it dates back to the beginning of the second half of the last century, when demands for an excellent offshore sailing yacht differed a lot from today’s demands in relation to the interior, comfortability of living in the yacht as well as speed and other sailing qualities.Please note that this story describes the yacht by the time of launching.
Some modifications and updates to the original yacht’s rigging, engine, electronic systems, interior, navigation instruments and equipment have been made in the course of years to suit today’s sailing and cruising needs, but always with the aim to maintain the atmosphere and originality of the yacht as much as possible.
This is a history of a dream that became reality: a really modern offshore sailing yacht, where the old shipbuilding skills are combined with newest technological achievements and methods, traditional, high-quality wood with future metal aluminium.
The plans originated to year 1950. The first test for getting technological experiences was made in 1952, when the superstructure of our old sailing yacht ”Marita” was replaced by more spacious and lighter one made of aluminium. The result was better stability and wind ability.
When planning of the new yacht started, it was my father, shipbuilding engineer Karl Heldt, who took responsibility of the design. He had 60 years’ sailing background and a long experience of designing ships and could take benefit of this experience in the designwork.
Lofting began in 1953 and the construction work started at the boatyard of my good friend Erik Jonasson on the Pörtö Island outside Helsinki in winter 1953-1954. Laying of keel and raising the built frames, stem and stern took place during spring/summer of 1954. The building work was then delayed by lack of ample technology at the boatyard and also due to the especially cold winters that followed, so much that the yacht could only be launched and the first test sailings made in summer 1957.
Scope of the design work was exceptional, as besides the drawings of the yacht and rig and their details, also all blocks and rigging fittings etc. had to be drawn by the designer. He also had to make the interior drawings as well as the drawings and assembly instructions for all aluminium parts. Only a small part of ready-made fittings could be bought and used, everything else had to be ordered and made by suppliers, who not always had sufficient practical experience of manufacturing in the area. The total amount of drawings mounted up to around 80.
The yacht was to be built under British Lloyd’s supervision to highest class +100 A 1. This again meant that of all the drawings an English copy had to be made and a very close contact to be held with Lloyds’s surveyor in Helsinki, dilp.eng. Åke Weber, who personally had taken the responsibility of surveying the work and showed great interest towards it. This co-operation proved to be very fruitful and materialized, together with the boatyard’s exceptionally high quality of work, in a yacht that belongs among the best yachts built in Finland and one that fulfills also the highest international standards.
It was also interesting to find Lloyd’s very positive attitude toward the use of aluminium in the build. For instance aluminium deck was valued as high in construction as a deck built of good, hard oak.
There are many reasons why a light - displacement yacht is preferred on long - distance sailing. However Lloyds demands high dimensioned and heavy structures for all yacht’s wooden and metal building materials. To compensate this weight it was decided that deck, superstructure, cockpit, hatches and inside the yacht bulkheads and diesel tanks were to be made of aluminium.
The quality of aluminium to be used was marine grade 54.S, except for the diesel tanks, for which was used pure aluminium 2 S. By the use of these light alloys could 11 % of ballast weight be saved without effecting stability of the yacht.
The metal structures saved space and the double insulation of ceiling in the cabin resulted in non visible beams. The cabin top is absolutely watertight and insulation prevents condensation. The self-emptying cockpit is also absolutely watertight and has no openings to the inside of the yacht.
Only highest quality wood was selected for the construction. Stem, keel deadwood, stern wood in the canoe-shaped transom, rudder, tiller and caps of bulwark rails as well as bollards are of peroba, better than teak ship - building wood from Brasilia, planking is of generous one inch thick Grand Bassam mahogany. Bulwark rails, cabin sole, and bases for winches of Bangkok teak, interior of mahogany and partly mahogany plywood. Deck beams, clamps, shelves and stringers are of selected Finnish pine, built frames and floor timbers and floor timber wings of Yugoslavian oak, bent frames and hanging and lodging knees of Yugoslavian ash. Grating on top of cabin roof is Brazilian mahogany.
The masts are rectangular, glued and above deck hollow, made of selected Finnish pine and glued by Laivateollisuus Oy in Turku. (Gluing of the original masts broke and new masts were made of Sitka Spruce in 1959 JT.) Main mast stands on a mast step on top of the keel, mizzen mast stands on a strong steel structure below the bridgedeck.
Special attention was given to all the fixtures in the yacht, as we wanted to make the yacht as free as possible from iron to facilitate upkeep and and also for reasons linked to classifying of the yacht.
Keel bolts 7/8” and all other bolts in the hull (5/8”, ½” and 3/8”) are of forgeable aluminium bronze (with 9% Al), except 7 pairs of heat galvanized tie rods between clamps and shelves, as at the time of installing no supply of bronze rods was available.
The built frames (futtocks) have been glued together and fastened with bronze screws and strong copper rivets. The floor timbers and their wings have been riveted with ½” and 3/8” copper rivets. All planking has been screwed to frames with silicon-bronze screws. Rudder shaft has 40 mm dimension and has been made of forgeable and weldable special deltametal and the shaft tube is made of copper.
Only when it has been necessary due to galvanic reasons, were in some other parts than the hull used steel bolts, but most of those have been acid-proof or stainless steel, for example the strong 60 x 12 mm chain plates, bolting of stem and stern pulpits to the deck, rigging fittings to the masts, and bolts of the engine beds.
The whole aluminium set-up was made in assembly-ready parts by Terästuote Oy and was then assembled together in different phases of construction of the at the boatyard. Special emphasis was put in appropriate and sufficient insulation of aluminium against wood structures and other metal parts. All the aluminium parts have been riveted, except the diesel tank which was welded by a specialized company.
As bare aluminium deck becomes quite hot in the summertime and can be noisy, a special 4-5 mm thick insulation layer of DEX-O-TEX Neotex, an American latex product used for insulation of ships’ decks was used on top of aluminium.
This in shipping since WW2 used and tested material gives good heat/cold- and noise insulation and stays elastic even in cold climate. It can be used in different colours. As experience is that green colour works best for reflecting sunshine and absorbing of heat, we chose to use that. It also looks good combined with teak.
Stainless special wire was used for the whole standing rigging, also for halyards, except the parts that are in contact with hands. To facilitate changing worn sheets on a long-distance sailing, all sheets etc. are of the same dimension, 1 ½” circumference. The hardware of the rig have been made free of schakles and has, as part of other complicated fittings too, been produced according to the designer’s drawings at a specialized company. Instead of schakles hot-dip galvanized bolts have been used.
The yacht has ketch-rig because of the many advantages of this type of rigging gives, especially when sailing with a small crew, on a long-distance sailing. As the drawing shows, sail area has been divided evenly, which makes the yacht sail well balanced for example only with jib and mizzen. The rigging has been made as simple as possible, avoiding all parts – if they break on a long-distance sailing - which are difficult to repair on board. To facilitate sheeting, there are on both sides of the cockpit two U.S.made sheeting winches, with a cleat on top of the winch. (Have been replaced by modern winches. JT). The main halyards, i.e.for mainsail and jib have pulleys.
As we had good previous experience of running backstays, we installed those to the mainmast. All sheets of sails have been lead to the cockpit where they are tied to cleats. The mainsail sheet has been lead to the cockpit through two blocks with sheaves, located at the back of the bridgedeck. The sheets have been so arranged that they can be handled easily from the cockpit even by just one person. So there is no need to go to the deck, which is a great advantage when it is dark. Besides, this arrangement of sheets and winches has resulted in a clean deck where no ropes, blocks and other traps for foot exist.
Mainsail and mizzen have mast tracks with slides. Tracks, manufactured by Wieland-Werke / Abeking & Rasmussen, are of special metal, and have been tested and proved by sailors around the world. Track is also on the main boom. Mizzen boom has groove and roller reefing. Jib has also boom with flying foot.
Jib can be reefed and mainsail changed to storm sail on own track. Besides, normal jib can be changed to storm jib. More sail area can be found using a staysail for mizzen and a cruising genoa for mainmast. For light winds sailing there are genoas form both main- and mizzenmast. When needed, even more sail area can be found using double jibs or spinnaker.
With mizzen 11,4 m2, mainsail 25 m2 and normal jib 14,5 m2, the sail area makes 51 m2, but can be increased with mizzen staysail 9,8 m2 to 60,7 m2, and by replacing jib with 22 m2 cruising genoa to 68,7 m2. If a mizzen genoa 21,8 m2 is used and in main light wind genoa 25 m2, the sail area will be increased to 83,2 m2. The smallest possible sail area is 5,5 m2 with storm jib. So there are many possibilities to vary the sail area which can be changed quickly and even by a small crew. The sails have been made by Ab Sportartiklar. ( A roller genoa was installed in 1989 JT)
My opinion is – in principle – that an engine does not belong to a sailing yacht. However, I had to make a concession to the modern times. Nobody today has non-limited amount of time and the foreign harbors are often tight with small mooring for each yacht. Also the experiences of other long-distance sailors confirm our own experiences, that a small auxiliary engine is to be preferred in a sailing yacht. We have therefore installed a one-cylinder Wickstrom diesel engine of 8 hp and 900/1000 revs, with Bosch-starter motor and two 12 volts batteries of 114 amp hours under the cockpit. This small engine runs evenly and with little vibrations.
It uses only 1600 grams per hour and thus is cheap and gives the yacht a long range under motor. Many of our friends blamed the engine being to small and weak for such a yacht, but our experience from last season’s sailings prove that with this engine the yacht has a continuous speed of 5-6 knots, depending of the weather conditions. We did not want to have a motor boat with sails, but a sailing yacht with auxiliary engine and this engine fulfills the task perfectly. A diesel engine is absolutely to be preferred over a gasoline engine in a yacht as it eliminates risk of fire and explosion. (After Wickstrom engine the yacht has used up two Volvo Penta engines. A new Nanni Kubota 4.38 37,5 hp engine was installed in 2017 JT)
When designing the interior much emphasis was given to have a simple but comfortable set-up and have enough space for every member of the crew on a long-distance sailing. The yacht has 6 settees, of which two are Concordia-type behind the salon backrests, two pilot berths in the doghouse and two settees in the forepeak. All cushions have been made by Persienne and Flagg Ab, while all the rest of the interior was made on the boatyard.
Furthest in the forepeak there is space for anchor chain, followed by forepeak with a hatch, raised from the deck level. On starboard side of the space between forepeak and saloon is a wardrobe for hanging clothes as well as a cupboard with lockers. On the port side there is toilet with sink and cupboard.
The saloon has settees/couches and above the backrests cabinets for books, radio etc. When the backrests are turned down, there are on their backsides ready-to sleep suspended beds. Between the couches, of which the one on port side has U - form there is a big sea-table with side parts that can be turned down. The table is gimbaled and has storage space for maps etc. in the structure. When the sides of the table have been turned down there is good, wide passage from doghouse to forepeak, though when the sides are up, one can still pass the table with ease.
There are full bulkheads with doors between salon and forepeak and salon and doghouse, so the salon can be closed totally, which is a great advantage when sailing in cold and damp weather or at the nighttime. In the doghouse there is pentry to port with gimbaled two-burner gas stove (the gas bottles are located in the cockpit). Behind the stove there are lockers for tableware, under the stove a cupboard for kettles and pans and against the saloon bulkhead another cupboard with stainless steel sink with plumbing to a big plastic bottle below. (Today, plumbing to the outside of the boat JT )When the cover of the cupboard is down, it works as a service table.
Opposite to the pentry on the starboard side is a big cupboard for wet clothes and rubber boots.
Over port pilot berth there is a navigation table with locker, which can be drawn out from under the covering board. On both sides over the foremost part of the pilot berth there are shelfs with lockers designed to adapt one - liter glass canisters. Under all settees from dogouse to forepeak there are spacious storage lockers. In the galley there are also pull-out cabinetry for tableware.
Engine hood, which has asbestos insulation on the inside acts as a seat. The hood is made of removable parts and does not take much place if something in the engine needs to be fixed while sailing. There are boxes for batteries on both sides of engine hood and the tops of the boxes act as small tables for those occupying the pilot berths. Under the doghouse floor is a cool storage space or space for another water tank. Under salon floor there are two stainless steel water tanks with combined volume of 160 litres. Under the engine is a holder for excessive oil, made of copper.
Furthest in the stern, under the deck there is space for sails etc. with access from the deck through aluminium hatch. Under the seats in the cockpit there are ventilated storage lockers. Windows in the superstructure are of polycarbonate and they are located except on the sides of the cabin, also in the doghouse facing front, back and sides of the doghouse.
In the design good ventilation under the floors and behind the settees throughout the yacht has been emphasised. Grating on the sides has been installed in large, removable parts.
On deck both in stem and stern there are mushroon vents and on the cabin top two Dorade-vents, which have proven to be very effective. All the vents have nets against mosquitos. On top of this there is a vent also in the vertical hatch of doghouse. This hatch opens and closes horizontally.
Fresh water to galley sink and toilet can be taken either from tank 1 or tank 2 with a footpump with a divider tap. Two diesel tanks with volume of 175 litres have been installed under the cockpit and bridgedeck, though only one of those is kept in place when sailing in home waters. A Wortex hand pump has been installed under the bridgedeck with suction pipe in the deepest place of bilge.
Bridgedeck has mahogany grating and is well protected by the doghouse and the high coamings. The whole cabin top in front of the doghouse is covered with mahogany grating, on top of which there is place for dighny and where one can stand when working at the main boom.
Standing height is plentiful, it is 195 cm in the doghouse, 185 cm in the salon and at the rear of the forepeak facing salon 166-178 cm. Under the covering board there is ample sitting height above the settees, around 100 cm. We have electricity interior lights in the yacht, but we prefer use of oil lamps as they create a cosy atmosphere and besides they make the salon warm.
On the deck there are removable double lifelines by the sea rail, like removable pulpits at the stern and at the stem. On the pulpits are navigation lights, which make the yacht well visible to other vessels.
As already has been mentioned, all this meant such a big task for the relatively small boatyard in Pörtö, that it caused great problems. There was no electricity, no own forgery or sheet metal workshop not to mention the trouble to hire first - class shipwrights when needed in the most active periods of spring or summertime. On top of this we had to supply all the materials ourselves in Helsinki as the boatyard, due to its isolated location, could not take responsibility of these tasks. All transports to Pörtö took much time and were almost impossible during long periods in the fall and spring, when transport on ice could not take place. For transport of long or very heavy objects , like masts, a special vessel has to be hired. Other transports were carried out by sleigh over ice in the winter.
In spite of all these difficulties, the work was completed. All this was due to the patience of Erik Jonasson, like everybody else being involved in the work, but especially due to shipwright Henry Orrman’s great energy and diligence. This young member of the well - known family of boatbuilders in Emsalö was involved in the work right from lofting until the yacht was completed and worked practically alone for months on the build. He showed professional expertise that much exceeded the customary, for example in handicrafting and understanding the designer’s as well the yacht owner’s ideas and being able to interprete very complicated drawings.
Also many other of the best boatbuilders of the eastern archipelago från Pörtö, Kråkö, Emsalö and Pellinge participated in several stages of the build. For the last, very important building phase of spring and summer of 1957 even the very famous boatwright Gunnar Blomqvist from Porvoo participated. The complicated rigging was prepared by two head riggers of Suomi Rigging and installation of engine was taken care by Wickstrom manufacturing in Valkosaari in Helsinki. Many other companies and professionals did their share in getting the yacht completed, none mentioned but none forgotten.
Finally came the long awaited day of launching of the yacht. On Wednesday 19th of July a wide audience gathered at the boatyard: the designer, the owner with family, almost all the craftsmen who participated in the construction work during the four years building period, and friends and representatives of supplying companies. A fresh wind blew away the rainclouds that earlier in the afternoon had covered the horizon sky. Signal flags and the flag of boat club NJK were flapping gladly in sunshine over the new, elegant, newly varnished hull, when the wife of the owner broke a champagne bottle against the stem of the yacht and gave her name ”Vesterviking”. At the same moment a swallow flew low under the stem, bringing good luck to the yacht. Then the yacht slided for the first time to it’s real element, to the gentle waves of Viborgsund in Pörtö.
Still about one month’s work was needed before the sails could be hoisted for the first time on a test sailing to Helsinki, where some minor installations to the engine had to be made. On 3rd of August the yacht could finally be delivered to the owner as completed in Pörtö. At that time only some small interior jobs were left to be completed during the next winter. The yacht was sailed to Timmerholmen in Kardrag archipelago and on 6th of August seven sailors started the first real test sailing to Kifskär in Hiittinen and back to Helsinki, around 220 sea miles.
On this trip we has at all times good wind an a beautiful sailing weather. We could already then learn many of the great sailing qualities of Vesterviking. It keeps track well, which is an important feature in long-distance sailing and has a light tiller. Besides, the pressure on tiller can easily be adjusted by mizzen sail. When beating to windward in high seas she has proved to be a dry boat, riding gently on the waves and falling softly from the top of the wave without banging. The speed she reaches when running even in light winds is surprisingly good. Our logbook shows for example that Vesterviking on August 13th sailed 49,5 sea miles with an average speed of 5,2 knots and on the next day she sailed 43 sea miles at 6,3 knots. On both days combined distance of 92,5 sea miles in 16,5 hours, which makes average speed of 5,7 knots. The wind speed was 3-4 beauforts and the sails used were main, mizzen and jib and at times mizzen staysail.
The lines’ plan explains the these good qualities. The lines are very sharp resulting in soft movements and good speed, keeping speed when tacking and rolling modestly even in high seas and keeping her dry. The stern wave is minor due to the sharp lines. Heeling is relatively small even in windy conditions and sailing with full sails.
These qualities are mainly due to that Vesterviking was designed as a light-displacement yacht. The dimensions are: loa 11.90 m, lwl 3,00 m, construction deplacement 7.6 tons, fully equipped for long-distance sailing 8,8 tons, gross-tonnage 12 tons T.M. When designing the yacht the designer took into account also the conditions of the Finnish archipelago, where Vesterviking would be sailed as well, though the prime target was to design a yacht that could be sailed on the oceans. Besides, she was to be able to be sailed without difficulties with a small crew. Already the experiences of the sailings of the first fall have shown that only two persons and if needed, only one person can manage her well. This means that the owner does not need to gather a bigger crew which is often one of the biggest difficulties organising a long-distance sailing on both home waters as well as on the open sea.
The short time Vestervikig could be sailed in the autumn, only from 3rd of August to 21st of September and 411 sea miles in different wind conditions gave us a good picture of how the boat handles in all conditions. The result was, that no changes were needed to the boat. Having shown excellent qualities, it is propable that she can with success be taken part to domestic regattas and open sea races. Vesterviking will be measured according to the Swedish Baltic rule and to RORC rule.
We hope that in the coming years we will be able to sail her to far-out countries (The vikings used the expression ”gå på vesterviking” for sailing westwards to unknown seas JT.), where the seaman always aspires. Our new yacht could there present combination of old designer’s wisdom and experience, as well as the aim of using new materials in combination to the old, tested skills of the best boatbuilders of the finnish archipelago.
Suomenkielinen selostus materiaaleista, kannen varustuksesta, sisätiloista ja hankinnoista veneeseen vuodesta 2004 lukien
Vesterviking perusdataa:
Lloydsin luokkaan + 100 A 1 rakennettu avomeriristeilijä -ketsi
Valmistusvuosi 1957 ( rakennettu 1953-1957 )
Suunnittelija: laivanrakennusinsinööri Karl Heldt
Rakentaja: Henry Orrman (”Emsalön Stradivarius”) /Erik Jonassons Båtvarf, Pörtö
Pituus 11,95 m, keulapulpetti ja tuuliperäsin mukaanluettuna 13,0 m
Leveys: 3,0 m
Syväys: 1,8 m
Paino: piirustusten mukaan 7,6 tn, täydessä purjehdusvarustuksessa 9 tn
Kölipaino 2.500 kg lyijyköli plus 300 kg sisällä kölissä
Moottori Nanni Kubota 4.38, 37.5 hv 2017 670 tuntia, kiinteä 3-lapainen potkuri
Omistajat: Joachim Heldt perheineen 1957 - 1993, Inkeri ja Jaakko Toiviainen 1993 – 2024, Arkadius Brezek 2024-
yhteys Jaakko: jaakkotoiviainen@gmail.com, +358500403099
Rakennusmateriaalit:
Köli, steevit, pollarit, törmäyslista, peräsinpinna peroba, runko Grand Bassam mahonki 1”, reelinki Bangkok teak/peroba, polviot Jugoslavian tammi, taivutetut kaaret saarni, rakennetut kaaret tammi, kajuutan kattotrallit brasilialainen mahonki. Kansi, kajuutta ja avotila meriveden kestävä alumiini, pultit alumiinipronssi, ruuvit silikonipronssi. Pallejäykkääjät laminoitu mänty. Mastot sitkakuusi. Rustiraudat taottu ruostumaton teräs, kiinnnitys laidan sisäpuolella 5 mm x 1 m x 0,3 m pronssilevyjen läpi.
Sisällä lattiat 20 mm teak, laipiot mahonki/alumiini, salongin ja doghousen katto alumiinilevy-kondenssieristys, skanssissa solumuovieristys.
Vene on 99% alkuperäisessä kunnossa, yhtään lautaa ei ole jouduttu vaihtamaan. Myös sisällä alkuperäinen järjestys ja ilme on säilytetty.
Veneestä löytyy sarja alkuperäisiä piirustuksia.
Sisätilat:
Doghousen sisäänkäynti styyrpuurissa (stb). Sen oikealla stb puolella pistobunkka, märkävaatekaappi ja sähkö-päätaulu. Portaiden alla puolilaipio, jossa säilytystila, akkulaatikot, konekoppa. Puolilaipion takana Vetus dieseltankki 170 litraa. Paapuurin (pp) puolella pistobunkka, esiin vedettävä karttapöytä, navigointilaitteistot ja pentry, jossa 2-liekkinen kaasukeitin. Konekopan kyljestä tulee istuin josta ruoanlaitto tapahtuu. Istuin toimii myös karttapöydän istuimena. Lattian alla arkkujääkaappi, jonka erillinen kompressori on sijoitettu märkävaatekaappiin.
Doghousen ja salongin erottaa laipio, jossa suljettava ovi. Salongissa kardanoitu pöytä, sohvien selkänojat kääntyvät leveiksi vuoteiksi. Selkänojien takana ja sohvien alla säilytystiloja. Lattian alla kaksivesitankkia, yhteiseltä tilavuudeltaan 160 litraa.
Kohti keulaa mentäessä jälleen kokonaan suljettava laipio ja sen takana n. 80 cm etäisyydellä toinen laipio, jossa liukuovi skanssiin. Näiden välissä vessa, jossa Baby Blake pönttö. Salongin laipion ovi voidaan lukita mastoa vasten, jolloin vessaa voi käyttää ja kulku skanssiin jää vapaaksi. Tai molemmat laipioiden ovet voidaan sulkea, jolloin vessaan saadaan isompi tila. Stb puolella vaatekaappi ja vetolaatikostot.
Keskellä etumaisen laipion vieressä kölin mastonjalalle tuleva isomasto.. Isonmaston edessä teräksinen ”tie rod”, joka yhdistää kajuutan katon mastonjalkaan ja estää katon muodonmuutoksen vantteja kiristettäessä.
Etummaisesta laipiosta eteenpäin skanssi, jossa täyspitkä v-vuode ja välissä erillinen taso.
PP vuoteen alla ruostumaton teräs-septitankki. Alkuperäiset verkkohyllyt, kylkiä vasten, mahonkigarneeraus. Keulassa ankkuriketjun ym. tila
Kannella:
Perässä v. 2019 tukevatekoinen haponkestävästä teräksestä tehty peräpulpetti, jossa teak-istuintaso ja siihen yhtedessä oleva tuuli/vesigeneraattorin teline. Veneen perässä Hydrovane-tuuliperäsin. Takakannella Danforth-ankkuri telineessä ja kaksi tukevaa pollaria perobasta.
Avotilan kohdalla mantookeissa molemmin puolin aurinkopanelit.
Avotilassa pinnaohjaus. Avotilan takana alumiiniluukku peräkannen alapuolen säilytystilaan. Avotilan istuinten alla säilytystilaa, joka ei ole yhteydessä veneen sisäosiin.
Kummallakin puolella sarjojen päällä kolme vinssiä, 2 Lewmar skuuttivinssiä ja 1 Enkes barduunoille. Sarjan sivussa teline Autopilot 2000 pinnapilotille.
Avotilaan asennettava ruokapöytä.
Isonpurjeen levanki on kiinteästi mesaanimastossa. Kaikki pääplokit veneessä ovat alkuperäisiä, tammisia ja rullalaakereilla varustettuja.
Doghousen takaseinässä plotteri, tuulimittari ja kaikuluotain. Avotilan etureunassa moottorin kojetaulu ja vaijerilokin näyttö. Avotilassa on ns. bridgedeck. Doghousen katolla Sestrel-kompassi ja sprayhood. Doghousen takaseinässä ikkuna laminaattilasia, kuten keulakannen luukun ikkunaa lukuunottamatta kaikki ikkunat veneessä.
Kajuutan katolla mahonkitrallit, joiden päällä pelastuslautta ja kaksiosaiset uimaportaat mahonki/haponkestävä teräs. Laidoilla haponkestävästä kulmaraudasta paikat genoan skuuttiplokeille. (Genoan säätö barber haulereilla) Puomista roikkuu vahinkojiipin estävä puomijarru. Syyrpuurin reelingin vieressä spinnupuomi telineessä.
Kajuutan etuseinän edessä keulaluukku, jonka edessä käsikäyttöinen ankkurivinssi, 25 kg CQR -ankkuri telineessä keulapulpetin vieressä, 52 m ankkuriketjua vinssistä keulapiikkiin. Keulapiikissä kokoonpantava tukkiankkuri.
Riki
Mastot sitkakuusta, lakatut. Mastoissa haponkestävästä teräksestä portaat. Mesaanimaston saalinkien tasalla tutka-antenni. Vantit ja staagit ruostumaton teräs, alkuperäiset ja pleissatut. Poikkeuksena ei- alkuperäiset mastonhuppu-barduunat jälkiasennuksena v.1989 tehtyä rullagenoaa varten, ja perästaagi. Kaikki vanttiruuvit pronssia.
Isonmaston ja mesaanin välinen yhdysvaijeri vaihdettu dyneemaköyteen. Kaksi keulastaagia, toinen puomifokalle, toinen alkuperäiselle genoalle (osatakila). Veneessä on kaksinkertaiset barduunat, alkuperäisen osatakilan barduunat ja jälkeenpäin asennetutu mastonhuippuriki-barduunat.
Purjeiden nosto mastoilta. Molemmissa mastoissa alkuperäiset purjekiskot ratsastajilla, isossa mastossa myös oma purjekisko myrskyisolle.
Purjeet, uutena hankitut:
- isopurje v. 1999
- rullagenoa v. 2002 (uusi UV-suoja 2016)
- fokka 1996 (vähän käytetty)
- genaakkeri 2003 (vähän käytetty)
- mesaani 2016
- myrskyiso (allekirjoittaneen kurssilla tekemä)
Vanhempia, alkuperäisiä purjeita:
- genoa puomihakasilla
- mesaanigenoa
- spinaakkeri
- myrskyfokka
Köydet:
- tässä tarkemmin erittelemättä täydellinen avomeripurjehdukseen, ankkurointiin ja rantautumisiin tarvittava hyväkuntoinen köysistö (juokseva riki ja kiinnitys-ym. köydet) Erittely tehdään tarvittaessa ja pyydettäessä.
Elektroniikka ym. hankinnat ja asennukset vuosittain:
2023
- uusi led-trikolori isonmaston huippuun. Uudet tuulisuojat avotilaan
2018
- pilssipumppu, 1600 gallonaa
2017
- moottorin polttoaineputkistoon ”lennossa vaihdettava” kahden esisuodattimen systeemi
- moottoriin ”uiva” sähköjärjestelmä
- uusi vannasputki, alapään laakeri ja yläpään tiiviste
- uusi Nanni Kubota 4.38 moottori
- uusi moottoriakseli ja Vetus Bullflex joustava kytkinlaippa
- uusittu moottorin jäähdytys- polttoaine ja sähköjärjestelmät
- uusi 170 litran Vetus-polttoainetankki
- uusi päävirtasulake ja galvaaninen erotin
- uusi äänenvaimentaja ja pakoputki
- uusi kolmilapainen 16/12” potkuri
2016
- uusi Victron maasähkölaturi
- uudet hupiakut 2 x 110 Ah
2014
- uusi pelastuslautta
- uusi käynnistysakku 70 Ah
2013
- Eberspächerin ohjausjärjestelmä uusittu lähelle osuneen salamaniskun tuhottua alkuperäisen
2012
- varapumppu Rule 250 l/min
2011
- rullagenoan leikarin laakerit vaihdettu valmistajalla Saksassa
2010
- Tacktick tuulimittarin anturi mastonhuipussa vaihdettu
2009
- Epirb
- selektiivikutsu VHF
- kannettava VHF Enhel
- Raymarine A70 plotteri
- easy AIS, easySplit, easy DVB- T
- Glomex-antenni
- uusittu akkujen sähköasennukset
- uusi lataus/purkaus/jännitemittari
- 2 kpl Solara 45 W aurinkopanelia ja erikoissäädin
- Furuno NX-30 Navtex
- Hydrovane-tuuliperäsin
- Duogen tuuli/vesigeneraattori
- TackTick tuulimittari
2008
- karttaplotteri Raymarine RC435
2007
- uusi, ilmanpaineella toimiva pilssipumpun katkaisija
2004
- y-venttiili septitankin pumppuun, toimii myös pilssipumppuna
- Eberspächer-lämmitin
Ja tässä vielä "Tekniikan Historia" 1/2016 lehdessä ollut artikkeli valokuvina:
( For the Finnishn readers, here is an article of Vesterviking as photo pictures, published in "The history of technology" magazine 1/2016)
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