Tim Hartnoll, CEO Xpress Feeders Shipping Line / Owner Cariad.

One person can’t build a boat, it takes a team.

Nothing in the Cariad1896 Restoration Project would happen without Tim’s passion for large classic yachts and his on-going injection of the necessary money.

Currently there are 45 people involved in this project and jointly we take this opportunity to thank Tim for taking the leap of faith and trusting us.

We started with a shell and soon the project took on a life of its own.

CARIAD is a Welsh word meaning ‘beloved’. She was built in 1896 by Summers & Payne of Southampton, England for Lord Dunraven. CARIAD won the 1898 Lisbon to Bombay Vasco Da Gama Cup returning the trophy to the Royal Yacht Squadron! She is the largest and oldest Gaff Ketch in the world today. We would like to welcome you to the Cariad 1896 web site. Our goal is to pay tribute to the history of this great sailing vessel and to restore her to her original glory.

Projects are about PEOPLE. The Cariad Restoration Project is a look into a bygone era. A look at the work carried out by craftsmen 100 years ago. An opportunity to rebuild, duplicate, restore that craftsmanship from the last century. The restoring of a 100-year-old famous classic yacht is a 100 year journey in time. It is PEOPLE who will recreate the work of art that will again emerge as a thing of beauty and will fly before the wind.

But it is more than that. It is recreating one of the forerunners the original America’s Cup Yachts not from the last century but the century before.

Projects like this bring out the best in people because they are doing something exciting and worthwhile. It attracts enthusiasts but being an enthusiast and a skilled artisan is not enough. The person must be an artist as well. If the team en masse are not artists, the project will fail.

We knew in the beginning it was going to be very difficult to motivate people when all they saw was a rotten hulk and could not see the thing of beauty that would emerge later on. We did not want people who “just wanted to work”. We wanted people who wake up in the morning and run to work because they want to build a thing of beauty.

Join Us On The Journey That Has Lasted Over 100 Years.

Cariad Article

Cariad Article

Cariad ArticleBy admin มิถุนายน 17, 2023 Leave a comment

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COMPILED BY KYM CLAYTON.

Dates	Owners	History
1896-1901	Earl of Dunraven	CARIAD (a Welsh word for “Sweetheart”) was the largest yacht that Summers and Payne had ever designed and built to date. CARIAD was built for Windham Thomas Wyndham-Quin P.C., K.P., C.M.G., O.B.E., 4th Earl of Dunraven and Mount-Earl, Baron Kenry.
		CARIAD launched and then arrives at Southampton Docks and stepped her masts. Later returned to Belvidere, Northam to ship her top gear.
		Cowes Week: First attempt for the Emperors Cup. Placed 30 minutes after the winning time of 3 hours 17 minutes by “Anemone”
		Set sail for the Mediterranean, but not for long as she sustained damage to her rudder trunk and had to put in for Plymouth.
		Repairs completed at Northam and CARIAD under way again.
		Return to Southampton from the Mediterranean to prepare for Cowes Week.
		Return to Summers and Payne’s yard.
		Fitting out for the summer season.
		CARIAD leaves for Lisbon to participate in the “Vasco da Gama Cup”, a regatta to celebrate the 400th anniversary of Vasco da Gama’s voyage around the Cape of Good Hope to India. Achieved first place and returned home to the Royal Yacht Squadron with the cup.
1901-1904	J.B Millar	CARIAD bought by J. B. Miller, a prominent yachtsman of that time.
1904 – 1910	Capt. C.F. Dixon-Johnson	CARIAD bought by Captain C. B. Dixon-Johnson of Darlington, Member of the Royal Yorkshire Yacht Club.
1910-1913	Ph. De Vilmorin
1913-1920	Frank Chaplin	Bought by Frank Chaplin, a member of the R. Y. S. (elected in 1911). Changed her name to “Fidra” (after an island in the Firth of Fourth) and fitted her with a Bergius 4 cylinder paraffin motor in 1913,
1920-1925	Sune Tamm	FIDRA bought by a Swedish Navy Lieutenant and member of the K. S. S. S., Sune Tamm and his brother Sebastian. With 4 other officers and a crew of 6, all under the age of 30, they prepared for the circumnavigation of the world.
		1st circumnavigation starting from Karlskrona Sweden from 25/9/1920 till 11/9/1922 FIDRA departed from Karlskrona, sailed through Magellan’s Strait to Tahiti, Honolulu, Suva, Yokohama, Hong Kong, Singapore, Colombo, Aden, Suez and Gibraltar, returning to Sweden in 1922.
1925 – 1947	Henry J. Wenborn	FIDRA bought by H. J. Wenburn and H. E. Evans of South Africa and is taken to Cape Town.
		Lord Dunraven, Windham Thomas Wyndham-Quin, the original owner of CARIAD, passes away at the age of 84.
		H.E. Evans sells his share to H.J. Wenburn and Wenburn becomes the sole owner of FIDRA.
		Wenburn desired to change the name back to CARIAD but Lord Dunraven had built another yacht called CARIAD II. To differentiate between the two yachts, it was agreed that CARIAD II would become CARIAD and FIDRA would become CARIAD I. In 1933 Cariad I was fitted with a Deutz Oil Engine.
1947 – 1962	A. W. Flitton	CARIAD I bought by A. W. Flitton of South Africa. Flitton sails on CARIAD I to Trinidad in the Caribbean. 2nd & 3rd circumnavigation starting from Cape Town.
		Flitton installs a new General Motors 4 cylinder, 80 HP diesel engine in CARIAD I in 1933.
		During this period, CARIAD I reduced the sail area from 5,480 square feet to 4,500 square feet while keeping the gaff ketch layout.
1962 – 1966	Loring C. M. Rattray	CARIAD I bought by Loring C. M. Rattray of South Africa. The home port was changed from Capetown to Durban.
1966 – 1976	Krasni Sutic	CARIAD I bought by K. Sutie also of South Africa Completed refit started by Loring Rattray at the end of 1970
1976 – ???	Seymour Marvin
		Following several years of chartering in the West Indies, it was decided to completely gut CARIAD I and restore her to her original style and beauty. This was commenced in Antigua, West Indies in January 1981 and, when the vessel returned to England to participate in Cowes Week in 1983, the work was completed by Southampton Yacht Services who were previously Camper and Nicholson’s Northam Yard and prior to that, CARIAD I’s building yard, Summers and Payne. The modification was extensive, with the main mast and spurs, part of the planking, the gimbaled table, steering gears and wheel, ship’s bell and the chronometer being the only equipment reused.
1983 – 1987	Pamela Anne Marbyn	CARIAD I bought by Pamela Anne Marvyn of London, England.
		CARIAD I set sail for Turkey, experiencing storms on the way whilst in Greece. Attended Agents Week in Marmaris and stayed for the charter season in Turkey. The voyage to Malta in September took 4 weeks due to stern shaft problems, adverse weather, and lack of an inner jib which blew out after the failure of the roller furling gear. Repairs were completed in Malta including replacement of a number of planks and the return to hanked on headsails. A new boom was made for the staysail. The winter was spent in Antibes, France.
		CARIAD I set sail for Parma. Based in Parma de Mallorca.
1987	Japanese Corporation	CARIAD I bought by a Japanese corporation.
		CARIAD I departs Malta for Japan. On the way, she stops at Greece, Egypt, Djibouti, Singapore, and Hong Kong.
		CARIAD I puts in at Yap in Micronesia.
		CARIAD I arrives at Naha, Okinawa. Remains in Naha until March 8.
		CARIAD I arrives at Yokosuka, Japan.
		Repairs and modifications conducted at Sagami Dockyard
		CARIAD I displayed in the Yokohama Exposition “YES”.
		CARIAD I sets sail for Singapore.
		CARIAD I puts in at Kaohsiung, Taiwan for repairs of the main gaff and mizzen boom.
1993	Japan Charter Yacht Association	CARIAD I had been left abandoned by the Japanese corporation that was about to go bankrupt at the burst of the Japanese economic bubble. The Japan Charter Yacht Association heard about CARIAD I and decided to see if she could be saved. They took up a collection from interested members and bought CARIAD I from the corporation that went bankrupt shortly after the sale. Extensive repairs were done in Singapore including replacing the broken main mast which was brought all the way from England. On the way back to Japan from Singapore, further work was done in Taiwan such as laying down the beautiful teak and holly flooring.
		CARIAD I arrives in Tokyo, Japan. Since then, she has been active as the flagship of the Japan Charter Yacht Association in trying to promote charter sailing and ocean leisure in general.
2005 – 2008	Stuart Williamson	CARIAD discovered as a derelict in Laem Cabang (Bangkok) anchorage. Bought by British businessman Stuart Williamson. Stuart had the passion and money to restore Cariad at Phithak Sinchai Shipyard, Satun, Thailand. During the world financial crash of 2008 Stuart was forced to sell.
2008 – 2021	Lee Tor Seng	Lee, a Singapore/ Chinese National who, through neglect, allowed the vessel to sit without maintenance in Raffles Marina Singapore from 2008 to 2021 – its condition deteriorating over time.
2021 – current	Tim Hartnoll	In 2021 Tim Hartnoll rode in on his white horse and rescued CARIAD. Tim has the passion and money and agreed to returning to PSS Shipyard, Thailand, to complete the restoration. Tim’s promise: Cariad will be restored to her former glory and sail again.

MARINE SURVEYORS IN A PROJECT MANAGEMENT ROLE

DES KEARNS MARINE SURVEYORS (DKMS)
Marine and Engineering Consultants and Surveyors
Phithak Sinchai Shipyard & Services
349 Moo 2, Ban Chi Bi Lang, Thailand 91000.
+66 8 4846-8869 (English) +66 8 6906-2004 (Thai)
des@deskearns.com www.deskearns.com

RESTORATION OF 110 YEAR OLD CLASSIC YACHT IN DERELICT CONDITION COMMENCED IN SEPTEMBER 2006 AND COMPLETED IN OCTOBER 2008 50 MARINE SPECIALISTS WORKED FOR 2 ½ YEARS TO COMPLETE. PHITHAK SINCHAI SHIPYARD AND SERVICES (PSS) THAILAND.

CARIAD
BEKEN & COWES PHOTO TAKEN IN 1896.

CLIENT INVESTMENT BANKER STUART WILLIAMSON AND FORMER CAPTAIN ALAN PICKERING.

PROJECT MANAGER DES KEARNS WITH OWNER STUART WILLIAMSON

THE STEEL FRAMING WAS FOUND CORRODED BEYOND REPAIR.

NOTHING LEFT

THE JOB BEGINS TO REPLACE 95% OF ALL STEELWORK

WELDED STEEL BEAMS TO MAINTAIN HULL SHAPE

FRAMING RENEWED AND NEW PLANKING 50% COMPLETE

FRAME REPACEMENT WAS DONE FRAME BY FRAME WITH EACH FRAME DIFFERENT. 5,500 SILICON BRONZE BOLTS SECURED PLANKING TO FRAME

AFT DECK SECTION BEFORE AND AFTER

ORIGINAL STEERING GEAR BEFORE AND AFTER

RESTORED 8LXB GARDNER ENGINE

“BUNG” PROJECT AUTOCAD ENGINEER

CONSULTANTS LUIGI GARGIULO AND WARWICK HILL

DESIGND AND BUILT BY OUR AUTOCAD, ENGINEERING & CARPENTRY TEAM

CARIAD JOINER WORK

THAI HEAD CARPENTER WITH MINOR BIRD ON SHOULDER.

HEAD SHIPWRIGHT MIKE HOWETT INSPECTING BOWSPRIT CONSTRUCTION.

MAST SECTION DESIGNED BY JEFF MILLS

JEFF MILLS -‐ MAST CONSTRUCTION IN PROGRESS

MAST CONSTRUCTION BY JUHA YLI RAMA AND KID

CANADIAN SITKA SPRUCE AND DOUGLAS FIR

“CARIAD” ON LAUNCHING DAY 15TH OCTOBER 2008.

SOON AFTER LAUNCHING, CARIAD WAS RATED NUMBER 14 IN THE TOP 40 CLASSIC IN YACHTS IN THE WORLD.

WE’ RAISE OUR GLASSES AND BE UPSTRANDING’ – MAY SHE LAST ANOTHER 100 YEARS AND OUR WORK STAND THE TEST OF TIME.

Paul Spooner

CEng, MRINA On behalf of owners, Paul acts as the hands-on consultant to the Cariad project.

Over the past 30 years Paul has worked on a large variety of projects and has been instrumental in the restoration of many Famous Classic Yachts, both as part of Fairlie Restorations and more recently with Paul Spooner Design. Yachts such as Mariquita, Lulworth, Cynara, Shamrock V, and now Cariad to name just a few.

Paul runs Paul Spooner Design Ltd, a Naval Architecture firm based on the edge of the New Forest in Hampshire, UK, working with projects based around the world. The studio specializes in restoration and new design, with a number of modern ‘Spirit of Tradition’ yachts launched as well as houseboats, motor launches other related projects.

Paul has been sailing traditional vessels all his life, from yachts he has restored or designed to square rigged sailing ships and traditional sailing barges, and when not working, he cruises and races his own 110-year-old yawl on the British South Coast.

MIKE HOWETT

TRADITIONAL BOAT RESTORER

If we single out one person from this project, Australian shipwright Mike Howett stands out as the quintessential traditional boat builder/restorer.

Mike is a seasoned traditional wooden boat builder whose experience includes working in the forest to learn which trees would be suitable for wooden boat construction. His family were all boat builders or fishermen.

He served an apprenticeship in wooden boat building which comprised how to pick the right tree, build boats from that timber after skilled cutting, then sail the boat once completed. Many people possess single skills, but very few encompass all phases.

He says he could have made more money by following modern ways but chose learning traditional boat building skills because that was his passion. “What will look eye sweet?”….he always says…. “what will work in terms of construction?”… “how can we do it better?”

A SHIPWRIGHT’S PERSONAL VIEW.

I first met Des Kearns in 2006, whilst I was doing a condition report on an old timber launch which he was surveying in Langkawi. We quickly developed a strong bond based on our common interest in classic wooden boats.

Shortly after this Des asked me if I would come and look over Cariad, which was in disrepair in a marina in Langkawi. When I saw her, even though she was in a terrible state, I immediately fell in love with her graceful lines, so when Des offered me the job off head shipwright on the restoration of her I was elated.

First, we set about finding an appropriate place to do the extensive work needed. We found Phithak Sinchai Shipyard and Services (PSS), a small shipyard in Southern Thailand, with just deep enough water to haul her out. It was a long shot but in retrospect, one of the best decisions we ever made as the yard turned out to suit all of our needs perfectly.

For the next 3 years we dedicated our full attention to the massive task of bringing her back to her former glory. 15 years later our belief that it is people who restore this piece of British maritime history. What we lacked in infrastructure we built with our adaptable, skilled team.

Carefully and methodically, we pulled her apart, so as not to lose her beautiful shape. We employed local Thai people, who were mostly used to working on fishing boats as carpenters, but these people are very adaptable and good tradesmen and over time they became brilliant shipwrights.

The main thing that I respect about these people is their innovation and problem-solving ability, nothing is too hard for Thai people. We constantly make our own specialized tools to do specific difficult tasks on the boat. This ability is born from having to do it yourself as there are no big ship chandleries to go to and buy things and reminds me of my own upbringing.

It brought home to me that this restoration here is very similar to when she was originally built in 1895, with old skills and innovation and hand tools. Of course, we do have the advantage of power tools, but the true essence is there.

We sourced other highly skilled workers from other parts of the country to undertake the huge steel framework, electrical work, fitting out work and so much more. Even sourcing all the materials for the job was massive.

After years of effort, replacing frames, planking, masts coach houses, decks and fitout, we finally launched her. She was magnificent but not quite finished. Unfortunately, the owner at the time had to stop the project and took her to Singapore to sell her, where she sat in a marina for way too long.

Des got in touch with me again some 15 years later and said that Cariad had a new owner and was in need of repair once again. I was delighted to be part of the project again and after the initial shock of her state of disrepair went to work with most of the original carpenters from the previous restoration.

Most of the damage had been caused by sweating, due to lack of ventilation in a tropical environment, along with lack of maintenance. At first this was heart breaking after all that hard work but soon we turned it into a positive.

In the first restoration we retained a lot of the original timber in the stem, stern and garboard areas. This time we have dug deeper and replaced all of the stern past and rebuilt the stern knee. Replaced the entire stem and also the garboard planks and many other damaged planks. New masts are also being built by our star team led by Juha mast-builder.

As Des says, this time lets… BUILD BACK BETTER.

I haven’t gone into much detail in my account of the work being done, but rest assured it is the day-to-day attention to detail that will give this boat the integrity she deserves to see her out there sailing amongst the other great classics in the world.

It is very hard to describe the satisfaction derived from slowly but surely breathing new life into a classic old wooden boat and feeling her come back to life.

Hopefully this time round I will get to sail on the boat that I have put so much love and passion into.

There are too many people who have helped on the project to mention but mostly I want to thank Des and Ked for the opportunity to do my part.

Mike Howett

Head Shipwright.

Mike deep in the forest in Laos guarded by AK-47’s.

Mike was there on day #1.

Photo shows Cariad arriving at PSS shipyard in 2006.

MIKE’S CONSTRUCTIVE ANALYSIS OF FOREST SUSTAINABILITY.

The giant forestry corporations recently introduced the catch-phrase, “Sustainable Forestry Practices” and in theory this is what the world needs. In reality the traditional old forestry practices were exactly that – sustainable forestry practices. Using elephants or bullocks areas were selectively logged and the forests properly utilised and preserved.

Unfortunately, the big corporations are using that catch-phrase to hoodwink the public into believing their greed driven, modern, rip-tear corporate attitude is the way of the future but it is the opposite – it has a limited future.

The other catch phrase…. “For every tree we log we plant a tree” also sounds good but is false. Replanted forests have no bio-diversity and no resistance to disease. In history mono-culture has never worked. If we reverted back to traditional logging practices the world’s remaining forests could be sustained indefinitely. In reverting it is a “win-win” situation. It is cheaper and provides a habitat for species.

OUR SEARCH FOR TAKIAN THONG PLANKING TIMBER.

In 2006 we went deep into the forests of Laos in search of Takian Thong planking timber. It was plentiful, old growth, clear grained, no knots. Boat building timber was readily available. That is not to say the industry was ‘clean’ – it wasn’t – it was corrupt to the core.

In January 2007 our team travelled to Luang Prabang, a World Heritage site in central Laos to search of Thakien Thong planking timber. Timber brokers laughed when Mike laid out his requirements….

All timber must be Legal with Government Approved Certification. Minimum 100 years old. Forest grown, preferably gully grown. Straight grain, no knots, no pin borers, no heartwood, minimum sapwood, quarter sawn and back sawn to our specifications.

Mike took a five-kilometre trip into the forest guarded by men with AK 47’s in search of the perfect timber. With 45-calibre handguns on the front seat of our 4 x 4 we bumped our way through dusty bush roads deep into the forests and were shown exactly what we needed, high quality Thakien Thong logs.

We then drove northwest to Tha Li, a border crossing so hidden it was almost secret. It consisted of a small bridge over a tributary of the Mekong. Twenty-four hours a day, illegal 18-wheelers crossed from Laos into Thailand loaded with rare timbers whereupon the Thai timber mills took over. The lumber was then sawn to specific sizes and received government legal stamps, with paperwork to match.

ONE PERSON CAN’T BUILD A BOAT, IT TAKES A TEAM.

Restoring a 127-year-old traditional classic yacht has many layers. In Thailand language is an issue. Kanchala ‘Ked’ Krissadaraksa was there at the very beginning when the derelict Cariad was discovered at anchor off Laem Cabang, Bangkok. She was there amongst the guns and the mafia deep in the forests of Laos to negotiate timber contracts.

On our behalf she signed a contract with a broker named Vichit for 40 cubic metres of Thakian Tong timber, paid a deposit with a guarantee when the wood crossed the border we could reject if the quality was unsuitable. To safeguard, we ordered minimum 80-centimetre width slabs, meaning 100 years of age.

Ked negotiating a timber contract in 2006 on the Thai/Laos border.

Same Ked – different decade.

THAI CARPENTER TEAM.

Thailand is blessed with high skill workers who never complain no matter how many change orders are issued. A lesson to the world, and we throw down the gauntlet, that not only can our Thai carpenters produce world class workmanship, but do it cost effectively and with modesty and without fanfare.

Head Thai carpenter Mana with minor bird on shoulder.

We found an old charcoal kiln and converted it into a timber kiln drier.

Our aim was to reduce moisture content down to 10%.

Thailand Dai – Thailand can.

FAST FORWARD TO 2022.

Under Chinese ownership in Singapore since 2008 Cariad had been subjected to total neglect. 12 years in the water without drydocking took its toll. To describe the devastation to our previous workmanship, the word disappointment is an understatement.

December 2021.

Cariad in deplorable condition under tow from Singapore to Satun, Thailand.

Our previous work destroyed. We start all over again

Early in 2022 Mike Howett returns to Cariad to repair the badly deteriorated planking.

We needed new planking material – lots of it – but to our chagrin we discovered quality Takian Thong was no longer available. We combed timber yards in Thailand, found some, but quickly exhausted most available timber.

On the surface Laos and Burma closed its borders with a ban on exporting raw logs. Sawn timber only, but much of it too young to be of value to our team. Reportedly Burma’s Military Junta are still selling valuable teak logs out the back door to the European market.

In Bangkok, Somsak’s pond of 4,700 teak logs had dried up. He told us one rich customer purchased 6,800 square metres of teak 1 ½” thick for a mansion he was building. The superyacht boom is chewing up most of the world’s residual teak.

When we contacted our sources in British Columbia in Canada it was the same story. Old growth, clear grain Sitka Spruce and Douglas Fir was scarce. As luck would have it, Richard Klinkhamer from Whistler Forest Products sourced perfect Douglas Fir mast building timber for us, but Sitka Spruce was unavailable.

Takian Thong timber coming out of the kiln dryer moisture content 12%.

Quality was marginally satisfactory, but not the same grade as 15 years ago.

PLANKING - A DYING ART

Prasert – Head of Thai planking team

Prasert was responsible for the previous re-planking. We were lucky to get him back to assume the same role. He is from a well-known local wooden boat building family. We watch with fascination as he and his team wield heavy planks with such coordination and precision it is as if they are on autopilot.

Prasert on the right.

Steel framing reburbished and now ready for replanking.

Traditional simple plank bending system, but it works.

The art of planking. Each plank must be custom measured,

Cut, then fitted, sometimes with a triple compound bend.

CANADIAN TIMBERS.

When it came to building masts and spars, we needed the finest quality Douglas Fir and Sitka Spruce. To this end we sought out mills in British Columbia, Canada who sourced special logs for us, then milled them to our specifications. We imported the shipment in a 40’ container. Navigating Thai Customs is another story.

Sitka Spruce log specially picked out for us

by British Columbian timber mills.

Juha Yli-Rami – Mast Builder.

Started his career as a pattern maker in Australia, hence his wood working tolerances are precise.

Mast maker 2008. Mast maker 2022.

Juha’s mast building shed.

New spreaders being trial fitted. All fittings made on site.

CARIAD TEAM.

Des Kearns

Des Kearns Master Mariner / Marine Surveyor. Project Manager 2006-2008. Project Manager 2021.

Master Mariner / Marine Surveyor.
Project Manager 2006-2008.
Project Manager 2021

Kanchala ‘Ked’ Krissadaraksa.

Kanchala ‘Ked’ Krissadaraksa. Jointly manages Cariad on site with Des Kearns. Behind scenes project coordinator 2006-2008 Owner and operator Popeye Marine Services Co., Ltd. Responsible for 147 yacht refits.

Jointly manages Cariad on site with Des Kearns. Behind scenes project coordinator 2006-2008
Owner and operator Popeye Marine Services Co., Ltd. Responsible for 147 yacht refits.

Juha Yli-Rami

Started his career as a pattern maker in Australia, hence his wood working tolerances are precise. Spent the next 30 years building boats. Mast maker 2008. Mast maker 2022.

Started his career as a pattern maker in Australia, hence his wood working tolerances are precise.
Spent the next 30 years building boats.
Mast maker 2008.
Mast maker 2022.

Mike Howett

From Tasmania, Australia. Head shipwright 2006-2008. Mike is the hands-on consultant responsible for restoring the hull back to serviceable/sailing condition. 40-year experience building traditional wooden boats.

From Tasmania, Australia. Head shipwright 2006-2008.
Mike is the hands-on consultant responsible
for restoring the hull back to serviceable/sailing condition.
40-year experience building traditional wooden boats.

Sombat Singkhla and Yan Mansun.

Sombat originally wired Cariad 2008. Yan and Sombat team-up as head electrician and chief engineer, jointly responsible for installation and commissioning of electrical and engineering systems.

Anan ‘Lek’ Lanchantha

Anan ‘Lek’ Lanchantha Lek’s history dates back to Cariad’s discovery in Laem Cabang in 2005. Engineer for the delivery from Laem Cabang to PSS shipyard in 2006. Responsible for installation of engine and steelwork in 2008. 2022 returns to the Cariad project. Responsible for all steel and fabrication work.

Anan ‘Lek’ Lanchantha
Lek’s history dates back to Cariad’s discovery in Laem Cabang in 2005. Engineer for the delivery from Laem Cabang to PSS shipyard in 2006. Responsible for installation of engine and steelwork in 2008.
2022 returns to the Cariad project. Responsible for all steel and fabrication work.

CARIAD SUPPORT TEAM.

Khun Suree.

Owner BOP Box Express Co., Ltd. Bangkok.
Responsible for documentation all Cariad imports into Thailand.
Works jointly with Oh on Bonded Warehouse logistics.

Dr. Boonsiri ‘Oh’ Limsakul

Phd Engineering – Texas University. Project Liaison person. Khun Oh was responsible for convincing government officials to allow Cariad to enter Satun when it was not an official entry port. Responsible for reopening the Bonded Warehouse, so Cariad products can be imported into Thailand Duty Free.

Worayut ‘Uun’ Ramwong

PSS Shipard Manager. Responsible for piloting Cariad in from Tanjung Po.
Responsible for haul-out and move into construction shed. We could not run the project without his daily assistance.

Khun Phithak Hongwarnaong.

Owner PSS Shipyard.

WHAT “ If ” CARIAD SAILS THE WORLD.

“Take my drum to England,

Hang it by the shore,

Strike it when your powder is running low,

If the Dons sight Devon,

I’ll quit the port of Heaven

And drum them up the Channel

As we drummed them long ago.”

Sir Francis Drake.

CARIAD PROPOSAL.

Cariad’s raison d’etre.

The circumnavigation idea is fuelled by Kym Clayton, granddaughter of Al Flitton who owned and sailed Cariad around the world from 1952 – 1954. Historical photos are appended at the end of this proposal.

“I can get a sponsor,” Kym said, “would the current owner consider a charter arrangement?” Her vision parallels our long-held view that we should be broadening our vision with the worthwhile objective of launching Cariad straight into her 4th circumnavigation.

Tim Hartnoll can channel Cariad in this direction. In Thailand we’ve got the expertise to put the ‘nuts-and-bolts’ together. Paul Spooner’s expertise handles the rig, plus, plus. Together we can do it, and the opportunity and time, is now!

Alternatively offset costs with a series of legs where paying individuals or corporations (for team building), could participate in each leg, or for that matter the whole voyage?

Proposed Routing.

First leg – Singapore to Chagos, a 1900 mile run with NE Monsoon winds on the quarter to one of the last remote uninhabited paradises.
Then swing north-east with the winds past the Horn of Africa, Red Sea, then the Med for Classic Boat Series.
Gibraltar Straits then home to Southampton to the yard where she was built in 1895-6.
Participate in Cowes Week. When Cariad enters the English Channel prevailing wind should be south-west meaning she runs with a free sheet.
A fitting homecoming mid-way through the circumnavigation.
Head South to the Canaries, East Coast US. Caribbean, Bahamas.
Antigua Race Week is always a top venue and full of Classic Yachts like
Panama Canal, through the South Pacific Islands to NZ, Australia, Sydney Hobart Yacht Race, Tasmanian Wooden Boat Festival.
Up the East Coast of Australia to Indonesia with its volcanos and Komodo Dragons.
Arrive back in Singapore.

Submitted by….

Des Kearns
Project Manager
22nd July 2022,

PSS Shipyard, Satun, Thailand.