Video

Description

ROSEBUD is 36ft on deck and 45ft overall. A steel gaff cutter designed by John Hesp and  built in Maylor. Designed and built for serious cruising. Her steel hull provides reassuring collision protection, whilst her versatile gaff cutter rig allows a range of sail combinations for different wind strengths.The go anywhere ability of this boat is further enhanced by her shallow draught and lifting keel (1.1m - 2.3m) allowing access to shallow creeks and anchorages, as well as the extensive network of inland waterways to be found worldwide. A long LWL coupled with generous beam give a voluminous interior, sleeping a maximum of eight people. 
LOA 36 (11m) LWL - 34 6 (10.5m) Beam - 11 6 (3.5m) Draught - 3 9 /7 6 (1.1/2.3m) Displacement - 13tons approx Displacement/length - 317 Sail area - 897sqft (lower)1088 (all) Sail area/Displacement - 15 / 18.7 Engine - 40 BHP Perkins 4107 Diesel - 55gal (250l) Fresh Water - 60gal(270l ) Holding tank - 50gal(225l) Berths - 8 max Rosebuds steel hull is of multichine construction, using 4mm 6mm & 10mm plating. The hull is frameless, but the hull plating is welded to chine stringers. Each bulkhead (forepeak, forecabin, mast, galley/chart table, aft cabin and aft locker) has a steel frame which is welded to some or all of the chine stringers. The long shallow keel has a 10mm bottom, and inside the keel are fitted 10mm floors which extend up the lower hull plating as far as the cabin sole. The deck is a steel structure clad in wood. The steel structure consists of steel deckbeams, carlins, and deckshelf, with additional triangulation amidships, and reinforcment around winch bases etc. The deckbeams and carlins are clad in wood where visible. Over this deckbeam/ carlin structure is laid a wood deck, 25mm cedar (epoxied with glass cloth over) and 7mm vitex. The vitex (a tropical hardwood similar to teak) is bedded in Sikaflex. Rosebud has two two speed 32x self tailing winches fitted at the cockpit, the windward winch tensions the backstay whilst the leeward winch sheets the jib. A pair of two speed 24x self tailing winches handle the staysail sheets. A powerful mainsheet helps to both take the twist out of the mainsail and - through the peak halyard - tension the jib luff. The jib on Rosebud is fitted on a Wyckham Martin furling gear. The jib halyard is tensioned with a two speed 32x self tailing winch at the base of the mast. A 24x winch tensions the topsail halyard. Other halyards, downhauls, topping lifts etc are made fast to a pinrail around the foot of the mast.The mainsail has three reefs and the staysail one. The chain locker is a tall box (tall chain lockers stow chain better) situated under the mast. This puts the weight of 30 fathoms (55m) of 3/8 chain and the anchor winch (situated just forward of the mast) as near the centre of the boat as possible. Heavy weights in the ends of boats have a bad pendulum like effect on the pitching motion of the boat. As well as an anchor chain roller on the stem, there are rollers fitted on either quarter for a kedge anchor over the stern. For each roller there is a samson post (a steel bar extending down through, and welded to, the deck: and welded to the hull at its lower end). The engine, a Perkins 4107, is situated under the companionway steps. Again, as near the centre of the boat as possible for weight distribution reasons. It is flexibly mounted and drives the three bladed propeller via a shaft with CV joints. The engine coolant circulates through cooling tanks which loose heat through the steel hull skin. This avoids the potentially dangerous practice of having seawater enter the boat to cool the engine, and increases the reliability of the engine (a common cause of engine failure is blockage of the seawater intake by seaweed
or plastic rubbish). Rosebud has a long shallow keel giving a draught of 3 9 (1.1m), and a drop keel which increases the draught to 7 6 (2.3m). The drop keel is used when sailing to windward, and its large span (7 6 is a considerable draught for a 36 boat), semi eliptical planform and NACA section make it very efficient (force to windward/drag) at doing this. Although not ballast as such, the sturdy steel construction of the drop keel gives a weight of 400lbs (180kg). When reaching or running the drop keel can be pulled up reducing the drag created by the boat. At low speeds this drag takes the form of skin friction, pulling up the drop keel reduces the wetted surface area, and therefore the friction. At higher speeds the drop keel produces drag in the process of producing lift (force to windward). When off the wind this lift isn t required, and is in fact tending to heel the boat. Lifting the drop keel removes the drag and lift. With the drop keel pulled up the boat still has a shallow long keel. This provides some directional stability, some windward lift and reduces (through damping) the rolling motion of the boat. Four tons of internal lead ballast is fastened in this long shallow keel. On a steel boat the performance benefit of external ballast is only marginal and outweighed by the construction and maintenance problems. The drop keel case also sits in this keel trough, but extends upwards so that its lid is above the waterline, the saloon table being over the forward end, and the galley sinks over the aft end. For safety reasons the minimum number of seawater in/outs was used. All of these seawater in/outs are via steel standpipes which extend above the waterline. The only seawater in is for the toilet. The engine has niether seawater in or out, loosing its heat through the hull skin. The galley sinks are sited above the drop keel case and drain down into it, which has the added benefit that they will drain on either tack. The bilge pumps, one pumping the aft end of the keel, the other the forward end, both pump into the drop keel case above the LWL. The forehatch, through which water might sometimes come, is situated over the shower compartment, which drains into a sump in the keel. This sump is shared by the chain locker, and the contents pumped overboard. The toilet pumps into a holding tank, the contents of which can be pumped overboard or ashore. The accommodation has berths for a maximum of eight people, two in the forecabin, two in each aft cabin and two in the saloon. There is a minimum of 6 2 (1.88m) headroom under the deckhouse, which extends over the saloon, galley, chart table and partly over the aft cabins. The galley is to port at the foot of the companionway, with the galley sinks situated centrally over the drop keel case. To starboard is a sit down chart table. Forward of this is the saloon, with a large central table over the drop keel case, and settee berths to port and starboard. 

Specifications

Accommodation

Three double cabins and main saloon.

Construction

Steel hull with wooden decks and spars. Deck is 35mm tongue and grove Cedar, fibreglass sheeth and 6mm hardwood calked deck.

Equipment

South Atlantic self steering gear. Raymarine autohelm.

Navigation Equipment

Raymarine chart plotter and depth sounder. Nasa wireless wind instrument. Em Trak AIS.

Engine(s)

Perkins 4107 overhaul’d, new PRM gear box, engine mounts, wiring etc.

Sails & Spars

Main sail, stay sail, jib, top sail and top sail jib. All in good condition.

Location Map