GRP twin keel masthead bermudan sloop
LoA: 22'6" (6.86m)
LWL: 20'0" (6.1m)
Beam: 7'6" (2.29m)
Draft: 2'9" (0.84m)
Displacement: 2700lbs (1225kgs)
Ballast: 1120lbs (508kgs)
Sail Area: 210sq.ft (19.52sq.m)
Designed by L. Wakefield and built by Russell Marine, Southend, Essex
Marketed in the USA as the Imperial 23
There is some confusion over the year the model was introduced and also over how long a production run it had. Some sources suggest it was as early as 1966 that the Islander 23 appeared although I find this unlikely in the context of the RM model range in general. Other sources suggest the design did not appear until as late as 1973.
When purchased, Brigantia was listed as being of 1969 vintage although there is not a shred of evidence to back this up.
The design is definitely straight out of the 1960's and there's nothing wrong with that in my opinion. The Islander 23 sits between the Vivacity 20 and Vivacity 24 size wise although it is closer to the 24 in size and facilities.
Whilst not a common boat by any means, examples come up for sale with moderate regularity and the design is known and generally well regarded. One source suggests as many as 150 may have been built during the production run and based on the differences between Brigantia and the plans from an original brochure reproduced above some variation in the layout clearly occurred during the life of the design.
Brigantia does not, for example, have the full height wardrobe between the starboard berths. Nor does she have a water tank, or even the space for one, under the cabin sole. The chart table is a removable fitting above the port quarter berth rather than over the galley and she has outward opening double doors into the heads rather than the inward opening single door depicted. She also sports windows in the cabin sides in the heads / fo'c'sle and the distinctive hump in the cabin top over the companionway which can be clearly seen in the drawing is noticeable by its absence (and I've yet to see a photo of an Islander 23 that has it).
There are suggestions that as many as seven Islander 23's have crossed the Atlantic although I am inclined to take this with a pinch of salt. Although no doubt feasible with good planning and good fortune, the boat was available for sale in the USA and I think it more likely that any examples to be found that side of the pond made their way there by cargo ship rather than under their own steam!
Engines
An inboard engine option was available and Brigantia has, no doubt in common with her sisters, the mouldings for engine bearers and sterngear within the bridge deck where such an engine would fit. I suspect she was offered with the ubiquitous Vire petrol engine or something similar. Whilst it would be possible to fit an old small diesel such as a little one pot Petter under the bridge deck, a modern Yanmar would intrude into the cabin space by some way and would, for that matter, be prohibitively expensive to install given the intrinsic value of the boat.
The outboard well was offered with an optional lifting mechanism to raise the outboard vertically clear of the water. This apparently included a device to close off the opening at the bottom of the well. Whilst Brigantia has the raised engine cover necessary to give the clearance over the raised engine, she does not have and shows no evidence of ever having had the lifting mechanism, the details of which I have not been able to find.
The well happily accomodates an 8hp Suzuki 2 stroke of early 1990's vintage but would struggle with the modern equivalent power two cylinder 4 strokes which are substantially larger. The weight of a modern 4 stroke would also be disadvantageous and a 4 stroke replacement engine would likely involve dropping the power rating to 5 or 6 horsepower as one of the smaller single cylinder engines should fit. This would not necessarily be a major issue as it's unlikely the elderly Suzuki is developing anywhere near it's rated 8hp and it easily propels the boat to hull speed.
Sails
The sail plan is pretty conventional. Most examples around today, and Brigantia is no exception, will probably have been fitted with roller reefing gear and a single genoa rather than carry a selection of hanked on headsails.
A spinnaker is shown on the sail plan and Brigantia has the necessary deck and mast fittings, which appear to be original. However we do not, unfortunately, have the sail!
The plans show Barton reefing on the mainsail and Brigantia still has the relevant gear on the boom although there is no sign aboard of the handle. As she has been converted to slab reefing this is not an issue.
The working sail area is about what one might expect given her size and displacement. She's not under-canvassed by European standards and whilst no racer performance under sail is reasonably sprightly
Standing rig
The rig is straigtforward enough but comprehensive. She is very well stayed for a small yacht with a full set of shrouds and twin backstays - the latter being a more satisfactory engineering solution to the need to clear the backstays away from the engine well than a split backstay in my opinion.
The mast and boom are typical alloy items as one would expect and the mast is deck stepped in a tabernacle and relatively easy to lower and raise without the need for a crane or any special equipment although several hands are needed to pull and lift - its not a job that could easily be tackled by a short handed crew although the addition of an A-frame to assist the lift/lower in the early staged could be advantageous.
Lowering and raising the mast would not be something one would realistically want to do on a frequent basis. It is a time consuming process to release and detach all the standing rigging and then set it back up again when the mast is raised and throughout the process and whilst the mast is lowered the genoa roller reefing foil is vulnerable to damage and is unlikely to be easily replaced (although the cost of replacing the entire setup is not prohibitive).
Running Rigging
As likely as not, originally all the halyards etc, would have been worked from the mast and reefing would certainly have meant a trip forward to operate the roller reefing gear.
I doubt if Brigantia is unique in having the main halyard and topping lift routed back to the cockpit via a block shackled to the port handrail. Some thought seems to have been put into setting up the slab reefing to be operated from the cockpit as well by routing the tack reefing pennants back along the boom to a cleat aft via cheek blocks.
Further generalisations are probably pointless as the running rigging on any 40 odd year old boat is likely to have been subjected to the whims of several previous owners. There are cleats, cams and fairleads on Brigantia which are still puzzling us as to their purpose! (Most are probably related to the spinnaker setup)
Cockpit
Everything falls readily to hand and she is easy to sail single handed which is a blessing as Jane feels the cold intensley and is not to be keen to be "on deck" when it's chilly. Nor do I see any point or purpose in two people getting cold and/or wet if one can handle the boat and the other pass up the coffee and bacon butties etc. from time to time!
There is a large well under the cockpit which should be sufficiently large to accomodate a small inflatable dinghy. There is no dedicated gas locker and whilst not impossible it would not be straightforward to create one that would comply with modern standards. Nor is there a proper petrol locker however we plan to glass in the base of the port locker and fit overboard drains to eliminate the danger of petrol leaks getting into the bilges.
There is a fitting for a desmo leg table in the cockpit sole but no table on board. As it happens, the necessary leg and table base were to be found in my brothers shed and at some point I shall make a cockpit table - although I need to work out where the hell to stow it when not in use!
On deck
Although not shown on the plans, every example of the boat I have seen has been fitted with pulpit and pushpit rails which appear to be standard items and which carry the lugs for guardwires running through stanchions on the side decks. The rails and guardwires make the deck feel a great deal more secure, a feeling which is helped by the generous areas of moulded in anti-slip surfacing everywhere one might need to plant ones feet..
Below decks ...
There is excellent stowage around the very usable galley and in the lockers under the berths. The space under the cabin sole is very limited and of minimal use.
Readjusting clothing after a visit to the heads can be an issue due to the lack of headroom. The easiest method is to pop the forward hatch and stand up! Otherwise, it's case of looking the other way when someone emerges from the heads until they can get enough headroom to square away their lower dress. Compared to a toilet under a bunk in an open cabin, the usual solution on boats of this size, the setup on the Islander is never the less sheer luxury!
Although the plans show a water tank under the cabin sole, as mentioned above this is not present on Brigantia which has a 25ltr plastic can with pump and filler fitted between the half bulkhead forward of the heads and the samson post. Given the lack of space in the bilges under the cabin, I cannot see how any sort of usable tankage could ever have been installed there. I suspect that the initial design called for this but that in production it was found that it was advantageous to do away with it and lower the cabin sole to increase headroom.
Whilst there is adequate stowage for crew kit under the forward berths, there is a lack of anywhere to stow wet weather gear. Somewhere, preferably in the fo'c'sle rather than the main cabin, to hang wet oilies would be preferable but we haven't worked out a solution to this as yet.
The smaller lockers under the aft berths are taken up with boat gear, tinned food stores and so on. It's surprising how much gear can be squirrelled away in these spaces!
The starboard berths are generous and extremely comfortable. In fact, the forward starboard berth is so generous that we are considering shortening it by a foot or so and creating a locker accessible from the heads at the foot of the berth. The port forward berth is large enough lengthwise but Jane had issues with hitting her head on the compression beam and favoured the starboard berth from which I was duly evicted to take up residence in the starboard quarter berth. The port quarter berth is short and cramped in comparison and is the least favoured of the four berths. Fortunately, almost any potential combination of crew likely to be seen aboard Brigantia has at least one short... person who will fit well enough into that berth and it is unlikely we will ever be spending more than the odd night or two aboard with four people in the crew in any case.
It has also been noted that the cockpit seats would not be impossibly uncomfortable to sleep on for the odd night or two. At a pinch, as many as six could manage on board for short periods although space would really be at a premium.
The cabin is a very pleasant space to be. It is light and airy with the internal GRP moulded deckhead and judiciously applied fake wood finish adding a touch of unexpected luxury. It is most comfortable for two and usable by three or four and after a week on board we would happily have spent another week or two on the boat.
Cooking and catering
There is no fridge of course, that would be too much to expect on a boat of this size. However, where a full height wardrobe is depicted on the plans at the aft end of the starboard forward berth is more usually a seat level locker which is ideal for stowing perishables and we have found a small cool bag which fits perfectly in the space. Being below the waterline, the locker stays quite cool even on a warm day.
Any gas installation on a boat of this age is unlikely to comply with modern standards. Some owners have settled for portable gas cartridge stoves but I consider these to be lethal contraptions fit only for the skip. Brigantia sports a brand new Cookmate two burner spirit stove in gimbals which has proved highly satisfactory.
Apart from bacon butties, most catering on board a small yacht is going to be of the open the can and heat it up variety. We do have a cunning contraption called a Double Skillet however in which you can roast and bake on the hob for when we want to be more adventurous in the culinary department. With a bit of thought, some excellent meals can be produced off a two burner stove in this way although it has to be said that the varity and quality of tinned ready meals is not to be sniffed at. Boil in the bag rice is a great boon on board as well.
Navigation, electrics and electronics etc.
The chart table above the port quarter berth is just large enough for an Admiralty leisure folio chart with a bit of space at the back for instruments. It's usable under way but the lack of anywhere to sit and work at the chart table makes it less than ideal for planning. There is no cabin table (and we have no plans to fit one - although it might be feasible to have a table that can be used in either the cockpit or the cabin - as we feel it would cramp the interior too much and be awkward to get around). .
As with running rigging, the electrics on a boat of this age are unlikely to bear much relationship to whatever waa originally fitted by the builder.
Brignantia came with a compass and fish finder however both of these items turned out to be u/s. She has now been fitted with a new steering compass, a Nasa Clipper Duet depth/log unit and currenttly utilises an old Magellan 300 GPS donated by my brother. We also have a small Dell laptop with a 12/240v PSU which runs Seaclear and VisiCharts UK Admiralty charts for passage planning. Although this laptop, another gift from Glen, has a memory fault which limits its usefulness, it is adequate for running the charting software and for playing the occasional DVD for entertainment. When a wi-fi connection is available it is also of more use than my Crapberry for downloading weather information and with the GPS dongle it can be used, battery life permitting, as a full on chart plotter although we only expect to do this in very poor visibility.
Performance and comfort
The Russell Marine twin keelers have, in their various incarnations, a good reputation for decent performance. The twin keels are asymetric foils rather than simple slabs of GRP as often found on other bilge keelers of this age. Of course, it goes without saying that performance to windward is never going to be as good as a deep fin keel boat of similar size but for the cruising sailor the advantages of twin keels are not to be underestimated.
It is early days as yet but based on our sailing so far we have been surprised by how good the perfomance under sail is. It does not take much of a breeze to get her moving under sail and a half decent breeze sees her picking up her skirts and making 4 or 5 knots without any undue effort.
She will tack through about 100° in any conditions and in a moderate breeze can better this by pinching up a little. Leeway does not appear to be excessive. Not surprisingly given her small size and light displacement, she struggles to windward in choppy conditions and is happiest on a reach or run. She does not roll excessively when running downwind.
The motion is comfortable aided, no doubt, by the twin keels which have a stabilising effect. The half a tonne of ballast in the keels, giving a healthy 41.5% ballast ratio, prevents her from being too "tippy" - in fact, when stepping aboard she tips very little more than the much larger and heavier Moody 28 we chartered in 2010. Trim does not seem to be excessively effected by crew movement around the deck and cabin.
Performance under motor with an 8hp outboard is more than adequate reaching hull speed (6 knots) at slightly less than full throttle. Reverse is another matter! Whilst she will go astern with encouragement, it takes time to build up momentum and the use of reverse gear as a brake is an excercise in futility that is likely to lead to embarrasment or worse! Given the location of the outboard and the underbody shape, it would be asking a lot to expect reverse to be effective but I also suspect that the outboard on Brigantia is fitted with a high thrust prop which maximises forward drive at the expense of performance in reverse.
Fuel consumption is acceptable for the type of engine averaging at slightly under 2 litres an hour (based on a run down the River Crouch at cruising speed of around 4 knots, several uses to enter and leave port and a slog back into the Crouch in rough conditions at near full throttle and 6+ knots over the ground). A modern single cylinder 4 stroke of 5 or 6hp might not push the hull along quite as quikcly but would certainly be adequate with the benefit of being much quieter and roughly halving the fuel consumption.
Trailing
At 1.225 tonnes nominal displacement, making allowance for gear on board, the Islander would be just about OK on a 1.8t gross boat trailer. This would be towable by one of the smaller 4x4's such as a Land Rover Freelander or Skoda Yeti (with the larger engine option). A "lifestyle" pickup truck or larger "utility" 4x4 would tow the boat extremely easily.
However, as I mentioned above, rigging and derigging is never going to be a five minute job and even with practice is always, I estimate, going to take two or three hours each way. It also has to be considered that, given her draft of 2'9", careful selection of slipway would be essential and the trailer is going to be close to being fully immersed by the time she can float on or off.
I would not consider a fixed keel boat of the size and complexity of the Islander as an option for regular trailer sailing where the boat is launched and recovered for each use. However, as an occasional option to, for example, bring the boat home for winter maintenance or to move her to another part of the UK, or even Europe, for a summer cruise, it is definitely viable with the right tow vehicle.
Conclusion
There are many yacht designs that would no doubt fit the bill as well as the Islander 23 and each will have their strengths and weaknesses.
The Islander 23, to my mind, was designed for serious cruising and her one weakness is that the cabin is not ideal for socialising and lounging around below decks when in port. There are boats in this size range that are much better suited to that role! On the other hand, this means that she is about the best setup design I have come across for two to four people to spend longer periods of time on board without recourse to marina facilties etc. I would have no hesitation in spending several weeks aboard the boat nor would I have any qualms about taking her offshore once the skipper and crew have gained more experience.
The lack of a double berth is the other arguable drawback compared to other boats of this size. However, as I mention above, we are of the opinion that the four single berths on the Islander are a great deal more comfortable than most v-berths and offer more flexibility - sharing a v-berth with anyone other than ones partner is not a life affirming experience in my experience!
The advantage of a twin keel boat is her ability to dry out upright without support. Apart from the occasions when one wishes to use a drying harbour or drop on the sand (or more often mud around our way) for a while, this has the critical benefit of not requiring an expensive crane out for a simple scrub and slap job on the anti-fouling. For the cruising sailor on a tight budget this is well worth remembering when Flash Harry in his fin keel cruiser racer goes slicing past you to windward!
