Steve Clarke OBE, the owner of the Kathleen and May, speaking in 2001 gave a brief account of how he came to own this historic vessel.

"Basically it started off when I was walking round Gloucester docks sometime in March 1998, and saw this sad looking black hull with a dirty canvas tent over the top. As I walked on, I then turned to look back and my eye was taken by the name of Bideford. I made enquiries and four months later I was the proud owner of the Kathleen & May. In July 1998 we arranged for the local Bideford tug the Datchet owned by Anthony Glover, to tow her to Bideford."

"She stayed moored to the quay at Bideford whilst we explored various options including the funding of the project. The initial idea was to spend about £50,000 on restoring her to a static exhibition to attract visitors into our town. The book said she weighted 100 tonnes unladen and we ordered the appropriate size of crane - promised European funding did not transpire. The Project is now being funded by my Plant Hire Company and The Bank."

"It became obvious that cosmetic renovation was not possible and it was decided to do a full structural renovation, which would allow the ship to sail again, highly encouraging tourism to Bideford."

"Practical completion of the hull will be on the 23rd March 2001 when it will be re-launched by HRH the Duke of Edinburgh, who was actually the first restorer, finding the Kathleen & May laid up and redundant in the River Torridge in the mid 60’s he then decided to start the maritime trust using her as their initial exhibit firstly in Plymouth, Sutton Harbour, and then for the latter years in St Katherine’s dock London."

"Final completion of the restoration should be late August with a trial trip around Lundy and then to Ireland for a week long festival in the Port of Youghal where she was owned for 28 years."

1998 - 2001

Steve Clarke asked Alan Hinks, a Marine Surveyor from Appledore whose shipyard had built the replicas of the ‘Nonsuch’ and the ‘Golden Hinde’, to accompany him to Gloucester Docks, on 3rd June 1998, to inspect the Kathleen & May with a view to buying the ship and restoring her to as a non-seagoing exhibit.

The ship was in a wet basin and the topsides were sheathed with ply - a requirement of the insurance company before they would agree to the vessel being towed from London to Gloucester. The fact that the ship was in a wet basin and sheathed made ii impossible to survey the vessel in detail. Because of the condition of the vessel it was obvious that she had been seriously neglected over a period of years.

As a result of his limited inspection, Alan Hinks was able to advise Steve Clarke that he considered it would be possible to restore the Kathleen and May as a static exhibit.

After agreeing terms to purchase, arrangements were made to tow the Kathleen and May to Bideford, arriving in the River Torridge on the 7th of October 1998. She was towed to Brunswick Wharf and made fast alongside the quay. Arrangements were made to crane her out of the water on 5th February 1999. At this stage she weighed approximately 185 tons.

A small team, led by qualified shipwrights, had been assembled and the first job was to remove the ply sheathed around the topsides, together with the seam battens which covered the seams underwater. Initially, the topside planking was removed down to the turn of the bilge. This allowed a close inspection of the framing behind. As a result of freshwater leakage from the deck over the years most of the framing was in a poor condition and had to be renewed with new oak frames from the deck to the turn of the bilge. Approx. 60 tons of oak was purchased.

During this period it was found necessary to replace the stern centre line framing i.e. sternpost, deadwoods etc., also the counter framing. The planking was renewed down to the keel extending approximately 20ft from the stern post. With the removal of the lower planking the shipwrights were able to renew any suspect framing in this area.

After the stern framing and bow framing had been removed, it became apparent that, what had originally been intended as a cosmetic restoration, was now going to become a complete structural restoration that could cost £ I m. Consequently, the decision had to be made at this stage whether to scrap the work done to date or to embark upon a total restoration project. After discussions with the bank Mr. Clarke decided that the value of preserving this last piece of British maritime heritage was incalculable and, therefore, had to be done.

On removal of the planking at the fore end it was found necessary to renew the stem, apron and deadwoods, also the gammon knee. The planking was also renewed at the fore end, port and starboard, extending approximately 20ft from the stem.

The total amount of the planking renewed port and starboard was approximately 3,500 running feet. The new planking of 3” thick larch, was fastened with approximately 3,000 wood treenails - total cost £10 each - and over 14,000 7” galvanised spike nails. This method of fastening is the same as was used in the construction of the ship. Treenails are produced from carefully selected oak sections turned down to form a round wood peg which, after boring, is driven through the planking, framing and ceiling (inner planks). The ends are cut off flush, a wood wedge is driven into a saw cut on the inner end and the outside is cross caulked with cotton by the caulker.

On completion of the planking the seams were caulked by experienced shipwrights and payed with No. 2 Marine glue. Caulking is a traditional method of sealing the seams on ships using oakum - a derivative of hemp - which is driven into the seams by caulkers using caulking irons and mallets. Paying the seams involves filling the seams on top of the oakum using pitch or marine glue. The pitch has got to be melted down and then rolled into the seams using mops or similar tools. When paying the bottom of the ship this entails working overhead which can cause hot pitch to land on the operatives causing some discomfiture. The outside of the hull was coated with tar to maintain authenticity.

It was decided by Mr. Clarke that, instead of renewing odd areas of the deck that required renewing, the whole of the deck would be renewed. An African hardwood, Balau, which has similar characteristics to Teak, was decided upon because of its quality. 2,850 running feet of planking was laid. On removal of the decking, the deck beams were found to be badly affected in areas by rot and it was decided to renew the decking beams throughout, together with carlings, lodging and hanging knees. Out of 32 deck beams, 31 were replaced, which set a precedent for the remainder of the work.

The waterways and margin boards were also renewed. The Balau decking was machined to 6” x 3”, fastened to the beams with 7” galvanised spike nails and caulked with oakum and payed with marine glue, as was the hull planking.

All deck furniture and hatches had to be removed prior to removing the old decks. These items are now being renovated. A new oak sampson post, 11.5” x 10.25”, 1511 in length, has been fitted forward and the hatch coamings have also been renewed.

As is, and was, common to wooden vessels, the keel was badly hogged by approximately 16”. To straighten this out Appledore Shipbuilders was asked to fabricate a false steel channel keel which was fastened through the centre line framing of the ship by stainless steel threaded bar. This now produces a fair straight line to the bottom of the keel which will not only be beneficial when she dries out but will also possibly add to the sailing qualities of the ship.

When the Kathleen and May arrived at Gloucester from London, she was without masts and spars. Wire standing rigging was aboard. The masts and spars were stored in a shed in the old naval dockyard at Chatham. To ascertain the number and condition of the masts and spars, Alan Hinks went to Chatham in March 2000. The masts and spars were piled on top of each other in the corner of this big shed.

It was not possible to separate the spars to facilitate close inspection but, judging from what was possible to see the masts and spars appeared to be in a sound condition and all sixteen items were present. The masts and spars have since been transported to Bideford and work is now in hand to clean down and oil all items, including the spreaders, prior to stepping.

Masts & Spars comprise:

Fore Mast 59.5ft & Fore Top Mast 31ft

Main Mast 60.5ft & Main Top Mast 34ft

Mizzen Mast 55.5ft & Mizzen Top Mast 34ft

Three Booms 24ft 23ft 24ft

Three Gaffs 24ft 23ft 24ft

Upper Topsail Yard 34ft

Lower Topsail Yard 41ft

Fore Yard 48ft

Bowsprit 43.5ft

Total sail area 4,550 sq.ft.

The steel standing rigging is to be overhauled prior to stepping the masts when the vessel is lifted back into the water. A new set of sails is being made in preparation for sailing trials.

As it had been decided that the Kathleen & May would be able to sail again on completion of the renovation it was decided to install an auxiliary engine, a Detroit 2 stroke diesel engine rated 400h.p. @ 1800 r.p.m. The engine drives two hydraulic pumps which in turn drive two hydraulic motors driving the prop shafts. This arrangement provides twin drives and the engine can be installed anywhere which enables the restoration of the captain’s cabin to be original.

Morse controls can be located at the helmsman’s position on deck control engine speed and gear change.

The stern gear comprises:

Two Stainless Steel Shafts

Two Bronze Tubes

Two Three Bladed 32” dia. Bronze Propellers

Two Steel ‘A’ Brackets

After lifting the vessel back into the water work will commence in stepping the masts and spars and setting up the standing rigging, together with the running rigging. At the same time, work will carry on to complete the deck fitting out and below decks. including the Captain’s cabin which is the main attraction of the ship.

On completion of all fitting out trials will be conducted in Bideford Bay, followed by a nostalgic voyage to Youghal in Southern Ireland, where the Kathleen and May is remembered with much affection, thus fulfilling a dream of a lifetime.

List of Main Materials used in Renovation

3000 Treenails

Approx.14,628 7” GaIv. Spike Nails

1,138ft. Stainless Steel Studded Bar

Timber

Oak Approx 60 tons of oak was purchased

Larch 1,323 cu.ft. including waterways - total run of hull planking 3,500 ft.

Balau 320 ft. 12’ x 3” (Margin Boards)

Balau 2,850 ft. 6” x 3” running feet Deck planking

Opepe 42.9 ft. run

Caulking Materials

Caulking Cotton 46lbs

Oakum 40 off 25 kilos bales

Up until the week ending 24th March 2001, a total of 42,600 man hours have been used on the restoration, plus volunteer labour.

The oak and larch were purchased from timber yards which specialised in English timber, both in Devon and the North East.

Dredging the Mudberth