The Champagne Project: What Needs Restoring First?
Buying a classic boat is the easy bit. The real work begins when you start making the list.
Champagne has now had her first proper introduction to life at Upper Thames Sailing Club. We have given her a quick check over, water tested her, and even managed to get her into a race. That sounds rather more organised than it felt at the time.
In reality, the first few outings with a newly acquired classic boat are less like a polished launch ceremony and more like an extended detective story. Every fitting becomes a clue. Every rope has a history. Every wobble, leak, squeak or mysterious knot raises the same question:
“Is that normal, or is that about to become expensive?”
Before Champagne can return to the water properly, the restoration list needs turning from a vague cloud of worry into a practical plan. Not everything needs doing immediately. Not everything is dangerous. Not everything needs restoring to concours condition before we can sail.
But some things do need sorting before we trust her properly.
So the first job is not varnishing, polishing, painting or ordering beautiful new sails.
The first job is making the list.
From Excitement to Inspection
When Champagne arrived, the temptation was obvious: rig her, sail her, photograph her, race her, and pretend that everything else could wait until winter.
Unfortunately, boats do not always respect enthusiasm.
Old boats, even very beautiful ones, have a habit of hiding problems until you start using them. A fitting that looked perfectly acceptable ashore may start moving under load. A cover that looked “a bit tired” may reveal itself to have more holes than cover. A rope that had probably done many years of loyal service may choose exactly the wrong moment to snap.
That is why the first stage of the Champagne project is a proper inspection.
Not a panic. Not a shopping spree. Not a complete rebuild.
A careful, photographed condition report.
The Hull: What Is Cosmetic and What Is Serious?
The hull is the obvious place to start because it is the part of the boat that keeps the water on the outside, which is always a desirable feature.
Champagne has already been water tested, which is a useful first step. A boat can look splendid on a trailer, but the river gives a much more honest assessment. We need to look carefully for signs of leaks, cracks, old repairs, movement around fittings, and any areas where water might be getting into places it should not.
Some marks on a hull are cosmetic. Scratches, faded gelcoat, tired paint and general scuffs are part of the story of an older racing boat. They may offend the eye, but they do not necessarily stop the boat sailing.
Other issues are more serious. Any cracking around high-load areas, signs of softness, flexing, distortion, or water ingress need to be treated differently. The key question is not “Does this look nice?” but “Is this strong enough?”
That is the difference between restoration and decoration.
The Deck: The Place Where Problems Become Visible
The deck needs the same careful approach. Decks on older boats tell stories. Fittings are moved. Holes are drilled. Repairs are made. New systems are added. Old systems are abandoned but not always removed.
Champagne’s deck needs checking around every fitting, especially where loads are transferred into the structure. Shroud fittings, mast step areas, jib fairlead tracks, cleats, blocks and control line attachment points all need careful inspection.
A slightly tired-looking deck may only need cleaning, varnish or cosmetic attention. But a loose fitting, soft patch, or crack around a loaded area needs proper investigation.
This is where a photographed condition report becomes so useful. Rather than saying, “I think that bit near the fitting looked a bit suspect,” we can photograph it, label it, and return to it later. It also means we can compare before and after, and ask advice from people who know far more about Thames A-Raters than we do.
Which, at this stage, is quite a large number of people.
Mast, Boom and Rigging: Learning the Language of the Boat
One of the more intimidating parts of Champagne is the rig.
We are used to dinghies where there are fewer adjustments and where the setup is relatively straightforward. Champagne is different. We have to learn how to tighten and adjust the mast, the shrouds, the lowers and the baby stays. We also need to understand what each adjustment actually does.
This matters because the mast is not simply a pole that holds the sail up. It is part of a tuned system. Rig tension affects sail shape, pointing ability, power, balance and safety. Too loose, and things can move around alarmingly. Too tight, and loads may go where they were never intended to go.
At the moment, this is very much a learning process. We need to inspect the mast and boom carefully, check the fittings, look for cracks, corrosion, movement, wear, and any signs that something has been improvised because it once broke at an inconvenient moment.
That is not a criticism of the boat. It is simply how old boats survive. They are kept going by practical people making sensible repairs.
But now those repairs need to be understood.
The Snapped Rope and the Case for Proper Fittings
One small but important example came with the jib.
The jib had been secured to the mast by a bit of rope. That rope snapped.
This is exactly the sort of thing that turns a vague worry into a specific job. The answer is not to tie another old bit of rope on and hope. The answer is to replace it properly with a suitable 6 mm shackle.
That is the kind of restoration priority that makes sense. It is small, inexpensive and not particularly glamorous, but it improves safety and reliability immediately.
Classic boat restoration is not always dramatic. Sometimes it is simply replacing something temporary with something trustworthy.
The Rudder Cassette Wobble
The rudder is another priority.
The rudder in the cassette wobbles, and that needs fixing. Steering is one of those systems where “it will probably be alright” is not a good maintenance strategy.
A small amount of play in a rudder may not sound exciting, but on the water it can affect control, confidence and performance. In stronger wind or close racing, vague steering is not just annoying. It can become a real problem.
This job needs looking at carefully. Is the cassette worn? Is the rudder stock moving? Are the fittings loose? Are bushes or packing pieces needed? Has something distorted? Is the movement vertical, sideways, or both?
The first job is to identify exactly where the movement is coming from. Only then can we decide whether it needs adjustment, replacement parts, packing, repair, or a more substantial rebuild.
Either way, the rudder goes high on the list.
Covers: Protection Is Not Optional
Champagne’s current cover is not really doing the job.
Her tight-fitting cover has more holes than cover, and at the moment she does not have a proper tent-like cover. She just has a temporary tarpaulin.
That may be acceptable for a short period, but it is not a long-term answer. A classic boat needs protection from rain, ultraviolet light, dirt, leaves, birds and the general enthusiasm of British weather. A poor cover can create more problems than it solves. It may trap moisture, rub against varnish, sag into puddles, or let water in exactly where we do not want it.
A proper tent-style cover would protect the boat far better, especially while restoration work is ongoing. It would allow airflow, shed water properly, and reduce the amount of damage being caused while we are still trying to repair earlier damage.
This is one of those jobs that is not exciting, but it protects every other job.
There is little point varnishing beautifully if the next week’s rain is allowed to sit on the deck.
Running Gear: Every Rope Has a Job
The running gear needs a systematic check.
Sheets, halyards, control lines, blocks, cleats, fairleads and tracks all need inspecting. Anything worn, stiff, damaged, badly led or unreliable needs recording.
One particular area we need to understand is the fairlead tracks for the jib. Where should the fairleads be set? How does their position affect the shape of the jib? What is the best starting point for light wind, stronger wind, pointing, and river sailing?
This is not just restoration. It is learning how to sail the boat properly.
The position of a jib fairlead changes the balance between tension on the foot and leech of the sail. Too far forward, and the leech may be too tight. Too far back, and the foot may be over-tensioned while the top of the sail twists away. On a boat like Champagne, small adjustments may make a noticeable difference.
So the job is not simply “check fairleads”.
The job is: inspect them, understand them, mark sensible starting positions, and learn how to use them.
Cosmetic, Structural or Urgent?
The hardest part of a restoration list is deciding what matters first.
Everything looks urgent when you are standing beside an old boat with a notebook. The varnish looks tired. The ropes look mixed. The fittings need checking. The cover needs replacing. The rudder wobbles. The rig needs learning. The boat needs cleaning. The sails need assessing. The photographs need taking. The list grows faster than the work gets done.
So we need three categories.
1. Urgent safety and reliability jobs
These are the things that could cause failure, loss of control, damage, or unsafe sailing. For Champagne, that includes the rudder cassette wobble, suspect ropes, the jib attachment, rigging checks, mast security, shroud and stay tension, and any structural concerns around loaded fittings.
These jobs come first.
2. Sailing performance jobs
These are the things that help Champagne sail better once she is safe. This includes learning the rig settings, sorting the jib fairlead tracks, checking sail condition, improving control line systems, and making sure the running gear works smoothly.
These jobs matter because Champagne is not just a display object. She is meant to sail.
And, ideally, not always at the back.
3. Appearance and preservation jobs
This includes varnishing, polishing, cleaning, paintwork, cosmetic repairs and presentation. These jobs matter too. A classic boat deserves to look cared for, and appearance is part of preservation.
But appearance comes after safety and structure.
A beautifully varnished boat with a wobbly rudder is still a boat with a wobbly rudder.
Making a Photographed Condition Report
The most useful practical step now is to create a photographed condition report.
That means working around the boat methodically and recording what we find. Each area should be photographed, labelled and described. The report does not need to be overcomplicated, but it does need to be clear enough to be useful later.
The sections might include:
- Hull
- Deck
- Mast step
- Mast
- Boom
- Standing rigging
- Running rigging
- Rudder and cassette
- Centreboard or lifting gear
- Jib fittings and fairlead tracks
- Covers and storage
- Sails
- Trailer or launching equipment
- Urgent replacements
- Questions for experienced A-Rater sailors
Each item can then be given a priority: urgent, soon, winter job, cosmetic, or advice needed.
The important thing is to move the project out of the world of “I’m sure there was something else” and into a practical working document.
A boat restoration should not rely entirely on memory, especially when the person doing the remembering has already forgotten where he put the 10 mm spanner.
Asking the Right People
One of the great advantages of restoring Champagne at Upper Thames Sailing Club is that there are people around who understand these boats.
A Thames A-Rater is not a normal dinghy. It has its own history, its own setup, its own handling characteristics and its own little collection of mysteries. There is no shame in asking for help. In fact, it would be foolish not to.
We need advice on rig tension, mast setup, jib fairlead position, rudder cassette repair, cover design and the order of work. Some of this can be worked out slowly by trial and error, but it is much better to learn from people who have already made the mistakes.
Restoration is partly about tools and materials.
But it is also about listening.
The First Priority List
At this stage, Champagne’s first working priority list looks something like this:
Safety and control
Check mast, shrouds, lowers and baby stays. Learn how to tension and adjust them correctly. Inspect all standing rigging and loaded fittings.
Rudder
Investigate and fix the wobble in the rudder cassette. Steering needs to be positive and reliable before regular sailing.
Jib attachment
Replace the temporary rope arrangement with a suitable 6 mm shackle.
Running gear
Inspect sheets, halyards, cleats, blocks and control lines. Replace anything worn, unreliable or badly led.
Jib fairlead tracks
Understand how they should be used and set a sensible starting position for sailing.
Covers
Replace the failing tight-fitting cover and temporary tarpaulin with a proper protective cover, preferably tent-like, to keep the boat dry and ventilated.
Condition report
Photograph and document the hull, deck, fittings, rig, sails, foils and covers before starting major cosmetic work.
Cosmetic work
Clean, protect, varnish and improve appearance once the urgent and structural work has been properly assessed.
Why the List Matters
There is something slightly sobering about making a restoration list. Until the list exists, the project can live in the imagination as a beautiful classic boat gliding along the Thames, sails drawing, varnish glowing, crew looking competent and relaxed.
Then the list appears.
Rudder wobble. Cover holes. Rig tension. Fairlead positions. Shackle replacement. Varnish. Fittings. Photographs. Questions. More questions. Possibly a few expensive questions.
But the list is not the enemy. The list is what makes the project possible.
A vague worry drains enthusiasm. A practical list creates progress.
Each job completed makes Champagne more reliable, more understandable and more ours.
Conclusion: Restoring Confidence as Well as the Boat
The Champagne project is not just about restoring a Thames A-Rater. It is about restoring confidence.
Confidence that the rig is secure. Confidence that the rudder will respond. Confidence that the jib is attached properly. Confidence that the cover is protecting the boat rather than merely decorating it. Confidence that we understand what needs doing first, what can wait, and what requires expert advice.
Classic boats reward care, but they also demand honesty. Champagne has already shown that she can float, sail and race. Now we need to make sure she can do those things properly, safely and repeatedly.
The glamorous photographs will come later.
For now, the most important tools are a camera, a notebook, a checklist, and the willingness to admit that “I’ll just have a quick look” is almost certainly how a restoration project begins.
And probably how most Saturdays disappear.
