dragon sailboat restoration

North American Dragon Class

The World's most popular One Design Keelboat

Buying a Used Dragon

Most wooden Dragons in North America are from the 50s and 60s. Some are big projects, requiring extensive structural work and the expertise of an experienced boatwright or shipwright to do the work. Others are in decent condition, and someone with some carpentry experience can make basic repairs and cosmetic fixes. There are also some beautifully restored wooden Dragons available from time to time. 

Fiberglass Dragons were manufactured in North American in the 70s and 80s and most are still active in fleet racing. You can import new or used Dragons from Europe, where there is a good second hand market, especially in the UK, as well as in The Netherlands and Germany. Shipping costs vary between $3000 and $6000 to either the east coast or the west coast, and there is state/provincial sales tax and federal duty. Make sure you get a separate sales receipt for the boat and the trailer since they have different tax and duty (one is a boat and one is a vehicle). Most used Dragons from Europe are sold with a double-axle trailer and several sets of sails.

You should arrange to inspect the Dragon in person, or, if that’s not possible, have someone you trust do it. It’s also wise to get a marine surveyor to examine the boat. Besides checking the hull, sails, trailer and the standing rigging, it is worthwhile getting the keel bolts checked – depending on what materials used, there is sometimes corrosion.

If you are doing repairs or restoration, or just updating the rigging, remember to get a copy of the Class Rules and Plans to make sure your Dragon is still a Dragon when you are finished any repairs or rigging changes! Your best assurance that your boat is a Dragon, new or old, is a Builders’ Measurement Certificate;  ask for it when you are considering a purchase.

Think it’s too complex to import a Dragon?  Contact us  for information on importing a Dragon to the US or Canada. 

Fiberglass Dragons For Sale

Wooden Dragons For Sale

Dragons For Sale outside North America

British Dragon Association Doomernik German Dragon Association PCT Premier Dragon ​ Petticrows

Equipment For Sale

Dragon sails for sale – Jibs, mains, spinnakers. Excellent for club racing. North, Elvstrom and Hoj Jensen. Prices start at $325 OBO. Contact Miguel A. Casellas, Puerto Rico 787.403.4700

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The International Dragon SINGOALLA, D US2, was built in 1947 in Grimstad Norway and is the second Dragon registered in the United States. From ’06 – ‘08, she went through an extensive structural restoration at East Passage Boatwrights and was awarded Honorable Mention for Professionally Restored Sailboat at the 2008 WoodenBoat Show in Mystic, CT, USA.

The restoration included a new keel, all new steam bent frames and floors, all white oak. All her original Norwegian Pine (Douglas Fir) full length top-side planking was removed, cleaned and reused; leading to a beautiful looking varnished hull. Her underwater planks were replaced with new Douglas Fir tight seemed planking. The original sheer clamps were reused, and she received a new deck structure including, Douglas Fir deck beams, cockpit carlins and deck blocking. The deck is made from a layer of tongue and groove Larch planks covered in a layer of marine grade plywood, leaving a traditional look below decks with an added measure of stability and structure from the plywood. New mahogany covering boards and king planks were installed. The plywood deck is covered in a layer of painted Dynel cloth bedded in West System epoxy.

A new Douglas Fir mast was constructed in accordance to the IDA plans and features an intergraded luff groove and all standing rigging was replaced during the restoration. All other spars are original. During the two-year restoration, extensive photo documentation was done with pictures of all aspects of the process.

Since leaving the shop, SINGOALLA has been cared for exceptionally well and looks like she did when launched again. The boat comes with a custom Triad trailer that is highway ready. Her sail inventory includes: Murphy & Nye Main, Schurr Sails Jib and Genoa and Spinnaker. For more information contact Carter Richardson at [email protected]. Asking Price: $78,000 USD

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Updating an older Dragon 

Restoring or updating your classic/vintage dragon.

You’ve just bought an older Dragon, probably a GRP boat built between 1973 and 2000 and you want to sail it competitively but you realise that the rig and equipment in it is probably no longer state of the art and wonder whether this will be a problem. This article attempts to demystify what is required. The first step is to read the Class Rules, which are available on the IDA website. In particular note Rule 1.63 if you have major work in mind. Then the content of this article is divided into the hull, the rig and the fittings. There is, however, one consideration common to everything which is that every piece of equipment should work easily and perform its allotted function. Do check this because there is nothing more irritating than pulling hard on a rope to no effect.

Dragons have almost all been built to a very high standard. So long as your boat was built by one of the main builders and hasn’t been involved in collisions, strandings or road accidents there shouldn’t be any major problem. However, it is well worth thinking about:

Hull smoothness. Is there a buildup of rough antifouling or paint? If there is, it is well worth removing it to get down to a good, smooth base.

Correctors: The certificate, and measurement form if you have it, should state whether the boat originally had correctors. If it did, and they are still there, it is worth weighing the boat. It is highly likely that they can be removed.

Bulkheads: Boats built before March 1991 don’t have bulkheads unless they have been retro-fitted. It is worth considering fitting them but it depends on where you are sailing, especially the depth of water and the amount of support and other traffic around. It is a trade-off between extra weight and some inconvenience from loss of usable space and safety. Dragons without bulkheads sink very quickly.

Cockpit height: Most older boats have lower cockpit floors than the most modern boats. This is a nuisance because it makes crewing rather more difficult and also makes it harder to lead control lines back to a mainsheet beam or barney post. However, any changes are likely to be difficult to implement in a GRP boat and certainly require attention to Rules 1.63 and 2.505 to 2.508. My recommendation is don’t bother.

Genoa roller: All the commercial mechanisms I have come across work well below deck whether they are positively driven or operate through a drum so long as the bearings are greased. However, it is undoubtedly better to have the halliard come from a slider on the forestay which has bearings for the genoa and the halliard and then down the mast rather than back down the forestay inside the luff zip as in older Borresen boats.

Jumpers: The simplest answer of all is to have fixed jumpers. Adjust them so that the mast is straight sideways and the back of the mast is slightly inverted. Make any final adjustments to fit your mainsail.

If you like adjustment there are various systems for adjustment under way. The most common ones adjust both jumpers simultaneously and normally give power of about 8 to 1. I suggest that it isn’t worth having the ones that adjust each jumper wire individually. In theory it is interesting but over complicated in my view.

Mast gate: The rules changed in 1991 to permit 50mm of movement for the mast at the deck rather than 20mm. This made it essential to have a mast ram. If your boat hasn’t been modified for this rule change you should go ahead now. This will probably mean enlarging the mast hole in the deck and making a hole for the rigging screw  connecting the mast to the ram in the coach roof. Most rams have a single line which provides a positive movement in either direction though an alternative is to use powerful shockcord to pull the mast forward.

Runners: On some older boats the runners come to the side of the deck near the back of the coach roof. They should be moved to the stern and turning blocks fastened to the internal reinforcement either on the stern or on the side. This gives a better angle and less compression though they do have to be tacked.

Spinnaker chute or not: This has been a contentious subject for many years. Most boats use a chute and this is more reliable than hoisting and recovering from the cockpit unless you have very well trained and regular crew. The alternative of sending the foredeck hand to the bow as you approach the windward mark to clip on a bag with the spinnaker in it isn’t recommended though it used to be commonplace.

Spinnaker pole gear: There is a choice between the system which has the pole lying on the deck attached to the spinnaker and a track on the mast and the system which stows the pole along the boom. The first requires more practice to get right and has the disadvantage of the pole’s weight on the deck. It does, however, give a faster hoist from a standing start. I’ve used both and think it is fairly evenly balanced.

Genoa sheeting: Several different systems have been tried. They should position the clew close to the cockpit coaming and be capable of easy adjustment, preferably from both sides of the boat, to raise or lower the sheet angle. Some also enable one to move the lead block sideways but this is less important. It doesn’t really matter which system you have so long as it is capable of easy adjustment and delivers the desired position.

It is almost essential to be able to adjust the genoa sheeting from the windward side of the boat. Usually this is done by the foredeck hand using a tackle led through the coachroof. Many older boats have winches. If yours does, you have a choice between putting the turning block on a tackle led through the deck or removing the winches and bringing the genoa sheet to a cleat on a traveller on a track mounted under the side deck controlled by the windward sheeting tackle. In my view the only reason to remove the winches is weight. Otherwise it is as easy to do the initial sheeting in on a winch as it is on the traveller. The winch is arguably more foolproof for inexperienced crews. The power of the fine tune should be 8 to 1. If there is no winch the tackle should be double-ended to permit adjustment from the leeward side.

Runner tackle: Modern genoas are designed to work with a 12 to 1 power on the runners. If you don’t have this the forestay sag may be greater than the sail is designed for if there is much wind. The winches and levers that many older boats have do not give this much power and it is worth replacing them. The normal arrangement is a 2 to 1 coarse tackle which cleats on the mainsheet horse or barney post and then a 6 to 1 tackle coming to a point close by. It is important that both are easily accessible from the windward rail. The fine tune has to be tacked upwind and the coarse may need to be let off if you want to bear away to duck another boat. So don’t put the coarse under the side deck where it can only be operated from within the cockpit.

Cockpit and controls layout

Barney post vs mainsheet horse. I personally prefer the horse. Above all, in very light airs I can more easily get the boom on the centre line without much mainsheet tension. I’m prepared to put up with being in an exclusion zone as a helmsman as a result. Whichever system is chosen it needs to be capable of taking a reasonable number of controls and they must come to hand easily.

Control positioning: Controls will basically be either on a beam under the coachroof or on the mainsheet horse. It is very much a matter of choice what goes where though it will be influenced by the ability to run ropes under the cabin and cockpit floors. However, some are more obvious than others:

Runners: Mainsheet horse.

Kicking strap(vang): Mainsheet horse or close. This is essential so that the middleman can let it off in a hurry to avoid broaching.

Genoa luff tension: Coach roof beam.

Jibroller: probably coach roof beam but may depend on system.

Genoa lead block control: Probably through coachroof

Others by personal preference or, more likely, by them staying where they already are.

Upcoming Dragon Events

Dragon gold cup 2024 kinsale, bda committee meeting september, bda east coast dragon championships 2024, bda scottish championship 2024.

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This month we have sourced two fabulous Dragon Keel boats which offer great scope for restoration and an excellent opportunity to buy a classic sailing boat at a very low price. 

1962 Dragon Keel Boat 'Karan'

Danish hull no 377, builder: borresen, designer: johan anker , loa: 8.84m (29ft), draft: 1.2m , weight : 1700 kg .

Go to 1961 Dragon Keel Boat Whirlwind here.

Borge Borresen built his first Dragon in 1935/6 and went on to establish the Börresens Boatyard in Vejle, Denmark. His boatyard became world famous for the beautiful wooden Dragon keel boats and in the 1980's he was instrumental in leading the way for Dragons to use GRP construction. Borrensen is a name that will be forever associated with the Dragon class as amongst his prowess as a builder should be added his sailing success with them, when he went on to win the world championships at the tender age of 74, and was also president of the IDA for many years.

The Borrensen boatyard in all built 325 Dragon in wood.  All boats have consistently been built to the highest quality standards, and testament to this was the success of this yard selling to many customers which then returned to buy several boats from the same boatyard. Borrensen died in 2007, and the tradition of excellent boat building is continued by his sons.

The Dragon class was officially adopted for keel boat racing in the 1948 Olympics and continued to compete at the Olympics up to its last appearance at the Munich Games of 1972.

Karan was originally owned by Ken Gormley, who competitively raced Karan in the Edinburgh Cup. She was sold in 1967 and was sailed in clubs along the Forth River. More recently David Crout owned her and carried out extensive restoration.

The current owner acquired the boat a couple of years ago and has kept her in clean dry storage and carried out some minor repairs to the hull. The wooden hull has fully dried out and as such will need to soaked to close up gaps in the planking and recaulked but otherwise she looks a sound hull with no obvious signs of rot.  She has also been fitted with new keel bolts by the present owner.  

Any prospective purchaser should carry out their own inspection to fully assess the condition and the work involved in the restoration. 

With fully restored International Dragons of a similar vintage changing hands for £14,000 to £15,000 and for new wooden boats being built for £50,000 this boat represents a rare opportunity to pick up a true classic at a very attractive price.

The boat comes complete with aluminium mast, and set of sails, rigging and wash boards and two axle braked road trailer. 

 Price: Offers invited

1961 Dragon Keel Boat 'Whirlwind'

British hull no 359, builder: w a souters cowes boatbuilding company .

To go to 1962 Dragon Keel Boat Karan click here.

Johan Anker from 1905 worked with Christian Jensen to build a wide range of dinghies, 6, 8, 12 metre yachts and schooners. Johan Anker quickly became renowned as a designer of very high merit. With the long sleek and beautiful boats that Anker designed he soon became known as the “Master of lines”, not only in his home country of Norway but around the world. 

It was in 1929 that the Dragon class was born when  the  Royal Gothenburg Yacht Club , iniatiated a competition for the best design for an affordable cruising boat that would also be cable of entering racing.  The Norwegian yacht designer  Johan Anker  won the competition to design a boat with 20 square metres (220 sq ft) of sail area.

Whirlwind was built in 1961 by W A Souters on the Isle of Wight originally for use by a consortium of owners, led by Bruce Banks of Banks Sails. The deck was made canvas from canvas on plywood and is currently painted blue. This construction was used in order to save weight. She was raced at the  Isle of Arran regatta in 1979.

Whirlwind was purchased by her current owner in 2015, and since then has been kept in clean dry storage and has had some minor repairs to the hull carried out . She is sold as seen, complete with a double axle road trailer. Her keel looks like it needs attention. She comes complete with suite of sails, and a wooden and aluminium masts. Her hull has dried out and needs to be soaked again to close up the gaps and recaulked. These boats are sold as a restoration project and therefore any  buyer should make their own assessment of the work required. 

Price: Offers Invited

International Dragon   by Johan Anker

Once an Olympic class, the Dragon is still a hot racing class in various places around the world, so anyone wanting us to build one will need to decide whether or not the boat should conform to current class rules. Racing versions have vestigial cabin trunks and a lot of high tech gear. The original version was intended to be of some use as a cruising boat and has a longer cabin trunk and a couple of small berths. These were typically built with the racing gear of the day, but were much simpler than today’s boats. She could be built more along this theme, if desired.

 The Dragon is an attractive boat with a slightly more modern appearance than many of the older designs featured on this site, and also has a distinctly European air about her. She is known for her rough water ability, but is a bit under-canvassed in light air.  Prospective owners should be sure she is appropriate to their local conditions. As a racing boat she has a classic look and handling characteristics that make her much more appealing, to our way of thinking, than most of today’s racing classes.

 For more information about this design,  contact us

How to restore a classic sailboat

Restoring a classic sailboat can be a fulfilling and rewarding process, allowing you to create a personalized vessel for exploring the open sea with your family.

How to Restore a Classic Sailboat

Restoring a classic sailboat is a labor of love that can bring immense satisfaction and pride to those who embark on this journey. It’s a chance to breathe new life into a vessel that has seen better days, and to create a unique and personalized space for you and your family to enjoy the open sea. In this article, we’ll guide you through the process of restoring a classic sailboat, from finding the right boat to the final touches that make it truly your own.

Table of Contents

Finding the right sailboat, assessing the condition, creating a restoration plan, hull and deck repairs, interior restoration, rigging and sails, electrical and plumbing systems, engine and propulsion, final touches.

The first step in restoring a classic sailboat is finding the right boat. This can be a challenging process, as there are many factors to consider, such as the size, age, and condition of the boat, as well as your budget and personal preferences.

When searching for a sailboat, consider the following:

• Size : Think about how much space you and your family will need, both for living and storage. A larger boat may offer more comfort and amenities, but it will also require more work and expense to restore and maintain.
• Age : Older boats may have more character and history, but they may also require more extensive restoration work. Be prepared to invest more time and money into an older boat.
• Condition : Assess the overall condition of the boat, including the hull, deck, rigging, sails, and interior. A boat in poor condition may be a good candidate for restoration, but it will also require more work and expense.
• Budget : Determine your budget for both the purchase of the boat and the restoration process. Keep in mind that restoration costs can quickly add up, so it’s important to have a realistic understanding of what you can afford.

Once you’ve found a sailboat that meets your criteria, it’s time to assess its condition in more detail. This will help you determine the extent of the restoration work required and whether the project is feasible for your budget and skill level.

Consider hiring a marine surveyor to conduct a thorough inspection of the boat. They can provide valuable insights into the condition of the hull, deck, rigging, sails, and other components, as well as identify any potential safety issues or structural problems.

Take note of any areas that require immediate attention, such as leaks, cracks, or signs of rot. These issues should be addressed before any cosmetic work is done, as they can compromise the integrity of the boat and lead to more serious problems down the line.

With a clear understanding of the boat’s condition, you can now create a restoration plan. This should outline the work that needs to be done, the order in which it should be completed, and an estimated timeline and budget for the project.

Start by prioritizing the most critical repairs, such as fixing leaks or addressing structural issues. Then, move on to less urgent tasks, such as cosmetic improvements and upgrades.

Be realistic about your abilities and the amount of time you can dedicate to the project. Restoring a sailboat can be a time-consuming and labor-intensive process, so it’s important to have a clear understanding of what you’re getting into before you begin.

The hull and deck are the foundation of your sailboat, and any issues with these components should be addressed as soon as possible. Common problems include cracks, blisters, and signs of rot or corrosion.

To repair cracks or holes in the hull or deck, you’ll need to clean the area thoroughly, remove any damaged material, and fill the void with an appropriate filler or epoxy. Once the repair has cured, sand the area smooth and apply a protective coating, such as paint or gelcoat.

For more extensive repairs, such as replacing large sections of the hull or deck, it may be necessary to consult with a professional boatyard or shipwright. They can provide guidance on the best materials and techniques for your specific boat and ensure that the repairs are done correctly.

Restoring the interior of your sailboat can be a rewarding process, as it allows you to create a comfortable and personalized space for you and your family. Start by assessing the condition of the interior, including the cabinetry, upholstery, and flooring.

If the cabinetry is in good condition, you may be able to simply refinish or paint the surfaces to give them a fresh look. If the cabinets are damaged or outdated, consider replacing them with new, custom-built units that meet your needs and preferences.

Upholstery can be cleaned or replaced, depending on its condition and your personal taste. New cushions, curtains, and other soft furnishings can make a big difference in the overall appearance and comfort of the interior.

Flooring options for sailboats include marine-grade carpet, vinyl, or teak. Choose a material that is durable, easy to clean, and complements the overall aesthetic of the boat.

The rigging and sails are essential components of your sailboat, and their condition will have a significant impact on the boat’s performance and safety. Inspect the rigging for signs of wear or damage, such as frayed lines, corroded fittings, or bent or cracked hardware. Replace any components that are in poor condition or no longer meet safety standards.

Sails should be inspected for tears, fraying, or signs of UV damage. Small repairs can often be made with sail tape or by sewing, but larger issues may require professional repair or replacement. Consider upgrading to modern sail materials and designs for improved performance and durability.

The electrical and plumbing systems on a classic sailboat may require updating or replacement to meet modern standards and ensure safety and reliability. Inspect the wiring, switches, and electrical components for signs of wear or damage, and replace any outdated or faulty parts.

Plumbing systems should be checked for leaks, corrosion, or other issues. Replace any damaged hoses, fittings, or fixtures, and consider upgrading to modern materials and designs for improved performance and ease of maintenance.

The engine and propulsion system are critical to the performance and safety of your sailboat. Inspect the engine for signs of wear or damage, and perform any necessary maintenance or repairs. This may include changing the oil and filters, replacing belts or hoses, or overhauling the entire engine.

The propeller and shaft should also be inspected for signs of wear or damage, and any issues should be addressed promptly. Consider upgrading to a modern, efficient propulsion system for improved performance and fuel efficiency.

With the major restoration work complete, it’s time to add the final touches that make your sailboat truly your own. This may include installing new electronics and navigation equipment, adding custom artwork or graphics, or outfitting the boat with personalized accessories and gear.

Take the time to celebrate your hard work and enjoy the fruits of your labor. Your restored classic sailboat is now ready for new adventures and memories with your family.

Restoring a classic sailboat is a challenging but rewarding endeavor that can provide you and your family with a unique and personalized vessel for exploring the open sea. By carefully assessing the condition of the boat, creating a detailed restoration plan, and tackling the project one step at a time, you can breathe new life into a once-neglected boat and create a lasting legacy for future generations.

2024 14th IDBF Club Crew World Championships (CCWC2204)

Official livestream information.

Streaming options

• Full Championship Access for 6 days – €15 – offer available now and includes full access to all the races live and replays
• Weekend Championship Access  for 2 days – offer starts from 7 September and includes 7-8 September races live and replays – €5 (after the championship, you get full access to all 6 days of racing)
• Post Championship Access – offer starts from 9 September – €5 (full access to all 6 days of racing)

How to sign up for OFFICIAL CCWC2024 live streaming The IDBF is using the Crowdcast platform to stream its CCWC2024 event. Each Crowdcast event takes place at a single link. That means you’ll use the same link to register, watch live, and view the replay of a particular event.

• Go to the IDBF Crowdcast link –  https://www.crowdcast.io/@14th-idbf-ccwc-ravenna-2024
• Select current event option
• Follow the instructions on-screen to complete the event ticket purchase
• Create your Crowdcast account (one-time only)
• Make the necessary payment

Beware of scams

There are many fake live streaming sites pretending to be the IDBF created by scammers. Always check the information on the following OFFICIAL IDBF website and social media accounts listed below.

• IDBF website –  https://www.dragonboat.sport
• IDBF Facebook page –  https://www.facebook.com/idbf.dragonboat.sport/
• IDBF Instagram –  https://www.instagram.com/idbf.dragonboat.sport/

Related information –  30 August news update on #ccwc2024 livestreaming.

The World Governing Body of Dragon Boat Sport

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Ravenna, Italy

3-8 September 2024

Brandenburg an der Havel, Germany

16-20 July 2025

Latest News

14th idbf club crew world championships live streaming.

Aug 30, 2024

  Live streaming for the 2024 14th IDBF Club Crew World Championships - Ravenna, Italy The 2024 14th IDBF Club Crew World Championships (CCWC) is shaping up to be the largest ever! With 163 clubs from 30 different countries, this will be the...

14th IDBF Club Crew World Championships – Bulletin 4

Aug 21, 2024

The information in Bulletin No.4 is complementary to Bulletins 1,2 and 3 The four Bulletins together serve as complete guidance. The International Dragon Boat Federation (IDBF) and the Italian Dragon Boat Federation (FIDB) are pleased to advise...

Expression of Interest – Chair of Ethics Committee

Aug 10, 2024

Expression of Interest – Chair of Ethics Committee The International Dragon Boat Federation (IDBF) is the global governing body for dragon boat racing. Founded in 1991, it oversees and promotes the sport of dragon boat paddling across the world....

The IDBF is an international non-governmental, non-profit world organization for dragon boating and other paddle sport activities.

With the objects of encouraging the development of the sport of Dragon Boat Racing and of maintaining its Asian cultural, historical and religious traditions and of strengthening the bonds of friendship that unite those who practice it, the International Dragon Boat Federation (IDBF) was founded on June 24th, 1991 in Hong Kong by the Governing Associations of Australia, the People's Republic of China, Chinese Taipei, Hong Kong, Indonesia, Italy, Malaysia, Norway, the Republic of Phillippines, Singapore, the United Kingdom and the United States.

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The International Dragon Class

The crew of three makes for a tightly knit unit without the need for hired heavyweights, One Design rules ensure level racing and the ease of trailing makes international competition attractive to all budgets.

The Dragon’s Philosophy

The Dragon class remains one of the few top level racing classes where sailing skills still predominate over crew weight and fitness. These are just some of the reasons why yachtsmen of every age and every standard are attracted to the Dragon.

Registered Boats

There are many more, perhaps the same number again, which are not currently registered, and which are used for day sailing or cruising, or in store ashore. The Class regularly gets 70-80 boats at World Championships which are held in every odd year.

The European Championships are held every even year.

The Gold Cup which can only be held in certain specified European countries, is unique in that all six races count without discard.

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Port Jefferson Dragon Boat Race Festival celebrates a decade of tradition

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• Port Times Record

Dragons will roar and lions will dance once again as the Greater Port Jefferson Chamber of Commerce hosts their annual Dragon Boat Race Festival on Saturday, Sept. 14 from 8:30 to 5 p.m. The free event will take place at Mayor Jeanne Garant Harborfront Park and the Port Jefferson Village Center,   101A E. Broadway, Port Jefferson and the village’s inner harbor.  

The festival is the brainchild of Barbara Ransome, Director of Operations at the chamber, who attended a dragon boat race festival in Cape May, New Jersey, several years ago.

Opening ceremonies at 8:30 a.m. will include a Asian color guard, the blessing of the ‘fleet’ with the traditional “Eye Dotting” ceremony to awaken the dragon led by Buddhist monks.   Attendees will include VIPs and elected officials.  

With dragon boats and equipment provided by Great White North, the main attraction will feature three racing heats to include 20 teams competing in a 250 meter, 3 lane racing course. Each team is made up of 20 paddlers, one steersman and one drummer.   The first race begins at 9 a.m. Spectators can easily view the race course from the park’s edge.

Medals will be awarded in three divisions at an awards ceremony at the end of the day.  

Sponsored by Taiko Tides, there will also be team contests for the best team T-shirt, best drumming performance and best costumed drummer.

All race teams will have their own “encampment” along Harborfront Park as they are queuing up for their races.

In addition to the races, there will be a day-long festival featuring numerous performances including the famous Lion Dance, Taiko and Korean Drum performances, Asian singing and dancing. Over 20 cultural and educational vendors and retailers will be on hand along with assorted food vendors including Naked Burger, The Poutinerie, Tea Brew (bubble tea and snacks), and Fern & Aurora (desserts with a Filipino flare).

This year is very exciting as it is the Year of the Dragon and the festivals’ 10th year.   To help celebrate this special occasion there will be some new activities that will include Land Dragon Races, a dancing dragon and a 9-foot one dimensional steel fabricated fire breathing dragon! Visit the Port Jefferson Chamber of Commerce table to take part in a dragon-themed basket raffle and join a Paint a Dragon class with Muse Paintbar (fee) on the first floor of the Port Jefferson Village Center from 2 to 3 p.m.  

There will be also be crafts and activities for children and tug-a-war competitions.

Event sponsors include the Suffolk County Police Asian Jade Society; Sea Tow; Flushing Bank; Long Island Waste Services; ServPro of Port Jefferson; The Waterview; Danfords Hotel, Marina and Spa; The Gitto Group; The Northwind Group; The East End Shirt Company; M& T Bank; Nestle Health Science; TBR News Media; Island Federal Credit Union; New York Cancer & Blood Specialists and Kiddsmiles.  

The event will be held rain or shine with free admission. Bring a blanket or lawn chair and come enjoy the festivities! 631-473-1414, portjeffdragonracefest.com

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Beadsworth Snatches Closing Seconds Race Win While Gilmour Consolidates Overall Lead On Day Four Of The Kinsale Dragon Gold Cup 2024

With four races down and two to go Australia’s match racing legend Peter Gilmour sailing JPN56 YRed continues to hold a narrow lead at the Kinsale Dragon Gold Cup 2024 supported by Astra Construction Ltd. Race four got underway after an initial general recall and a line reset in glorious sun and a squally north westerly that ranged from the mid-teens to the mid-twenties. It was a cracker of a race with the results only decided right on the line.

Peter Gilmour took an early lead but was then constantly pressed by Portugal’s Pedro Rebelo de Andrade in POR89 First Things First, Belgium’s Xavier Vanneste in BEL82 Herbie, Britain’s Andy Beadsworth sailing TUR56 Provezza, and defending Gold Cup Champion Lawrie Smith in GBR815 Alfie. As the boats approached the finish line Gilmour looked good, but the day still had surprises in store, as Andy Beadsworth’s tactician Simon Fry explains:

“We had a very good start at the starboard end with Gilly [Peter Gilmour] and Lawrie [Smith]. The Aussies [Grant Alderson] made gains out to the hard right and a couple of people made gains out to the left. Gilly went to the top left and we kind of played the middled and rounded the top mark fourth. Luckily, we were on the inside, it favoured the gybe set so we got the gybe in. Then us and Gilly got away a little bit, but Xavier [Vanneste] was on our hip. If I’m honest we could have done with sailing a little bit lower and attacking Pedro [Rebelo de Andrade], but Xavier was thinking he would attack us. So Gilly escaped to about a 60m lead.

“We had a good second beat, closed in on Gilly, we both gybed and we beat him to the gybe back. We decided right gate, he went left. Coming away from the bottom mark, it was a small lefty, so we were straight back onto port and rotated inside Gilly. It became clear Gilly was a little bit exposed and we were worried about Pedro and the Aussies. Luckily Gilly dragged it back into the middle, because I think he was worried about Pedro, so it became a little bit of a shepherding job. Approaching the line a right came in and we were lucky enough to be on the right layline under Gilly and it was thanks very much and have a Guiness!” – Simon Fry, TUR12 Provezza.

As they came across the finish line Beadsworth narrowly pipped Gilmour for race victory with Alderson third, Andrade fourth, Vanneste fifth and Smith sixth.

In the overall standings Peter Gilmour has increased his lead over Lawrie Smith to six points. Today’s race win jumps Andy Beadsworth up into third, but tied on points with Michael Zankel who drops from third to fourth, while Pedro Andrade remains fifth.

In the Corinthian Division Spain’s newest Dragon team, ESP9 helmed by Javier Chacartegui, had a superb day to lead the Corinthians home and take eleventh overall. Jono Brown’s GBR753 Fit Chick was second with Dublin’s Neil Hegarty aboard IRL225 Phantom third.

After racing ESP9 crew member Leonardo Armas talked about his first Gold Cup experience – “We did it, we had a good race. A little bit windy, but we had a lot of fun. It’s our first Gold Cup and our first regatta in the Dragon Class. It was so hard because the wind was so strong, but I think we are improving a lot. We are trying to learn as much as possible, and we are sure that in the next regatta we will do it much better than this one. We’re looking forward to taking part in the Palma winter series, and our next big target is the Vilamoura Worlds next year.”

Also taking part in his first Gold Cup is Grant Alderson “This is my first Gold Cup. I’ve done a couple of local regattas at home, but nothing overseas. Today was interesting, we were able to just get off the line cleanly, play the shifts, play the compass and were able to be in the top bunch the whole way round the race.” His crew Emma Shand added, “We got lucky in some of the shifts. What’s wonderful about the Dragons is that the places change quite often within the fleet and that’s what keeps it interesting for the fleet and spectators, but we were really pleased with the result today.”

The Corinthian racing was somewhat marred by two of the teams being caught up in an incident at the first mark. Cameron Good’s IRL211 Little Fella and Colm Dunne’s IRL181 Ghost were on the starboard layline when another boat attempted but failed to force its way in on port. Dunne had no option but to take avoiding action and, in the process, caught Good’s backstay, bringing down the rig and leaving the two boats entangled. Both boats protested and requested redress, and each was given 10 points.

In the overall Corinthian standings Cameron Good has now moved into the lead ahead of Jono Brown with overnight leader James Matthews dropping down into third. Fortunately Good was well on the way to replacing his rig by the end of the day so he hopes to be back on the race course tomorrow.

One of the highlights of the Dragon Gold Cup is the Nations Cup team competition. After the first race the three top scoring boats from each nation are selected to represent their country. With four races completed the British Team of GBR402 Meteor (Peter Cooke), GBR815 Alfie (Lawrie Smith) and GBR610 Rackham (Mark Dicker) currently lead the Nations Cup by just nine points from Germany’s GER62 Desert Holly (Stephan Link), POR90 Easy (Michael Zankel) and GER1075 Grace (Hannes Hollander). In third place are the Netherlands team comprising NED309 Furie (Guus de Groot), NED393 Cobweb (Richard Blickman) and NED352 Hestia (Frank Van Beuningen).

There are a number of beautiful Classic Dragons racing this week, including the famous GBR192 Bluebottle, which was raced by the late Duke of Edinburgh. But perhaps the most interesting Classic Dragon on the water here in Kinsale is IRL45 Titan, which was built in 1969 by Borresens as DK450. Exactly fifty years ago this year she won the Dragon Gold Cup in Le Harve in the hands of legendary Dragon sailor Nick Truman. Gerry Owens brought her to Ireland in 1975, racing her regularly both at home and abroad for half a century, including winning the 1983 Irish National Championship. She underwent a partial refit in 2012 and was then purchased by her current owner Ben Cooke in August 2020 who undertook a major restoration, relaunching her in 2021. Sadly, Nick Truman passed away earlier this year, but we are certain that he would be proud to see Titan racing again in a Gold Cup half a century after his victory.

The conditions this week have been pretty extreme for a classic, but asked about how Titan’s regatta is going Ben said, “She’s staying mainly in one piece. We were pretty much last round the first mark today because we went the wrong way, and we got back up to the late 30s, so we count that as a success. Nothing broke, although it was pretty much on the limit for us, as we start to run out of boat stiffness at around 25 knots and she just bends, so the pumps get a workout. Owning a boat like Titan is a real honour and I like to think that her previous owners would be delighted to see her still competing on the international circuit.”

Two races remain to be sailed in the six-race series which concludes on Friday 13 September and with just 14 points separating the top five boats in this no discard series it’s still all to play for. The forecast for the penultimate day is for more potentially blustery north westerlies and sunshine, so the race committee has announced its intention to start race five at noon.

PROVISIONAL OVERALL TOP FIVE AFTER FOUR RACES

1st – JPN56 – Yred – Peter Gilmour – 7, 1, 4, 2 = 14 2nd – GBR815 – Alfie – Lawrie Smith – 4, 8, 2, 6 = 20 3rd – TUR12 – Provezza – Andy Beadsworth – 6, 13, 7, 1 = 27 4th – POR90 – Easy – Michael Zankel – 13, 3, 3, 8 = 27 5th – POR89 – First Things First – Pedro Rebelo de Andrade – 2, 21, 1, 4 – 28

PROVISIONAL CORINTHIAN TOP FIVE AFTER FOUR RACES

1st – IRL211 – Little Fella – Cameron Good – 20, 17, 18, 10(RDG) = 65 2nd – GBR753 – Fit Chick – Jono Brown – 37, 10, 11, 14 = 72 3rd – IRL219 – TBD – James Matthews – 26, 16, 5, 26 = 76 4th – NED309 – Furie – Guus de Groot – 10, 25, 25, 18 = 79 5th – GER1075 – Grace – Hannes Hollaender – 26, 9, 25, 29 = 89

FULL RESULTS

NATIONS CUP RESULTS

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All images copyright Yochi Yabe Photography

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