I was single handed on our Islander Bahama 30 on a spectacular fall afternoon, white caps dancing on the blue waters of Plumper Sound in the Canadian Gulf Islands, slowly gaining on a light blue sailboat on a converging course. I quickly identified the pretty boat as a Vancouver 27 and, as I am wont to do, I took a series of photographs of the beautiful scene. Through binoculars I caught the name, Ultima Thule, and called up the skipper on VHF. We cordially exchanged e-mails addresses and I promised to forward some of the photos I had taken. The moment soon passed and we sailed on to our individual destinations.
E-mail exchanges with Renee Wissink, the skipper and proud custodian of Ultima Thule, soon led to a road trip to Pender Island to have a closer look at this good old boat.
HISTORY
The Vancouver 27 was the first monohull from the drawing board of Robert Harris, a marine designer immersed in the world of multihulls in the early 1960s. He gained further experience with the renowned design firm of Sparkman & Stephens before moving west to Vancouver, British Columbia in 1972. While setting up a small marine design company, Harris was commissioned to design a small ocean-going yacht for a local couple. The Vancouver 27 emerged from the drafting table for that purpose.
The hand-built boat was completed in 1972 and the Hartleys sailed from Vancouver to New Zealand and back, proving the design so successful that a mold was created from the second commissioned hull and fiberglass production was started. Over the ensuing 16 years a number of local companies constructed the Vancouver 27 including SEAir Marine in Vancouver and Philbrooks Boatyard in Sidney, BC. In subsequent years a series of the Vancouver line followed with a 25-foot double ender, a 32-foot with or without a pilot house, a 36 and 42. However, the 27 was by far the most popular with over 250 made in Canada and England. By 1988 the Canadian molds were getting on in age and were ultimately destroyed in a fierce winter storm. Canadian production ceased.
European interest in the design came from Pheon Yachts Ltd. of Newhaven in the U.K. and a licence was granted in 1976. A few modifications were made during the U.K. production run that ended in 2007. Adding 3 inches to the beam to provide more initial stability gave the hull a tumblehome appearance. Lengthening the deck aft of the cockpit became the Vancouver 28, and modifications to the cabin arrangements became the Vancouver 27F (for “Family”, with a quarter berth). U.K. production continued with Pheon Yachts being bought out by Northshore Yacht Services, a company that still produces sail and power yachts to this day. The U.K. modifications did not cross the Atlantic and Canadian production stayed true to the original design. Altogether, approximately 250 Vancouver 27s were constructed.
ULTIMA THULE
Although not looking specifically for a Vancouver 27, Renee and Nikki found Katepwa in Campbell River, a fishing and logging town on Vancouver Island’s east coast in 2019. They learned that Katepwa had been sailed to the south Pacific and back by her original owners. There had been a number of intermediate owners before Renee and Nikki found her. Purchase negotiations proved successful and they became proud new custodians of a 1978 Vancouver 27 in need of some TLC.
Interestingly, documentation shows that Katepwa was constructed by a single employee, Barrie Farrell, of SEAir Marine in Vancouver in 1978. Constructed one boat at a time, by the only production employee of the company, Mr. Farrell constructed 12 Vancouver 27s before the company returned to building commercial fishboats.
With proper ceremony to King Neptune, and with the eager assistance of grandchildren, the name was changed to Ultima Thule, a loose translation from Greek and Latin mythology being “quest for adventure.” Although the boat was in excellent condition, necessary maintenance followed with the repair of a few random bottom blisters and application of cobalt blue Concept® DDC acrylic urethane topside paint. A new diesel delayed their first summer on the water, but a cruise to the northern reaches of the Salish Sea and Desolation Sound did follow. Ultima Thule met all Renee and Nikki’s expectations.
DESIGN
CONSTRUCTION
The Vancouver 27 has a solid fiberglass hull, with plenty of glass and resin. In the mid 70s, the pleasure boat industry experienced an explosion of production. The introduction of fiberglass as a construction technique led to an abundance of caution on the part of builders who had no prior experience in this material. Glass and resin were relatively inexpensive with scantlings copied from traditional wooden construction. The Vancouver 27 was no exception with the hull overbuilt by today’s standards and nearly bulletproof. The deck is foam, balsa or plywood cored (depending on year and manufacturer) with appropriate hardpoints for deck fittings. The 2,086 kilo (4,600 lb.) lead keel is encapsulated in fiberglass and forms part of the hull structure, no keel bolts to worry about. The hull-deck joint is an in-turn flange with the deck set on top of a sealer, through bolted and then topped with the teak toe-rail. Renee reports a complete absence of water leaks in this area despite the occasional monsoon rains the Pacific Northwest is known for.
DECK AND RIGGING
Although the topsides have been professionally painted in the past year, the deck is original and looks to be in excellent condition after over 45 years of use. If there were gelcoat stress fractures, they were certainly not evident. The cockpit is small for a 28-ft. boat, but as should be expected on an ocean-going vessel where storm waves could flood the footwell. The raised bridge deck, small companionway, and large scuppers minimize the chances of seas flooding the cabin. There is good back support with foot bracing on the opposing seat making for secure seating for a helmsperson, particularly when heeled. Unfortunately, the cockpit coamings are near vertical and not really conducive to long term comfort.
All cockpit and deck fittings are of a high standard and oversized, as appropriate for a boat destined for ocean crossings. The cabin top is pierced with four portlights on each side, all fixed. Photographs of the original boats show what appear to be framed windows, probably in aluminum for that period. For Ultima Thule the portlights are frameless plexiglass nicely set into the fiberglass coach house. There is a single large opening aluminum deck hatch just forward of the mast which floods the interior with light. For ventilation the hatch is accompanied by three dorade boxes adorning the cabin top, two in the main cabin with one directly over the galley, the third at the forward edge of the coach roof. Interestingly, the forward dorade box has a split interior which allows air circulation in both the forward cabin and head.
The bow has a dual anchor platform leading to a manual windlass. This could easily be upgraded to a powered windlass, but Renee likes the simplicity and reliability of the manual. There is no deck access to an anchor locker, but dual hawse pipes run the chains to a substantial locker low in the bow.
The mast is a deck stepped aluminum extrusion with single spreader, supported by a compression post at the midships bulkhead below decks. On Ultima Thule the aluminum mast steps are welded in place to allow for rigging inspection (or watching for coral heads from the spreaders while entering a tropical lagoon). The standing rigging is stainless steel wire. The stays are inboard against the cabin trunk, allowing easy access along the side decks. With the stays inboard the chainplates are secured to bulkheads below with easy access for inspection. The entry point through the deck looks like it could be a troublesome spot for water intrusion, but Renee assures me that they have been dry since purchase. A cutter stay is permanently attached to the foredeck deck just aft of the hawser pipes, supported below by the anchor locker bulkhead. Running back stays, with adjustable tackle, are stored out of the way at the aft lower stays when not in use.
Working aft along the side deck, teak handrails along the cabin top offer secure holds. On later model European boats these are stainless steel, certainly less maintenance, but not as traditional looking. The cabin trunk steps up slightly to the spray hood covering the companionway hatch. Aboard Ultima Thule a fabric dodger provides additional protection to the cockpit. And the cockpit is small! There is no other way to describe it. This is not your dock-side party boat. But then it was never designed to be. It’s perfect for two people, perhaps three in a pinch. The small cockpit footwell minimizes the amount of water taken aboard should a sea crest over the stern.
As mentioned earlier, there are two large scuppers at the stern of the footwell to drain away any water that does splash aboard. The tiller is the ultimate in steering simplicity, no complicated mechanisms to maintain and worry about. Hung over the stern it also allows for economical addition of a wind vane steering system. The tiller does intrude on usable space in the cockpit when underway however, further reducing available room for crew.
Jib and staysail sheets are led through blocks mounted on a track atop the toe rail to four cockpit winches, all of which are within easy reach of the helmsperson. Although sheeting angles could be tighter with an inboard track, remember that this is a narrow boat with a full keel, not designed to win races to windward. Sheeting angles are appropriate. The mainsheet is off the end of the boom to blocks at either corner of the aft end of the cockpit, completely out of the way and yet within easy reach. About as simple as it can get.
SAILS
Renee still has documents from the boat builder listing the original extensive sail inventory, as appropriate for an ocean-going sailboat. Currently on Ultima Thule, Renee has a single main with two reefs, two high cut jibs (100% and 120%), a staysail and a storm jib. A spinnaker in a sock completes the inventory. The forestay has Harken roller furling for the foresails, the staysail is hanked on. The white sails have seen a lot of miles but in useable condition. This isn’t a race boat! Although I didn’t see the spinnaker, Renee reports that it’s in excellent condition.
MECHANICAL
Construction literature indicates that most Vancouver 27s produced in Canada left the factory with a two cylinder 12 hp Yanmar. There is some documentation that the Bukh DV20 was also available. Renee found his Yanmar in debatable condition at purchase. With plans for a future cruise up the Inside Passage to Alaska, reliability was at the forefront when deciding on a rebuild or replacement. A new 2YM15 Yanmar now graces the engine compartment under the cockpit sole. Removing the companionway steps and, if necessary, the floor panel of the storage locker just above the engine, allows for unfettered access to all service points. Fuel and oil filters along with raw water pump and strainer are all readily accessible at the front of the engine. Access to the back of the engine is a bit more problematic—through the large cockpit lockers. A 118 liter (26-gallon) fiberglass fuel tank provides for plenty of range when the wind evaporates. The reliability of a new, trouble free diesel brings Renee and Nikki peace of mind for future sailing expeditions.
ACCOMMODATIONS
The interior of the Vancouver 27 is about as traditional as it gets. Through the narrow companionway and down four steps into a very deep cabin. I anticipated the cabin to be narrow but wasn’t prepared for how long it appeared. I poked my head back up out of the hatchway to compare the distance to the bow on deck with what I was looking at inside. It seemed to stretch forever, not what I was expecting! And the headroom—a good 6 ½ ft. all the way forward to the head!
Immediately to port is an aft facing nav station with a substantial chart table, plenty of storage underneath. There is limited room for electronics and Renee has fashioned a swing arm for the chart plotter allowing for viewing from the helm, where it belongs. The seat swings up for access to a huge, well insulated ice box right next to the galley. The seat cushion can be removed to provide more “counter space,” seemingly always in short supply. A deep single bowl sink with both salt and fresh hand pumps are original. Renee likes the simplicity, and the hand pumps really limit water wastage. The single 118 liter (26 gallon) water tank is located under the cabin sole amidships. The new Force 10 propane range is a recent addition, replacing the original diesel fired range. Nikki was very pleased to not have to preheat the burners to boil water for a cup of coffee!
On the starboard side of the main cabin is a long settee facing the galley. A small cabinet against the partial bulkhead supports a small dining table. You wouldn’t be entertaining four for dinner at this table, but then that’s not what the boat is about. The table is removable and fits into a holder at the foot of the settee, completely out of the way and yet readily accessible. What a great idea! At the aft end of the settee is a wet hanging locker and general storage area. There are multiple drawers tucked under the side decks above the seat back providing maximum use of this space. The seat back folds up on a long hinge, increasing the shoulder width if the settee is to be used as a sea berth. When the seat back cushion is removed, the surface becomes a massive plywood workspace running the length of the main cabin. And of course, there is massive amounts of storage space behind and under the settee.
Moving forward through the partial bulkhead leads to the sleeping cabin with single berths to port and starboard. Although there is no door between the main and sleeping cabins, a privacy curtain could easily be installed. Against the starboard side of the bulkhead Renee has mounted a propane fueled Force 10 Cozy Cabin Heater, replacing the diesel fueled heater that came with the boat. A small cabinet with drawers provides convenient storage. The two long berths have storage underneath and lee cloths for security at sea. The hull surface is finished with teak planking, adding warmth and visual appeal. The large overhead hatch provides plenty of ventilation.
Forward of the sleeping cabin is the head with a manual toilet to port and vanity cabinet to starboard. A small holding tank sits against the chain locker bulkhead. Although exposed in Ultima Thule, the tank could easily be covered with a board to provide a countertop. It’s on Renee’s project list. The hull interior in the head is painted fiberglass matting, easy to keep clean. A teak door provides privacy from the main cabin. A teak hatch provides access to the chain locker at the forward bulkhead of the head compartment. Although a small space, the head serves its purpose with a degree of security; you’re not about to be thrown through large spaces in any seaway.
UNDERWAY
On the ferry ride to Ultima Thule’s home port of Port Browning on Pender Island in the Canadian Gulf Islands the weather forecast calling for light winds and clear skies rang true. It was going to be a perfect day! Upon arrival at Port Browning the water was like glass and thick low clouds and fog rolled in—so much for a test sail. Before I could return to Pender Island for a follow-up sail, Renee and Nikki headed north along the British Columbia coast on a two-year journey to Alaska. Alas, opportunity missed! The performance portion of this review will rely on Renee’s opinion.
PERFORMANCE
Under power the 2-cylinder Yanmar is surprisingly quiet. Ultima Thule moves nicely at about 2500 rpm, creating 5 knots at 1.5 liters per hour. With maximum continuous rpm of 3,600, the Yanmar can most certainly provide more speed should the need arise against current or wind.
With a full keel maneuverability under power or sail should not be compared to modern fin keel and spade rudder configurations. But with careful planning and use of prop walk, the full keel can get into tight marinas and channels without incident.
Broad reaching is her strong suit under sail, but she also goes to windward well, although not quickly. Pointed into the wind and sea her 27-foot length pounds somewhat, but it takes a lot of sea to get spray over the bow and rarely all the way back to the cockpit. Her happiest point of sail is a broad reach with a six foot or better sea running. Then she settles into a comfortable motion, tracking without effort. On those passages he can almost feel her speak to him, “This is what I was made for, long consistent directional ocean tacks.” Her full keel keeps her easily on a track and, while there is some starboard pull if wind is light, she balances nicely in heavier wind and seas. Ultima Thule is incredibly sea-worthy and Renee and Nikki always feel very comfortable and secure in the little boat that can.
CONCLUSION
Perhaps not the ideal design for coastal cruising in light winds, the Vancouver 27 is the ideal little boat for crossing oceans on a budget with minimal crew. Designed for single handed or a cruising couple, she accomplishes that purpose with solid construction and comfort. Simplicity in maintenance and repair ensures that more time can be spent underway than in the boat yard. Kudos to Bob Harris for a design that performs as intended!
Thanks Bert – interesting article – maybe this will be on next boat
Great summary
Hello Bert: This is the first time I’ve read one of your articles. I’m impressed with your attention to details and recounting of the current owners’ description regarding performance of their Vancouver 27. Forty-eight years ago I purchased a V27 hull and deck with a few fiberglass and metal accessories and moved the gear to Southern California, where I completed the boat. About three weeks after first launch, and after one late night sail in squally weather to check rigging details, I departed for the South Pacific. First passage was 33 days to Hiva Oa, on an initial route close enough to Guadalupe to check my sights before heading offshore. The boat performed nicely and served as my home for almost 18 months, cruising the Marquesas, Tuamotus, Societies, Rarotonga and the North Island of New Zealand. With a reef in the main before dinner, a well tuned Aries steering vane and a small compass above my bunk I felt safe (most of the time) the entire voyage.
I am particularly intrigued by your description of Robert Harris’ work for several years with Sparkman & Stephens, before starting his own business, followed by his first monohull design- the Vancouver 27. I wasn’t aware of that connection, but often thought the Vancouver 27 bore subtle similarities to Rod Stephens’ renowned designs. I’ve since had the privilege to be the caretaker of one of his Swans for nearly 40 years and, while sailing aboard, have often reflected upon my life changing experiences as a 22-23 year old aboard the Vancouver 27.
Whenever I sight a Vancouver 27 I go out of my way to get a closer look at each vessel. It winds my clock back…
Bert, thank you for your article!
Cheers,
DAK
This sounds very interesting; I especially noted the one-handed aspect. Thanks for the article about it. Well done…
Thanks for the comments guys! Lots of fun to do the research and trying to write up a a review worthy of the boat. The Vancouver 27 and the Bristol Channel Cutter have been my favorites so far, and I’m a fin-keel coastal sailor!