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Main page > Fleet > HS Eugenios Eugenidis > SUNBEAM II
SUNBEAM II
(by the naval architect Angelos Boutsikas with extracts from the Denny List)
Three-masted auxiliary schooner yacht
Delivered 4th September 1929
| Length overall |
59,74 meters |
| Length on waterline |
45,72 meters |
| Extreme breath |
9,14 meters |
| Depth - Amidships |
6,32 meters |
| Displacement |
759 tonnes |
| Deadweight |
76 tonnes |
| Gross tonnage |
505 tonnes |
| Net tonnage |
292 tonnes |
| Oil carrying capacity |
45 tonnes |
| Speed under power |
9,5 knots |
| Sail area |
12.700 square feet |
Machinery Number 985-Engine by the Atlas Diesel Engine Co of Stockholm, 4 cylinder two stroke 340 mm x 570 mm, 400 bhp at 210 rpm., 4 bladed screw.Class-Built under Lloyd's Special Survey, and classed 100 Al in Yacht Register.
Scantlings of steel and iron work are in no case lower below Lloyds 100 Al Class.
Quality of material-Steel: Siemens-Martin, steel iron: Consett. Rigging details-Lower masts of steel, oregon pine bowsprit and booms, spruce fidded topmasts, gaffs and squaresail yards.
Hull-Above waterline: Coated thinly with cement and then rubbed down with pumice stone to give a smooth finish. Below waterline: Two coats of anti-corrosive composition and on anti-fouling.
Colours-Blue boot topping. White upper hull, deckhouses, figureheads and trail boards. Golden figureheads and trail boards.
Final price-£ 53.957 0s. l ld.
Sunbeam II was built to replace the composite-hulled Sunbeam I built in 1874 and as such it may well be stated to be a product of the industrial revolution's latter stage, embracing features such as the single screw propeller, the multi-cylinder diesel engine and evidently the steel hull.
She was designed by G.L. Watson & Co. and as requested by her first owner Sir Walter Runciman, care was taken so that Sunbeam II had characteristics of a private yacht. (The designer was J. R. Barnett. The interior designs were by A.M. Innes Graham). This is made clear when referring to the joiner work order; namely to be of high class character in best taste, but to be very simple in design, as well as attention being paid to stop all tendencies to rattle or vibrate, a common element of modern passenger vessels and leisure boats. Sunbeam II was built with the purpose of disturbing the passengers' well-being as little as possible. |
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To begin with, the machinery was arranged so that it balanced about the centre line; bunkers and water tanks are arranged so that oil and water does not materially affect the trim, thus minimizing any natural tendency to pitch, roll or yaw. Framing, and the framing of the stern in particular, from where a great part of the overall vibration is generated due to the propeller, is closely spaced and built very strongly. Likewise the engine seats are extra strong, run well from forward to aft and seats for all auxiliary engines are similarly strong, specially stiffened to prevent vibration, and are as far as possible combined with the main seatings to minimize vibration. As fas as joinery work is concerned, the deckhouse is neatly constructed, with camber similar to the main deck, but well rounded in elliptical form at sides and ends. At the time, the practice of welding steel plates together had been used for structural joining and as appearance mattered, the sight of riveted plates, used for the majority of steelwork, did not match the expectation of the owner. Thus, all external, and any exposed internal riveting, are double and flush.
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Even in the main and crew's galleys carefully finished steel has been used, as the walls are left bare and enamel painted. A similar attitude to design applies to the engine skylight that is accessible to the passengers as it lies in the main deck, i.e. made of teak and glazed with thick, wired, clear plate glass. At the aft end of the deckhouse, the extended sides formed a shelter, indicating the leisure time usage of the deck during life at sea. Moreover, internal joinery work was delicately fitted. For example the owner's office is furnished in dark mahogany and the deck salon in polished walnut, and equipped with a fireplace. The dining-room, despite having a boiler to heat the cabin space, is also equipped with a fireplace which indicates that luxury, but not excess, is an integral part of the design.
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Painting and colouring of the schooner is of utmost importance and detail plays an important role. Above the waterline is a fine layer of high quality cement to which, three coats of paint were applied, the last being enamel. All floors of cabins and passages had two coats of varnish and rails, masts, spars and all teak deck-work had four coats of the best copal varnish. All cabin paint work consisted of five coats of paint and in the owner's and guests' quarters, all ceilings and walls were painted. All hardwood was fully polished and any uncovered steelwork was primed and painted white. The vessel was painted throughout and enough space was given for the passengers to enjoy their trip.
For her maiden voyage the Sunbeam II was commanded by Capt. Sydney C. Leavett, formerly master of the old Sunbeam. The other senior officers were W.H. Hughes mate, H.A. Fried, guarantee officer, and B. Willis, chief engineer. The total complement numbered 26 persons, including 12 able seamen. She was certainly well manned when compared with contemporary sailing ships engaged in commercial activities. The St Clair Therlault, a Canadian-owned three-masted schooner with auxiliary engines, similar in size to Sunbeam II which was active in the 1930s, carried a total crew of only seven men.
Her later history...
1939 - Taken over by the Admiralty she became the mother
ship for the Inshores Patrol Flotilla, based in Helford river
Cornwall. From Sunbeam II, four Clandestine trawler trips to
and from the West coast of France were organized.
1945 - Sunbeam II was sold for the price of 275,000 Swedish
crowns to the Abraham Rydberg Foundation, Stockholm, as a
sail training ship.
1955 - Sunbeam II was purchased, also for training, by Hansen's
Clipper Line of Malmo as the Flying Clipper.
1965 - Purchased by the Greek Ministry of Marine, at the price
of 3,427,200 DRS, of which 900,000 DRS were donated by the
Eugenides Foundation, and was renamed Eugenios Eugenides. It
was to be used as a training ship for the merchant navy cadets.
(The vessel sailed into Piraeus in 07/07/65).
1995 - The vessel was given, free of charge, to the Ministry of
Culture. The Ministry of Culture granted the use of the ship to
the Maritime Museum of Greece, so that she could be restored.
2002 - The Ministry of Culture granted the use of the ship to the
Hellenic Navy General Staff.
2004 (until today) - The ship is being restored at Salamis Navy
Base aiming to her restoration-rehabilitation, according to the
scientific meaning of the terms, regarding historic vessels.  top
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