morgan giles yacht

Yachting Monthly

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Victoria 30: a small boat with big ambitions

• Rachael Sprot
• March 8, 2022

The Victoria 30 is a small boat with big ambitions: a pocket cruiser that’s fun to sail and pretty to boot. Is she Queen Victoria or just a pretender to the throne? Rachael Sprot finds out...

Rowan has a cutter rig and wooden bowsprit. A sloop-rig with overlapping genoas were offered as standard. Credit: Richard Langdon

Product Overview

Victoria 30.

If you can measure the success of a boat by the strength of its owners’ associations, then Victoria yachts are right up there.

The Victoria 30 has strong offshore credentials including a GRP storm hatch which slides over the Perspex. Credit: Richard Langdon

Their devoted following spans the Atlantic, and boasts an active Facebook page that Chuck Paine, the designer himself, keeps up to date.

On this side of the pond the Victoria 34 is highly regarded. It’s the training boat of choice for the Joint Services training centre which owns 15 of them.

However, the Victoria 30s are less well known and there were only 50 or so made.

I hadn’t heard of them until I was invited to sail Rowan a few months ago by owner Bennie Mallet, but it’s the kind of boat that once introduced, you won’t forget.

The Victoria 30 is hard to pigeonhole. The most distinctive feature is the canoe stern and attractive shear-line, but she isn’t your typical, old-fashioned ‘double-ender’.

Despite the eclectic mix of 1970s and 1980s cruising boats in Torpoint Marina where I jumped aboard, Rowan still caught my eye.

I couldn’t put my finger on it, but she was just different.

Bennie told me that she had a whole suite of racing sails which she’d inherited from the previous owner.

All 16 of them were sitting in her garage at home, including multiple spinnakers! I was even more perplexed.

Canoe sterns have a significant place in the history of ocean cruising boats. From the Vikings to Sir Robin Knox-Johnston and Bernard Moitessier, many great sea voyages have been made in ‘double-enders,’ but I have to confess I associated them with Colin Archer’s heavily built Norwegian rescue ships, or the Nauticat motor-sailers.

Solid and seaworthy perhaps, but more of a survival pod than a sailing machine. Spoiler alert: I was wrong.

Aside from the canoe stern there are other features that make her stand out.

Rowan has a cutter rig, encapsulated keel , bowsprit, deep gunwales and a separate tri-sail track. There’s no messing about here, this boat means business.

There was a complex evolution behind the design. The Victoria 30 was originally built in the United States as the Leigh 30.

The Leigh in turn was based on the smaller Frances 26 which Paine had lovingly designed with his own, singlehanded sailing ambitions in mind.

Paine had fallen in love with the double-ended fishing boats he’d seen in Scotland in 1974 and promised himself that he’d try to replicate the design back home.

Thus the Frances was conceived, and it soon developed something of a cult following.

Bernie Mallet bought her Victoria 30, Rowan in 2018 with plans to sail her offshore. The retired GP mainly sails out of Plymouth with her daughter, Fiona, or her dog, Bracken. She plans to explore Biscay and circumnavigate the UK. Credit: Richard Langdon

It was a natural progression to create a slightly bigger, family-sized version.

Small enough to be affordable, but rugged enough to withstand offshore conditions, there was one other important criterion: it needed to sail well.

So with its relatively small long-keel, substantial build quality, healthy sail area and generous ballast-ratio, the Leigh was born.

It was the editor of Yachting World at the time, Bernard Hayman, who persuaded Victoria Yachts in Southampton to bring the Leigh to the UK market.

Hayman spent many years perfecting his own small, offshore-cruiser, Barbican, and made pioneering voyages to the USSR and Norway in it.

So it seems that he and Paine shared many of the same values when it came to cruising boats: they needed to be bullet-proof, kind on the crew and a pleasure to sail.

Bennie bought Rowan in 2018 precisely for the Victoria 30’s offshore cruising credentials. She often sails it solo or with her daughter, Fiona.

A narrow coachroof creates a spacious deck. Credit: Richard Langdon

She bought the boat in Ireland and sailed it to Plymouth, from where she cruises the English Channel.

Initially attracted to the Victoria 34s, which were slightly out of budget, she was delighted to discover their little sister and bought one straight away.

When I stepped aboard, I was immediately struck by how safe I felt. The raised coachroof is narrow with a solid teak handrail, allowing a decent side deck to move around on.

The cockpit was surprisingly spacious in port with the tiller up because it extends right out to the gunwales in the aft section, so there’s more space than you’d expect from a boat with a canoe stern.

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The aft part of the cockpit is directly enclosed by the push-pit, making it very secure. Under the cockpit seats are two large lockers, one aft and one to port.

Further forward the coachroof ends quite short of the bow and the flush foredeck has room for a well-lashed dinghy or in Rowan ’s case, solar panels .

It’s a useful space for raising the anchor or setting up warps.

The cutter rig and wooden bowsprit were options rather than the default spec, so there are also standard sloop-rigged versions available with large overlapping genoas.

I’ve always preferred the cutter rig for sailing offshore though.

In stronger winds a staysail performs much better than a half-rolled genoa, though for coastal cruising the running backstays, which are a necessary accessory to the staysail, do create an extra level of faff when tacking.

The interior is teak-heavy, and many were customised. Credit: Richard Langdon

The hull is solid GRP with a balsa-cored deck. Under each deck-fitting the balsa core is replaced with a plywood pad adding strength where it’s needed.

The GRP was laid to Lloyds’ specification, though Paine has commented that the resulting laminate was actually less substantial than the original Leigh hulls made by Morris Yachts in Maine.

The encapsulated keel was unique to the Victorias. The American-built Leigh had a bolt on lead keel instead but it was harder to get them cast in the UK so Victoria opted to encapsulate them.

Many ocean sailors prefer encapsulated keels anyway because it’s one less thing to worry about.

The companionway has an inbuilt GRP storm hatch which slides over the Perspex one in inclement weather. It’s another testament to the kind of voyages that this boat was designed for.

Although small boats are more vulnerable to down-flooding through hatches, due to the lower freeboard, it’s a shame you don’t always see this kind of belt and braces approach on larger yachts.

Below decks there’s enough solid teak and teak veneer to give it a warm, traditional feel.

A well-balanced helm and high ballast ratio make for a rewarding sail. Credit: Richard Langdon

The plastic laminate head-linings are easy to clean, keep things bright and have aged well. Timber strip planking lines the areas of bare hull and is a lovely touch.

There’s also plenty of stowage behind and under the seats. I particularly liked the saloon table which drops down from the main bulkhead to reveal the wine locker.

It’s a robust defence against the accusation that small boat sailing is glorified camping. The galley to port of the companionway is compact but well-equipped.

A small wet locker adjacent means you don’t drag soggy kit through the cabin. Forward of the saloon is the heads, which takes up the full width of the boat.

It’s a decent size with a large hanging locker behind the loo. Many of the interiors were customised, so the exact layout varies slightly from boat to boat.

The forepeak can be made into a very snug double berth. Credit: Richard Langdon

Officially there are seven berths on Rowan . The saloon seats are decent sea-berths and one pulls out to make a small double.

There’s also a pilot berth above the port side which provides useful stowage. There’s a decent quarter berth behind the nav station and a V-berth in the forepeak with an infill to make a double, but it’s pretty cramped for two.

There’s no doubt about it, there’s much less volume below decks than a modern boat of the same length.

But there’s still 6ft headroom in the saloon and several berths over 6ft long.

She compares well with other boats of the same era and there’s an economy of space which means that every inch is well used.

Somehow there’s room for an Eberspacher , calorifier and 150 litres of fresh water – the same tankage as you’d have on a Bavaria 30, a feat worthy of Mary Poppins’ carpet bag.

The push-pit encloses the aft part of the cockpit, making it feel very secure. Credit: Richard Langdon

Under power she handled the tight turn out of Torpoint Marina well and, with the help of her substantial prop walk, turned around in almost a boat length.

Like most long-keeled boats, reverse is not her forte, but the nice thing about the canoe stern is that it’s much easier to wiggle your way backwards into a tight berth than with a broad transom.

It wasn’t until we put some canvas up that I really understood the Victoria 30’s appeal. In a blustery Plymouth Sound we hoisted the main to reef two and unfurled half the genoa.

She shot off and I’ll admit, I was a little taken aback. I’d only just recovered from the initial shock when I noticed a big gust barrelling towards us.

I braced myself for a fight on the helm but it never came, she just dug in and kept going. I was even more taken aback.

Rowan is ideal for medium-distance, short-handed sailing in challenging waters. Credit: Richard Langdon

There was only one word for this: fun, the kind of fun you can only have when you trust the boat implicitly.

The reason she feels so trustworthy comes down to two factors: the helm is supremely well balanced, and her high ballast ratio makes her extremely stiff.

‘I really like that you can walk away from the helm for a few minutes,’ Bennie explained later. ‘It’s easier for me to take her out on my own.’

The rudder design was something Paine put considerable thought into. Its square bottom concentrates power lower down where it’s needed.

Her AVS is also impressive: a whopping 163° – better than a Contessa 32 or a Rival 34 . She’s no slouch in light airs either.

The saloon has 6ft headroom. Credit: Richard Langdon

The next day the wind had dropped to Force 3-4 and she easily hit 5 knots close-reaching with her fully battened main, staysail and genoa.

She pushed up towards 6 knots when we bore away to 110° apparent and if she’d had a clean bottom would have done more.

The wind instruments weren’t working, but we tacked through less than 90° without any effort at all.

In the lulls, her weight gave her enough oomph to power through the chop without stalling.

Though her keel is long, it’s not too long: the cut away forefoot means there’s less wetted surface area than there might be.

The Victoria 30 hold their value well, making them a good investment. Credit: Richard Langdon

I could see why the previous owners had invested in such an extensive sail wardrobe and raced her; the Victoria 30 is rewarding to sail.

That said, the cockpit is pretty tight for a racing crew: two’s company and three’s a crowd. The tiller takes up much of the space when down, so the wheel version would be better if sailing with friends and family.

These boats have generally aged well and hold their value. The usual things will wear out: teak decks and toe rails, and interior woodwork if it’s not looked after.

The sprit on Rowan was rotten on the inboard end, and Bennie has put big stainless backing plates underneath all the deck fittings after the bolts for the main halyard block ripped up through the deck.

It’s not a bad defects list for a boat that’s needed little maintenance in 40 years. I began to wonder what kind of voyages I’d do if I owned a Victoria 30.

The chart table is just by the companionway steps. Credit: Richard Langdon

She’s ideal for medium-distance, shorthanded sailing in challenging waters.

She’s a boat in which you can be self-sufficient and that will handle heavy weather well.

Her modest draught means you can get off the beaten track and if you ground her on an uncharted rock, with her long, encapsulated keel you’ve got a good chance of coming away unscathed.

I came back to her Viking heritage – she’d be perfect for a summer cruise around the Northern Isles, the Faroes and Iceland.

It’s the go-anywhere attitude that I like most about the Victoria 30. How many boats of this size have a separate tri-sail track? How many boats of any size have a tri-sail track?

The compact galley is well set up for a short-handed crew. Credit: Richard Langdon

She’s the kind of boat where some of your daydreams can become a reality. The canoe stern was still troubling me though on what is otherwise a practical boat.

I’d heard the assertion that it ‘parts the waves’ in heavy weather but I was sceptical – Paine may be a legendary naval architect, but he’s not Moses.

I asked him what purpose it served. ‘I do not believe there is any practical advantage. Sailing is a pastime that is all about quality of life. There is nothing practical about using the wind to propel a boat at five knots [but]… there are some folks who just like the look of this shape, and if it only does a little harm, they will still love it.’

As you’ve probably guessed by now, I couldn’t agree more.

Expert opinion of the Victoria 30

Nick Vass B.Sc B.Ed HND FRINA MCMS DipMarSur YS, Marine Surveyor www.omega-yachtservices.co.uk

The Victoria 30 is a long-keel, canoe-stern yacht introduced in 1982, designed by American Chuck Paine, on the same lines as the flush-decked Francis 26 and the coach-roofed Victoria 26, which were based on his older American made Morris 26 and Morris Leigh 30 designs.

The Victoria 30 has a long keel moulded into the hull with encapsulated ballast. It is likely that the ballast is lead shot.

Encapsulated ballast has the advantage of not requiring keel bolts that can work loose and the keel won’t need to be re-bedded.

Lead has value and can be sold to pay for the responsible disposal of the yacht when it comes to the end of its working life.

Watch out for the plethora of teak on the decks of Victoria 30s as this can be expensive to replace when worn out or decayed.

Bernie bought Rowen to sail offshore. Credit: Richard Langdon

Most were fitted with Yanmar 2GM20 16-hp engines which were reliable and common.

The double-ender stern pinches the cockpit and makes access to the stern gland, gearbox and rudder post gland problematic, so make sure that these components have not been neglected.

The lack of transom makes fitting an emergency boarding ladder tricky as the banana shape means the very aft end is high out of the water.

Make sure you have a boarding ladder ready for emergencies such as a roll-up rope ladder Velcroed to the guardrail which can be grabbed and deployed from the water.

I have found leaking chainplates on Victoria 30s. Leaks can damage the elaborate hardwood interior joinery.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

Generally, the Victoria 30 was pretty well built, but having surveyed several over the last decade, there are a few issues to look out for which are rectifiable but costly.

I should also note that these issues haven’t been found on every Victoria 30 I have surveyed! Boats which were fitted with teak decks are now 35-plus years old and need careful inspection.

I’ve seen many with water ingress through the caulking which has become trapped under the timber decks and got into the balsa deck core, causing softening.

The keel is encapsulated and reported as lead. Generally there will be a lean mix of sand and cement to act as a packer around where the lead is laid into the keel void.

Only around 50 Victoria 30’s were built in the UK. Credit: Richard Langdon

I have seen some where, following a grounding, water has got inside affecting this lean mix. It is fixable over time in a warm workshop. The rudder is keel hung.

I have seen very high moisture in this shoe support area and several boats needed work to dry the area of laminate and address this problem.

I’ve surveyed one Victoria 30 where the bonding failed on the hull to deck arrangement near the chainplates and required work.

Several had genoa tracks which leaked through the side decks. Internally, be aware of the chain locker and drain, which is accessed from within the forepeak.

I have had a few where the plywood was quite soft at the base of the locker. Check the deck collar of the keel-stepped mast as water can inevitably get in.

Alternatives to the Victoria 30 to consider

Morgan giles 30.

Many Morgan Giles 30s were home finished by owners, so layouts vary. Credit: David Harding

The Morgan Giles 30 came from the chief designer at Morgan Giles yachts, Kenneth Collyer, and was initially designed for his personal use.

Francis Morgan Giles, who was still alive at the time, is reported to have said that ‘God made man so he could float on a piece of wood’.

So, the first boat was built out of timber but with the inevitable transition to GRP , it was used as plug for the moulds.

First built in Teignmouth, when the Morgan Giles yard closed in 1969 Somerset Plastics bought the moulds.

It produced 70 hulls between 1969 and 1996. The lines are gorgeous, with a gentle sheer and classy counter stern.

The MG30 has good seakeeping abilities and handles heavy weather well.

70 Morgan Giles 30s were built between 1969-1996. Credit: David Harding

Proportionally she’s got quite a bit less sail area than the Victoria 30 but they have many similar qualities, including an encapsulated long keel and efficient, square-bottomed rudder.

First specced with 1.6T of lead ballast, most of them actually have 1.8T of cast iron instead.

The original layout is quite unusual, with the galley taking up the full port side of the saloon and a table and short bench seat opposite.

There are two quarter berths either side of the cockpit, a heads across the full width of the boat forwards of the mast and V berth forwards.

Nearly all of the MG30s were home-finished, so there are quite a few layout variations and the usual pitfalls for the enthusiastic amateur to watch out for.

They don’t tend to come up for sale very often due to the limited production run and because faithful owners tend to keep hold of them.

Owing to their age some of them are quite neglected when they come to market, and even the well-maintained ones will need investment as things like chain plates get to the age where they require pulling.

A thorough survey is essential. But, they don’t make ‘em like this any more, the lines are lovely so it’s worth snapping up a well-maintained one, or taking the trouble to restore one.

Halmatic 30

The Helmatic 30 came with a long cast iron bolt-on keel. Credit: Boy Aylott

Halmatic has a reputation for building solid, no-nonsense boats. It produced the hulls of lifeboats, work boats and Royal Navy Patrol boats.

But between the bulky grey bruisers a lot of very attractive yachts emerged from the company’s sheds at Portsmouth harbour.

The Halmatic 30 is one of them, as are most of the Camper and Nicholson designs.

The Halmatic 30 is the younger sibling to the Nicholson 32 and was designed to open up the offshore cruising market to those on a smaller budget.

Like many of these classic hull designs, it had a further evolution too and became the Barbican 30.

The long cast-iron keel makes her sea- kindly, though unlike the Victoria and the Morgan Giles 30, it is bolt-on rather than encapsulated.

The transom-hung rudder extends the wetted surface area, but there’s enough sail area to make up for it.

The interior fit out is more basic than the Victoria’s and they command a lower price as a result.

Unusually for a boat of this size and era, there are no quarter berths. Instead, the coachroof comes well aft, giving a generous saloon with 6ft headroom throughout.

Although this results in a small cockpit, the upside of the lack of quarter berths is two generous cockpit lockers.

Everything on a boat of this size is a compromise, and in our infinitely varied British climate, prioritising space below decks, rather than above it, might be a good compromise to make.

Frequently described as a ‘go-anywhere’ boat, the Halmatic 30 is still achieving its original mission: to prove that you don’t have to spend a fortune to get your hands on a serious offshore cruiser.

Elizabethan 30

A larger sail area means good sail performance in light airs. Credit: David Harding

The only fin keeler in this selection, it seemed a shame to miss out this little gem.

Designed by David Thomas, the Elizabethan was originally designed as a RORC half-tonner so they’re a performance yacht with cruising capabilities, rather than the other way around.

David Thomas created some of the most successful cruiser-racers of the last 50 years including the Sigma 33 and 38, and British Steel Challenge 67s.

Like many of his other designs, the Elizabethan is robustly built and extremely seaworthy.

The layout below works well for cruising, though some boats were home finished with varying degrees of success.

The two full-length saloon berths make clever use of trotter boxes so as not to reduce the space in the galley or nav station; there’s a quarter berth to starboard and the usual V-berth forwards.

The cockpit is a good size with useful lockers, although to go up and down the companionway you’ll need to clamber straight across the traveller, which sits just outside the hatch.

There’s an active owners’ association which would be a good source of knowledge for those new to the boat or undertaking refits.

At almost 20% lighter than the Victoria 30 and sporting a larger sail area, they’ll be good in light airs and a whippet around the cans.

The real proof of the pudding is that Thomas kept one for himself and even came second in the Round the Island Race on her.

A versatile cruiser-racer which is often compared to the Contessa 32, but can be yours for a much lower price tag.

Enjoyed reading Victoria 30: a small boat with big ambitions?

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Yacht Database

Morgan Giles 30 Yachts

A site for those interested in Morgan Giles 30 yachts

The Morgan Giles Shipyard

Francis Charles Morgan Giles (1883-1964) was an outstanding designer of boats and especially racing yachts. In 1920 he purchased the ancient Teignmouth Shipyard in Devon, and thereafter it became known as Morgan Giles Ltd. Under his name the yard gained a world-wide reputation for fine yachts. The history of the yard has been documented in a monograph produced by the Teignmouth & Shaldon Museum and an on-line account is available at the Morgan Giles Yacht Register. By a quirk of history, production of the Morgan Giles 30 mostly followed after the closure of the yard in 1969, and that story belongs here on the MG30 website.

The Genesis of the Morgan Giles 30

Morgan Giles Ltd. produced many fine yachts, including the 31’ 5” West Channel class , from which the MG30 evolved. In 1964 a new 30’ sloop-rigged cruiser-racer was designed by the Morgan Giles chief designer Kenneth ‘Colly’ Collyer (1904-1993) for his own use. A small model had been made and approved by FC Morgan Giles before his death, but he did not live to see the finished boat. FC Morgan Giles would have nothing to do with GRP, saying “God made man so he could float upon a piece of wood”. Colly’s new boat, made of course of wood, was called Genesis, and sailed in the 1964 Cowes Week and did extensive cruising of over 2000 miles.

After the death of FC Morgan Giles in March 1964, the yard was bought by John Roberts, of the firm Thomas Roberts, who owned various other boat yards including one on the Hamble, which I believe to be what was then the Stone Pier Yard at Warsash (now Warsash Marine) and also a yard for canal boats in Oxford. FC Morgan Gile’s son Captain Michael Morgan Giles became managing director, and the Hamble and Oxford yards operated under the Morgan Giles name. John Roberts introduced GRP production to the Teign yard. Roger Cox recalls that a fibreglass molding shop was established in the big shed, with air-locked doors and humidity and temperature controlled conditions for production to Lloyds A1 standard. A then revolutionary molding process was introduced, whereby instead of laying down fibreglass matting, fibreglass rope was chopped up in the spray-head and sprayed onto the mold with the resin. The top and bottom pieces were then fitted together and more mixture sprayed over the join so that it was hidden.

A GRP version of Colly’s Genesis was planned. I believe the mold was taken from Genesis herself. You can view the MG30 Genesis leaflet that was produced for the Boat Show , including comments by the designer. It had 1.6 tons of lead ballast, together with a freshwater tank in the aft of the keel. The internal layout had dinette seating to port and the galley to starboard, two quarter berths and the heads to port forward of the saloon. By 1966 the Genesis brand seems to have been dropped and the new boat was known simply as the Morgan Giles 30 or MG30 when it was reviewed in Yachts and Yachting in the 9th December 1966 issue. In this version the toilet had been relocated to a compartment just inside the companionway on the port side, together with a folding washbasin. Roger Cox tells me six boats were produced at the yard, of which I have identified Alice May (1965) Out of the Blue (1966) and Vagabond (1968). I also saw saw one in France built in 1967 but have lost contact with the owner.

The demise of Morgan Giles and the Genesis MG30

The re-birth of the MG30

After the yard closed in 1969 the molds for the MG30 were purchased by the company Somerset Plastics, based at Wheddon Cross in Somerset.  The founder Len Briggs had an interest in boats and produced various craft as well as architectural and agricultural moldings.

Len’s son David recalls collecting the two hull and deck molds from Teignmouth.  The first Somerset Plastics MG30 was commissioned by Joe Fisher, who recalls staying down in Somerset and watching the molding of his boat, which came to be called ADF.  Today it is known as Zascandil and located at Cariño in Spain.  Joe comments that when he drilled the hull for the skin fittings, the hull was an inch thick – built to last!  Unlike Morgan Giles, Somerset Plastics used the traditional layering of glass fibre matting.  You can view the  Morgan Giles/Somerset Plastics brochure .

The original boat had wooden cockpit combings. Somerset Plastics created a mold for GRP combings. They also introduced 1.85 tons of cast iron ballast as a cheaper alternative to the original lead ballast.  The extra volume of this took the space previously occupied by the fresh water tank in the aft end of the keel.  All the Somerset Plastics MG30s were sold with bare interiors for owner completion, which explains the great variety of layouts to be found.

David Briggs tells me Somerset Plastics produced over 70 MG30s before the business closed in 1996, when the molds were sold to George Evans of Blakes Boatyard in Highbridge.

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Used Sailboat Review: Morgan 30

An affordable, shoal-water racer-cruiser, the morgan 30 is a classic charley morgan design..

If youre looking for an inexpensive 30-footer from the 1970s with pretty lines that can double nicely as either the family escape pod or a Wednesday-night racer, the list of choices is long. In the February 2008 issue of Practical Sailor , we looked at nine 30-footers from the 70s: the C&C 30, Cal 2-30, Hunter 30, Irwin Competition 30, Newport 30, 0Day 30, Pearson 30, Tartan 30, and the Catalina 30. Three climbed to the top of Practical Sailor s short list: The Pearson 30 was noted for its performance; the Tartan 30 for its Sparkman & Stephens pedigree; and the Catalina for its avid fan base.

All of the classics featured in that article were fixed fin-keel boats that drew just under 5 feet of water, although a few, like the Hunter and the Catalina, offered versions with less than 4.5-feet draft.

The advantages and compromises of a shoal-draft race-cruiser bring us to this months featured boat, the Morgan 30. The design predates most of the boats highlighted in our 2008 article and features a shallow, nearly full keel with a swinging centerboard that reduces draft to 3-feet, 6-inches, permitting access to some prime gunkholing waters on the Gulf and Atlantic coasts.

The Morgan 30 was introduced in 1967, when Charley Morgan and Morgan Yachts were still riding the wave of success following Paper Tiger and Sabre , the legendary Southern Ocean Racing Conference (SORC) racers of the early 1960s that helped launched Morgans career as a production boatbuilder.

At that time, racing was an essential part of the equation at Morgan Yachts-based in Largo, Fla.-so the rig and underbody were guided by the dominant rating rule. After the 1970 launch of the Morgan Out Island 41, the builder became more closely identified with the roomy Out Island series, the pure cruising line that played a key role in the emerging Caribbean charter trade.

Two driving forces lie behind the design of the Morgan 30. The first, and most influential, is the Cruising Club of America (CCA) rating system, which, because it made allowances for livability, generated some pretty, sea-kindly boats that easily made the transition from SORC racer to long-distance cruiser.

Morgan proved very adept at working within this rule. While none of Morgans production racer-cruisers like the 30 pushed the CCA envelope to a great degree, they incorporated several signature features that worked well in Morgans early custom designs. Ultimately, Morgans racer-cruiser archetype was a boat with V-sections forward, conservative beam, long overhangs at the bow and stern (to extend the sailing waterline beyond the measured length when heeled), internal ballast, a swing keel, and a relatively low-aspect sailplan featuring a big, overlapping genoa.

On the water, the Morgan 30 is a fine boat to look at, with springy sheer and an attractive stern. Although the boat has a full 6-foot, 2-inch headroom, the freeboard is low. This graceful form predates World War II and can be found in late CCA-era boats from Al Mason, Phillip Rhodes, and Ted Hood, designers who also excelled at maximizing performance under the rule and maintaining an aesthetic appeal. Construction

The Morgan 30 shared many of the construction details of the 34, its predecessor, which is reviewed in depth in our “Practical Boat Buying Guide” ($39, www.practical-sailor.com/ products/books/). The Morgan 34 review can also be purchased online at

www.practical-sailor.com.

More than 300 Morgan 30s were built, and the construction methods evolved over the years, so what follows is a general description.

The hull was hand-laid woven roven and mat cloth with polyester resin. The layup schedule was on par with production models of that era-lighter than some, heavier than others. Blisters have been documented in many Morgan hulls, but the earlier models seem less prone. These reportedly also have thicker layup schedules. The deck was through-bolted to an inward-turning flange on the hull, with a bedding compound used to seal the joint. This is a common source of leaks on older boats.

Early boats were stick built, with floors and furnishings bonded in place individually, but later boats incorporated molded fiberglass pan-liners in the bow and main cabin to expedite production. Some owner-finished kit boats, sold as bare hulls, are likely to be floating around as well.

The deck was cored with plywood on some boats, balsa on others, and sometimes both cores were used to suit the location and loads. Encapsulated ballast is used in the keel. About 500 pounds extra was added after the first few hulls.

The jacknife centerboard is fiberglass and neatly seats into the keel without intruding into the cabin space. (Morgan based his design on one he admired in Wirth Munroes famous Comanche, now owned by Wirths son, Charles.)

DECK DETAILS AND SYSTEMS

The standard Morgan 30 is tiller-steered, an arrangement Practical Sailor generally prefers in boats of this size for its adaptability to cheap self-steering (see “Tillerpilot Sea Trials,” June 2009) and its responsiveness. Although the tiller consumes cockpit space, the area is roomy enough for four adults to sail comfortably.

Low coamings surround the cockpit, helping to keep it dry. The cockpit drains, however, are small, and anyone serious about taking this boat offshore should increase their diameter to 2 inches. Only a low sill protects the companionway; a raised bridgedeck is preferred for offshore work. Cockpit stowage is limited to a lazarette. Some ambitious Morgan owners add a bench-seat locker in lieu of one of the quarter berths below.

The volatile metal prices of the Vietnam War era forced Morgan and most builders of that period to cut back on premium metals like bronze and monel. Nevertheless, some of the chrome-plated bronze hardware on earlier Morgan 30s has withstood the test of time. One metal component that often raises the concerns of riggers is the cast- aluminum stemhead fitting at the bow, but weve heard of no widespread reports of cracking or failures.

Virtually every bit of sailing hardware was optional, so youll see a wide range of gear. In the typical running rigging layout, the mainsheet leads through a multi-purchase block on the boom end, where the load belongs. The traveler stretches behind the tiller. The jib sheets lead through blocks on rail-mounted tracks. Primary and secondary winches are mounted on the coamings. Tiller steering generally places the helmsman out of easy reach of the mainsheet. Wheel steering brings all the sail control lines closer at hand.

The mast is a slightly tapered, deck-stepped, single spreader rig. The boom is a heavy extrusion that was designed to spin on bearings in a forgettable iteration of roller-reefing. Morgan strongly suggests going back to good old slab reefing and a lazy-jack or Dutchman system (“Taming the Main,” PS February 2008.)

The sidedecks are wide for a boat of this beam. Grab rails on the cabin top and a low teak toe-rail provide a measure of security going forward. The shrouds lead outboard, so there is no tight squeeze impeding quick movement fore and aft.

The foredeck, as that of most racer-cruisers, is relatively clear of trip hazards, but also short on ground tackle arrangements. Due to the cast stemhead, adding a bow roller or even roller furling may require a little ingenuity. The chain and rode lead below decks through a hawse pipe, typical of boats of this period.

Systems are extremely basic on the Morgan 30, which came standard with one battery and a simple 12-volt DC panel for navigation lights and seven interior lights. Propulsion was gasoline, either a Palmer M60 on older boats, or a Universal Atomic Four. In either case, the buyer should assume that an original engine is probably due for replacement, a significant investment.

The standard tankage called for a 58-gallon water tank and a 14-gallon fuel tank, adequate for most coastal cruising needs. Pumps for the sinks in the galley and head were manual.

The CCA-era overhangs yield an interior space that is markedly smaller than 30-footers of today. On paper the boat sleeps seven, but four is about the limit for those who hope to remain on speaking terms.

The standard layout, featuring a galley running fore and aft on the starboard side and a dinette to port, works fine at the dock, but at sea on a reach either the cook or the diners will be on the windward side cursing their misfortune as they try to stay in one place. On modern boats, a U-shaped galley and settees on each side add civility to mealtime underway.

The forward V-berth, head (to port), and hanging locker (to starboard) are separated from the main cabin by a pocket door. The door seems like a good idea until it gets wet, swells and jams, something that is likely since it is located beneath the mast partners. The V-berth and quarterberths are snug, and the drop-down dinette berth is a bit tight for tall folks.

There is no navigation station, so if you like electronics, plan to improvise. Several owners have done fine with swing-out plotter-sounders (see “Petite Plotter Sounders,” October 2008) that can be viewed from below, where the galley countertop serves as a chart table, or from the cockpit.

For short family cruises, coastal sailing, and Wednesday night racing, the interior is perfectly functional, though less than ideal.

PERFORMANCE

In terms of performance, Morgan 30 owners are in unanimous agreement on a few points. It is not the fastest boat around the cans, nor the most maneuverable under power, but its extremely well balanced and presents an easy motion in a seaway.

“This boat is great on a reach!” summed up one owner who responded to our survey.

For a benchmark rating for the Performance Handicap Racing Fleet (PHRF) we turned to the 2008 North Carolina PHRF fleet, which gave the Morgan 30 a 195 handicap, slightly behind ratings for the Catalina 30 (186), and well behind the numbers for the Tartan 30 (174) and Pearson 30 (177), all more modern, lighter boats with less wetted surface.

Our sea trials aboard reader Ray Mummerys Morgan 30 Wavedancer in South Floridas Biscayne Bay, offered proof of the boats impeccable balance. In 12 knots of breeze, with a 130-percent genoa, Wavedancer easily steered herself to windward, even holding a course as deep as 120-degrees relative wind angle, with no attention to the helm. In modest gusts, the boat didnt miss a beat, picking up a half-knot with little or no weather helm. The ability to tweak the centerboard added one more tool for balancing the helm.

Compared to modern 30-footers with canoe underbodies and fin keels, the boat is far from nimble. Backing the boat under power requires due diligence and the boat is not quick to accelerate under sail. What the boat lacks in thrills, she makes up for with a seakindly ride. Wavedancer maintained headway in a chop with little complaint, punching though some steep wake generated by passing yacht traffic. The boats V-section shouldered aside the biggest waves, although it was obvious that the low freeboard and short waterline length would make for a wet cockpit in rough going. All in all, the boat delivers a very rewarding ride. Neither sluggish, nor sprightly, her behavior could best be described as confident.

A Morgan 30 that has been repowered and is in good condition can be found for about $15,000. A new production 30-footer runs about $100,000. While the Morgan might seem like a bargain, this is a very old boat, prone to problems that could easily set you back $30,000 or more and a big chapter of your life. If a qualified professional surveyor finds your prospective Morgan 30 free of serious problems, and it has some, if not all of our recommended upgrades, then it is worth a look, It will be particularly appealing for sailors who enjoy a “character” boat that can squeak into shallow water. On the other hand, if it has been sitting neglected for years, prepare for a long haul.

Blisters, broken centerboards, leaky ports, and corroding mast steps are just some of the problems Steve Cocklin faced during the ongoing restoration of his Morgan 30 documented online at www.myholeinthewater.com .

• Critic’s Corner Morgan 30
• Interior Notes Morgan 30
• Morgan 30 In Context
• Download PDF Format

RELATED ARTICLES MORE FROM AUTHOR

I have a Morgan 30, 1971, with two large port lights in the main cabin rather than one. I’ve seen this design only on my boat. I wondered if perhaps she was a mislabeled Morgan 30-2. She has a center board and fits the 30 characteristics. Any input is welcome. How does one get in touch with Charlie Morgan?

Bill, I have acquired a 1972 22ft Morgan Sailboat.. The mast was down and in a cradle when I picked it up. All of the rigging appears to be in good shape. I am hunting for a manual or guide to setting the mast and rigging. I don’t want to mess something up. I am 85 years old and have learned to ask for help. Thank You Larry R. Witt

Larry, did you find what you needed? I have an original manual with all the specks I’ve needed. I’ll share it with you in photo copy form. By the way, I’m 74. Bill Lamp

Larry I own a Morgan 22 1970. Did you find what you need? I have a lot of data. Call me if you like 317 679 4970

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Morgan Giles TS Monaco 38 ft Motor Yacht 1968 - Sold

NOMANSLAND TOO

Morgan giles ts monaco 38 ft motor yacht 1968.

These details are provisional and may be amended

BROKER'S COMMENTS

Francis Morgan Giles was nothing if not versatile. Not only did he design beautiful and successful boats over a wide spectrum, he was a first class boat builder, seaman and racing helmsman. This single chine hull twin-engined motor yacht was one of more than a thousand yachts built at his Teignmouth yard, which he set up in the 1920s and was noted for the high quality of construction and craftsmanship. Coming up for her half century, this boat has been refurbished over the last few years to a high standard and equipped also with more modern systems and navigation instruments - all by a very experienced owner with a remarkable crewing record in offshore powerboat racing, including: Class II British & World Champion 1979 with David Hagan, 1982 world champion and four times winner of the Cowes to Torquay race 1982-1985 with Renato Della Valle and Gianfranco Rossi, and 2nd in the 1984 Round Britain race.

Construction and finish

- Mahogany plywood planking on mixed sawn and laminated rock elm frames - Diagonal strengthening straps - Transom stern with wrap-round stainless steel corner covers at the stern - Epoxy woven cloth sheathing below waterline - Wooden rub rail with stainless steel band - Full length 1 5/8th wooden skeg 1 ft deep with a keel band attached - Bronze rudder blades - Teak laid decking secret-fastened over plywood sub-deck with polysulphide seams - Pilot house and trunk cabin of painted plywood over teak frames - Teak wheelhouse sole

Accommodation and domestic equipment

Wheelhouse with varnished teak interior - Helm position to port - Original Smiths instruments - Navigation instruments - Controls for forward, saloon, engine room and aft cabin auto / manual bilge pumps - Double seat to stbd - Down teak stepped companionway forward Main saloon - Original joinery with discreet drawer and locker stowage, white deck head - 6 x Deck head lights - 3 x Reading lights - Dining table seating for 6 offset to port - Wide settee berth with pull out double berth - Small single berth stbd - Stowage under Fore cabin - 2 x Wide Vee berths - Stowage under - 2 x Deep hanging lockers in aft bulkheads - 2 x Opening ports - 2 x Reading lights - Hatch to foredeck - Access to chain locker fwd Aft through saloon to Main head stbd side - Jabsco electric WC - Washbasin - Shower with electric shower tray pump Galley to the right on port side - ENO 3 burner gas hob, oven and grill - Waeco Coolmatic CR-0080 front loading fridge with freezer compartment - Stainless steel sink with mixer tap - 240 V sockets - Cupboards, drawers and pan drawer Up companionway through wheelhouse and down steps aft Owners cabin - 2 Wide berths - 3 x Opening ports - 3 x Reading lights and 1 x deck head light Head compartment en suite forward on port side by companionway - Jabsco manual WC - Washbasin with hot and cold taps

Deck layout, equipment and ground tackle

From aft - New stainless steel bathing platform with teak slats and drop down bathing ladder - Clips to secure dinghy on bathing platform for sea passage - Wooden top rail forming taffrail - Wooden hatch over lazarette for tender and outboard stowage - Chromed fairleads and mooring cleats - Varnished teak cover board - Large aft cockpit with varnished cap rail - Wheel house - Stainless steel stanchions and guardrails fwd with access points abreast of wheelhouse - Stainless steel stub mast on the pilothouse for the radar scanner - Wooden signal mast for anemometer, navigation lights etc - Sliding windows in alloy frames - Stainless steel hand rails - Stainless steel mushroom vent aft port over the galley - Windscreen wipers with freshwater wash system - Chromed bronze hinged fore-hatch 18 with longitudinal struts - Lewmar V2 windlass with wheelhouse, deck and wireless controllers and rode-counter - Stainless steel pulpit - Delta Fortress anchor; stainless steel 8 mm chain on bow roller and galvanised chain - Stainless steel striking plate at the top of the stem - Spare anchor - Deck wash system - Warps, fenders, various engine spares etc - Covers to front and side elevations of the wheel house and trunk cabin

Mechanical electrical and tankage

- Twin 145 HP Perkins T6354 6 cylinder marine diesel engines; fully reconditioned - Modern turbochargers - Separate fuel filters - 2 x Stainless steel prop shafts - 2 x 3 bladed 24 inch / 60 cm bronze propellers - Cutlass bearings on P brackets - Morse controls at helm position - Power/starter key, oil pressure alarm, gauge voltmeter and warning lights at helm - Belt driven alternator - Wheel steering connected with chain bevels and rods to two twin bronze rudders - Paguro 3000 generator with silent exhaust water separator - 24 V Electric system - 2 x 12 V Engine start battery - 2 x Double sized 12 V Domestic batteries new - 1 x 12 V Battery for generator - Victron Phoenix battery charger new - Pressurised domestic hot water system from engine calorifier - Immersion heater - 240 V mains supply and distribution from shore power or generator - Total c 150 gallons fuel in 2 tanks - Fresh water tank c 50 gallons; deck filler - 2 x Gas bottles in locker stbd of wheel house

Navigation, communications and electronics

- Electronic compass - Raymarine C120 Chart plotter integrated system including - Radar with MARPA - Fishfinder - AIS system - Marionics Gold 28 G electronic chart covering - UK (Camel to the Wash) - Northern France - English Channel and up to Amsterdam - ST60 Speed, wind, depth - Ray 240E VHF radio with DSC - Raymarine ST6002 Smart Pilot controller driving Bendix autopilot - Lopolight LED navigation lights - Alpine radio and CD player with iPod / iPhone connector

- Plastimo Cruiser 6 person life raft - 4 x Bilge pumps - Twin horns - Original chromed spotlight - 2 x automatic systems 1 kg each in the engine compartment - 1 x 2 kg ABC powder - 1 x 21A 113B 4 kg - 1 x 1kg ABC powder - Fire blanket

Image credit

The historical image is from the Facebook Page: Morgan Giles Monacos

These particulars have been prepared from information provided by the vendors and are intended as a general guide. The purchaser should confirm details of concern to them by survey or engineers inspection. The purchaser should also ensure that the purchase contract properly reflects their concerns and specifies details on which they wish to rely.

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• Sailboat Guide

Morgan-Giles 30

Morgan-Giles 30 is a 29 ′ 11 ″ / 9.1 m monohull sailboat designed by Francis Charles Morgan-Giles and built by Morgan-Giles Ltd.(UK) between 1965 and 1996.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Kenneth Collyer was chief designer for the Morgan-Giles firm at this time.

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Morgan giles 30 1982 boats for sale & yachts, morgan giles 30 boats review and specs.

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A nice example of this popular classic GRP yacht. The Morgan Giles 30 is based on a design by Kenneth Collyer; the chief designer at Morgan Giles Teignmouth yard, original built in timber for his own use called ‘Genesis’. Having proven her pedigree in the 1964 Cowes week moulds were lifted following the yards move into GRP moulding and the Morgan Giles 30 was born. More than 70 hulls were built by various companies during the 30 year prodution run, ending in 1996. Avy-J has has been extensively upgraded by the current owner including new main and genoa, new 3 bladed prop, New Autopilot, along with recent standing rigging replacement, Tek Dek laid deck, upholstery, and sea toilet. The current owner is motivated to sell the boat before the start of the coming season.

Contact Information

Morgan Giles Boats for Sale Craigslist & Morgan Giles Specs & Pictures

Related posts:.

• Morgan Giles Classic Long Keel Sloop 1955
• Morgan Giles 43 1959
• Morgan Giles 8 metre 1925
• Morgan Giles fishing boat 1967

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Morgan Giles

Built by Aldeburgh Boatyard in 1986, she is a lovely day boat, with retractable keel. Three mainsails, two gibs. Has been maintained by her maker ever since and is in good condition. Seperate long shaft outboard engine available.

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Sold: 36ft ‘MONACO CLASS’ MORGAN-GILES EXPRESS CRUISER – 1961 – Part Project – Lying: Cheshire

Boat details.

• Description

36ft. MONACO CLASS EXPRESS CRUISER – Part Project

Built in 1961 by Morgan Giles, the Monaco class were substantial and considered, at the time to be the equivalent to a Rolls Royce of the Sea. In the late 1950’s the yard work from the Admiralty declined. A replacement was needed and it was the brainchild of Michael Morgan-Giles that created the Monaco Cruiser. In his words; ‘a quality product was needed which could be built at prices the rich were prepared to pay and would capture the eye of the discerning’.

Out of these early ideas the Monaco Cruisers were built in sizes from initially 24ft up to 52ft as time went on. To prove the worth of these craft a number were entered into the Cowes-Torquay Offshore Power Boat races between 1961 and 1963 driven by Michael and his colleague Cdr. Parsons. In every International Off-shore Power Boat Race in which a standard Monaco was entered, she finished in immaculate condition, having achieved a class trophy.

The boats were hard-chine planing hulls, skimmed with marine plywood and it was at Francis Morgan-Giles direction that all the frames should be laminated rock elm. The smaller models were powered with twin Perkins or Lister diesel engines and the larger models had Caterpillar diesels. The early boats were 35 and 36 foot overall length and there were 16 in all. There were seven 38 footers, three 43 footers, three 48 footers and six 52 footers.

The first to be built, after an enquiry at the Boat Show was CORVIGLIA. This was a successful design but a new scheme was evolved with more beam and a raised foredeck and the Monaco was created. Many of the Monaco’s were shipped to the South of France and Italy where there was a flourishing market.

GOOSIGAN has been based in Port Leucate, South of France, returning to the UK in September 2015 and delivered to the owner’s house for a re-fit. She has been in the current ownership since 1979.

Accommodation :

Wheelhouse  with varnished teak interior – Helm position to port – Double seat to stbd

Down teak stepped companionway forward to:

Main saloon – Joinery fitted with discreet drawer and locker stowage and a white deck head – Deck head lights – Reading lights – Dining table seating for 6 offset to port – Wide settee berth – Small single berth stbd – Stowage under

Fore cabin – Wide Vee berths – Stowage under – 2 x Deep hanging lockers in aft bulkheads – 2 x Opening ports – Hatch to foredeck – Access to chain locker forward

Aft through saloon to Main head stbd side – Washbasin – Shower with electric shower tray pump

Galley   to the port side – gas hob, oven and grill – Fridge – Stainless steel sink – Cupboards, drawers and pan drawer

Up the companionway through the wheelhouse and down steps aft to:

Owners cabin – 2 Wide berths – Opening ports – Reading lights and 1 x deck head light

Heads compartment en-suite forward on port side by companionway – WC – Washbasin with hot and cold taps

– stainless steel bathing platform with teak slats and drop down bathing ladder – Wooden top rail – Wooden hatch over lazarette – Chromed fairleads and mooring cleats – Large aft cockpit – Wheel house – Stainless steel stanchions and guardrails – Stainless steel mast base on the pilothouse – Wooden signal mast for anemometer, navigation lights etc – Sliding windows in alloy frames – Stainless steel hand rails – Windscreen wipers – Chromed bronze hinged fore-hatch – windlass – Stainless steel pulpit – Stainless steel bow plate at the top of the stem – Warps & fenders – Cockpit cover

Owners Comments:

GOOSIGAN is lying under cover in Cheshire and represents a part finished restoration project. The last time the engines where run there was only a slight timing issue nothing more major than that.

There are also 2 spare engines, plus anchor’s, dinghy, generators, furnishings (cleaned) and varnished internal wooden fittings, equipment, oars etc included in the sale.  These are dry storage at the owners home

DISCLAIMER: Classic Yacht Brokerage offer the details and photographs of this vessel in good faith as a guide but cannot guarantee the accuracy of this information or images, or warrant the condition of the vessel, machinery or rig. Buyers should instruct their representative, agents or their surveyors to investigate such details as the buyer requires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

GUIDE: Sold – August 2022

Lying: cheshire, viewing: through classic yacht brokerage, related products.

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Rear-Admiral Sir Morgan Morgan-Giles

Posted on May 10, 2013 |

Rear-Admiral Sir Morgan Morgan-Giles, who has died aged 98, was a naval officer highly-decorated in the war and went on to become a colourful Conservative MP for Winchester.

Source: The Telegraph

He was mentioned in despatches four times and, in September 1941, awarded the George Medal for “gallantry and undaunted devotion to duty” during bomb and mine disposal work while serving at HMS Nile, the naval base at Ras el-Tin Point, Alexandria. At the end of a war during which he was recruited by Fitzroy MacLean to run arms to Tito’s partisans in Yugoslavia, Morgan-Giles was awarded a DSO for “courage, outstanding leadership and devotion to duty” – notably during an attack on the Croatian island of Lussino.

From 1964, on the benches at Westminster, such feats saw him greeted by affectionate Labour cries of “Send a gunboat”; the genial Morgan-Giles duly steamed into action with all guns blazing on behalf of his beloved Service. He condemned the decision to withdraw East of Suez “as a sop to the Left wing”; roundly advocated a British presence beside the Americans in Vietnam; and supported the construction of a fifth Polaris nuclear submarine.

Such views won him acclaim on the Tory back benches, but after the Conservative election victory in 1970 Edward Heath failed to offer him a junior post. Apart from cosmetic changes, Morgan-Giles found that Lord Carrington’s defence policy differed little from that of Labour, particularly after it had endorsed the scrapping of the aircraft carrier Eagle.

He was no less forthright when Labour resumed power four years later. While in hospital after a riding accident, he wrote to James Callaghan, the prime minister, of “the cold, silent, teeth-clenched fury” among servicemen about a pay review board which “did not seem to know, in blunt nautical language, whether it’s on its arse or elbow. A previous ‘Former Naval Person’ [Churchill] used to ask for and achieve ‘action this day’. Is there any reason why you cannot do the same?”

In lighter tone, he complained that Wrens only received threepence extra a day after four years’ good service: “That is not much to give a girl for saying ‘Yes, Sir’ all day and then ‘No, Sir’ all night.” Yet he opposed Wrens serving on warships because “woman’s eternal role is to create life and nurture it; a fighting man must be prepared to kill. Women do wonderful things to men but combat duty to defend us should not be one of them. Vive la difference.” As for homosexual law reform, this was “a queers’ charter”, he declared bluntly, and further evidence of Britain’s degeneration and loss of influence.

Morgan Charles Morgan-Giles was born plain Morgan Giles on June 19 1914, elder son of FC Giles, a racing yacht architect. Young Morgan’s earliest clear memory was of a small boat his father had built him while on sick leave from the Navy after the First World War. He was educated at Clifton, where he demonstrated his ability to work the system when he wanted to crew for his father in a sailing race but was told that he must attend a cricket match between Clifton and Tonbridge. After dutifully passing through the turnstile at Lord’s, the boy took the train down to Ryde, on the Isle of Wight, where father and son won the Prince of Wales Cup.

Joining the Navy at 18 under the public schools’ cadetship scheme, Morgan first sailed in the training cruiser Frobisher to the West Indies and the Baltic. He was then appointed to the Australian destroyer Voyager before serving in Cumberland, Suffolk and Cornwall on the China station before returning home to join the torpedo school at HMS Vernon.

After the declaration of war in 1939 Morgan-Giles was in the cruiser Arethusa when she covered the evacuation of Norway, and then took part in the attack on the French fleet at Mers-el-Kebir .

He was next involved in an eccentric plan to launch fireships against German transports massing at Calais and Boulogne – which was abandoned – before being sent to coordinate mine disposal work in the Suez Canal. During six months at besieged Tobruk, he laid mines and landed guardsmen for special patrols. It was during this period in North Africa that he was awarded the GM.

After an encounter in Cairo with MacLean, who was liaising with Tito’s partisans, Morgan-Giles was posted to run arms supplies from Bari, on the Italian coast, to the Dalmatian island of Vis, 120 miles away. There he had responsibility not only for the incoming supplies but also for the co-ordination of commandos and motor gunboats which attacked the enemy at night – as well as liaising with Tito’s naval commander. The partisan leader made such an impression that Morgan-Giles named one of his horses “Broz”.

As the war in Europe ended Morgan-Giles was posted to the Far East. On leave in Australia, he married Pamela Bushell, a nurse whose later inheritance of £500,000 was to give him a security and freedom of action rare for naval officers. This also enabled her to join him with their six children on many postings when most other naval families would have stayed at home. “Yes. Morgan does have a wife in every port,” she would say. “And I am that wife.”

In 1947 he was sent on a joint Services staff course, then had two years in Trieste as naval liaison officer at the British Army headquarters in the disputed territory.

From 1950 to 1951 Morgan-Giles found himself commanding Chieftain in the First Destroyer Flotilla during the Persian oil crisis; he was next appointed captain of naval intelligence, Far East, and then of the Dartmouth training squadron. His final and proudest seagoing command was the cruiser Belfast, flagship of the Far East Fleet, though there was a slight cloud when two Chinese were found to have brought a large cache of drugs on board.

On being promoted rear-admiral and appointed president of the Royal Naval College, Greenwich, Morgan-Giles realised that further promotion was doubtful. He had already bought a house and a farm in Hampshire, and was musing that being an MP must be “a jolly good occupation for someone who has retired and has nothing else to do,” when Peter Smithers, the MP for Winchester, announced that he was stepping down.

The Admiralty warned that Morgan-Giles could not seek adoption as a serving officer and that, if he left only to be rejected, he could not expect to return to the Service. Nevertheless, in what he described as “a moment of madness”, Morgan-Giles handed in his resignation to the Ministry of Defence, having performed his official duties as Admiral President of the Royal Naval College at Greenwich that morning. He then spent an agonising evening in Winchester awaiting the outcome of the selection process.

In the by-election campaign that followed, he had the advantage of being a local man in a safe seat . After election, the new member drew a high place in the ballot for private members’ bills. Although he first considered a bill amending the law on abortion, which David Steel was to introduce a couple of years later, he eventually decided on one to permit postal voting; it was blocked by Labour members.

Within six months there was a general election and, duly returned, Morgan-Giles was regularly on his feet harrying Harold Wilson’s defence secretary Denis Healey. Since he supported Ian Smith, the rebel leader in Rhodesia, and backed Enoch Powell after his “rivers of blood” speech, there was no place for him on a Heath front bench. However he played an important part in “Operation Sea Horse”, which created a trust to save and run Belfast until she was steered into the reassuring embrace of the Imperial War Museum.

He was also notably diligent in constituency matters, pursuing problems with the same zeal as he showed over naval issues. He campaigned for government financing of structural maintenance of the nation’s cathedrals, but met with considerable opposition for his support of the M3 motorway.

After retiring from the Commons in 1979, he continued to be as outspoken as ever in pithy letters to The Daily Telegraph. He told Heath to “pipe down – or jump overboard” during the Thatcher years, and expostulated that it was no wonder the prisons were so full when a man received a month in jail for pinching a nurse’s bottom, adding “Our nurses are so pretty.”

Morgan Morgan-Giles was appointed MBE in 1942, OBE in 1943 and knighted in 1975. After the death of his first wife died in 1966 he married Marigold Lowe, who died in 1995.

Rear-Admiral Sir Morgan Morgan-Giles, born June 19 1914, died May 4 2013

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You can now part exchange your Car, Motorhome & Boat with Burton Waters.

1978 Morgan Giles 30 equipped with a Bukh 10 diesel engine, this fine yacht is a brilliant example of the Morgan Giles 30 sailing yacht. 

She has had numerous works over the past years including engine service in March 2021, Genoa & Mainsail valeted in 2020, Eberspacher Diesel Heating plus she includes extra safety equipment comprising of 5 life jackets, flares, Danbouy, Lifesling and harnesses.

• Berth Cushions including those for conversion to double (mattress topper available but not on board)
• Two pillows
• Blackout curtain for hatch
• Furling Genoa sail (as returned from valeting)
• Infill bases for double berth
• Sundry sails and bosunry in lockers beneath bunks.

Wet Locker – Old oilskins,disposable Barbecue element

Portable cockpit shower

Bulkhead mounted Sowester First Aid Kit

Bulkhead mounted fire extinguisher

Sundry cleaning and lubrication items in cave lockers

• Origo two burner Alcohol stove with pan clamps and kettle
• Range of domestic equipment including cutlery,crockery,pots & pans etc. (sufficient for four covers)
• Dust pan & brush.
• Water breaker,
• Fire Blanket

Chart table

• Garmin GPS,
• Hummingbird Echo Sounder with cockpit repeater
• Sundry charts and pilot books etc.
• ICOM DMSS VHF radio with cockpit extension
• Kenwood Stereo/CD player
• Built in 240 volt battery charger
• Berth and Scatter cushions
• Removable teak table
• Gimballed oil lamp, Clock and matching Barometer,Electric lamp
• (In Port Side quarter berth) Lifebuoy,Cockpit cushions Mainsail (as returned from valeting),Mainsail Cover,Boathook,Danbuoy,Ensign and staff
• Lifebuoy automatic floating light
• (In battery box) Two Platinum 75AH marine batteries (new 2019),Changeover switch, Anchor lamp,Various lubricants
• (In lockers beneath saloon berth) Pushpit mounted BBQ frame, Various fuels- lamp oil, methylated spirit,lubricants and motor oil
• (In removable toolbox forming part of companionway steps) – Winch handles, sundry bosunry items
• Four Mainsail battens (on shelf behind saloon berth)
• Eberspacher Heater controls and thermostat
• (In locker beneath forward saloon seat cushion) Five lifejackets, harnesses, and Box of flares (Not in date)
• Electrical control panel and instruments
• Three teak gratings,
• Two Fenders
• Spray Hood and side dodgers
• Protective tiller sleeve
• Morse Controls
• Engine Control panel
• Bilge pump and handle in hinged steel case at after end of cockpit. Plastimo bulkhead compass and cover
• In Anchor locker – silhouette signals for hoisting, chain and anchor warp, mooring strop with spliced eyes, further mooring warp,25lb CQR anchor
• Spinnaker Pole, Jackstays, Outboard Bracket mounted on pushpit
• Numerous warps, additional fenders,bucket, pouring funnel, spare diesel container (full),sundry bosunry 

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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