• 24.2 m
  • 1926
  • France
  • 1 450 000 €


  • Basic Information
  • Dimensions
  • Speed / Weight
  • Accomodations
  • Hull & Deck
  • Engine Information
  • Category: Cruising/Racing Sailboat
  • Model: N/A
  • Model Year: 1926
  • YearBuilt: 1926
  • Year Refit: 2009
  • Refit Type: N/A
  • Tax Paid: VAT Paid
  • Country: France
  • Registration #: N/A
  • Coast Guard #: N/A
  • Vessel Top: N/A
  • Fly Bridge: No
  • Cockpit: No
  • Helipad: No
  • Accomodations: Guest SR/S: 2/5 - Crew R/B/S: 2/0/3
  • LOA: 79' 5" (24.20m)
  • LWL: 53' 7" (16.32m)
  • LOD: --
  • Beam: 14' 7" (4.42m)
  • Min Draft: 9' 11" (3.00m)
  • Max Draft: --
  • Clearance: --
  • MFG Length: --
  • Cruise Speed: 8 Knots
  • Cruise Speed RPM: --
  • Cruise Speed Range: 300 Miles
  • Max Speed: --
  • Max Speed RPM: --
  • Max Speed Range: --
  • Displacement: 38 Tonne
  • Gross Tonnage: --
  • Water Capacity: 700 Liters
  • Holding Tank: --
  • Fuel Capacity: 300 Liters
  • Fuel Consumption: 8 Liters
  • Berths: N/A
  • Heads: N/A
  • Sleeps: 5
  • State Rooms: 2
  • Crew Berths: N/A
  • Crew Sleeps: 3
  • Crew Heads: N/A
  • Captains Quarters: No
  • Hull ID: N/A
  • Hull Material: Teak
  • Deck Material: Teak
  • Hull Configuration: N/A
  • Project Manager: N/A
  • Hull Designer: William Fife III
  • Hull Color: White
  • Hull Finish: N/A
  • Exterior Designer: William Fife III
  • Interior Designer: William Fife III
  • Manufacturer: Cummins
  • Model: N/A
  • Engine Count: Single
  • Engine Type: N/A
  • Fuel Type: Diesel

Detailed Description

TYPE Bermudian Cutter
Fife Shipyard, Clyde, Scotland
YEAR 1926
REFIT 1989/91 – 1998-99/2007-2008 Deck Re-Caulked 2010
CONSTRUCTION Teak planking on oak frames, teak superstructures and deck
CERTIFICATION SCV2 Commercial Small Yacht (Charter Capable)
FLAG Ireland
ENGINES 1 x 80 Hp Cummins Diesel
38 tons
LOA 24.75m/81.8’
LOD 21.80m / 71’5’’
LWL 16.32 / 53.5’
BEAM 4.42m / 14’5’’
DRAFT 3.00m / 9.84’
FUEL CONSUMPTION 8 litres / hour
RANGE 300 Miles
ACCOMMODATION 4/5 x Guests in 2 cabins
CREW 3 x Crew members (2 x bunks, 2 x pipe cots)
FUEL 300 litres (s/s tank – 1998)
FRESH WATER 700 litres (s/s tank – 1998)
BATTERIES 800 A/h 12V 90Amp Service Alternator 2014
ENGINES Cummins diesel engine 80hp 1989, 4 cylinder / 2.2 ratio
GEARBOX Hurth – Full rebuild 2014 incl Thrust Coupling and
AquaDrive Cardon Shaft
PLUMBING 2 x Lavac electric toilets – 1999
4 x Bilge pumps – 1998
2 x Fresh water pumps – 2014
1 x pump for rinsing deck and chain – 1998

All sails made by North Sails
· 1 x Mainsail – 168 sq. m 2011
· 1 x Yankee – 110 sq. m 2011
· 1 x Staysail – 40 sq. m 2011
· 1 x overlapping fraction genoa on tuff luff and Facnor furler
· 1 x Reacher – 210 sq. m 1998
· 1 x Yankee – 50 sq. m 2007
· 1 x Asymetrical Spinnaker 360 sq.m 2014
· 1 x asymmetrical Spinnaker 340 sq.m 2007
· 1 x Snuffer 2007
· 1 x Trysail 2007
· 1 x delivery mainsail 2004
· Spruce spars, including mast, main boom and staysail boom – 1999
· Spinnaker pole
· Standing rigging – 1 x 19 according to Peter Martin Rigging specifications 2007
· Running rigging – Dyneema
· 36 x Dryade wooden blocks – 1999

GPS Ray Marine 2007
Ray Marine 2007
VHF Northstar with Hand held link 2007
VHF 2 x Icom handhelds
PC Toshiba
PRINTER HP 150 mobile scanner, printer 2014
ANCHOR WINDLASSES 1 x 3000W Lewmar electric windlass – 1998
ANCHOR CHAINS 100m Galvanised chain of diam. 16mm
WINCHES 11 x Chromed bronze Meissner winches – 1999
SWIMMING LADDER Easy access to and from water
STEREO SYSTEM CD/iPod with deck speakers 2007
LIFE RAFTS 2 x Sea Safe 6 man 2014
1 x Sea Safe 4 man Valise

· Refrigerator 60 litres – 2007
· Deep Freezer Portable 30 litres – 2014
· Deleted
· Extractor fan 150W - 1999
· Zodiac tender with 15hp 4 stroke engine
· Snorkelling equipment
· 12V dive compressor with 5m depth on hose 2007

OCTOBER 2008 TO MAY 2009
This document has been prepared at the request of the new skipper and is not intended to replace the report which will be prepared to tie the previous survey reports into the work carried out.
On arrival the water tanks were removed from the bilge and the yacht taken for a sail. During this sail there was considerable evidence of water ingress and in the area just forward of the engine the exact position of the leaks extremely difficult to find due to the pitch laid over the top of keel and the resultant filth. Additionally it was noted that the shape of the mainmast was a considerable hook aft in the top third and that there was movement in the chain plates on both side. On lifting the yacht out of the water the position of the leaks and the diagnosis of the problem was immediately apparent. The position of the various cracks in the plank seams aft indicated that the wood and lead ballast keel were pulling clear of the frames and other structure of the yacht.
On bringing the boat into the shed a couple of planks were removed aft each side and the crew removed the pitch which had been poured into the bilge to reduce the flow of water. Evidence was seen of the frames pulling clear of the wood keel. Once the bilge was clear the reason for the leaks became apparent (see 121464) during the last major refit (late eighties in Newport) the tab washers securing the main bolts to the floors had in a few places been cut to allow removal of the web floors for repair. It was also discovered, referencing the photos from the last refit that the restorers had cast their own fastenings which on removing planks for access it was noted that there were fractionally too small in diameter. It was noted that the ‘A’ bracket was loose (insufficient palm size and inadequate number of fastenings.)
As there was evidence of the floor throat bolts having pulled into the underside of the wood keel the decision was made, in conjunction with the Surveyor and Owners to remove the ballast keel clear of the yacht. The ballast keel was dropped clear and the centreline keel bolts withdrawn from the lead (note: in my 20 years’ experience it has never been this difficult to remove the bolts) Following withdrawal of the bolts the top of the lead keel was skim filled with thickened epoxy to give a flat surface.
Then all the web floors which were removable were taken out and repaired, the holes for the throat bolts drilled out to allow for Delrin isolating washers and then bead blasted, hot zinc sprayed and spray painted. New floor bolts were fitted with larger washers fitted to the underside of the wood keel. The keel was again pulled back into position the all keel bolt holes drilled out to ensure correct diameter. Approx 7 new bronze tab washers were cast. All centre line and floor bolts were replaced. It was necessary to remove the engine beds to allow withdrawal of a couple of centreline bolts, the engine beds were reengineered to be dismountable, they too were bead blasted HZspr and painted.
A limited number of lower frames were replaced in laminated iroko, mostly were the floors were removed but to replace one lower frame it was necessary to cut out access in the aft star. Shower tray, this was later repaired with plywood and re-glazed
The spaces between the frames aft by the knee were filled with iroko blocks to replace the pitch (see 121440 & 1151621)
Due to the removal of the generator from the lazarrette it was decided to leave off a piece of trimming lead of the front of the ballast keel and replace with an iroko deadwood (see217659)
The decision was taken to replace the bracket with a new one conforming to LR dimensions and at the same time replace the stern tube with a new one incorporating a water feed cutlass bearing. The crew arranged the servicing of the propeller and a new shaft.
The servicing of the actual engine was the Owners’ responsibility.
On starting to reassemble the exhaust system Halyard were brought into advise, and the muffler was changed for a larger size and a water separator fitted under the laz.
Deck head.
A steel bulkhead was fitted (as part of the Coding work) into the front of the machinery space to separate the main and machinery bilge. A grey water tank was fitted immediately forward of the machinery space.
The bilge under the machinery space was back filled with Hempathane to the level of the top of floor. As were all spaces to the level of the floors excepting a couple of spaces near the after end of the mast step in galley where there was no available product.
Various skin fittings were replaced with new. A water inlet to prime the bilge pump under the port saloon seat was fitted. A number of unused skin fitting positions were properly plugged and fitted with backing blocks
The hull lining were removed to give access to both sets of chain plates, rot was found in a couple of star side frames, these were replaced in laminated iroko. All the chain plates were removed from the hull and re-bushed, with the mid-caps being made larger in diameter. Rot was found around the chain plate slots in the covering board the decision to made to rout out approx half the thickness around Approx. 800 mm long to give new wood to caulk into, Brass plates were closely fitted around the chain plates.
The cooking facilities were deemed inadequate and the lower galley replaced with a new cooker, new fridge box and mahogany worktop, front, waste bin, cupboards doors etc. A new gas installation was fitted and certified.
The fridge box was new in welded polypropylene, with poured insulation to give the best insulation. A new pump was fitted to the raw water cooling.
The upper front was reused with some adjustment to allow for a cooker extraction
The Owners had specifically asked that the slack was taken out of the system, approx. ¼ spoke of play. The shafts, frame etc. were carefully dis-assembled, all keyway and keys renewed.
The top of the stem was coppered whilst the bowsprit was being refinished. This involved carefully cutting away the cap rail to access the area and then replacing again adding non-skid scrubbed teak tread
Dogs with removable handles were fitted to the laz. Hatch and crew hatch
A new removable instrument box was built
Stanchions - in order to make these easily removable for racing, ‘Tappexs’ were fitted into the covering boards to accept the fastenings. This work was carried out reluctantly due to the rot in the covering boards.
The gooseneck, lower and upper spreader bands were removed and refastened
· Coding recommendations
· Engine and propeller service
· Standing and running rigging
· Electronics
· All varnishing
· All below water painting
· Prepared in good faith, subject to additions in due course
HALLOWE’EN was built by William Fife III in 1926 on the Clyde in Scotland. As the Yawl – rigged COTTON BLOSSOM IV she dominated ocean racing for many years, and has held important records. HALLOWE’EN was carefully restored to her original lines at the Classic Boat works in Newport, Rhode Island from 1988 to 1991. All the sawn English Oak frames were carefully repaired or replaced, the planking using new bronze fastenings made in the museum.
Following some major works in ‘94/5 in France, she again underwent a transformation in ‘98/9, looking now perhaps better than at any time during her long and eventful life. She was optimised for shorthanded cruising/racing, with revised plans by the Van de Stadt architectural studio. A new mast beautifully built by the team at the Pasqui workshops in Villefranche, and some new Meissner winches completed this refit.
During the winter of 2008/9 she went to the UK, where the expert craftsmen at Fairlie Restorations carried out some important structural work to the hull and keel. (Please see attached list of works done – a full photographic record is available on demand.)
HALLOWEEN is very highly recommended to anyone desiring a truly excellent and fast classic wooden sailing yacht. She is considered the most beautiful Fife ever built and is still winning classic regattas whilst at the same time able to make fast passages across the oceans. With her new and intelligent deck layout she is able to be sailed by only two people for short deliveries, and can race with six crew, yet maintains all her traditional beauty and charm.