Dan & Viktoria – Two Eel Drifters, by Morten Gøthche (a Rough Translation with Markup)

Handels- og Søfartsmuseets årbog 1961 skrev Christian Nielsen om »Bådebyggeriet
på Fejø og de danske åledrivkvaser«. Hans efterfølger som rådgiver for restaureringsinteresserede
fartøjsejere, arkitekt Morten Gøthche har læst artiklen, talt med
Christian, interviewet fiskere, dykket i arkiver og nøje gennemgået to af familien
Nielsens bevarede drivkvaser. På dette grundlag giver han en detaljeret redegørelse
for, hvordan åle drivkvas erne »Dan« og »Viktoria« tænkes restaureret

The Trade and Maritime Museum’s yearbook 1961 was written by Christian Nielsen about »Boatbuilding on Fejø and the Danish eel drifters«. His successor as advisor to vessel owners interested in restoration, architect Morten Gøthche, has read the article, talked to Christian, interviewed fishermen, dived into archives and carefully reviewed two of the Nielsen family’s preserved drifters. On this basis, he gives a detailed account of how the eel drifters “Dan” and “Viktoria” are to be restored.

Vikingeskibshallen har siden åbningen i 1969 indsamlet en række recente fartøjer inden for det nordiske kulturområde: Færøbåde, en kirkebåd fra Dalarne, vest- og nordnorske både m.fl., der i form og konstruktive opbygning har samme fælles træk som de udstillede vikingeskibe. Vikingeskibshallens bådsamling har gennem årene været anvendt i flere forskellige pædagogiske og forskningsmæssige sammenhænge. I de seneste år har skoletjenesten ved Vikingeskibshallen arbejdet med et undervisningstilbud med emnet »Fisker på Roskilde Fjord, 1850-1925«. Hidtil har man anvendt bådsamlingens Færøbåde til dette formål, men på længere sigt ville man gerne kunne anvende lokale bådtyper fra fjorden, eller tilsvarende typer andre steder fra. Det kom derfor meget belejligt, da Vikingeskibshallen i 1981 fik mulighed for at erhverve en gammel åledrivkvase fra Fejø. Det var jo netop en af de bådtyper, der i stor udstrækning har været anvendt på Roskilde Fjord.

Since opening in 1969, the Viking Ship Hall has collected a number of recent vessels within the Nordic cultural area: Faroese boats, a church boat from Dalarna, western and northern Norwegian boats and others, which in form and construction have the same common features as the exhibited Viking ships. The Viking Ship Hall’s boat collection has over the years been used in several different pedagogical and research contexts. In recent years, the school service at the Viking Ship Hall has worked with a teaching offer with the topic »Fisherman on Roskilde Fjord, 1850-1925«. So far, the Faroese boat collection has been used for this purpose, but in the longer term they would like to be able to use local boat types from the fjord, or similar types from other places. It therefore came very conveniently when the Viking Ship Hall in 1981 had the opportunity to acquire an old eel drifter from Fejø. It was precisely one of the boat types that has been used extensively on Roskilde Fjord.

Christian Nielsen har i sin artikel »Bådebyggeriet på Fejø og de danske åledrivkvaser« meget udførligt beskrevet disse åledrivkvaser, og da han, som barnebarn af bådebyggeren, der byggede disse fartøjer, var født og opvokset i denne tradition, var det derfor naturligt, at han blev taget med på råd ved besigtigelsen og købet af kvasen. Båden lå i Nyord ved Sydsjælland og kunne efter sigende er- 69 hverves for fem favne brænde – en pris båden på et tidspunkt havde været handlet til. Christian Nielsen kunne mesret hurtiet konstatere, at det var en af hans bedstefaders drivkvaser. Fiskeren, der ejede båden, havde lagt op, og kvasen havde ligget i havnen i et år uden at have været brugt. Efter en gemytlig prutten om prisen over en kop kaffe faldt prisen til en symbolsk pris afen krone, men med købet pålagt den betingelse, at båden under ingen omstændigheder måtte sejles derfra på egen køl.

Christian Nielsen has in his article »Boatbuilding on Fejø and the Danish eel drifters« described these eel drifters in great detail, and since he, as the grandson of the boat builder who built these vessels, was born and raised in this tradition, it was therefore natural that he was consulted at the inspection and purchase of the drifter. The boat was in Nyord near South Zealand and could reportedly be acquired for five fathoms of firewood – a price the boat had at one time been traded for. Christian Nielsen was able to ascertain that it was one of his grandfather’s drifters. The fisherman who owned the boat had put up [retired?] and the drifter had been lying in the harbor for a year without having been used. After a cheerful fart [I do not get the impression this is mistranslated. Ha!] about the price over a cup of coffee, the price fell to a symbolic price of a penny, but with the purchase imposed the condition that the boat under no circumstances may be sailed from there on its own keel.

Artiklens forfatter havde samme år ligeledes erhvervet sig en gammel åledrivkvase fra Fejø. Båden lå på det tidspunkt i Dragerup havn ved Holbæk, men havde tidligere været hjemmehørende i Roskilde. Her havde Christian Nielsen også set den og havde genkendt den som en af sin bedstefaders kvaser.

In the same year, the author of the article had also acquired an old eel drifter from Fejø. The boat was at that time in Dragerup harbor near Holbæk, but had previously been resident in Roskilde. Here Christian Nielsen had also seen it and had recognized it as one of his grandfather’s drifters.

Ved købet af Vikingeskibshallens åledrivkvase fulgte bådens papirer med: Et nationalitetsbevis (målebrev) fra 1938 og en tilsynsbog fra 1933. Heraf fremgik det, at bådens navn var »Viktoria« med kendingsnummeret K 206. Ved indhentning af nærmere oplysninger fra distriktstoldkammeret i Nykøbing Falster blev det oplyst, at aledrivkvasen »Viktoria« er bygget i 1904 af bådebygger Christian Nielsen, Fejø, til fisker Jens Peter Jensen, Askø. Registreringsnummeret var dengang N 485, og den havde kendingsmålene: Længde 26,5 fod, bredde 8,6 fod og dybde 3,3 fod. Fartøjet var målt til 4,42 bruttoregistertons. Det var Jens Peter Jensens tredie kvase af dette navn. I 1930 blev kvasen solgt til fisker Oskar Rasmussen, Bandholm, og i 1936 solgtes den videre til fisker Peter Erik Andersen, Sallerap Strand og fik registreringsnummeret K 206. Kort tid efter solgtes den til fisker Helge Ewald Johansen Stolt, Nyord, der derefter havde den, indtil Vikingeskibshallen i 1981 købte den. Af tilsynsbogen fremgår det, at »Viktoria« fik sin første motor i 1912. Det var en encylindret firetakts motor fra Houmøller i Frederikshavn på 10 HK. Ved Vikingeskibshallens overtagelse af kvasen var der en HSA-motor, type »95« fra aktieselskabet Herman Svendsen, Glostrup Dieselmotorfabrik. Motoren, der er tocylindret og på 15 HK, er blevet installeret engang efter krigen.

With the purchase of Viking Ship Hall’s eel drifter, the boat’s papers came with: A certificate of nationality (measurement letter) from 1938 and a supervision book from 1933. It appeared that the boat’s name was »Viktoria« with the identification number K 206. It is stated that the all-purpose drifter »Viktoria« was built in 1904 by boat builder Christian Nielsen, Fejø, for fisherman Jens Peter Jensen, Askø. The registration number was then N 485, and it had the identification dimensions: Length 26.5 feet, width 8.6 feet and depth 3.3 feet. The vessel was measured at 4.42 gross registered tons. It was Jens Peter Jensen’s third drifter of this name. In 1930 the drifter was sold to fisherman Oskar Rasmussen, Bandholm, and in 1936 it was sold on to fisherman Peter Erik Andersen, Sallerap Strand and given the registration number K 206. Shortly afterwards it was sold to fisherman Helge Ewald Johansen Stolt, Nyord, who then had it , until Viking Ship Hall in 1981 bought it. The inspection book states that »Viktoria« got its first engine in 1912. It was a single-cylinder four-stroke engine from Houmøller in Frederikshavn at 10 HP. At [When the] Viking Ship Hall takeover of [took over] the drifter, there was an HSA engine, type »95« from the limited company Herman Svendsen, Glostrup Dieselmotorfabrik. The engine, which is two-cylinder and at 15 HP, has been installed sometime after the war.

Dette udviklingsforløb er ingenlunde atypisk. Fra ren sejlbåd til sejlbåd med hjælpeskrue og frem til en båd med en fuldkraftsmotor og støttesejl har »Viktoria«, trods skiftende tider og ny teknik formået at overleve som erhvervsfartøj. Med sine snart 80 år på kølen har den selvfølgelig gennemgået nogle forandringer og reparationer. Først og fremmest har det ved motorinstallationen været nødvendigt at foretage visse ombygninger, og i den forbindelse er der lagt dæk agter omkring motoren og over denne bygget et motorruf. Senere er der blevet monteret et lille styrehus, der har kunnet hægtes af, når kvasen anvendte sejl. Det har dog kun været aktuelt i mellemkrigsårene og under krigen, medens sejlene næppe har været meget anvendt efter krigen. Den oprindelige mast er da også blevet udskiftet med en lavere mast. »Viktoria« havde ved købet gaflen til storsejlet, hvorpå der endnu sad det oprindelige beslag. Helge Stolt har på et tidspunkt sat et større ruf over forlukafet, men ellers er der ikke foretaget andre nævneværdige ændringer i indretningen. Kvasen var ved købet forsynet med en stråkøl, og hullet for sænkekølen var lukket med en spuns. »Viktoria« har tillige fået et højere opstående. Helge Stolt havde endnu udhalerringen for klyveren og løjgangen for stagfokken liggende, som Vikingeskibshallen fik med i købet.

This course of development is by no means atypical. From pure sailboat to sailboat with auxiliary propeller and up to a boat with a full-power engine and support sail, “Viktoria” has, despite changing times and new technology, managed to survive as a commercial vessel. With its nearly 80 years on the keel, it has, of course, undergone some changes and repairs. First and foremost, during the engine installation, it has been necessary to carry out certain conversions, and in this connection, decks have been laid aft around the engine and an engine rupture [cowling?]¹ has been built over it. Later, a small wheelhouse was fitted, which could be hung when the drifter used sails. However, it has only been relevant in the interwar years and during the war, while the sails have hardly been used much after the war. The original mast has also been replaced with a lower mast. “Viktoria” had at the time the fork [a gaff]² for the mainsail, on which the original bracket still sat. Helge Stolt has at one time put a major fuss [larger roof] over the front hatch, but otherwise no other significant changes have been made to the décor. At the time of purchase, the drifter was fitted with a straw [false]³ keel, and the hole for the immersed keel [centerboard]⁴ was closed with a sheet pile. “Viktoria” has also had a higher rise [toe rail]⁵. Helge Stolt still had the hauling ring for the splitter [jib]⁶ and the lying passage [traveller]⁷ for the stag jib [stay foresail]⁸, which the Viking Ship Hall got with the purchase.

Ved købet af den private kvase fulgte der ingen papirer med, og den tidligere ejer kunne ikke huske navnet på den, han havde købt båden af. Han havde dog fundet ud af, at kvasen oprindelig havde heddet »Dan«. Om det nu var »Dan« af Askø bygget 1908 til fisker Gregers Rasmussen, (nævnt i Christian Nielsens artikel), kunne jeg ikke være sikker på. Gregers Rasmussen levede næppe mere, men ved en gennemgang af telefonbogen for Askø fandt jeg frem til fisker Verner Rasmussen, og det viste sig ganske rigtigt at være en søn af Gregers Rasmussen. Han kunne da også bekræfte, at han og hans fader havde været ejere af kvasen. Ved samme lejlighed fik jeg at vide, at han havde den oprindelige gaffel med beslag, og at han endnu havde den gamle klyver liggende på loftet. Den havde kun været brugt i nogle få år og var i god stand. Derudover havde han to ringbeslag til masten samt nogle gamle blokke, et nationalitetsbevis og en tilsynsbog liggende.

When purchasing the private drifter, no paperwork was included, and the previous owner could not remember the name of the person from whom he had bought the boat. However, he had found out that the drifter had originally been called “Dan”. Whether it was »Dan« of Askø built in 1908 for fisherman Gregers Rasmussen, (mentioned in Christian Nielsen’s article), I could not be sure. Gregers Rasmussen hardly lived anymore [was no longer alive], but [in] a review of the phone book for Askø I found fisherman Verner Rasmussen, and it [who] turned out to be a son of Gregers Rasmussen. He could then also confirm that he and his father had been owners of the drifter. On the same occasion I was told that he had the original fork [gaff]¹ with fittings and that he still had the old splitter [jib]² lying on the ceiling [in the loft]³. It had only been used for a few years and was in good condition. In addition, he had two ring brackets for the mast as well as some old blocks, a nationality certificate and a supervision book lying around.

Som det fremgår af artiklen i Handels- og Søfartsmuseets årbog, er »Dan« ganske rigtigt bygget af Christian Nielsen, Fejø, til fisker Gregers Rasmussen, Askø. Byggeåret er anført til at være 1908. I fortegnelsen over fartøjer hjemmehørende i Maribo-Bandholm tolddistrikt fra 1908 og i en senere afskrift fra 1933 er byggeåret imidlertid 1907.

As it appears from the article in the Trade and Maritime Museum’s yearbook, »Dan« is quite rightly built by Christian Nielsen, Fejø, for fisherman Gregers Rasmussen, Askø. The year of construction is stated to be 1908. In the list of vessels domiciled in the Maribo-Bandholm customs district from 1908 and in a later copy from 1933, however, the year of construction is 1907.

Registreringsnummeret var da N 428. Kendingslængden var 26,8 fod, bredden 9,0 fod og dybden 3,3 fod. Bruttoregistertonnagen var sat til 4,68 og nettotonnagen den samme. Af tilsynsbogen fra 1915 ses det, at »Dan« fik sin første motor i 1914. Det var en 472 HK firetakts Frederikshavnermotor. »Dan« blev i begyndelsen alene anvendt til fiskeri med åledrivvod, men gik senere over til at blive brugt til bundgarnsfiskeri. Verner Rasmussen, der er født i 1911, har fra dreng (ca. 11 år) fisket med faderen, men har kun været med til bundgarnsfiskeriet. Senere anvendte Verner Rasmussen og faderen kvasen til fragtbåd for Qvade, et stort korn- og foderstoffirma i Bandholm, hvor de bl.a. sejlede med korn, foderstoffer, kul og andre produkter til øen. Hvornår kvasen er begyndt at sejle med fragt vides ikke med bestemthed, men af nationalitetsbeviset fra 1933 er bruttoregistertonnagen rettet til 5,18 tons, og nettotonnagen er sat til een ton. Rettelsen er foretaget af registreringskontoret i Nykøbing Falster den 21. sept. 1935, hvilket også stemmer overens med en tidligere indgiven målingsanmeldelse dateret 7. sept. 1935. Her skulle »Dan«, der betegnes som halvdæksbåd med H/S (hjælpeskrue) og dam, være beliggende i Bandholm til måling den 9. sept. 1935.

The registration number was then N 428. The identification length was 26.8 feet, the width 9.0 feet and the depth 3.3 feet. The gross registered tonnage was set at 4.68 and the net tonnage the same. From the inspection book from 1915 it can be seen that »Dan« got its first engine in 1914. It was a 472 HP four-stroke Frederikshavn engine. “Dan” was initially only used for fishing with [an] eel driftnet, but later switched to being used for bottom net fishing. Verner Rasmussen, who was born in 1911, has fished with his father since he was a boy (approx. 11 years old), but has only been involved in bottom fishing. Later, Verner Rasmussen and his father used the drifter as a freighter for Qvade, a large grain and feed company in Bandholm, where they, among other things, sailed with grain, feed, coal and other products to the island. When the drifter began to sail with freight was not determined with certainty, but of the nationality certificate from 1933, the gross registered tonnage was adjusted to 5.18 tonnes, and the net tonnage was set at one tonne. The correction was made by the registration office in Nykøbing Falster on 21 September 1935, which also corresponds with a previously submitted survey report dated 7 September 1935. Here, “Dan”, which is described as a half-deck boat with H / S (auxiliary propeller) and dam [well]¹, be located [was] in Bandholm for measurement on 9 September 1935.

Denne rettelse kan sættes i forbindelse med kvasens anvendelse som fragtbåd. Den ene ton, som »Dan« endnu ved overtagelsen var mærket med, svarer til det mål, man kunne tænke sig, rummet på damdækket – lastrummet, kunne sættes til. Verner Rasmussen kunne i øvrigt oplyse, at »Dan« kunne laste 25 sække korn eller godt 2,5 tons, men så var den også godt tillastet. Hvorfor de oprindelige 4,68 tons bruttoregistertonnage er rettet til 5,18 tons vides ikke, men på et senere registreringsblad, hvor båden også står anført med 5,18 tons og 1.00 ton i nettoregistertonnage, er kendingslængden 8,76 meter (=27 fod og 11 tommer). Det er ca. 15 tommer mere end det mål, kvasen først var sat til. Det sidst angivne kendingsmål stemmer imidlertid overens med kvasens faktiske mål, så den må fra starten have været målt forkert.

This correction can be linked to the use of the drifter as a cargo boat. The one tone that “Dan” was still marked with at the time of the takeover corresponds to the goal one could imagine, the space on the pond [well]¹ deck – the cargo space, could be added to. Verner Rasmussen could also state that “Dan” could load 25 sacks of grain or just over 2.5 tonnes, but then it was also well loaded. Why the original 4.68 tons gross register tonnage is directed to 5.18 tons is not known, but on a later registration sheet, where the boat is also listed with 5.18 tons and 1.00 tons in net register tonnage, the identification length is 8.76 meters (= 27 feet and 11 inches). It is approx. 15 inches more than the measure the drifter was first set for. However, the last known measure corresponds to the actual measure of the drifter, so it must have been measured incorrectly from the start.

Efter sin faders død i 1958 fortsatte Verner Rasmussen sejladsen for Qvade frem til 1963, hvor der bliver indsat en fast færgeforbindelse mellem Bandholm og Askø. Kvasen måtte nu, til fordel for det nye færgeleje, vige fra sin gamle plads foran Qvades pakhus. På et tidspunkt, endnu medens kvasen sejlede som fragtbåd, er dammen blevet taget ud, og alle bundplankerne er blevet skiftet. Der er derefter blevet lagt en fast garnering i bunden, og kvasen har fået en egentlig lugekarm. Den gamle mast blev erstattet med en kortere svær mast med lossebom. Senere fik »Dan« en større motor – en totakts »Hein«, der også kunne trække et lille lossespil monteret på masten.

After his father’s death in 1958, Verner Rasmussen continued sailing for Qvade until 1963, when a fixed ferry connection was established between Bandholm and Askø. The drifter now had to leave his old place in front of Qvade’s warehouse in favor of the new ferry berth. At one point, even while the drifter was sailing like a freighter, the pond [well]¹ has been [was] taken out and all the bottom planks have been replaced. A solid decoration [ceiling]² has [was] then been placed in the bottom, and the drifter has been given an actual hatch frame. The old mast was replaced with a shorter heavy mast with unloading boom. Later, the “Dan” got a larger engine – a two-stroke “Hein” that could also pull a small unloading winch mounted on the mast.

På en forespørgsel fra toldkammeret i Nykøbing Falster i 1973 om, hvorvidt Verner Rasmussen stadig er ejer af halvdæksbåden »Dan« af Askø, svarer han, at den blev solgt til Roskilde Fjord for ca. otte år siden (1965). Verner Rasmussen har selv oplyst, at han solgte den til en nevø, havneassistent Edvin Petersen, Bandholm. Han havde den dog kun i kort tid, hvorefter han solgte den videre til Harald Keldgaard, også fra Bandholm. Det var her, båden blev ombygget til lystfartøj med styrehus og kahyt, fik påsat en fast jernkøl og forsynet med en lille lav gaffelrig. Keldgaard havde den et par år og solgte den så til en mand i Roskilde. Der er i disse år en del uklarhed omkring kvasens skæbne. Da den i 1975 blev købt af montør Flemming Jørgensen, havde den stået på land et år. Flemming jørgensen købte den først og fremmest for at kunne dyrke sin fritidsinteresse som sportsdykker og opdagede først efter købet, at båden havde mast og sejl. Han fik dog snart øje for kvasens muligheder som sejlbåd, fik sejlarealet øget yderligere, og riggede den op med topsejl og klyver. Her kunne imidlertid den gamle Heinmotor ikke mere, og den blev skiftet ud med en gammel taxamotor. Efter 1976 og frem til 1981, hvor jeg købte den, var den hjemmehørende i Dragerup ved Holbæk.

When asked by the customs chamber in Nykøbing Falster in 1973 whether Verner Rasmussen is still the owner of the half-deck boat “Dan” of Askø, he answers that it was sold to Roskilde Fjord for approx. eight years ago (1965). Verner Rasmussen himself has stated that he sold it to a nephew, port assistant Edvin Petersen, Bandholm. However, he only had it for a short time, after which he sold it on to Harald Keldgaard, also from Bandholm. It was here that the boat was converted into a pleasure craft with a wheelhouse and cabin, had a fixed iron keel fitted and fitted with a small low fork fork [a gaff]¹ rig. Keldgaard had it for a couple of years and then sold it to a man in Roskilde. In these years, there is a lot of uncertainty about the fate of the drifter. When it was bought in 1975 by fitter Flemming Jørgensen, it had been on land for a year. Flemming Jørgensen bought it primarily to be able to cultivate his hobby as a scuba diver and only discovered after the purchase that the boat had a mast and sail. However, he soon noticed the drifter’s possibilities as a sailboat, increased the sailing area further, and rigged it up with topsails and splitters [jibs]². Here, however, the old Hein engine could no longer, and it was replaced with an old taxi engine. After 1976 and until 1981, when I bought it, it was based in Dragerup near Holbæk.

Mål for restaureringen
Da det er tanken, at aledrivkvasen »Viktoria« skal anvendes dels i undervisningssammenhæng, dels af et bådelaug, vil der blive tale om en fuldstændig tilbageføring af kvasen med den oprindelige sejlføring, dam og sænkekøl og selvfølgelig uden motor. Med hensyn til den privatejede kvase er der også planer om en vis grad af tilbageføring, hvad angår skrog og rig, medens der på længere sigt skal tages stilling til, om båden igen skal have sænkekøl og eventuelt dam. Da motoren straks efter overtagelsen brød sammen, sejler båden foreløbigt med en udenbords motor på 772 HK.

Goals for the restoration
As the idea is that the all-purpose drifter ‘Viktoria’ will be used partly for educational purposes and partly by a boating association, there will be a complete return of the drifter with the original sail guidance [plan]¹, pond [well]² and lower keel [centerboard]³ and of course without engine. With regard to the privately owned drifter, there are also plans for a certain degree of return in terms of hull and rig, while in the longer term a decision must be made as to whether the boat should again have a centerboard and possibly a well. When {As] the engine broke down immediately after the takeover, the boat is currently sailing with an outboard engine of 772 HP.

Nu ville den nemmeste løsning have været at rekonstruere de to kvasers rig efter Christian Nielsens ellers udmærkede opmåling af »De 13 Søskende«, som den er vist i artiklen om bådebyggeriet på Fejø og i bogen »Danske Bådtyper«, men som tidligere antydet, bør man i videst muligt omfang søge at føre det enkelte fartøj tilbage til sit oprindelige udseende. Er dette ikke muligt, bør man sætte sig grundigt ind i den tradition, der er gældende for den pågældende fartøjstype, bl.a.. ved at indsamle så meget materiale som muligt: fotografier, tegninger, arkivalier og interview med gamle fiskere og andre. Man vil således få et bedre grundlag for at udføre en fornuftig restaurering og oprigning.

Now the easiest solution would have been to reconstruct the rig of the two drifters after Christian Nielsen’s otherwise excellent survey of “The 13 Siblings”, as it is shown in the article about boat building on Fejø and in the book “Danish Boat Types”, but as previously suggested, should seek, as far as possible, to return the individual vessel to its original appearance. If this is not possible, you should familiarize yourself thoroughly with the tradition that applies to the type of vessel in question, among other things by collecting as much material as possible: photographs, drawings, archives and interviews with old fishermen and others. You will thus have a better basis for carrying out a sensible restoration and repair.

Da der ved de foreløbige undersøgelser ikke er dukket nogle fotografier op af de to åledrivkvaser, er der kun den mulighed at rekonstruere ud fra de eksisterende spor og derefter lave en rigning, der ligger inden for rammerne af den gældende tradition. Til gengæld vil man ved denne dobbeltrestaurering have mulighed for at vise flere variationer inden for den samme tradition.

As the preliminary studies have not revealed any photographs of the two eel drifters, there is only the possibility to reconstruct from the existing tracks and then make a rigging that is within the framework of the current tradition. On the other hand, with this double restoration you will have the opportunity to show several variations within the same tradition.

Det var helt naturligt først at gå til Christian Nielsen, der som barnebarn af den gamle Christian Nielsen har haft en direkte kontakt til traditionen. Ud over de allerede gengivne fotografier af åledrivkvaser i Christian Nielsens artikel (kvase nr. 10 »Edel« fra 1898) og i »Danske Båd typer« (kvase nr. 30 »Christian Nielsen« fra 1907) havde han fotografier af yderligere fire kvaser (kvase nr. 8 »Viktoria« fra 1897, kvase nr. 15 »Elisabeths Minde« fra 1900, kvase nr. 24 »Aalen« fra 1904 og kvase nr. 38 »Rigmor« fra 1912). Der havde været endnu et billede afen af kvaserne, men det var nu bortkommet. Derudover fmdes der i Richard G. Nielsens bog »Fra Fjord og Fiskeri« endnu et billede afen åledrivkvase, der helt tydeligt er en Christian Nielsen-kvase. Det er »Svanen« af Hestehaven tilhørende fisker Henrik Hansen (kvase nr. 23 bygget til Jørgen Svendsen, Fejø, 1903).

It was only natural to first go to Christian Nielsen, who as the grandson of the old Christian Nielsen has had a direct contact with tradition. In addition to the already reproduced photographs of eel drifters in Christian Nielsen’s article (drifter no. 10 »Edel« from 1898) and in »Danske Båd Typer« (drifter no. 30 »Christian Nielsen« from 1907) he had photographs of four more drifter (drifter no. 8 »Viktoria« from 1897, drifter no. 15 »Elisabeths Minde« from 1900, drifter no. 24 »Aalen« from 1904 and drifter no. 38 »Rigmor« from 1912). There had been another picture of the drifters, but it was [they are] now lost. In addition, Richard G. Nielsen’s book »Fra Fjord og Fiskeri« contains another picture of an eel drifter, which is clearly a Christian Nielsen drifter. It is the »Swan« of Hestehaven belonging to fisherman Henrik Hansen (drifter no. 23 built for Jørgen Svendsen, Fejø, 1903).

Christian Nielsen havde også nogle konvolutter liggende med forskellige breve og regninger fra bedstefaderens tid, hvoraf en del havde været anvendt i artiklen. Kun ved det tilfælde, at disse ting har været taget ud af dets sammenhæng, er de bevaret for eftertiden. Ellers er alt andet fra bådebyggeriet på Fejø smidt ud eller brændt. Blandt disse papirer lå der tre sejlrids, – de to af dem af åledrivkvaser, udført af bedstefaderen. Sejlridsene er tegnet på linieret papir, hvor afstanden mellem linierne har været anvendt som målestok: En linieafstand er lig med en fod. Ud over den viden, Christian Nielsen allerede havde fået nedfældet i sin artikel om bedstefaderens kvaser, kunne han yderligere bidrage med nye oplysninger. Når det gjaldt specielt dette emne, syntes kilden at have været uudtømmelig. Endelig har samtaler med Verner Rasmussen og lokale fiskere og andre på Fejø og Askø givet mange værdifulde oplysninger.

Christian Nielsen also had some envelopes lying around with various letters and bills from his grandfather’s time, some of which had been used in the article. Only by the case that these things have been taken out of its context are they preserved for posterity. Otherwise, everything else from the boat building on Fejø has been thrown out or burned. Among these papers were three sailing scratches [sketches]¹, – the two of them of eel-drifters, made by the grandfather. The sail sketches are drawn on lined paper, where the distance between the lines has been used as a measure: A line distance is equal to one foot. In addition to the knowledge that Christian Nielsen had already acquired in his article about his grandfather’s drifters, he could further contribute with new information. In the case of this subject in particular, the source seemed to have been inexhaustible. Finally, conversations with Verner Rasmussen and local fishermen and others on Fejø and Askø have provided a lot of valuable information.

BILAG 2

Fortegnelse over de af Chr. Nielsen byggede Fejø-drivkvaser (1894-1914)
(For nøjagtigheden af enkelte årstal kan ikke garanteres).

Annex 2

List of those of Chr. Nielsen built Fejø drifters (1894-1914)
(For the accuracy of individual years can not be guaranteed).

Traditionen
Christian Nielsen nævner i sin artikel, at med undtagelse af de to første var kvasernes længde fra 26 til 27 fod mellem stævnene. Fra en gennemgang af skibsregistrets fartøjsfortegnelse har vi kendingsmålene for næsten samtlige kvaser (s. 79). Kendingslængden er målt fra agterkant af agterstævnen og til forkant af forstævnen, altså ca. en fod længere end målet mellem stævnene. Her er det generelle billede, at det før århundredeskiftet overvejende har været 27-fods kvaser, der blev bygget, og 28-fods kvaser efter århundredskiftet. Der er rigtignok to eller tre 25-fods kvaser i begyndelsen af perioden. Derimod falder kvaserne nr. 4 «Tordenskjold« på 21 fod og nr. 9 »Hjemmet« på kun 18 fod lidt udenfor. Christian Nielsen mente, at det var åledrivkvaser, de såkaldte enkeltmandskvaser. Helt udenfor falder også kvase nr. 5 »Dos Santos« på godt 30 fod, – altså næsten lige så stor som tyskerkvasen »Minna« i Danske Bådtyper (31 fod og 6 tommer). Med sine 26,5 fod eller ca. 25 fod og 6 tommer mellem stævnene repræsenterer »Viktoria« traditionens mindre kvaser, medens »Dan« med sine ca. 27 fod mellem stævnene repræsenterer de store kvaser.

Tradition
Christian Nielsen mentions in his article that with the exception of the first two, the length of the drifters was from 26 to 27 feet between the rallies [stem and stern post]¹. From a review of the ship register’s vessel register [register of vessels], we have the identification measurements for almost all drifters. The length of the mark is measured from the aft edge of the stern and to the front edge of the bow, i.e., approx. one foot longer than the goal [measure]² between the stem and stern post. Here is the general picture that before the turn of the century it was predominantly 27-foot drifters that were built, and 28-foot drifters after the turn of the century. There are indeed two or three 25-foot drifters at the beginning of the period. On the other hand, the drifters No. 4 «Tordenskjold« at 21 feet and No. 9 »Hjemmet« at only 18 feet fall a little outside. Christian Nielsen believed that it was [they were] eel drifters, the so-called single-man drifters. Quite outside also, drifter no. 5 »Dos Santos« falls to just over 30 feet, – almost as big as the German drifter »Minna« in Danish Boat Types (31 feet and 6 inches). With its 26.5 feet or approx. 25 feet and 6 inches between the bows, “Viktoria” represents the smaller drifters of the tradition, while “Dan” with its approx. 27 feet between the stems represent the large drifters.

Samtidig med at kvaserne voksede i størrelse, blev rigningen også gjort større i forhold til længden. For at gøre fiskeriet, der kun varede i ca. fire måneder, fra maj til september, effektivt, var det vigtigt, at der kunne drives med selv den svageste vind. Det mindste af sejlridsene er måske en af de første små kvaser. Længden er ca. 24 fod. Masten er fra dækket og op til flagknappen ca. 25 fod og op til godset ca. 18 fod. Ellers lå mastelængden mellem 30 og 32 fod alt efter kvasernes størrelse. Masterne har ikke været længere end 32 fod eller de 16 alen, Christian Nielsen nævner i sin artikel. Selve sejlridset varierer kun lidt fra kvase til kvase. En markant forskel er, at de enten har råtopsejl eller spidstopsejl (det sidste er egentlig også et råtopsejl, men hvor råen står lodret).

At the same time as the drifters grew in size, the rigging was also made larger in relation to the length. To make the fishing that only lasted for approx. four months, from May to September, effectively, it was important to be able to operate with even the weakest winds. The smallest of the sail scratches [sketches]¹ is perhaps one of the first small drifters. The length is approx. 24 feet. The mast is from the deck and up to the flag button [flagstaff truck]² approx. 25 feet and up to the estate [shroud landing]³ approx. 18 feet. Otherwise, the mast length was between 30 and 32 feet, depending on the size of the drifter. The masts have not been longer than 32 feet or the 16 cubits that Christian Nielsen mentions in his article. The actual sketch of the sail varies only slightly from drifter to drifter. A significant difference is that they have either raw [lug]⁶ topsails or pointed [gunter]⁸ topsails (the latter is actually also a lug topsail, but where the raw [yard]⁴ is vertical).

Et karakteristisk træk ved Christian Nielsens åledrivkvaser er det lave fribord, og den, for de fleste kvasers vedkommende, iøjnefaldende bagoverfaldende forstævn, det lidt langagtige og ved enderne fyldige dæksplan og undervandsskrogets skarpe linier. Tværsnittet er på grund af plankekølen relativt lavt med en ganske svag rejsning på kølbordet og et harmonisk udlæg af de øvrige bordplanker opefter. Det er påviseligt, at drivkvaserne mod slutningen af perioden blev bygget bredere og dermed fyldigere i forhold til længden end de idligere, eksempelvis kvase nr. 38 »Rigmor«, der med sine 27,3 fod i
længden havde en bredde på 10 fod. Det var den bredeste og den laveste af alle kvaserne, men samtidig også den mest velsejlende.

A characteristic feature of Christian Nielsen’s eel drifters is the low freeboard, and the, for most drifters, eye-catching rear-facing bow [stem]¹, the slightly elongated and at the ends full deck plane and the sharp lines of the underwater hull. Due to the plank keel, the cross section is relatively low with a rather weak rise on the keel table [garboard]² and a harmonious layout of the other table planks upwards. It is demonstrable that towards the end of the period the drifters were built wider and thus fuller in relation to the length than the earlier ones, for example drifter no. 38 »Rigmor«, which with its 27.3 feet in the length had a width of 10 feet. It was the widest and lowest of all the drifters, but at the same time also the most [best] sailing.

Konstruktionen
Der har næppe været de store variationer i selve konstruktionen. Dammen kunne f.eks. være indrettet forskelligt alt efter køberens eget ønske. Christian Nielsen nævner i sin artikel, at de første kvaser blev bygget af billigere materialer end de senere. Eksempelvis var dækket på de første kvaser blot lavet afhøvlede og pløjede brædder. Brædderne løb helt ud til kanten af det øverste bord og var høvlet glat med dette. Senere kom randjorden (fenderlisten) på og dækkede plankeenderne. På de senere kvaser blev dæksplankerne lavet af 174 tomme tykke fyrreplanker, og her løb plankerne ud på en platessing oven på den egentlige essing, eller de løb direkte ud på essingen. Dæksplankerne, der nu også blev kalfatret, kunne enten være femtommer planker (»De 13 Søskende«) eller syvtommer planker (»Dan« og »Rigmor«). Det var ikke så godt med de brede planker. Når plankerne tørrede ind, blev nåderne meget åbne og dækket derved utæt. Nogle gjorde så det, at de med sætjernet (kalfatrejern) slog en ekstra nåd midt ned igennem planken. En svaghed ved konstruktionen var dæksbjælkerne, der med tiden havde tendens til at synke, på grund af at lapperne ved enderne enten knækkede eller rådnede bort. Mange drivkvaser fik derfor også på et tidspunkt indsat bjælkevægere.

The construction
There have hardly been the great variations in the construction itself. The pond [well]¹ could e.g. be arranged differently according to the buyer’s own wishes. Christian Nielsen mentions in his article that the first drifters were built from cheaper materials than the later ones. For example, the deck on the first drifters was simply made planed and plowed wood [tongue and groove planks]² boards. The boards ran all the way to the edge of the top table [strake] and were planed smooth with this. Later, the margins [rub rail]³ (fender strip) came on and covered the plank ends. On the later drifters, the deck planks were made of 1-1/4 inch thick pine planks, and here the planks ran out on a [covering board]⁴ on top of the actual [gunwale]⁵, or they ran directly out on the [gunwale]⁵. The deck planks, now also caulked, could be either five-inch planks (“The 13 Siblings”) or seven-inch planks (“Dan” and “Rigmor”). It was not so good with the wide planks. When the planks dried in, the graces [seams]⁶ became very open and thus covered [the deck]⁷ leaking [leaked]. Some did so with the set iron (caulking iron) striking an extra seam down the middle of the plank. A weakness in the construction was the deck beams, which over time tended to sink, due to the patches at the ends either breaking or rotting away. Many drifters were therefore at one time also installed beam beams [shelves]⁸.

Dæksplanet
Dæksplanet kunne variere noget fra kvase til kvase. På opmålingen af »De 13 Søskende« løber den lave karm på dæksabningen agter rundt i en jævn kurve, medens den forreste karm er ret med afrundede hjørner. Styrehullet er formet på tilsvarende måde – næsten som en oval. Dette syntes ikke at have været tilfældet på alle kvaserne. På fotografierne af »Elisabeths Minde« og Jens Peter Jensens kvase »Viktoria« fra 1897 kan man se, at også den agterste karm er ret med afrundede hjørner. Styrehullet har tilsyneladende en rektangulær form. Styrehullet dækkes i begge tilfælde af et tilsvarende rektangulært dæksel. Beddingen, der er beregnet til fortøjning, og hvorpå klyverbommens inderste ende hviler, er på »De 13 Søskende « udformet som to store klamper, hvorigennem beddingsbjælken sidder. Denne udformning er sikkert overført fra tyskerkvaserne, der blot i stedet for beddingsbjælken kunne have en lille spiltromle med palkrans. Mere almindelig har det nok været med en bedding i den traditionelle udformning med to beddingsstøtter og på agterkanten af disse beddingsbjælken. Denne udformning kan ses på flere kvaser, og en har også overlevet på de omtalte to kvaser. På fotografierne af »Elisabeths Minde« og »Viktoria« ser det ud, som om beddingsbjælken blot ligger over to korte langsgående klamper på dækket.

The deck plane
The deck plane [plan] could vary somewhat from drifter to drifter . On the measurement of “De 13 Søskende”, the low frame on the deck opening runs aft in a smooth curve, while the front frame is straight with rounded corners. The guide hole [cockpit]¹ is shaped similarly – almost like an oval. This did not seem to have been the case on all the drifters. In the photographs of »Elisabeths Minde« and Jens Peter Jensen’s drifter »Viktoria« from 1897, you can see that the aft frame is also right [straight]² with rounded corners. The cockpit apparently has a rectangular shape. In both cases, the cockpit is covered by a corresponding rectangular cover. The berth [bitt]³, which is intended for mooring and on which the innermost end of the splitter boom [jib-boom]⁶ rests, is on »De 13 Søskende« designed as two large cleats, through which the berth beam [cross-piece]⁴ sits. This design is probably transferred from the German drifters, which simply instead of the cross-piece could have a small game drum [mooring drum]¹⁰ with a pawl ring. More common has probably been with a bitt in the traditional design with two bitt supports and on the aft edge of these a cross-piece. This design can be seen on several drifters, and one has also survived on the two drifters mentioned. In the photographs of »Elisabeths Minde« and »Viktoria«, it looks as if the cross-piece is just over two short longitudinal cleats on the deck.

Master og rundholter
I artiklen står der, at masterne blev lavet af 6×6 tommer fyrrebjælker. De øvrige rundholter afrunde graner. Det var gerne pommersk fyr, der blev anvendt. Oprindelig har dette nok været en betegnelse for en fyrretræsart af særlig kvalitet indført fra Pommeren. Senere er det blevet en kvalitetsbetegnelse for fyrretræsarter med en stærkt rødfarvet og tæt kernedannelse. Bjælken var ved leveringen hugget stift 6 tommer, og den færdige mast skulle være 6 tommer i diameter fra ca. en meter over dækket og op til godset. Ved således først at hugge den runde stamme firkantet og derefter rund igen kom tværsnittet til at bestå af ca. 2/3 kernetræ, hvorved man fik en stiv mast. Over godset blev masten tilspidset til ca. 2 tommer ved flagknappen. Toppen skulle på forkanten være ret, og havde hele bjælken i forvejen en naturlig bugt, skulle denne vendes agterud, så toppen kom til at vende forefter. Når der så senere kom træk agterud fra peakfaldet, og gaflen samtidig trykkede under godset, især under nedrebning, havde toppen en tendens til at hælde agterover, og det
så ikke godt ud.

Master and roundwoods. [Masts¹ and Spars²]
The article states that the masts were made of 6×6 inch pine beams. The other spars [of] round spruces. It was like [likely]³ Pomeranian guy [fir]⁴ who [that] was used. Originally, this was probably a term for a species of pine of special quality introduced from Pomerania. Later, it has become a quality term for pine species with a strong red color and dense core formation. On delivery, the beam was rigidly cut 6 inches, and the finished mast was to be 6 inches in diameter from approx. one meter above the deck and up to the goods [shroud landing]⁴. Thus, by first chopping the round stem square and then round again, the cross section consisted of approx. 2/3 core wood, which gave a rigid mast. Above the shroud fittings, the mast was tapered to approx. 2 inches at the flag button [flagstaff truck]⁵. The top should be straight at the leading edge, and if the whole beam already had a natural bay [curve]⁶, this should be turned aft so that the top would face forward. When later there was a pull aft from the peak drop [peak halyard]⁷, and the fork [gaff]¹⁰ at the same time pressed under the shroud fittings, especially during demolition [takedown]¹¹, the top tended to tilt aft, and it did not look good.

Godset kunne være lavet på traditionel vis med langsalinger indfældet i masten og støttet af kindbakker. I stedet for kindbakker kunne langsalingerne også støttes af to fint formede lister (som på modellen af »De 13 Søskende«) eller de kunne være helt uden kindbakker. Masterne blev nu også lavet af gran. Granmasterne giver sig til kende ved, at de tilspidser jævnt fra dækket og op til flagknappen. Ved granmasten gjaldt det om at tage så lidt af som muligt, da det, modsat fyrrebjælken, er i den yderste skal, granen har sin største styrke. Masten skulle blot rettes af. Tit kunne man se barkrester i den lille nedhulning under grenene, der selvfølgelig skulle stikkes væk. »Dan« har sandsynligvis haft en mast af gran, idet de oprindelige ringbeslag til masten er mindre i diameteren, end de ville have været til en mast af fyrretræ

The estate [shroud landing]¹could have been made in the traditional way with longitudinal recesses [bolsters]² embedded in the mast and supported by cheek hills [cheeks]⁵ [center, in image below]. Instead of cheeks, the bolsters could also be supported by two finely shaped moldings (as on the model of »De 13 Søskende«) [left, in image below] or they could be completely without cheeks [right, in image below]. The masts were now also made of spruce. The spruce masts make themselves known by the fact that they taper evenly from the deck and up to the flag button [flagstaff truck]⁷. At the [With a] spruce mast, it was important to take off as little as possible, as it, unlike the pine beam, is in the outer shell, [that] the spruce has its greatest strength. The mast just needed to be straightened. Often you could see bark remains in the small hollow under the branches, which of course had to be stuck away. »Dan« probably had a spruce mast, as the original ring fittings for the mast are smaller in diameter than they would have been for a pine mast

Beslag
Jernbeslagene til kvaserne blev som nævnt lavet af den lokale smed eller afen smed i Bandholm. De to løjbomme er de jernbøjler, hvorpå skødblokken for henholdsvis storskødet og fokskødet farer. Bøjler til spryd og slæber er beslagene for henholdsvis klyverbommen og drivbommen agter. Overfaldene er beslagene, der holder den inderste ende af klyverbommen og drivbommen på plads. Derudover mangler der i denne regning rakkebeslaget til gaflen og udhalerringen til klyveren m.m. Rakkebeslaget, eller patentrakken, og udhalerringen kan have været standardbeslag, der har kunnet bestilles hjem fra hovedstaden.

Fittings¹
The iron fittings for the drifters were, as mentioned², made by the local blacksmith or by a blacksmith in Bandholm. [line 1] The two løjbomme³ are the iron bars on which [travel] the lap block [sheet block]⁷ for the large lap [mainsheet]² and the jib lap [foresheet]⁹, respectively. [line 2] Bøjler¹¹ til spryd¹² og slæber¹³ are the brackets [fittings]¹⁴ for the splitter boom [jib boom]¹⁵ and drive boom [drift boom]¹⁶ boom, respectively. [line 4] The raids [“fold overs”]¹⁷ are the brackets that hold the inner end of the jib boom and drift boom in place. In addition, this bill lacks the rack bracket [parral band]¹⁸ for the fork [gaff]²⁰ and the hauling ring[s]²¹ for the jib, etc. The parral band, or patent parral, and the hauling ring may have been standard fittings that could have been ordered home from the capital.

Sejlene
Som nævnt under rigningen var proportionerne på sejlridsene nogenlunde ens. Der kunne være visse variationer, f.eks. om det skulle være et råtopsejl eller spidstopsejl, en større eller mindre klyver, en bredere mesan osv. I et brev fra Ole Strandby fra Astrupvig henviser han til »Niels Holm.s eller Jens Peters( Jensen) den første (kvase »Viktoria«), som han syntes havde en passende rigning, men at mesanen godt kunne være 6 tommer bredere og topsejlet en del dybere«. (Jens Peter Jensens anden kvase »Viktoria« fra 1897 har tydeligt nok fået en bredere mesan (s. 71)). På Frans Eggerts kvase »Chr. Nielsen« er stagfokken blevet for stor, og det har været nødvendigt at sætte en flynder i faldbarmen.

The sails
As mentioned during the rigging, the proportions of the sail scratches [sketches]¹ were roughly the same. There could be certain variations, e.g. whether it should be a raw [lug]⁴ topsail or a topsail [gunter topsail]⁶, a larger or smaller splitter [jib]⁷, a wider mezzanine [mizzen]⁸, etc. In a letter from Ole Strandby from Astrupvig, he refers to »Niels Holms or Jens Peters (Jensen) the first (drifter» Viktoria «) , which he thought had a suitable rigging, but that the mizzen could well be 6 inches wider and the topsail a lot deeper«. (Jens Peter Jensen’s second drifter »Viktoria« from 1897 has clearly had a wider mizzen). On Frans Eggert’s drifter »Chr. Nielsen ‘, the stag jib [stay foresail]⁹ has become too large, and it has been necessary to put a flounder [reinforcing patch]¹⁰ in the fall bosom [head]¹¹.

På sejlridset af »De 13 Søskende« sidder skødbarmen på storsejlet og fokken uforholdsmæssigt højt oppe. På de to sejlrids fra den gamle Christian Nielsens hånd går både storsejl og fok meget længere ned, hvilket også syntes at stemme overens med de afbildede kvaser. Sejlene blev gerne syet hos sejlmager N.E. Halmø i Nykøbing Falster, der havde ry for at sy gode sejl, men andre sejlmagere blev også benyttet. Nogle fiskere syede deres sejl selv, ofte af gamle sejl fra større skibe eller fra lystfartøjerne. På en regning fra sejlmager Halmø Nykøbing Falster (s. 93) fremgår det, at den dug, der anvendes, er »prima Amerikansk Bomuldsdug«. Storsejl og fok er syet af dug nr. 7, mesan, klyver og topsejl af dug nr. 12. Der står intet om bredden på den anvendte dug, men det har næppe været den traditionelle to fods dug. Tæller man antallet af duge på de sejlrids, der er kendte, får man en gennemsnitsbredde på 48-50 cm. På »De 13 Søskende« dog 56 cm. Med denne bredde og med den mængde sejldug, der er medgået ifølge regningen, svarer det meget godt til det sejlareal (ca. 65 m²), det færdige sejl har. Den originale klyver til »Dan« er syet af tilsvarende smalle duge, og bredden er her ca. 53 cm. Af bevarede originale sejl fra en Christian Mortensen-kvase fra 1922 finder man en tilsvarende dugbredde, men hvor det viser sig at være en meget bred dug, der er delt midt igennem med en blindnåd. På billedet af Jens Peter Jensens anden kvase fra 1897 ses meget smalle duge på klyveren, og også på mesanen, men knap så tydelig. Der er ca. 15 smalle duge i klyveren, hvilket er ca. dobbelt så mange som normalt. Der kan også her være tale om en bredere dug, halveret med en blindnåd.

On the sail scratch [sketch]¹ of »De 13 Søskende«, the bust [clew]² of the mainsail and the jib [foresail]¹² are disproportionately high up. On the two sail sketches from the old Christian Nielsen’s hand, both the mainsail and foresail go much further down, which also seemed to agree with the drifters depicted. The sails were gladly [likely]⁵ sewn at sailmaker N.E. Halmø in Nykøbing Falster, which had a reputation for sewing good sails, but other sailmakers were also used. Some fishermen sewed their sails themselves, often from old sails from larger ships or from the pleasure craft. On a bill from sailmaker Halmø Nykøbing Falster (p. 93), it appears that the tablecloth [cloth]⁶ used is “excellent American cotton [canvas]⁶. Mainsail and foresail are sewn from No. 7 cloth⁷, mezzanine [mizzen]⁸, splits [jib]⁹ and topsail of No. 12 cloth. There is nothing about the width of the tablecloth used, but it has hardly been [was probably not]¹⁰ the traditional two-foot cloth. If you count the number of cloths on the known sailing sketches, you get an average width of 48-50 cm. On »De 13 Søskende«, however, 56 cm. With this width and with the amount of sailcloth that has been included according to the bill, it corresponds very well to the sailing area (approx. 65 m²), the finished sail has. The original jib for »Dan« is sewn from similarly narrow cloths, and the width here is approx. 53 cm. Of preserved original sails from a Christian Mortensen drifter from 1922, one finds a similar cloth width, but where it turns out to be a very wide cloth, which is divided in the middle with a blind grace [seam]¹¹ . In the picture of Jens Peter Jensen’s second drifter from 1897, very narrow cloths can be seen on the jib, and also on the mizzen, but less clearly. It’s about 15 narrow tablecloths in the jib, which is approx. twice as many as usual. Here, too, there may be a wider cloth, halved with a blind seam.

På opmålingen af »De 13 Søskende« er der to rækker rebknyttelser på storsejlet og en på stagfokken. Kvaserne kunne også have tre rækker knyttelser på storsejlet og to på stagfokken, (kvasen »Chr. Nielsen«). De fleste af kvaserne ser ud til at have haft tre rækker rebknyttelser på storsejlet, samt en ekstra række huller uden knyttelser herover. På »Aalen« anes tre vandrette streger ved storsejlets agterkant umiddelbart over den øverste rebstreng, der ligner sejlpinde. Det er sandsynligvis sejlpinde, idet de også nævnes i korrespondancen med mester Halmø vedrørende Jens Peter Jensens kvase. Alle sejl var jo håndsyet på den tid. Senere blev de syet på maskine. Man foretrak de håndsyede frem for de maskinsyede. Man mente, at de maskinsyede fangede vind, modsat de håndsyede, hvor ægkanten blev syet godt ind til dugen.

On the survey of »De 13 Søskende«, there are two rows of rope ties on the mainsail and one on the stay jib [stay foresail]¹. The drifters could also have three rows of knots on the mainsail and two on the stay foresail (the drifter »Chr. Nielsen«). Most of the drifters appear to have had three rows of rope ties on the mainsail, as well as an extra row of holes without ties above them. On »Aalen«, three horizontal lines are sensed at the aft edge of the mainsail immediately above the upper rope string, which resembles sail pegs [batten]². These are probably battens, as they are also mentioned in the correspondence with master Halmø regarding Jens Peter Jensen’s drifter. All sails were hand-sewn at that time. Later they were sewn on machine. The hand-sewn were preferred to the machine-sewn. It was believed that the machine-sewn caught wind, as opposed to the hand-sewn, where the egg edge [selvage]³ was sewn well into the tablecloth [canvas]⁷.

Stående rigning
Når det drejer sig om den stående rigning, er der kun små variationer. Vanter og stag bestod, som nævnt i artiklen, af snoet jerntråd. Jerntråden er mere stiv i det end almindelig stålwire, da den har færre og tykkere kordeller. Den har den fordel frem for stålwiren, at de enkelte kordeller ikke så nemt ruster over. Vanterne var sat an med sytov, enten i udvendige røstjern eller i ringe i platessingen inden for det opstående. Sad røstjernene udvendig, gik de halvt ned over det næstøverste bord og var boltet til de bagvedliggende spanter. Sad røstjernene derimod i essingen, var jernene stukket ned igennem denne og fastgjort på siden af de tilsvarende spanter. Afstøtningen af masten bestod af et spænd vant til hver side. Vanterne var klædt på det stykke, hvor de lå omkring masten og ved splejsninger ved kovserne

Standing rigging
When it comes to the standing rigging, there are only small variations. Mittens [Shrouds]¹ and stays consisted, as mentioned in the article, of twisted iron wire. The iron wire is stiffer in it than ordinary steel wire, as it has fewer and thicker cords. It has the advantage over the steel wire that the individual cords do not rust over so easily. The shrouds were fitted with sewing rope [lanyards]², either in exterior cast iron [chain plates]³ or in rings in the [gunwale]⁴ within [inboard of] the rising [toe rail]⁵. If the chain plates sat outside, they went halfway down the second-highest table [strake]⁶ and were bolted to the frames behind. If, on the other hand, the chain plates were inside the toe rail, the irons were stuck down through it and fastened to the side of the corresponding frames. The support of the mast consisted of a shroud accustomed [span]⁷ to each side. The shrouds were worn [served]⁸ on the piece where they lay around the mast and by splices at the coves [thimbles]⁹.

Forstaget sad et stykke over godset, hvor det med et klædt øje hvilede på en læbe på agterkanten af masten umiddelbart under det nederste ringbeslag. Forstaget kunne enten være stukket igennem et hul i forstævnen og fastgjort på beddingen, eller det kunne været sjæklet direkte i et øje på stævnbeslaget. Den første løsning ser vældig fiks ud specielt i sammenhæng med den bagover-svungne stævn, der næsten har retning efter staget, men der opstår let råd i hullet i stævnen. Ved den anden løsning har man ingen mulighed for at justere længden på staget

The bow [forestay]¹ sat a bit above the estate [shroud landing]², where it rested with a clothed [served]³ eye on a lip [thumb cleat]⁴ on the stern edge of the mast immediately below the lower ring bracket. The forestay could either have been pierced through a hole in the bow and attached to the berth [bitt]⁷, or it could have been shackled directly into an eye on the bow [stem]⁸ bracket [fitting]⁹. The first solution looks very neat, especially in connection with the backward-curved stem, which is almost in the direction of the stay, but there is slight rot in the hole in the stem. With the second solution, there is no possibility to adjust the length of the stay

Den løbende rigning
Løsningen på de enkelte detaljer i rigningen har været afhængig dels af kvasens hjemsted, dels af brugerens egne ideer og har dermed været mere varieret, medens detaljerne i skroget alene har været afhængig af den pågældende byggetradition. En detalje, hvor der var direkte uenighed mellem bådebygger og bruger, var løsningen omkring peakfaldet. På »De 13 Søskende« er den faste part på peakfaldet fast på den inderste ring på gaflen. Faldet er dernæst skåret over en blok i den nederste ring på masten, derpå tilbage over en blok i den yderste ring på gaflen og tilbage over en blok på øverste ring på masten og til dæk. Christian Nielsen mente, at det var den rigtige måde at skære faldet på. Man fik derved et mere direkte træk på gaflen, når den skulle strækkes. Ikke desto mindre viser samtlige fotografier kvaser med peakfaldet skåret modsat – nemlig med den faste part på den yderste ring på gaflen og den halende part over blokken på den nederste ring på masten. En bema^rkelsesværdig detalje er klofaldsblokkens placering, der på tegningerne og modellen af »De 13 Søskende« er vist siddende over godset. Man kunne umiddelbart fristes til at tro, at klofaldsblokken på et tidspunkt er blevet flyttet højere op, hvis storsejlet med tiden skulle have strakt sig og være blevet for højt. Denne detalje er imidlertid set på en original mast fra en Christian Mortensen-kvase.

The ongoing [running]¹ rigging
The solution for the individual details in the rigging has depended partly on the drifter’s home, partly on the user’s own ideas and has thus been more varied, while the details in the hull have only depended on the building tradition in question. One detail where there was direct disagreement between boat builder and user was the solution around the peak fall [halyard]³. On »De 13 Søskende«, the fixed part of the peak fall is fixed on the inner ring of the fork [gaff]⁴. The halyard is then cut [reeved]⁵ over a block in the lower ring on the mast, then back over a block in the outer ring on the gaff and back over a block on the upper ring on the mast and to the deck. Christian Nielsen thought it was the right way to reeve the halyard. This gave a more direct pull on the gaff when it had to be stretched. Nevertheless, all photographs show drifters with the peak halyard reeved opposite – namely with the fixed part on the outer ring on the gaff and the hauling part over the block on the lower ring on the mast. A remarkable detail is the location of the claw block [throat halyard block]⁸, which is shown in the drawings and model of »De 13 Søskende« sitting above the estate [shroud landing]¹² . One might be immediately tempted to believe that the throat halyard block has at some point been moved higher up if the mainsail should have stretched over time and become too high. However, this detail is seen on an original mast from a Christian Mortensen drifter.

Masteliget på storsejlet kunne enten være lidset til masten, som på modellen af »De 13 Søskende« og på billedet af »Rigmor«, eller bændslet til 6-7 masteringe. Når sejlet var lidset til masten, var tampen ført skiftevis højre og venstre om. Fokkefaldet kunne enten være fastgjort med en enkelt blok i stagøjet, hvorover faldet var skåret (»Edel«), eller med en toskåret talje (de øvrige kvaser). Tampen på fokfaldet kunne tillige være knobet til kovsen i fokkens faldbarm og dermed samtidig tjene som nedhaler. Endvidere kunne der også anvendes stagfokørefigen, enten når de drev med kvaserne, eller på kryds (»Elisabeths Minde«). Klyverfaldet kunne også sidde på flere måder. Det mest almindelige var, at faldet var fast på den øverste ring på masten og derpå skåret over en blok i klyverens faldbarm og tilbage over en blok i det underste mastebeslag og til dæk. Faldet kunne også være skåret omvendt, dvs. med den faste part på den nederste ring (»Elisabeths Minde«), eller faldet kunne sidde alene i den øverste ring. Sædvanligvis tjente klyverudhaleren, der lå over en læbe på siden af stævnen umiddelbart over vandlinien, som vaterstag, nen klyverbommen kunne også have et egentligt vaterstag (»Aalen« og »Chr. Nielsen«). Så sad vaterstagets ene ende fast på forstævnen umiddelbart over vandlinien, og i den anden ende var der en toskåret talje med den halende part ført ind på dækket og fastgjort på beddingen. Endelig kunne topsejlsfaldet være skåret på to måder, enten over et tværstillet skivgat under kultoppen på stormasten, eller over en blok hægtet i et ringbeslag samme sted (»De 13 Søskende«). Kvaserne havde flagliner i begge masters flagknapper. På stormasten førtes der gerne en lille vindpose eller -fløj på en kort stang. Når der sejledes med mesan førtes Dannebrog under nokken på mesanråen, ellers førtes flaget på mesantoppen.

The mast body [leach rope]¹ on the mainsail could either be attached to the mast, as in the model of »De 13 Søskende« and in the picture of »Rigmor«, or the strap for [lashed to]² 6-7 master rings [mast rings]³. When the sail was attached to the mast, the tampon [rope end]⁴ was rotated alternately right and left. The jib drop [fore halyard]⁵could either be fastened with a single block in the stay eye, over which the halyard was cut [reeved]⁸ (»Edel«), or with a double-reeved waist [tackle]¹¹ (the other drifters). The rope end on the fore halyard could also be knotted to the kov [thimble]¹² in the foresail’s drop rim [head]¹³ and thus at the same time serve as a hauler [downhaul]¹⁵. Furthermore, the stagfokøre fig [stay foresail bowline]¹⁶ could also be used, either when drifting with the quasars²⁰, or on crosses [when tacking]²¹ (»Elisabeths Minde«). The splitter fall [jib halyard]²² could also sit in several ways. The most common was that the halyard was fixed on the upper ring on the mast and then reeved over a block in the splitter’s [jib’s]²³ head and back over a block in the lower mast bracket and to the deck. The halyard could also be reeved in reverse, i.e., with the fixed part on the lower ring (»Elisabeths Minde«), or the halyard could sit alone in the upper ring. Usually, the jib puller [jib outhaul]²⁴, which lay over a lip [thumb cleat]²⁵ on the side of the bow immediately above the waterline, served as a water stay [bobstay]²⁷, but the jib boom could also have an actual bobstay (»Aalen« and »Chr. Nielsen«). Then one end of the bobstay was fastened to the bow immediately above the waterline, and at the other end there was a double-reeved tackle with the hauling part led into the deck and fastened to the berth [bitt]²⁸. Finally, the topsail halyard could have been reeved in two ways, either over a transverse disc hole under the flag staff truck²⁹ on the mainmast, or over a block hooked in a ring bracket in the same place (»De 13 Søskende«). The drifters had flag lines [halyards] in both masters’ [masts’] flag buttons [flag staff trucks]³⁰. On the mainmast, a small windbag [windsock]³¹ or wing was carried on a short pole. When sailing with a mezzanine [mizzen]³², Dannebrog was carried under the ridge [yard arm]³³ on the mizzen raw material [mizzen yard]³⁴, otherwise the flag was carried on the mizzen top.

Farver og kulører
Christian Nielsen skriver, at kvaserne var smurt med kultjære i bunden, og at de enten var grønne eller grå på fribordet. Modellen af »De 13 Søskende« har grønt fribord, men ingen af kvaserne på fotografierne er grønne på fribordet. Det opstående var malet hvidt udvendig, det samme var rufsiderne og beddingen. Hvad enten kvaserne var grønne eller grå, var ruftaget og skydeknappen almindeligvis malet grøn. På Askø og Lilleø brugtes dog brun maling. Endelig var essingen og det opstående indvendig malet med den farve, kvasen havde udvendig på fribordet. Man skulle her være særlig omhyggelig med at få malingen til at dække fugen, hvor essingen og det opstående løb sammen. En ting, der blev meget diskuteret, var, om den hvide farve fra det opstående skulle fortsætte ud på agterstævnen og videre ud på rorhovedet. Christian Nielsens bedstefader var ikke tilhænger af det. Han mente, at når fiskerne selv skulle til at male det, kunne det nemt komme til at »hænge«. Det er sikkert rigtigt, at man har skulle være særlig omhyggelig med denne detalje, men er det lavet pænt, som f.eks. på kvasen »Elisabeths Minde«, ser det ganske net ud. Lønningslisten og randjorden var ferniseret, og det samme var den resterende del af stævntoppen og rorhovedet, samt hele stævntoppen på forstævnen.

Colors and colors [Dyes and Colors]¹
Christian Nielsen writes that the drifters were smeared with coal tar at the bottom, and that they were either green or gray on the freeboard. The model of »De 13 Søskende« has a green freeboard, but none of the drifters in the photographs are green on the freeboard. The upholstery [toe rail]² was painted white on the outside, as were the rough [cabin trunk]³ sides and the bedding [bitt]⁶. Whether the drifters were green or gray, the rough roof [cabin trunk roof]⁷ and slider [sliding cover]⁸ were commonly painted green. On Askø and Lilleø, however, brown paint was used. Finally, the essing [gunwale]⁹ and the toe rail interior were painted with the color that the drifter had on the outside of the freeboard. One had to be especially careful here to get the paint to cover the joint, where the gunwale and the toe rail ran together. One thing that was much debated was whether the white color from the tow rail should continue out onto the stern and further out onto the rudder head. Christian Nielsen’s grandfather was not a supporter of it. He believed that when the fishermen themselves had to paint it, it could easily ‘hang’. It is probably true that one should have been particularly careful with this detail, but is it [when it is] made nicely, as e.g. on the drifter »Elisabeths Minde«, it looks quite neat. The map [cap rail]¹⁰ and the ridge [rub rail]¹² were varnished, as were the remaining part of the bow [sternpost]¹³ and rudder head, as well as the entire bow [top]¹⁴ of the bow [stem]¹³.

Dækket blev som nævnt også ferniseret, evt. iblandet lidt engelskrødt – det skulle tætne så godt. På Askø og Lilleø kunne dækket tillige være malet brunt. Master og rundholter var sædvanligvis skrabet og olieret. Hvis man syntes, at masterne var lidt for lyse, hvad de helt nye granmaster ofte var, kunne man blande lidt okker i olien. Som det ses på »Edel« og anes pajens Peter Jensens »Viktoria« kunne mastetoppen og de øvrige rundholter også være malet hvide – en ting der i visse maritime kredse regnes for en uskik. Den er sikkert overført fra tyskerkvaserne, hvor det. var almindeligt at male mastetoppene. Det havde den ulempe, at der let opstod rådangreb under malingslaget. Også mastekisten og blokkene i riggen var i disse tilfælde malet hvide. Indvendig var kvaserne smurt med blanktjære og dammen med kultjære.

As mentioned, the tire [deck]¹ was also varnished, possibly. mixed in a little English red – it should seal as well. On Askø and Lilleø, the deck could also be painted brown. Masts and roundwoods [spars]² were usually scraped and oiled. If you thought the masts were a little too light, as the brand new spruce masts often were, you could mix a little ocher in the oil. As can be seen in »Edel« and hinted at Peter Jensen’s »Viktoria«, the mast top and the other roundwoods could also be painted white – something that in certain maritime circles is considered a custom. It is probably transferred from the German drifters where it was common to paint the mast tops. It had the disadvantage that rot attacks easily occurred under the paint layer. Also the mast box [tabernacle]³ and the blocks in the rig were in these cases painted white. Inside, the drifters were smeared with blank tar [wood tar]⁴ and the pond [well]⁶ with coal tar.

Imprægnering afsejl
Efter et stykke tid i brug blev sejlene imprægnerede. I artiklen nævnes det, at de blev smurt med en blanding af hestefedt, okker, blanktjære og vand, der blev påsmurt i varm tilstand. Sejlene blev da bredt ud på engen og lå her en fjortendages tid, hvor man hver dag gned blandingen godt ind i sejlene. Når de blev imprægnerede med denne blanding, fik de en gullig lidt blakket farve (den originale klyver fra »Dan« har denne kulør). Sejlene kunne også imprægneres med kateku, men så blev de helt »sorte« (jævnfør fotografiet af »Aalen«). Egentlig sorte bliver de ikke, men nærmest rustrøde eller rødbrune.

Impregnation [Waterproofing]¹ of Sails
After a while in use, the sails were waterproofed. The article mentions that they were lubricated with a hot mixture of horse grease, ocher, blank tar [wood tar]2 and water that was lubricated in hot condition. The sails were then spread out on the meadow and lay here for a fortnight, where every day the mixture was rubbed well into the sails. When waterproofed with this mixture, they got a yellowish slightly mottled color (the original splitter from »Dan« has this color). The sails could also be impregnated with catechu, but then they became completely “black” (cf. the photograph of »Aalen«). They do not actually turn black, but almost rust red or reddish brown.

Sejlegenskaber
Den høje rig og skrogets fine linier giver det umiddelbare indtryk, at åledrivkvaserne fra Fejø var velsejlende fartøjer. Dette understreges yderligere af, at fiskerne benyttede enhver lejlighed til at sejle kapsejlads, hvadenten det var på vej til eller fra fiskeriet, eller arrangerede kapsejladser mellem kvaserne indbyrdes eller sammen med lystfartøjerne. Billedet af Frans Eggerts kvase »Chr. Nielsen« viser netop en sådan situation. Billedet af »Rigmor« er fra en kapsejlads en gang i 1930’rne. Styreknappen er taget af (»Rigmor« har å dette tidspunkt fået motor), så der bedre har kunnet regeres med sejlene.

Sailing skills [qualities]
The high rig and the fine lines of the hull give the immediate impression that the eel drifters from Fejø were well-sailing vessels. This is further emphasized by the fact that the fishermen took every opportunity to sail racing [race], whether it was on their way to or from fishing, or arranged races between the drifters among themselves or with the pleasure craft. The picture of Frans Eggert’s drifter »Chr. Nielsen« shows just such a situation. The image of »Rigmor« is from a race sometime in the 1930s. The steering knob [wheel] has been removed (“Rigmor” has at this time got an engine), so it has been better to control with the sails.

Fiskerne, der sejlede med kvaserne, hævdede, at hvis de blot havde lige så gode sejl som lystfartøjerne, ville de kunne hamle op med dem i en kapsejlads. Man så da også, hvorledes detaljer fra lystfartøjerne overførtes til kvaserne, eksempelvis, som tidligere nævnt sejlpindene, som tydelig ses på »Aalen«, og som Jens Peter Jensen forlangte at få i storsejlet på en af sine kvaser. Netop disse to fiskere havde ry for at være meget ivrige kapsejlere. Formålet med sejlpin dene har formentlig været at få sejlet fladt ud mod agterliget, så det kunne blive af med luften. Kvaserne blev ofte presset hårdt, undertiden så vandet stod helt op til det opstående -ja, endog helt ind på sidedækket, men de førtes jo af gamle søfolk, hvad enten de nu havde sejlet i orlogsmarinen eller i koffardifarten. Kvaserne havde ikke nogen egentlig ballast, – vandet i dammen virkede som en sådan. Samtidig havde kvaserne, der var meget flade, i sig selv en stor forrnstabilitet. For at få det rigtige trim på kvaserne havde man gerne en slump mursten i agterrummet. Det fortælles, at en fisker fra Kolding ikke kunne forstå, hvorfor hans kvase ikke kunne sejle. Han mente, den var bygget forkert – indtil man gjorde ham opmærksom på, at den ekstra slump mursten skulle ligge agten for dammen – ikke foran. Under kryds eller på bidevind, beydevind, som man siger på øerne, benyttede man kun storsejl og fok og evt. også topsejl, hvis det kunne bæres. Topsejlet var i øvrigt svært at få til at stå. Mesan og klyver blev sjældent benyttet, »…der var for meget du’ (sejldug) i klyveren«, dvs. den var for hul eller for poset. Derimod trak den godt for en godvind (fra halvvind til låringsvind). Når så samtidig sænkesværdet var trukket lidt op (mindre våd overflade), kunne der rigtig komme gang i kvaserne. Endvidere fortælles det, at en af kvaserne, efter at der var lagt motor i, havde været i Bandholm og fået sat en sekstommer stråkøl under plankekølen. På vej hjemover bemærkede fiskeren, ved at tage tid på kostene, at kvasen havde mistet fra en halv til en hel knob i fart. Kvaserne blev perioden igennem bedre og bedre sejlende. De første kvaser var smallere og derfor også mere ranke, medens de sidste kvaser, der blev bygget, var bredere, jfr. eksemplet med »Rigmor«, og derfor mere stive i det. De var også bedre sejlere. Verner Rasmussen kan endnu huske, at »Dan« og Jens Peter Jensens kvase »Viktoria«, – det må have været den sidste af hans kvaser, var meget jævnbyrdige. Når det var let vejr løb »Viktoria« fra »Dan«, men når det tog til at blæse, ja, så var det omvendt.

The fishermen who sailed with the drifters claimed that if they only had sails as good as the pleasure craft, they would be able to catch up with them in a race. You also saw how details from the pleasure craft were transferred to the drifters, for example, as previously mentioned the sail pins [battens]¹, which are clearly seen on »Aalen«, and which Jens Peter Jensen demanded to get in the mainsail on one of his drifters. Precisely these two fishermen had a reputation for being very avid racing sailors. The purpose of the battens has probably been to get the sail flat out towards the stern so that it could get rid of the air. The drifters were often pressed hard, sometimes so that the water stood right up to the rising [toe rail]² -yes, even all the way to the side deck, but they were led by old sailors, whether they had sailed in the navy or in the trunk [merchant shipping]³. The drifters had no real ballast – the water in the pond seemed like such. At the same time, the drifters, which were very flat, in themselves had a great dimensional stability. To get the right trim on the drifters, you wanted a random brick [some quantity of bricks]⁴ in the aft room. It is said that a fisherman from Kolding could not understand why his drifters could not sail. He thought it was built incorrectly – until he was made aware that the extra bricks should be aft of the pond – not in front. Under cross [When tacking]⁵ or on biting wind [when close hauled]⁵, “beydevind”, as they say on the islands, they only used mainsail and jib and possibly also topsail if it could be carried. Incidentally, the topsail was difficult to get to stand. Mesan [Mizzen]⁶ and splits [jibs]⁷ were seldom used, “… there was too much you [cloth]⁸ (sailcloth) in the jib”, i.e., it was too hollow or too baggy. On the other hand, it drew well for a good wind (from half [beam]⁹ wind to thigh [quarter]¹⁰ wind). When at the same time the lowering sword [centerboard]¹¹ had been pulled up a little (less wet surface), the drifters could really get going. Furthermore, it is said that one of the drifters, after the engine had been put in, had been in Bandholm and had a six-inch straw [false]¹² keel placed under the plank keel. On the way home, the fisherman noticed, by taking time on the brooms [buoys]¹³, that the drifter had lost from half to a whole knot in speed. The drifters became better and better sailing throughout the period. The first drifters were narrower and therefore also more upright, while the last drifters that were built were wider, cf. the example of »Rigmor«, and therefore more rigid in it. They were also better sailors. Verner Rasmussen can still remember that »Dan« and Jens Peter Jensen’s drifter »Viktoria« – it must have been the last of his drifters, were very equal. When it was light weather, »Viktoria« ran from »Dan«, but when it started to blow, yes, it was the other way around.

»Dan« og »Viktoria«
I skrivende stund står aledrivkvasen »Dan« ved Roskilde Bådeværft, der nu ejes af Vikingsskibshallen, og afventer forårets komme. Inden for står »Viktoria«, og her er man i fuld gang med at udskifte de dårlige planker i skroget. Projektet, der er et beskæftigelsesprojekt under Roskilde amt, indledtes i foråret 1982. Projektet er fortsat i 1983, og man regner med at blive færdige med selve skroget inden årets udgang. Dernæst er det tanken at lade et privat bådelaug zortsætte med selve oprigningen, så kvasen kan komme under sejl allerede til foråret 1984. Den første sæson sejlede den privatejede kvase »Dan« med den gamle jagtrig, men allerede året efter i 1982 blev den rigget op med nye master og rundholter samt et nyt storsejl. Foreløbig sejles der med stagfokken fra den gamle rig, og mesanen er et gammelt omsyet bermudasejl. Til gengæld kom »Dan«s gamle klyver til ære og værdighed igen og viste sig at stå helt
godt.

»Dan« and »Viktoria«
At the time of writing, the eel drifter »Dan« is standing by Roskilde Boatyard, which is now owned by Vikingsskibshallen, and awaits the arrival of spring. Inside is »Viktoria«, and here you are in the process of replacing the bad planks in the hull. The project, which is an employment project under Roskilde County, began in the spring of 1982. The project continued in 1983, and it is expected that the hull itself will be completed before the end of the year. Next, the idea is to let a private boating association sort out the actual rigging, so that the drifter can come under sail as early as the spring of 1984. The first season, the privately owned drifter »Dan« sailed with the old hunting [yacht]¹ rig, but already the following year in 1982 it was rigged up with new masts and round timbers [spars]² and a new mainsail. For the time being, the stag jib [stay foresail]³ from the old rig is sailed, and the mezzanine [mizzen]⁴ is an old sewn-on Bermuda sail. In return, »Dan«s old splits [jibs]⁵ came to honor and dignity again and proved to stand completely
well.