knarr class sailboat

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Knarrs, Legends of the Bay

• By Kimball Livingston
• Updated: January 21, 2020

Word has it that if you bottled the secret sauce of the Knarr, every class would buy some. But there are things that can’t be bottled, can’t be bought. Sailors always tell you, “It’s about the people.” Knarr sailors say it too—except, there’s more: all of it against the odds, much of it unique, with a kernel of anti-Nazi intrigue in the origin story. It’s a pretty boat, and it’s all about the people.

Knarr sailors have their own cheer, their own regalia, their own “circuit” that is unlike any other. The design is seven decades old. The bragging-rights regatta is the International Knarr Championship, born on San Francisco Bay in 1969—and, did we ­mention, against the odds?

Name another class with a 52-year ­tradition of a championship regatta that rotates annually among three countries; where visiting sailors are hosted in private homes; where boats are provided from a local fleet, but none of the locals sail their own boats; where pros pop in, but nobody gets paid; and the parties are as competitive as the sailing—you better believe it.

The IKC is the spice in the sauce. Without it, this would be just another 30-foot one-design class that might or might not be surviving—much less thriving—in the three countries where it thrives in the way of a flower that grows in only a few meadows on only a few mountains, at a certain elevation, where a delicate balance of moisture provides just enough days of summer sun. With an international, multigenerational cult of followers.

To the best of my knowledge, there are no blood rituals, but rituals? Oh, baby. In the early 1960s, Knud Wibroe was developing some unlikely ideas. Of course, there’s a story.

Wibroe is a Dane transplanted to San Francisco Bay, and in these circles, “Knud” is a one-word name on par with Elvis. He never lost touch with his roots, and he spent time back in Denmark, even keeping a Knarr there for racing.

However, our story begins years earlier, when Wibroe took up racing lapstrake-hulled Folkboats on San Francisco Bay. And helped build the fleet to 70 boats. And launched summertime Wednesday-evening races “that became the backbone of our racing,” he says. “When the Knarr appeared, we added starts for the Knarr. I knew the boat. I had seen Knarrs in Denmark, and they look the way a boat ought to look. On San Francisco Bay, because they’re underrigged, they’re a good fit.”

Wibroe soon was sailing a Knarr. However, he had the only Danish‑built hull on the bay. The rest came from Norway; when he won too many races, there was talk that it was something about the boat. “So I said, ‘Let’s switch boats,’” Wibroe says. “We didn’t know it, but that was the beginning.”

Shift scenes now to Denmark, where Wibroe spent a month each summer and preached the virtues of coming to San Francisco Bay to race—but won no converts. “I told them we had 42 Knarrs,” he says. “They thought I was talking Texas numbers.”

So it went, but by-and-by, the calendar came up 1966. Wibroe was the only US skipper on the line for the 100th-anniversary regatta of the Royal Danish Yacht Club, helming a new boat set up by Paul Elvström with a new main: “Paul and I grew up together, so he did that; and he told me, ‘You’re going to win because I tuned the boat.’ Paul was that way.”

Three firsts and a couple of second-place finishes later, Wibroe was in fact the winner.

The way he remembers it: “That boosted my credibility. We had rented a house, and we gave dinner parties and urged our European friends to reciprocate by attending the centennial regattas of the San Francisco Yacht Club. That would be 1969.”

A new boat every day, by draw, was the center of the promise. And the locals would have to qualify by placing at the top of their entire season; all skippers of loaner boats would be required to offer their newest sails—and remember, no local would sail his own boat.

Wibroe recalls: “No one would be handed a clunker, and we’d buy new jibs for the fleet—and every person who came would be put up in a private home. San Francisco is on the other side of the world, OK. But all you need is a round-trip ticket. We’ll take care of ­everything else. That was the pitch.”

And they came.

“I never imagined this would grow into what we have today,” he says, “but that first year set us up. We gave theatricals. We made music. We gave them a psychedelic show because those were the times. Our wives wore hot pants because those really were the times. The Europeans had never seen anything like it. They loved it.”

That is, to this day, the over-the-top template for an International Knarr Championship as it rotates among San Francisco Bay, Hellerup in the Danish suburbs north of Copenhagen and, in Norway, between Bergen and Oslo. If you qualify from your local fleet, you will be met at the airport and whisked away to pampering among people you know—and perhaps have known for a long time—with celebrations daily and sailboat racing as the best-imaginable excuse.

Johan Hvide, a second-generation Knarr sailor and 10-time Norwegian champion, says that arriving at an IKC is “like coming home.” At moderate cost, this is Corinthian yachting at its finest; and yes, “yachting” is the right word, even though the back-of-mind thought as designer Erling Kristofersen began drawing up his Dragon-inspired lines was far from obvious. Under the shadow of World War II, one key to the design brief was the ability to sail away, perhaps as far as England, to escape the Nazis. However, by the time Einer Iversen set about building a boat, the seas were too closely guarded for any hope of escape.

RELATED: Back on the Bay

During the Nazi occupation of Norway, all seagoing yachts were confiscated, their lead keels fated for the Wehrmacht. But the urge to build prevailed, and hull No. 1 emerged plank by plank in a shack in the woods on the shore of the Oslo Fjord. It was built over an inside mold, a “last,” which in the long run would prove amenable to limited-series wood production. Materials were hard to come by, but Iversen as a builder was innovative, persistent, willing to settle for an iron keel and willing to source hardware from an ironmonger who was dealing with Germany—which might have been how the foreign overlords got wind of the project.

However that came about, the occupiers quickly served notice that they would take possession upon its completion. Iversen soldiered on anyway, and eventually completed and launched ON 1. Upon returning from sea trials, a profoundly embarrassed Iversen reported to the authorities that the prototype he had produced was ridden with problems and “unworthy of the master race.” He ­promised to have a seaworthy boat ready by summer ’45.

Berlin fell the following spring.

Given the name of Knarr after a Viking cargo craft—in the Oslo Fjord, they pronounce the “K”—the new boat was presented to the public that fall. Some found the freeboard high and the sheer excessive, but in the stressed postwar environment, the price tag was attractive.

Orders came in. Hull No. 4 is still sailing in 2020.

The 51st IKC came to San Francisco Bay this past fall, landing this time on the 150th anniversary of the San Francisco YC, the oldest yacht club on the West Coast and harbored on the north shore of the bay, opposite the city. Most Knarr racing on the bay these days is staged out of either that club or its 1927 splinter residing on the city front, St. Francis YC, where the Wednesday-night racing tradition continues. Among names you know, Paul Cayard qualifies as what we’ll call an occasional regular. He reports, “It took me 15 years to win a Wednesday-night race.”

The two clubs on opposite shores share DNA and members in common, including the Perkins brothers—Chris, Jon and Phillips—who have their own place in the Knarr story. Between them, Chris and Jon have each won four IKCs, at home or in Europe. Phil is a regular crew, and for the past 10 years, the brothers have teamed up for Wednesday-night races aboard No. 125, which has history in the Perkins family. The boat was built, plank on frame, in 1965, the year Jon was born, and it later became, he says, “the first boat my parents sailed on when they were trying to figure out what to do with us as junior sailors.”

The boat was owned at the time by Grant Settlemier, who would eventually become one of 16 Knarr-owning commodores of St. Francis YC. Soon 125 was providing early sailing experience for the growing Perkins boys.

“We put a lot of hours on that boat,” Jon recalls. As an adult, he bought a late-­edition glass Knarr but spent years “courting” a later owner of 125 until she relented and sold him the boat. The restoration that ensued “was something I probably wouldn’t do again,” he says, “but now I wouldn’t let go of this boat for anything.”

The Knarr class survived by ­introducing fiberglass hulls calibrated for overall weight and weight distribution to match the traditional fleet, with the first glass hulls appearing in 1973. The experiment was a success. There’s not much to choose from between the ­materials, though a rule of thumb suggests that glass boats have minor advantages in wind speeds of less than 15 knots. However, in the case of his wood 125, Jon says, “between 5 and 12 knots, I’ll take my boat over any in the fleet.” Another way to put that is: You can’t buy your way to a championship, and the rest of it will keep people talking at the bar for as long as there are bars and Knarrs.

In 2006, in Hellerup, Denmark’s Soren Pehrsson became the first second-generation IKC champion. He had won 25 years before as crew, pulling strings for his father, Alf, and saw no reason to leave the fleet. He won again in 2013. Of the Perkins brothers, he observes: “It’s not that you can’t beat them. It’s just that they are so terrifyingly good race after race.”

Pehrsson did not compete in the 2019 IKC, when Lars Gottfredsen, of Denmark, became the first five-time champion, rounding out his ambition to win in San Francisco after three wins in Norway and one in Denmark. Jon Perkins was third. Chris was fourth.

And with that, we sink deep into the sauce of the Knarr class, into this tight group of people who have their own thing going.

It is a fact that most of the world’s sailors could not care less who wins the IKC when it moves to Bergen, Norway, this year. It is equally true that Knarr-class sailors could not care less that the world does not care. In a perfect world, we play games with our friends, and this might be as close to perfect as it comes.

Chris Perkins, like his brothers, had the chops to go pro but didn’t. Over the years he focused on J/105s, for example, and treated the Knarr as a second fleet until recently, when family life made demands. His glass boat, he says, “is easy on my time. It takes a few hours of maintenance every year, and you can do that at the ­beginning, the end, or the middle of the season.”

As for a formula for success on the racecourse: “The boat is heavy and not technical. If you lose momentum, it takes a long time to get going, so the pressure is on the helmsman and trimmer to develop a precise feel together and to balance the boat just so. In the past few years, the Knarr has become one of the most competitive classes going. I’m kind of shocked that we’re still doing this, but the Wednesday nights keep me anchored in the class and, honestly, the racing gets better and better.”

There’s that word: anchored. No one ever really leaves the Knarr class. Even if they sell the boats, they show up for the parties, and most just keep on keeping on.

Terry Anderlini is another Knarr-owning St. Francis YC ­commodore, and his history parallels the IKC’s. He arrived in the fleet in 1969 while the inaugural regatta was ramping up. He came in with an offer to buy No. 102, which at one time belonged to Wibroe. That led to a call from the man himself, who was darned well going to give this new guy the third degree before he would bless the sale.

With Wibroe’s blessing in hand, Anderlini was allowed to buy 102; but in his newbie role, he declared that the proposed boat-sharing format for the IKC “was crazy; would never work” and worse, it would be “embarrassing to watch your own boat beat you.”

He now admits he was wrong on the first count. On the other, not so much. ν

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St. Francis Yacht Club – History of the Knarr Class

St. Francis Yacht Club – Speaker: Terry Anderlini, StFYC Staff Commodore; Knarr Owner since 1968; 7x Season Champion

In 1943, Norwegian Erling Kristoffersen designed the first Knarr. In 1946, the first Knarrs were delivered to Norway. Initially, the boats were made of mahogany and Norwegian fir. In 1960, Knud Wibroe brought the first Knarr to SF Bay. In 1968, Terry Anderlini bought a Knarr and has been hooked ever since. In 1969 our neighbor SFYC, hosted the very first International Knarr Championships and the IKC was born. In 1973, the first fiberglass Knarrs were built. In all, 13 StFYC Commodores and Board Chairmen have owned or co-owned a Knarr, including Terry Anderlini, George Sayre, Peter Culley, Dewey Hines, Steve Taft, Grant Settlemier, Sean Svendsen, Karl Limbach, Tom Quigg, Jim Cascino, Theresa Brandner, Robin Driscoll and Ken Glidewell.

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Knarr (keelboat)

The Knarr is a Norwegian sailboat that was designed in 1943 by Erling Kristoffersen as a racer , with the first production boat delivered in 1946. It is named for the Norse class of trading ships, the Knarr .

The design was initially built at Grimsøykilen Boat Yard and Kilen Boat Yard in Norway and later by Børresen Bådebyggeri in Denmark . In 2004 production passed to Bootswerft Schneidereit of Germany , but that company ceased building boats on 31 May 2018 and it is now out of production. A total of 450 boats were produced.

Development

The design's concept dates to before 1940, when Willy H. Johannesen and Lars Walløe contacted Kristofersen about designing a replacement for the Nordic Folkboat , which was considered an ugly boat design in Norway. Kristofersen was approached due to having already designed other successful racing sailboats. With Norway under German occupation in the Second World War , work was slow and the design was not completed until 1943. The choice of iron for the keel was dictated by wartime restrictions making lead unobtainable.

Work on the prototype started in 1944 at Einar Iversen's property in Grimsøy, near Sarpsborg , which later grew into Grimsøykilen Boat Yard. The Germans imposed strict regulations on boatbuilding and sailing during the war, but Iversen was allowed to continue work, by promising the first boat to the Germans. He claimed that the prototype as completed was too flawed and promised the Germans the second one, which was constructed in the winter of 1944-45. The occupation of Norway ended before the German boat was delivered and the first production boats were delivered in 1946.

The Knarr is a recreational keelboat that was initially built of mahogany or fir wood on a hull-shaped last . Wooden construction avoided the use of strategic materials during the Second World War . In 1974 the design was converted by Børresen Bådebyggeri to fiberglass construction, with wooden trim, starting with hull number 129. The fiberglass version preserves the weight and balance of the wooden version.

The boat has a fractional sloop rig, initially with spruce wood spars and later with aluminum . The forestay set well aft of the bow. The hull has a spooned, raked stem ; a raised counter, angled transom ; a keel -mounted rudder controlled by a tiller and a fixed fin keel. It displaces 4,905 lb (2,225 kg) and carries 2,822 lb (1,280 kg) of iron ballast.

The boat has a draft of 4.26 ft (1.30 m) with the standard keel. For sailing the design is equipped with only a mainsail and jib , no spinnaker .

The design has a Portsmouth Yardstick racing average handicap of 91.0 and is normally raced by a crew of three to four sailors .

Operational history

The boat is supported by three active class clubs that organize racing events, the Norsk Knarrklubb founded in 1951 in Norway , the Dansk Knarr Klub formed in 1955 in Denmark and the Knarr Class of San Francisco Bay in the United States .

As of 2011 [update] there were racing fleets in Norway, Denmark and San Francisco Bay, with some boats also located in Germany and France. In 1968, the national clubs created an International Knarr Championship, which is held sequentially in Oslo and Bergen, Norway , San Francisco and Denmark.

The design was introduced to San Francisco in 1953 by Einar Iversen's son, Bjørn Iversen, who was attending Stanford University . The design proved well-suited to the windy conditions and the chop of San Francisco Bay and gained a following there.

In 1966, the Knarr Irina was sailed by Georg V. Erpecom Jr. from Bergen to the Centenary Regatta in Copenhagen and then to Oslo , the longest voyage that had been sailed by a Knarr up until that time. Erpecom was awarded the Royal Norwegian Yacht Club 's Cruise Racing Trophy for the trip.

In 1967 the Royal Danish Yacht Club presented Margrethe II of Denmark and Prince Henrik a Knarr as a wedding gift.

• List of sailing boat types

Similar sailboats

• Shields (keelboat)
• 1940s sailboat type designs
• Sailing yachts
• Sailboat types built in Norway
• Sailboat types built in Germany
• Sailboat type designs by Erling Kristoffersen
• Sailboat types built by Børresen Bådebyggeri
• Sailboat types built by Grimsøykilen Boat Yard
• Sailboat types built by Kilen Boat Yard
• Sailboat types built by Bootswerft Schneidereit

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Unveiling the Knarr Sailboat: An In-depth Look at a Classic Norse Vessel

knarr sailboat specs

The Knarr sailboat is a remarkable vessel deeply rooted in Norse maritime history. This ancient type of ship was traditionally used for trading and exploring the rough waters of the North Atlantic. Crafted with meticulous attention to detail, the Knarr is renowned for its sturdy build, versatility, and excellent handling in adverse conditions. Let’s delve into the specifications of this iconic boat.

• Size: The Knarr typically measures around 50 feet in length, making it an ideal choice for both short coastal journeys and long-distance voyages. Its compact yet spacious design allows for a comfortable onboard experience.
• Materials: Built with the finest quality oak and pine, the Knarr showcases exceptional craftsmanship. The combination of durable hardwood and sturdy fastenings ensures the boat’s longevity and resilience against the harsh elements of the sea.
• Sails and Rigging: Equipped with a single mast, the Knarr typically features a square sail, facilitating efficient navigation against prevailing winds. The sail is made of durable linen fabric, further enhancing the vessel’s ability to withstand challenging weather conditions.

knarr sailboat review

The Knarr sailboat has long been admired for its timeless design and impressive sailing capabilities. This review aims to delve into the various aspects of this classic vessel, uncovering its strengths, weaknesses, and everything in between.

One remarkable feature of the Knarr sailboat is its sturdy construction, built to withstand even the harshest of weather conditions. The hull is made of durable oak wood, providing excellent durability and resistance against wear and tear. Additionally, the inclusion of a fiberglass bottom adds an extra layer of protection, ensuring longevity and reliable performance.

knarr sailboat pros and cons

Pros and cons of the knarr sailboat.

The Knarr sailboat, steeped in rich Norse history, has attracted adventurers and sailing enthusiasts alike with its unique features and charm. Like any vessel, the Knarr comes with its own set of advantages and disadvantages, which should be considered when setting out on your maritime journey.

• Sturdy Construction: The Knarr sailboat boasts a robust build, making it durable and capable of withstanding rough weather conditions , ensuring a safe and comfortable voyage.
• Ample Storage: With its spacious interior and cleverly designed storage compartments , the Knarr offers ample room for stowing provisions and belongings, making it ideal for extended trips.
• Versatile Sailing: Known for its versatility, the Knarr excels in both coastal cruising and open water navigation, allowing sailors to explore various waters with ease.
• Historical Significance: Owning a Knarr sailboat means being part of a storied maritime legacy, immersing oneself in the fascinating history of Norse seafaring and Viking exploration.
• Slower Speed: Due to its larger size and heavier build, the Knarr sailboat may be slower compared to some modern sailboats, potentially requiring extra planned time for longer voyages.
• Higher Maintenance: As with any vessel, the Knarr sailboat requires regular maintenance and care, which could be more time-consuming and costly compared to smaller and more modern boats.
• Limited Modern Amenities: The Knarr sailboat’s design, rooted in its historical origins, may not cater to those seeking an abundance of modern amenities found in contemporary boats.

knarr sailboat interior photos

Welcome aboard the magnificent Knarr sailboat! Step into a world of elegance and craftsmanship as we take an in-depth look at the stunning interior of this classic Norse vessel. Prepare to be enchanted by the seamless blend of modern comfort and traditional design elements that make the Knarr an exceptional sailing experience.

Step below deck and be embraced by the warm ambiance of fine woodwork, creating an inviting atmosphere that instantly puts you at ease. The attention to detail is unparalleled, with every nook and cranny carefully designed to optimize space without compromising on mobility. Whether you seek adventure or desire a tranquil retreat, the Knarr sailboat ensures that you sail in both style and comfort.

knarr sailboat specifications

When it comes to sailboats, the Knarr is a true embodiment of Norse craftsmanship and maritime excellence. This sturdy vessel has been an integral part of seafaring history since ancient times. Resilient, versatile, and built to withstand the greatest of adventures, the Knarr sailboat continues to captivate enthusiasts and sailing aficionados worldwide.

Featuring a magnificent design, the Knarr sailboat boasts an array of impressive specifications that set it apart from other vessels. Here are some key details:

• Length: Ranging from 6 to 8 meters
• Width: Approximately 2 meters
• Weight: Varies between hull materials, with an average weight of 350 to 600 kilograms
• Mast Height: Typically stands at about 7 to 9 meters
• Sail Area: Varies depending on the sail configuration, with an average area of 15 to 20 square meters
• Crew Capacity: Designed to comfortably accommodate 4 to 6 individuals

knarr sailboat layout

Exploring the.

In this section, we will delve into the fascinating layout of the Knarr sailboat, a vessel rooted in Norse history and craftsmanship. By understanding its unique design, you will gain a deeper appreciation for the seamless integration of functionality and beauty in this classic boat.

The Knarr sailboat boasts a layout that maximizes both utility and comfort for its passengers. Let’s take a closer look at some key features:

• Spacious Deck: The Knarr sailboat offers a generously-sized deck that allows for ease of movement and provides ample space for various activities, whether it be fishing, socializing, or simply enjoying the breathtaking view.
• Storage Compartments: With strategically placed storage compartments throughout the boat, the Knarr ensures that all essentials are within reach. From storing fishing equipment to stowing away personal belongings, these compartments maintain a clean and organized environment.
• Secure Cabin: The sailboat features a well-built cabin that provides both shelter from adverse weather conditions and a cozy retreat for those seeking a little respite from the elements. The cabin’s design prioritizes functionality, promoting a safe and comfortable sailing experience.

knarr sailboat data

The Knarr sailboat is a remarkable vessel that holds a rich history. Originating from the Norse culture, this classic boat has been used for centuries as a means of transportation and exploration on the open seas. With its robust design and unmatched durability, the Knarr has become a symbol of craftsmanship and adventure.

One of the distinctive features of the Knarr sailboat is its ability to withstand harsh weather conditions. Crafted from sturdy materials such as oak and pine, the Knarr is built to brave the fierce waves of the ocean. Its strong hull ensures stability, while the intricately woven sails provide excellent performance in various wind speeds. Additionally, the Knarr’s spacious deck allows for maximum cargo storage, making it an ideal vessel for both trade and long voyages.

knarr sailboat diagram

Embark on an enlightening journey as we delve into the intricacies of the awe-inspiring Knarr sailboat through this comprehensive diagram. This detailed depiction provides an in-depth look at the various elements that make the Knarr sailboat a marvel of maritime engineering.

The Knarr sailboat, originating from ancient Norse traditions, is a vessel renowned for its sturdy build and incredible sailing capabilities. Its design features have stood the test of time, allowing these boats to navigate both tranquil waters and treacherous seas. As we explore the different parts of the Knarr sailboat, you’ll gain an enhanced understanding of the vessel’s composition and functionality.

With this detailed diagram, you can visualize the different components that contribute to the exceptional sailing capabilities of the Knarr sailboat. Delve deeper into the world of ancient seafaring and gain a newfound appreciation for the craftsmanship and innovation behind this classic Norse vessel.

knarr sailboat for sale

If you have ever dreamed of embarking on thrilling nautical adventures while experiencing the rich history of ancient Norse explorers, then look no further. We are excited to present to you our stunning collection of Knarr sailboats, now available for sale. Crafted with exceptional artistry and inspired by the legendary vessels of the Vikings, these sailboats are the perfect blend of elegance, durability, and historical significance. With a Knarr sailboat, you not only acquire a magnificent watercraft but also delve into a captivating world of maritime heritage.

Our Knarr sailboats for sale are meticulously designed to offer an unforgettable sailing experience. Whether you’re venturing along the serene coastline or crossing vast oceans, these vessels combine grace and sturdiness. With the capacity to withstand challenging weather conditions and navigate various water bodies, a Knarr sailboat ensures both performance and adventure. Its sleek construction, balanced with a high-displacement hull, ensures stability and maneuverability, allowing you to sail confidently in all types of conditions. The customizable interiors of these sailboats ensure comfort and luxury, making the Knarr a perfect choice for both solo expeditions and family getaways.

Q: What is a Knarr sailboat? A: A Knarr sailboat is a classic Norse vessel that was used for trading and voyaging during the Viking Age. It is known for its robust construction and ability to withstand the harsh conditions of the North Atlantic Ocean.

Q: What are the main features of a Knarr sailboat? A: Knarr sailboats typically have a keel, which enhances stability, and a clinker-built design wherein overlapping planks are fastened together with iron rivets. These boats are roomy and versatile, with ample space for cargo and provisions for long voyages.

Q: What materials are used in constructing a Knarr sailboat? A: Knarrs are traditionally made from timber, primarily oak, which provides strength and durability. The planks are expertly carved and fitted together to create a watertight structure. Iron rivets hold the planks in place, ensuring a solid construction.

Q: How was the Knarr sailboat used during the Viking Age? A: The Knarr sailboat played a pivotal role in Viking trade expeditions, allowing the Norse seafarers to embark on long voyages to distant lands. These vessels carried a variety of goods, including furs, timber, iron, and other valuable commodities, facilitating trade and cultural exchange.

Q: What makes the Knarr sailboat suitable for long voyages? A: The sturdy construction of the Knarr sailboat, along with its ample storage capacity, made it well-suited for extended voyages. These boats could withstand the rough seas, adverse weather conditions, and heavy loads, ensuring the safe arrival of goods and crew.

Q: How did the Knarr sailboat contribute to Viking exploration? A: The Knarr sailboat revolutionized Viking trade and exploration by enabling voyages to distant lands, such as Greenland and even North America. This vessel allowed the Vikings to establish new trade routes, expand their territories, and shape the course of history.

Q: Are Knarr sailboats still in use today? A: While the original Knarr sailboats are no longer in use, their design and influence can still be seen in modern-day sailboats. Various maritime enthusiasts continue to build replicas of these historic vessels, preserving the legacy and craftsmanship of the Knarr for future generations.

Q: Where can one see a Knarr sailboat today? A: Knarr sailboats can be found in maritime museums, particularly in regions with Viking heritage such as Norway, Denmark, and Iceland. These museums often have exhibits showcasing the history and significance of the Knarr sailboat, allowing visitors to appreciate this ancient marvel.

Q: How has the Knarr sailboat impacted seafaring history? A: The Knarr sailboat played a significant role in seafaring history, as it assisted the Vikings in expanding their reach across the seas during the Viking Age. Its robust design and cargo-carrying capacity influenced future shipbuilding techniques and navigation methods that shaped the world’s maritime trade routes.

To Wrap It Up

In conclusion, the knarr sailboat stands as a testament to the ingenuity, craftsmanship, and seafaring prowess of the ancient Norse people. Its versatility, durability, and exceptional design made it an indomitable force on the open waters, allowing the Norse to explore, trade, and establish connections across vast distances.

Through a thorough examination of its construction, navigation methods, and historical significance, we have gained valuable insights into the life and culture of the Norse seafarers. The knarr sailboat served as an invaluable tool for their extensive voyages, contributing to the spread of their influence and shaping the course of history.

Today, the legacy of the knarr sailboat lives on, sparking fascination and admiration among sailing enthusiasts, historians, and adventurers alike. While modern vessels have surpassed their predecessors in terms of technology and efficiency, the knarr sailboat remains an iconic symbol of a bygone era, standing as a testament to human innovation and resilience.

As we delve into the mysteries of the past, the knarr sailboat continues to captivate our imagination, reminding us of the remarkable achievements and unwavering spirit of the Norse seafarers. By understanding and appreciating the intricacies of this classic vessel, we gain a deeper understanding of our collective maritime heritage, celebrating the enduring legacy of those who dared to set sail and explore the world beyond the horizon.

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Norse Knarr

Specifications ( Skuldelev 1 ): Length: 52 feet Beam: 15 feet 9 inches Height (keel to gunwale): 6 feet 11 inches Draft: 3 feet Displacement: 20 tons Number of oars: Four Crew: Six to eight men Sail area: 970 square feet Speed: 5–13 knots (depending on wind)

From their first devastating raid on Lindisfarne, England, in 793 Norse Vikings established a seaborne empire with their sleek langskip (longships), whose gracefully curved wooden plank hulls were stout enough to cross oceans yet shallow enough in draft to negotiate inlets and rivers. By the 9th century the establishment of Norse kingdoms, overcrowding and blood feuds drove growing numbers of Norsemen “west over sea” to settle in the Faroes, Shetlands, Orkneys, Hebrides, Iceland, Greenland and, briefly, Vinland (coastal North America). To tackle the challenges of such long voyages and carry the cargo necessary for survival and commerce, the Vikings developed a utilitarian version of their proven vessels—the knarr , or coastal trading ship.

Beamier and with more freeboard than its martial cousin, the knarr relied more on its sail than the two to four oars it carried to aid in maneuvering. A Viking captain skilled at reading the sun, stars or even natural phenomena—birds, marine life or the variegated waters of various currents—was capable of navigating a knarr across the North Atlantic to the New World. One amenity conspicuously absent on the knarr , and Viking ships in general, was shelter. Exposed to the elements, crew and passengers alike had to bundle up and bear it.

As part of a raiding fleet the knarr carried the extra necessities as well as the booty, standing offshore while the longships ventured upriver. At places too stoutly defended to plunder, the knarr crews came to trade or sell what they had aboard. In either capacity the knarr was the homely workhorse to the thoroughbred langskip . The example shown is a reconstruction of Skuldelev 1 , a circa 1030 Norwegian knarr discovered in Denmark’s Roskilde Fjord in 1924 and on display at Roskilde’s Viking Ship Museum The timbers of a knarr recovered from the harbor of Hedeby/Haithabu, Germany, indicate an even larger vessel, displacing some 60 tons. MH

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Knarr Tuning Guide

Download –   Knarr Trimguide   (Danish)

The purpose of this tuning-guide is to give our clients in the Knarr class some guidelines on how to get the most out of their North Sails. This tuning-guide was compiled by Henrik Søderlund and Theis Palm.

Always experiment and try finding your own trim using these guidelines. The weight of the crew, the balance of the boat together with specific local wind and sea conditions all have influence on the fastest and final trim.

Before stepping the mast in the boat, some very important measurements have to be checked to follow this tuning-guide correctly:

•  Lead the upper shrouds and forestay along the mast, the upper have to be out of the spreader tips. Pull them as hard as you can and put a mark on all three wires at the top at the black near the gooseneck on the mast. These three marks are now used to check if the mast is centered in the boat, and to check the mast rake.
• Place the mast foot the following way. First measure 1.21 meter from the bow and place the forestay here. Move the foot of the mast aft, until you measure 2,00 meter from the forestay position (this is the maximum J measure to the class rules) block the mast on the backside. Leave 20 mm free space on the front side of the mast.The mast foot adjusts the following way: In light winds (0-8 Knots) the mast should be relative hard on the aft edge and pressed 10 mm aft along the mast foot rail for the mast to bend smoothly, and make the forestay loos. In winds above 8 knots move the mast foot back to basic position.
• Set the mast rake. Pull the permanent backstay until the forestay stays straight. Then measure the distance from the black mark on the forestay to the deck (along the forestay) the distance is 1,13 meter. Control the distance from the deck to the upper black band at the gooseneck measured on the backside of the mast, the measurement is 80 cm. If there is a difference it should be adjusted on the forestay measurement.
• The upper shrouds proper position is located measuring perpendicularly from the center of the mast to the attachment point on the shroud base.
• The marks on the upper shrouds (from step 1) are now used to verify that the mast is vertical. This is best done by measure from the mark on the upper shrouds to where the turnbuckles enter the deck – the distance should be the same on both sides. It is very important, that the mast is straight from side to side and not being distorted at deck level.
• The lower shrouds are placed 35 cm behind the upper shrouds according to the class rules.
• All rig tension measurements we used a Loose Gauge PT-2. The upper shrouds should read 11 as a base setting. In 9 – 15 knots tighten 1½ turn and from 16 knots and up, another 1½ turn.
• The lower shrouds are tensioned, so that the mast is completely straight in the boat. The lowers is tighten in the same time as the upper shrouds. In general the rig is very slack to get the mast as fare forward as possible on the downwind leg.
• The jumpers are adjusted by pulling the permanent backstay. Then look up along the sail track and check that the jumpers are equally tight on both sides. If this is not the case, they should be adjusted till the mast is completely straight. When the mast is relaxed it will bend slightly forward.

Mainsail Trim

The mainsheet is critical in setting the shape of the sail and small adjustments can have a big effect on speed and pointing. If the mainsheet is sheeted tight, the leech will close and put more pressure on the rudder – on the other hand pointing ability is improved. This can be used in medium winds and flat water, where the boat can be kept flat by hiking. In light winds the mainsheet is eased so that the top tell-tale flies straight. In heavy winds, sheet tight and pull the backstay until the rudder feels light again (but without losing pointing). In large waves, let the leech twist a little more to have a wider steering angle. This increases speed, and therefore pointing, at the same time. As a thumb rule the top batten is trimmed parallel to the boom in almost all wind strengths.

OUTHAUL The outhaul is also an important factor when trimming as it controls the draft in the bottom of the sail. In very light winds (0-5 knots) the sail should be 2 cm from the mark. In medium winds (5-12 knots) about 1 cm from the mark and in more wind than this pull the sail all the way to the mark.

CUNNINGHAM Do not set the cunningham in light winds. In medium winds set the cunningham so that the wrinkles along the luff disappear. When the wind exceeds 15 knots pulled it hard to open the leech and keep the draft forward in the sail.

TRAVELLER Always to windward in any condition

BACKSTAY The backstay has two functions: To control draft in the mainsail and to control forestay sag. When the backstay is tightened, the mainsail flattens, the leech opens, and there is less forestay sag and therefore, a jib with less draft. It is a good idea to put marks on the backstay, e.g., every 5 cm, to facilitate finding the right trim after mark roundings, etc.

KICKINGSTRAP/BOOM VANG The kickingstrap is used when sailing upwind in strong wind and also downwind. Upwind, the kickingstrap push on the mast and opens the leech in the bottom part of the mainsail and keeps the boom down when easing in the gusts. Never use the kickingstrap upwind in less than 18 knots and use caution. Remember always to ease the kickingstrap for downwind sailing when bearing off, otherwise the boom might break. Downwind the kickingstrap is trimmed so that the top batten is parallel to the boom – on all sailing angles and in all conditions.

North Sails jibs are made for sheeting points both on deck and cabin top. However, we recommend sheeting from the cabin top to make the jib-leech twist more freely and thus allowing the gap between main and jib to be as wide as possible. Furthermore, the control of the jib is improved (particularly in heavy winds) because of the shorter distance from clew to block. The jib-lead track is placed with its center 48 cm (fig2A) from the boat’s centerline.

When sheeting from the cabin top, we recommend using a swivel block on the deck, so that the jib sheet does not create an overwrap on the winch.

SHEETING POINT The position of the jib lead is crucial for the jib trim. As a reference point measure 2.68 m from the pin in the forestay to the centre of the block (if the lead is on the cabin top). The jib shall luff evenly, i.e. tell-tales must fly at the same time in top and bottom.

JIB SHEET As a general rule sheet the jib so that the middle batten is parallel to the centerline in most conditions, but in light winds (0-5 knots) leave 2-3 degrees of twist. If the sea is lumpy, move the jib lead 2 – 3 “holes” forward to get more draft and power in the jib (the middle batten shall still be parallel to the boat’s centerline). In heavy winds move the lead 1 – 2 “holes” back without letting the foot of the sail become tight and flutter.

HALYARD TENSION Never pull the halyard too tight. This will cause the draft of the jib to move too far forward. Pull it until the wrinkles in the luff disappear. In light wind the best shape is obtained when leaving small wrinkles in the luff.

Good luck on the water!

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KNARR CLASS

• Crafted largely of wood, the sleek and classic  Knarr  sailboat is distinguished by its deep iron keel and Bermuda rig. 
• 21" x 28"  Lithograph Print, signed & numbered,   limited to 950 prints
• 30" x 40" Giclee Print, UNFRAMED, limited to 150 prints, available on canvas or paper
• 24" x 30"   Giclee Print , UNFRAMED, limited to 500 prints, available on canvas or paper
• Custom giclee sizes also available - contact the gallery 410-263-4100 to discuss your requirements.

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Knarr Rudder

We have worked with the International Knarr Class Association to develop tooling and a class approved new rudder for this classic sailboat.

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