Equally iconic perhaps, but a Fairey Atalanta is not a Morris Minor
The term iconic is commonly associated with products or designs regarded as particularly influential, or representative of a culture, movement or moment in time. Thus, in their own ways, both the Morris Minor and the Reliant Robin are iconic in the context of Britain’s post-war boom in private vehicle ownership. The unitary shell construction of the Minor was certainly innovative, and its ride quality and reliability were unrivalled. Even today, 74 years after it first appeared, the image of a Morris Minor – and even more, seeing one on the road – can instantaneously evoke a by-gone era. Despite the fact that the intervening years have seen huge advances in vehicle technology, comfort and safety, many thousands of people around the world continue to re-build, refurbish, repair, maintain, drive and enjoy the Morris Minor. There are presently 15,000 on the road in the UK. It is undoubtedly a classic.
In many ways, the Fairey Atalanta can also be considered iconic. Marketed between 1956 and 1966 as a trailable, seaworthy, family cruiser, the Atalanta was innovative in concept, design, engineering and construction. For individuals of a certain age it is instantly recognisable, triggering strong personal memories, and representing the post-war shift toward more family-oriented yachting. The link to Uffa Fox only reinforces the sense that it is a design classic.
However, the analogy between the iconic Morris Minor and the iconic Fairey Atalanta has some serious limitations. In terms of scale, for example, while in total approximately 1.9 million Minors were built, the production run of Atalantas was only 186. This has a number of implications. For example, the Minor touched the lives of a much larger number of people, and played a prominent role in contemporary film and television representations of British life. Also, the many thousands of still road-worthy Minors are associated with an active market (depending on model, condition and so on, asking prices can range from £1,500 to £30,000), availability of new replacement parts, and a dynamic owners club. One also suspects that many and perhaps most of these vehicles are stored out of the weather (a very small garage will suffice), and driven only occasionally.
In contrast, latest estimates for the Atalanta are that 18 boats are sailing, 20 are actively being restored and another 16 are in storage. This represents a much higher proportion of the boats produced than is the case with the Morris Minors. Nevertheless, with so few boats still in existence, the market is necessarily thin – both supply and demand are limited. Reflecting differences in condition, availability of a trailer etc, asking prices for the 9 boats advertised on the AOA website over the 5-year period 2017-2022 ranged from £995 to £6,500, and averaged £4,277. Keenly priced Atalantas occasionally appear on eBay and other platforms, but their condition is generally poor, and while they may represent a challenging and enjoyable project, the substantial effort and cost involved in restoring them will not be recouped when they come back on the market.
Compared to similar size GRP yachts, Atalantas, like other wooden boats, have a relatively high maintenance requirement, and winter storage under cover is essential if the integrity of the an Atalanta’s deck, roll sides and blister is to be assured. And in contrast to classic cars, Atalantas that are being sailed are exposed to the elements for 4-6 month a year – whether on a mooring or in a marina – independent of how much they are actually sailed.
So, if the Atalanta is indeed iconic, with an impeccable pedigree and an assured place in British yachting history, why is the numbers of boats in-service dropping, and why is the price low, even for examples in good nick?
One response is that they are not what the 21st century market for cruising yachts demands: in terms of size, accommodation, creature comforts and so on, they are ‘basic’ at best. Further, the maintenance requirements in time and money may seem out of proportion.
But it is striking that while a similar argument can be made – i.e. that the Morris Minor does not meet the demands of the modern market – interest in the Minor continues to be strong, and prices buoyant.
What lessons can we draw from the contrasting stories of the iconic Minor and the iconic Atalanta?
Perhaps it is that some icons, some classics, are just easier (and less expensive?) to restore, maintain and use than others. A Minor can be stored in a small garage, while an Atalanta demands a substantial shed. A Minor can be taken for an occasional spin on a sunny afternoon, while an Atalanta used in this way only deteriorates.
In other words, the preservation of some iconic items can be fully compatible with occasional use, will not break the bank, and may well appreciate in value; while for others, this is not the case. We can all agree that the Fairey Atalanta is iconic, a classic in its own right, but the question is whether its future will be most effectively assured as a museum piece or a as working yacht?